Electromechanical brake system transmission

Abstract

The present application relates to a kind of electronic mechanical brake system transmission mechanism, belong to automobile brake technical field.Drive component drives lever force component movement, lever force component drives dead point holding component movement to dead point position, dead point holding component forms self-locking state in dead point position, and make brake execution component keep braking force.Advantages are novel structure, for simplifying transmission path, reduce intermediate link, introduce lever force mechanism in transmission, optimize locking and keeping function by combining dead point characteristics, by adopting the way of lever force and dead point locking, multiple planetary gears and complex screw transmission structure are saved, the number of parts is significantly reduced, assembly process is simplified, can reduce manufacturing cost, while guaranteeing brake reliability and response speed.

Description

Technical Field

[0001] This invention belongs to the field of automotive braking technology, and particularly relates to a transmission mechanism for an electromechanical braking system. Background Technology

[0002] With the rapid development of automotive braking technology, traditional hydraulic braking systems, due to their inherent defects such as complex structure, delayed response, and inability to independently control the braking force of each wheel, are no longer able to meet the stringent requirements of high-level autonomous driving and new energy vehicles. Electromechanical braking systems (EMB), as the next-generation brake-by-wire technology, eliminate hydraulic components such as the master cylinder, hydraulic lines, and brake fluid. They generate braking force by directly driving the brake actuator with an electric motor, achieving full electronic control of the braking system. Due to its advantages of fast response and high control precision, it is considered the future direction of braking system development.

[0003] Existing electromechanical braking (EMB) systems mostly use a combination of multi-stage planetary gear reduction and ball screws for their transmission mechanisms. While this can achieve the transmission and control of braking force, the structure is relatively complex, with a large number of parts, and high requirements for machining accuracy and assembly processes, making it difficult to reduce manufacturing costs.

[0004] The high-speed rotation of the motor is slowed down and its torque increased. This increased rotational motion is then transmitted to the ball screw pair, which converts the rotational motion into linear motion. This linear motion pushes the brake piston and friction pads against the brake disc, thereby generating braking torque. This structure has many advantages, such as high load-bearing capacity, large transmission ratio, high transmission efficiency, and smooth operation, and it can accurately convert rotational motion into linear thrust.

[0005] However, through practice and extensive testing, it has been found that the above-mentioned multi-stage planetary gear reduction combined with ball screw transmission mechanism still has the following problems in practical applications: (1) Complex structure and too many parts: Since two-stage or even three-stage planetary gear system is generally required, each stage includes parts such as sun gear, multiple planet gears, planet carrier, and gear ring. In addition, the ball screw, nut, steel ball, seals, etc., make the whole transmission mechanism involve dozens of precision parts. Too many parts will reduce the reliability of the whole system.

[0006] (2) High requirements for machining accuracy and assembly process: The manufacturing accuracy requirements of planetary gears and ball screws are very high, and the assembly requirements such as coaxiality and perpendicularity between multi-stage planetary systems and ball screws are extremely demanding. This leads to high requirements for machining equipment, testing methods and the technical level of assembly workers, which ultimately increases the unit cost.

[0007] (3) High product cost: The material cost and processing cost of the parts with the above high precision requirements are very high, and the excessive cost restricts the large-scale commercial application of EMB technology.

[0008] Therefore, developing an EMB transmission mechanism with a simpler structure, fewer parts, and greater cost advantage has become a technical problem that needs to be solved in this field. Summary of the Invention

[0009] This invention provides a transmission mechanism for an electromechanical braking system to solve the problems of complex transmission structure, numerous parts, and high cost in existing electromechanical braking systems.

[0010] The technical solution adopted by the present invention includes a driving component, a lever amplification component, a dead-point holding component, and a braking execution component. The driving component drives the lever amplification component to move, the lever amplification component drives the dead-point holding component to move to the dead-point position, the dead-point holding component forms a self-locking state at the dead-point position, and keeps the braking execution component in a braking force.

[0011] The output end of the drive component is connected to the input end of the lever amplification component, the output end of the lever amplification component is connected to the input end of the dead point holding component, and the output end of the dead point holding component is connected to the braking execution unit. When the lever amplification component moves to the preset position, the dead point holding component enters the locking state, so that the mechanism can maintain the braking clamping force without continuous power supply.

[0012] The drive assembly includes a linear driver 1, a linear driver 2, a push rod 1, a push rod 2, and a drive bracket. The linear driver 1 and the linear driver 2 are disposed opposite to each other on the drive bracket. The linear driver 1 and the linear driver 2 are respectively connected to one end of the push rod 1 and the push rod 2. The other ends of the push rod 1 and the push rod 2 together form an output end, which acts on the input end of the force transmission rocker of the lever force amplification assembly.

[0013] Linear driver one and linear driver two are electromagnetic drivers, respectively.

[0014] The linear actuator one and linear actuator two are arranged opposite each other along the same axis.

[0015] The linear actuator one and linear actuator two are located on both sides of the force transmission rocker arm of the lever force amplification assembly.

[0016] The linear actuator 1 drives the push rod 1 to retract, and the linear actuator 2 drives the push rod 2 to extend. When the braking state is released, the linear actuator 1 and the linear actuator 2 move in opposite directions.

[0017] The lever amplification assembly includes a force-transmitting rocker arm, a force-transmitting connecting rod, and a rocker arm support. The rocker arm support is fixedly connected inside the clamp of the braking actuation assembly. The force-transmitting rocker arm is rotatably connected to the rocker arm support via a rotating shaft. One end of the force-transmitting rocker arm forms an input end, which is connected to the drive assembly. The other end of the force-transmitting rocker arm forms an output end, which is hinged to the force-transmitting connecting rod. The thrust output by the drive assembly acts on the input end, is amplified by the lever, and is transmitted to the force-transmitting connecting rod from the output end. The force-transmitting connecting rod is hinged to the intermediate hinge point of the dead-point holding assembly.

[0018] The dead-point holding assembly includes locking link one, locking link two, end hinge point one, intermediate hinge point, and end hinge point two. One end of locking link one is rotatably connected to one end of locking link two through the intermediate hinge point. The other end of locking link one is hinged to brake pad one of the braking actuation assembly through end hinge point one. The other end of locking link two is hinged to the caliper body through end hinge point two. During braking, the two locking links gradually unfold. When locking link one, locking link two, end hinge point one, intermediate hinge point, and end hinge point two are in the same straight line, the dead-point position is reached, forming a mechanical self-locking state.

[0019] The braking actuator includes a caliper body, a brake disc, brake pad one, and brake pad two. The brake disc is rotatably disposed within the braking space formed by the caliper body. Brake pad one and brake pad two are slidably disposed within the caliper body and located on both sides of the brake disc. Brake pad one is hinged to locking link one and is used to drive the two brake pads to move toward the brake disc. A drive bracket is fixedly connected to the caliper body for mounting the drive assembly and lever amplification assembly.

[0020] The advantages of this invention are its novel structure. To simplify the transmission path and reduce intermediate links, a lever-driven force-increasing mechanism is introduced in the transmission aspect. The locking and holding functions are optimized by combining dead-point characteristics. By adopting a combination of lever-driven force-increasing and dead-point locking, the multi-stage planetary gear and complex lead screw transmission structure are eliminated, the number of parts is significantly reduced, the assembly process is simplified, and the manufacturing cost can be reduced, while ensuring braking reliability and response speed. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of the present invention and these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the structure of the present invention, showing the braking state; Figure 2 This is a schematic diagram of the parking state of the present invention. Detailed Implementation

[0023] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0024] It should be understood that conventional techniques and components known to those skilled in the art will not be detailed in this specification. The scope of protection of this invention should be determined by the claims, and not limited to the embodiments described below.

[0025] See Figure 1 It includes a drive component 1, a lever amplification component 2, a dead point holding component 3, and a braking execution component 4. The drive component 1 drives the lever amplification component 2 to move, the lever amplification component 2 drives the dead point holding component 3 to move to the dead point position, the dead point holding component 3 forms a self-locking state at the dead point position, and keeps the braking force of the braking execution component 4.

[0026] The output end of the drive component 1 is connected to the input end of the lever amplification component 2. The output end of the lever amplification component 2 is connected to the input end of the dead point holding component 3. The output end of the dead point holding component 3 is connected to the brake execution unit 4. When the lever amplification component 2 moves to the preset position, the dead point holding component 3 enters the locking state, so that the mechanism can maintain the braking clamping force without continuous power supply.

[0027] The drive assembly 1 includes a linear driver 101, a linear driver 2 102, a push rod 103, a push rod 2 104, and a drive bracket 105. The linear driver 101 and the linear driver 2 102 are disposed opposite to each other on the drive bracket 105. The linear driver 101 and the linear driver 2 102 are respectively connected to one end of the push rod 103 and the push rod 2 104. The other ends of the push rod 103 and the push rod 2 104 together form an output end, which acts on the input end of the force transmission rocker 201 of the lever force amplification assembly 2.

[0028] The linear actuator 101 and the linear actuator 202 are electromagnetic actuators, respectively.

[0029] The linear actuator 101 and the linear actuator 202 are arranged opposite each other along the same axis.

[0030] The linear actuator 101 and the linear actuator 202 are located on both sides of the force transmission rocker arm 201 of the lever force amplification assembly 2.

[0031] The linear actuator 101 drives the push rod 103 to retract, and the linear actuator 2 102 drives the push rod 2 104 to extend. When the braking state is released, the linear actuator 101 and the linear actuator 2 102 move in opposite directions.

[0032] The lever amplification assembly 2 includes a force transmission rocker arm 201, a force transmission link 202, and a rocker arm support 203. The rocker arm support 203 is fixedly connected inside the clamp body 401 of the brake actuation assembly 4. The force transmission rocker arm 201 is rotatably connected to the rocker arm support 203 via a rotating shaft. One end of the force transmission rocker arm 201 forms an input end, which is connected to the drive assembly 1. The other end of the force transmission rocker arm 201 forms an output end, which is hinged to the force transmission link 202. The thrust output by the drive assembly 1 acts on the input end, and after being amplified by the lever, it is transmitted to the force transmission link 202 from the output end. The force transmission link 202 is hinged to the intermediate hinge point 304 of the dead point holding assembly 3.

[0033] The dead-point holding assembly 3 includes a locking link 301, a locking link 302, an end hinge point 303, an intermediate hinge point 304, and an end hinge point 305. One end of the locking link 301 is rotatably connected to one end of the locking link 302 through the intermediate hinge point 304. The other end of the locking link 301 is hinged to the brake pad 403 of the braking actuation assembly 4 through the end hinge point 303. The other end of the locking link 302 is hinged to the clamp body 401 through the end hinge point 305. During braking, the two locking links gradually unfold. When the locking link 301, the locking link 302, the end hinge point 303, the intermediate hinge point 304, and the end hinge point 305 are in the same straight line, the dead-point position is reached, forming a mechanical self-locking state.

[0034] The braking actuator 4 includes a clamp body 401, a brake disc 402, a first brake pad 403, and a second brake pad 404. The brake disc 402 is rotatably disposed within the braking space formed by the clamp body 401. The first brake pad 403 and the second brake pad 404 are slidably disposed within the clamp body and located on both sides of the brake disc 402. The first brake pad 403 is hinged to a locking linkage 301 to drive the two brake pads to move toward the brake disc 402. A drive bracket 105 is fixedly connected to the clamp body 401 for mounting the drive assembly 1 and the lever amplification assembly 2.

[0035] Working principle: See Figure 2The braking actuator adopts a floating clamp body. When braking is required, the opposing linear actuators 101 and 102 are energized. Push rod 103 retracts linearly, and push rod 204 extends linearly. The combined force pushes the force-transmitting rocker arm 201 to rotate around the rocker arm support 203. After the force-transmitting rocker arm 201 amplifies the combined force, it drives the force transmission link 202 to move. The force transmission link 202 then pushes the locking link 1 301 and the locking link 2 302. One end of the locking link 2 302 is connected to the clamp body 401 via a hinge, and one end of the locking link 1 301 is connected to the brake pad via a hinge. The locking link 1 301 and the locking link 2 302 are connected via a hinge. The force transmission link 202 pulls the locking... Link 1 301 and locking link 2 302 move towards the dead center position. When the clamping force reaches the set threshold, the lever amplification component pushes the dead center holding component to the dead center position. At this time, the two brake pads clamp the brake disc to achieve braking. The dead center holding component uses its mechanical self-locking characteristic to maintain the lock, thereby maintaining the braking force. At the same time, the two linear actuators 101 and 102 reach a steady state, and push rods 103 and 104 stop moving, so that the mechanism can maintain the braking clamping force without continuous power supply. When it is necessary to release the brake, the linear actuators 101 and 102 reverse the drive to make the force transmission link 202 exit the dead center state, the dead center holding component exit the locked state, and the brake execution component returns to its original position.

[0036] The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the scope of protection of the present invention is not limited to the specific details in the above embodiments. Within the scope of the technical concept of the present invention, any person skilled in the art can make equivalent substitutions or changes based on the technical solution and inventive concept of the present invention within the scope of the technology disclosed in the present invention. These simple modifications are all within the scope of protection of the present invention.

[0037] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present invention will not describe the various possible combinations separately.

Claims

1. A transmission mechanism for an electromechanical braking system, characterized in that: It includes a drive component, a lever amplification component, a dead-point holding component, and a braking actuation component, wherein the drive component drives the lever amplification component to move, the lever amplification component drives the dead-point holding component to move to the dead-point position, the dead-point holding component forms a self-locking state at the dead-point position, and the braking actuation component maintains the braking force.

2. The transmission mechanism of an electromechanical braking system according to claim 1, characterized in that: The output end of the drive component is connected to the input end of the lever amplification component, the output end of the lever amplification component is connected to the input end of the dead point holding component, and the output end of the dead point holding component is connected to the braking execution unit. When the lever amplification component moves to the preset position, the dead point holding component enters the locking state, so that the mechanism can maintain the braking clamping force without continuous power supply.

3. The transmission mechanism of an electromechanical braking system according to claim 1, characterized in that: The drive assembly includes a linear driver 1, a linear driver 2, a push rod 1, a push rod 2, and a drive bracket. The linear driver 1 and the linear driver 2 are disposed opposite each other on the drive bracket. The linear driver 1 and the linear driver 2 are respectively connected to one end of the push rod 1 and the push rod 2. The other ends of the push rod 1 and the push rod 2 together form an output end, which acts on the input end of the force transmission rocker of the lever force amplification assembly.

4. The transmission mechanism of an electromechanical braking system according to claim 3, characterized in that: Linear driver one and linear driver two are electromagnetic drivers, respectively.

5. The transmission mechanism of an electromechanical braking system according to claim 3, characterized in that: The linear actuator one and linear actuator two are arranged opposite each other along the same axis.

6. The transmission mechanism of an electromechanical braking system according to claim 3 or 5, characterized in that: The linear actuator one and linear actuator two are located on both sides of the force transmission rocker arm of the lever force amplification assembly.

7. The transmission mechanism of an electromechanical braking system according to claim 3, characterized in that: The linear actuator 1 drives the push rod 1 to retract, and the linear actuator 2 drives the push rod 2 to extend. When the braking state is released, the linear actuator 1 and the linear actuator 2 move in opposite directions.

8. The transmission mechanism of an electromechanical braking system according to claim 1, characterized in that: The lever amplification assembly includes a force-transmitting rocker arm, a force-transmitting connecting rod, and a rocker arm support. The rocker arm support is fixedly connected inside the clamp of the braking actuation assembly. The force-transmitting rocker arm is rotatably connected to the rocker arm support via a rotating shaft. One end of the force-transmitting rocker arm forms an input end, which is connected to the drive assembly. The other end of the force-transmitting rocker arm forms an output end, which is hinged to the force-transmitting connecting rod. The thrust output by the drive assembly acts on the input end, is amplified by the lever, and is transmitted to the force-transmitting connecting rod from the output end. The force-transmitting connecting rod is hinged to the intermediate hinge point of the dead-point holding assembly.

9. The transmission mechanism of an electromechanical braking system according to claim 1, characterized in that: The dead-point holding assembly includes locking link one, locking link two, end hinge point one, intermediate hinge point, and end hinge point two. One end of locking link one is rotatably connected to one end of locking link two through the intermediate hinge point. The other end of locking link one is hinged to brake pad one of the braking actuation assembly through end hinge point one. The other end of locking link two is hinged to the caliper body through end hinge point two. During braking, the two locking links gradually unfold. When locking link one, locking link two, end hinge point one, intermediate hinge point, and end hinge point two are in the same straight line, the dead-point position is reached, forming a mechanical self-locking state.

10. The transmission mechanism of an electromechanical braking system according to claim 1, characterized in that: The braking actuator includes a caliper body, a brake disc, brake pad one, and brake pad two. The brake disc is rotatably disposed within the braking space formed by the caliper body. Brake pad one and brake pad two are slidably disposed within the caliper body and located on both sides of the brake disc. Brake pad one is hinged to locking link one and is used to drive the two brake pads to move toward the brake disc. A drive bracket is fixedly connected to the caliper body for mounting the drive assembly and lever amplification assembly.

Images