A brake, a brake system, a vehicle, and a brake control method

Abstract

The application discloses a brake, a brake system, a vehicle and a brake control method, relates to the technical field of vehicles, and aims to solve the problem of improving the braking effect of a brake. The brake comprises at least one actuating structure, the actuating structure comprises a driving piece, a brake assembly and multiple conversion assemblies, the multiple conversion assemblies are in transmission connection with the driving piece, and the multiple conversion assemblies brake one brake assembly.

Description

[0001] This application claims priority to Chinese patent application filed on April 15, 2025, with application number 202510474068.1 and entitled "A Brake, Braking System, Vehicle and Brake Control Method", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle technology, and in particular to a brake, a braking system, a vehicle, and a brake control method. Background Technology

[0003] With the rapid development of vehicle technology, vehicles are going faster and faster. Correspondingly, in order to ensure the safety of vehicles during driving, the requirements for vehicle braking performance are also getting higher and higher.

[0004] In related technologies, hydraulic braking systems or electromechanical braking systems are typically used to control the braking of vehicle wheels. Hydraulic braking systems are technologically mature and widely used, but their structure is relatively complex, assembly is difficult, and they require regular hydraulic oil replacement, posing a risk of hydraulic oil leakage during use. Electromechanical braking systems, on the other hand, use electrical energy as their power source. A motor drives the brake pads to press against the brake disc to achieve the braking function. Energy is transmitted via wires, and signals are transmitted via data lines, resulting in a simpler structure compared to hydraulic braking systems.

[0005] However, in related technologies, when electromechanical braking systems use multiple motors for braking control, the asynchronous movement of these motors can cause the brake pads to fail to press firmly against the brake disc, resulting in poor braking performance. Summary of the Invention

[0006] The purpose of this application is to provide a brake, a braking system, a vehicle, and a brake control method, which aims to solve the problem of how to improve the braking effect of the brake.

[0007] In a first aspect, a brake is provided, the brake including at least one actuation structure, the actuation structure including a drive member, a braking assembly and a plurality of switching assemblies, the plurality of switching assemblies being drive-connected to the drive member so that the plurality of switching assemblies brake a braking assembly.

[0008] The brake provided in this application allows one drive component to simultaneously drive multiple conversion components after the drive component is activated. The braking force provided by these multiple conversion components can then act simultaneously on a single braking component. This ensures the synchronization of braking response time, resulting in uniform force distribution and smooth braking during braking. Furthermore, it maintains a consistent wear rate across different locations on the braking component, thus extending its service life and reducing its replacement cycle.

[0009] Optionally, the braking assembly includes brake pads adapted for friction braking with a brake disc, and multiple conversion components are respectively drivenly connected to the brake pads to bring the brake pads closer to or further away from the brake disc.

[0010] Optionally, the arrangement of multiple conversion components is parallel to the plane where the brake pads are located.

[0011] Optionally, the conversion assembly includes a first conversion assembly and a second conversion assembly, both of which are connected to the drive component for transmission, and the first conversion assembly and the second conversion assembly move synchronously.

[0012] Optionally, the driving component is located between the first and second conversion components along the arrangement direction of the first and second conversion components. Optionally, the first and second conversion components are symmetrically arranged with respect to the driving component.

[0013] Optionally, the first conversion component has a first input terminal and a first output terminal, the first input terminal and the first output terminal are drivenly connected, and the first input terminal is drivenly connected to a driving member so that the first output terminal drives the brake pads closer to or away from the brake disc; and / or, the second conversion component has a second input terminal and a second output terminal, the second input terminal and the second output terminal are drivenly connected, and the second input terminal is drivenly connected to a driving member so that the second output terminal drives the brake pads closer to or away from the brake disc.

[0014] Optionally, the drive unit includes a drive unit body and an output gear assembly, the output gear assembly being connected to the drive unit body, the first conversion component including a first input gear, the second conversion component including a second input gear, and both the first input gear and the second input gear being drively connected to the output gear assembly.

[0015] Optionally, the output gear assembly includes an output gear, a first connecting gear, and a second connecting gear. The output gear is connected to the drive body, and both the first connecting gear and the second connecting gear are drivingly connected to the output gear. The first connecting gear is drivingly connected to the first input gear, and the second connecting gear is drivingly connected to the second input gear.

[0016] Optionally, the first conversion assembly includes a first conversion element and a second conversion element. The first conversion element is coaxially arranged with the first input gear, and one end of the first conversion element is connected to the first input gear, while the other end extends toward the brake pad. The outer peripheral wall of the first conversion element is provided with a guide thread. The second conversion element is sleeved on the outside of the first conversion element, and its inner peripheral wall is provided with an internal thread that mates with the guide thread. When the first conversion element rotates, the second conversion element rotates along the guide thread and moves along the extending direction of the first conversion element.

[0017] Optionally, the first conversion component is a lead screw, and the second conversion component is a nut that mates with the lead screw.

[0018] Optionally, the first conversion assembly further includes a third conversion element, which is disposed between the second conversion element and the brake pad, and is connected to the second conversion element, forming a first output terminal.

[0019] Optionally, the first conversion component includes a connecting part and a rotating part. The outer peripheral surface of the connecting part is connected to the inner peripheral surface of the first input gear, the rotating part is connected to the connecting part, and the outer peripheral surface of the rotating part is rotatably connected to the inner peripheral surface of the second conversion component.

[0020] Optionally, along the radial direction of the first input gear, the connecting portion has a receiving cavity on the side opposite to the first input gear, the receiving cavity being adapted to accommodate a force sensor.

[0021] Optionally, the brake also includes a housing, with a first end of the force sensor abutting against the housing and a second end of the force sensor abutting against the rotating part.

[0022] Optionally, the brake also includes a housing, which includes a first housing and a second housing, with the drive element and conversion assembly disposed within the first housing and the second housing disposed outside the first housing.

[0023] Optionally, the first housing is a one-piece structure, or the first housing is a split structure.

[0024] Optionally, the brake may also include a thrust bearing, which is located between the force sensor and the rotating part.

[0025] Optionally, the brake may also include a radial bearing, which includes an outer ring and an inner ring that rotates relative to the outer ring. The outer ring of the radial bearing is connected to the housing, and the inner ring of the radial bearing is connected to the outer peripheral surface of the connecting part.

[0026] Optionally, the brake further includes a housing, which includes a first mounting hole, a second mounting hole, and a third mounting hole. The first mounting hole is adapted to receive a drive member, the second mounting hole is adapted to receive a first conversion assembly, and at least a portion of the first conversion assembly is slidably connected to the second mounting hole. The third mounting hole is adapted to receive a second conversion assembly.

[0027] Optionally, the first mounting hole is located between the second and third mounting holes, along the arrangement direction of the second and third mounting holes. Optionally, the second and third mounting holes are symmetrically arranged relative to the first mounting hole.

[0028] Optionally, the brake also includes an angle sensor and a controller. The angle sensor is located inside the housing and is suitable for detecting the rotational speed output by the drive component. The controller is electrically connected to the drive component, the angle sensor, and the force sensor, respectively.

[0029] Optionally, the brake includes a brake disc and two sets of actuation structures, which are located on opposite sides of the plane of the brake disc.

[0030] Secondly, a braking system is also provided, which includes the aforementioned brake.

[0031] Optionally, the braking system also includes a controller, which is electrically connected to the drive unit, angle sensor and force sensor in the brake.

[0032] Optionally, the braking system further includes a first controller, and the brakes include a first brake and a second brake, with the first controller electrically connected to both the first brake and the second brake.

[0033] Optionally, the braking system further includes a second controller and a third controller, and the brakes include a first brake and a second brake, with the second controller electrically connected to the first brake and the third controller electrically connected to the second brake.

[0034] Optionally, the first brake includes a first housing and a second housing, with the drive element and conversion assembly disposed within the first housing and the second housing disposed outside the first housing; a second controller is disposed on the side of the second housing of the first brake opposite to the first housing; and / or, the second brake includes a first housing and a second housing, with the drive element and conversion assembly disposed within the first housing and the second housing disposed outside the first housing; a third controller is disposed on the side of the second housing of the second brake opposite to the first housing.

[0035] Thirdly, a vehicle is also provided, which includes the aforementioned brakes and / or braking system.

[0036] Fourthly, a brake control method is also provided, which is applied to the aforementioned brake; the brake control method includes: receiving a braking command; controlling the start of a drive component to simultaneously drive multiple power output terminals to press brake pads against the brake disc.

[0037] Optionally, the brake further includes a controller and a drive unit, an angle sensor, and a force sensor, all electrically connected to the controller. Controlling the drive unit to start so that multiple power output terminals simultaneously drive the brake pads to press against the brake disc also includes: the controller obtaining the rotational speed of the drive unit based on the angle sensor and obtaining the contact force of the brake pads based on the force sensor; the controller controlling the rotational speed of the drive unit based on the contact force of the brake pads so that the contact force of the brake pads is negatively correlated with the rotational speed of the drive unit. Attached Figure Description

[0038] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] Figure 1 This is a schematic diagram of the vehicle structure provided in an embodiment of this application;

[0040] Figure 2 This is a schematic diagram of the brake provided in an embodiment of this application;

[0041] Figure 3 for Figure 2 A schematic diagram of the transmission between the electric motor and the power conversion component;

[0042] Figure 4 for Figure 2 An enlarged structural diagram at location A;

[0043] Figure 5 This is a schematic diagram of the structure of the shell provided in an embodiment of this application;

[0044] Figure 6 for Figure 2 Enlarged structural diagram at position B;

[0045] Figure 7 This is a schematic diagram of the axis control scheme provided in the embodiments of this application;

[0046] Figure 8 This is a schematic flowchart of the control method for the brake provided in an embodiment of this application;

[0047] Figure 9 This is another schematic flowchart illustrating the control method for the brake provided in an embodiment of this application.

[0048] Figure label:

[0049] 1000, vehicles;

[0050] 100. Drive assembly; 200. Wheels; 300. Body; 400. Braking system; 410. Actuation structure;

[0051] 40. Brake;

[0052] 41. Drive component; 41a. Drive component body; 411. Output gear assembly; 4111. Output gear; 4112. First connecting gear; 4113. Second connecting gear;

[0053] 42. Braking assembly; 421. Brake pads; 422. Brake disc;

[0054] 43. First conversion assembly; 431. First input gear; 432. First conversion element; 4321. Connecting part; 4322. Rotating part; 4323. Flange boss; 433. Second conversion element; 434. Third conversion element;

[0055] 44. Second conversion component; 441. Second input gear;

[0056] 441. Rotary gear; 45. Force sensor; 46. Housing; 461. First mounting hole; 462. Second mounting hole; 463. Third mounting hole; 464. First housing; 465. Second housing; 47. Thrust bearing; 48. Radial bearing; 49. Angle sensor; 50. Controller; 51. Radial magnet. Detailed Implementation

[0057] In the embodiments of this application, the terms "first," "second," "third," "fourth," "fifth," and "sixth" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," "third," "fourth," "fifth," and "sixth" may explicitly or implicitly include one or more of that feature.

[0058] Figure 1 This is a schematic diagram of the vehicle structure provided in the embodiments of this application. Figure 1 This application provides a vehicle 1000, which includes a drive assembly 100, wheels 200, a body 300, and a braking system 400. The drive assembly 100 can drive the wheels 200 to rotate, so that the body 300 moves relative to the road surface. The braking system 400 can apply friction to the wheels 200, so that the rotational speed of the wheels 200 is reduced or stopped, ensuring the safety of the vehicle 1000 during driving.

[0059] In some embodiments of this application, the braking system 400 may include components such as a brake 40, a brake pedal, and a taillight. The brake 40 is able to respond to the action command of the brake pedal by applying friction to the wheel hub of the wheel 200 to reduce the vehicle speed. At the same time, the taillight illuminates to remind following vehicles to slow down as well, so as to avoid a rear-end collision between the vehicles 1000.

[0060] In related technologies, when multiple motors are used for braking control in the brake 40, the asynchronous movement of the multiple motors can cause the brake pads 421 and brake disc 422 to fail to press together quickly, resulting in poor braking performance of the brake 40. To solve the above-mentioned technical problems, this application provides a brake 40 and a brake 40 control method. The structure of the brake 40 of this application will be described in detail below with reference to the accompanying drawings.

[0061] Figure 2 This is a schematic diagram of the brake provided in an embodiment of this application. (See attached diagram.) Figure 2 In some embodiments of this application, the brake 40 includes at least one actuation structure 410, which may include a drive member 41, a braking component 42 and a plurality of conversion components. The plurality of conversion components are all drively connected to the drive member 41 so that the plurality of conversion components brake the braking component 42.

[0062] Understandably, after the drive unit 41 is activated, multiple conversion components that are drively connected to the drive unit 41 can move simultaneously, allowing the braking force provided by the multiple conversion components to act on the braking assembly 42 simultaneously. This ensures the synchronization of braking response time, enabling the braking assembly 42 to be subjected to uniform force and achieve smooth braking during braking. Furthermore, it allows the wear rate of the braking assembly 42 to remain consistent at different locations, which helps to extend the service life of the braking assembly 42 and reduce its replacement cycle.

[0063] In some embodiments of this application, the braking assembly 42 may include a brake pad 421, the vehicle 1000 may include a brake disc 422 connected to the hub of the wheel 200, the brake pad 421 is adapted to friction brake with the brake disc 422, and a plurality of conversion assemblies are respectively drivenly connected to the brake pad 421 to make the brake pad 421 approach or move away from the brake disc 422.

[0064] Thus, since the brake disc 422 is connected to the wheel hub of the wheel 200, it rotates together with the wheel 200. When the brake pad 421 approaches the brake disc 422, the brake pad 421 can contact or press against the brake disc 422, generating frictional resistance between the brake pad 421 and the brake disc 422. The brake disc 422's rotational speed decreases after being subjected to the frictional resistance from the brake pad 421, causing the wheel 200's rotational speed to also decrease, thereby achieving braking of the vehicle 1000. When the brake pad 421 moves away from the brake disc 422, the brake pad 421 separates from the brake disc 422, thus releasing the brakes.

[0065] In some embodiments, the arrangement direction of the multiple conversion components is parallel to the plane where the brake pad 421 is located. Thus, when the multiple conversion components receive power from the drive member 41 and convert it into driving force, which is then transmitted to the brake pad 421, the driving force of the multiple conversion components can be evenly applied to the plane where the brake pad 421 is located, thereby causing the brake pad 421 to move evenly closer to the brake disc 422. This results in a more uniform distribution of friction between the brake pad 421 and the brake disc 422, leading to better braking performance of the brake 40.

[0066] In some embodiments of this application, the conversion component may include a first conversion component 43 and a second conversion component 44, both of which are connected to the drive component 41 for transmission, and the first conversion component 43 and the second conversion component 44 move synchronously.

[0067] In this way, when the drive unit 41 is started, the first conversion component 43 and the second conversion component 44 can move synchronously, so that the first conversion component 43 and the second conversion component 44 simultaneously transmit the driving force to the plane where the brake pad 421 is located, thereby making the brake pad 421 uniformly stressed and braking smooth.

[0068] In some embodiments, the first conversion component 43 and the second conversion component 44 are disposed on opposite sides of the drive member 41 along the circumference of the drive member 41. This enables the brake pad 421 to be subjected to uniform force and achieve smooth braking.

[0069] In some embodiments, the first conversion component 43 and the second conversion component 44 are symmetrically arranged relative to the drive member 41. This further provides a more uniform braking force to the brake pad 421, resulting in more uniform frictional wear on the brake pad 421, reduced wear on the brake pad 421, improved braking stability and braking experience, and extended service life of the brake 40.

[0070] In some embodiments, the first conversion component 43 has a first input terminal and a first output terminal, the first input terminal and the first output terminal are connected in a driving manner, and the first input terminal is connected in a driving manner to the drive member 41 so that the first output terminal drives the brake pad 421 to move closer to or away from the brake disc 422.

[0071] Thus, after the drive unit 41 is started, the drive unit 41 inputs power to the first input end. After conversion by the first conversion component 43, the first output end can perform linear motion, providing braking force to the brake pad 421 so that the brake pad 421 moves closer to or away from the brake disc 422, thereby realizing the braking of the vehicle 1000 or releasing the braking of the vehicle 1000.

[0072] In some embodiments, the second conversion component 44 has a second input terminal and a second output terminal, the second input terminal and the second output terminal are drivenly connected, and the second input terminal is drivenly connected to the drive member 41 so that the second output terminal drives the brake pad 421 to move closer to or away from the brake disc 422.

[0073] Similarly, after the drive unit 41 is started, the drive unit 41 inputs power to the second input end. After conversion by the second conversion component 44, the second output end can perform linear motion, providing braking force to the brake pad 421 so that the brake pad 421 moves closer to or away from the brake disc 422, thereby realizing the braking of the vehicle 1000 or releasing the braking of the vehicle 1000.

[0074] When the drive unit 41 is started, the first input end and the second input end can move simultaneously and be converted into linear motion of the corresponding output end, so that the braking force provided by multiple output ends can act on the brake pad 421 at the same time, thereby making the brake pad 421 uniformly stressed and braking smoothly.

[0075] In some embodiments of this application, the driving element 41 may include a driving element body 41a.

[0076] It should be noted that the aforementioned drive component body 41a can be a power component such as a rotary motor or a rotary cylinder. The following explanation uses a motor as an example. The motor may include a first drive shaft, and the conversion assembly may include a second drive shaft. The transmission connection between the first and second drive shafts can be implemented in various ways, such as gear transmission, belt transmission, and chain transmission. Specifically:

[0077] Figure 3 for Figure 2 A schematic diagram of the transmission between the electric motor and the power conversion component, in conjunction with the above. Figure 2 and Figure 3The drive unit 41 may include an output gear assembly 411, which is connected to the drive unit body 41a. The first conversion component 43 includes a first input gear 431, and the second conversion component 44 includes a second input gear 441. Both the first input gear 431 and the second input gear 441 are connected to the output gear assembly 411 for transmission.

[0078] The output gear assembly 411 rotates under the action of the drive body 41a, which can drive the first input gear 431 and the second input gear 441 to rotate together, thereby making the first input gear 431 and the second input gear 441 move synchronously.

[0079] In addition, in order to ensure that the first input gear 431 and the second input gear 441 rotate at the same speed, the number of teeth, pressure angle and base circle radius of the first input gear 431 and the second input gear 441 need to be the same.

[0080] In other embodiments, the first drive shaft of the motor is provided with a belt groove, and the second drive shaft of the conversion assembly is also provided with a belt groove. The opposite ends of the transmission belt are respectively installed in the two belt grooves so that the torque of the motor can be stably transmitted to multiple second drive shafts simultaneously through the first drive shaft and the transmission belt, so that the first drive shaft and multiple second drive shafts can rotate synchronously.

[0081] In some embodiments, the output gear assembly 411 may include an output gear 4111, a first connecting gear 4112, and a second connecting gear 4113. The output gear 4111 is connected to the drive body 41a. The first connecting gear 4112 and the second connecting gear 4113 are both drive-connected to the output gear 4111. The first connecting gear 4112 is drive-connected to the first input gear 431, and the second connecting gear 4113 is drive-connected to the second input gear 441.

[0082] Thus, the output gear 4111, the first connecting gear 4112, and the first input gear 431 can form a two-stage gear reducer, and the output gear 4111, the second connecting gear 4113, and the second input gear 441 can also form a two-stage gear reducer. This allows the output gear 4111 to have a large transmission ratio with the first input gear 431 or the second input gear 441 to reduce and increase the torque output by the drive body 41a, so that the first conversion component 43 and the second conversion component 44 can obtain greater torque and form a larger braking force.

[0083] Furthermore, by providing connecting gears between the output gear 4111 and the first input gear 431 and the second input gear 441, the rotation direction of the first input gear 431 and the second input gear 441 can be kept in the same direction as the rotation direction of the output gear 4111. When the output gear 4111 rotates clockwise, the first connecting gear 4112 and the second connecting gear 4113 rotate counterclockwise, and the first input gear 431 and the second input gear 441 rotate clockwise, which facilitates the control of the first conversion component 43 and the second conversion component 44. It should be noted that the number of teeth of the output gear 4111, the connecting gear, and the input gear gradually increases to achieve a deceleration and torque increase effect.

[0084] In some other embodiments, in order to obtain a larger transmission ratio, the first connecting gear 4112 and the second connecting gear 4113 may also include multiple meshing reduction gears to form a multi-stage gear reducer.

[0085] The specific types of the output gear 4111, the first connecting gear 4112 and the second connecting gear 4113, as well as the first input gear 431 and the second input gear 441, can be spur gears, helical gears, herringbone gears, etc. The specific selection can be made according to the load size, accuracy requirements and noise requirements.

[0086] In some embodiments, the first input gear 431 and the second input gear 441 are respectively disposed on opposite sides of the output gear assembly 411.

[0087] Thus, the output gear assembly 411 can drive the first input gear 431 and the second input gear 441 located on its left and right sides to rotate respectively. After being converted by the conversion assembly, the first output end and the second output end form linear motion, which respectively abut against the left and right ends of the brake pad 421, so that the brake pad 421 can fit tightly against the brake disc 422, thereby ensuring smooth braking.

[0088] Figure 4 for Figure 2 A magnified structural diagram at location A, in conjunction with reference. Figure 2 and Figure 4 In some embodiments of this application, the first conversion assembly 43 includes a first conversion member 432 and a second conversion member 433. The first conversion member 432 is coaxially disposed with the first input gear 431, and one end of the first conversion member 432 is connected to the first input gear 431. The other end of the first conversion member 432 extends toward the brake pad 421, and the outer peripheral wall of the first conversion member 432 is provided with a guide thread. In this way, the first conversion member 432 can rotate synchronously with the first input gear 431.

[0089] The second conversion element 433 is sleeved on the outside of the first conversion element 432, and the inner peripheral wall of the second conversion element 433 is provided with an internal thread that mates with the guide thread. When the first conversion element 432 rotates, the second conversion element 433 rotates along the guide thread and moves along the extension direction of the first conversion element 432.

[0090] In this way, the second conversion member 433 can convert the rotational motion of the first conversion member 432 into linear motion along the extension direction of the first conversion member 432. The linear motion of the second conversion member 433 applies braking force to the brake pad 421, so that frictional resistance is generated between the brake pad 421 and the brake disc 422, thereby achieving braking of the vehicle 1000.

[0091] In some embodiments, the first conversion element 432 is a lead screw, and the second conversion element 433 is a nut that mates with the lead screw. The lead screw is connected to the first input gear 431, and the nut is rotatably connected to the lead screw. It is known that in a lead screw and nut structure, the axial position of one of the lead screw and the nut needs to be limited, and the circumferential rotation of the other needs to be limited, in order to convert the rotational motion of one into the linear motion of the other.

[0092] For example, in this application, the axial position of the lead screw is fixed and the circumferential position of the nut is fixed. In this way, the rotation of the first input gear 431 can drive the rotation of the lead screw, so that the lead screw and the nut rotate relative to each other. The nut can then move along the axial direction of the lead screw to drive the brake pad 421 to move toward the brake disc 422.

[0093] It should be noted that the aforementioned lead screws can be ball screws, roller screws, or trapezoidal screws, etc. Ball screws are low in cost and high in efficiency, but lack self-locking function and are slightly noisier at high speeds; roller screws have high load-bearing capacity, high precision, and high space utilization, but are slightly more expensive and less efficient; trapezoidal screws are low in cost, easy to manufacture, and self-locking, but have lower efficiency and precision. Different types of lead screws can be selected according to different usage conditions to balance performance and cost.

[0094] In some embodiments, the first conversion component 43 further includes a third conversion element 434, which is disposed between the second conversion element 433 and the brake pad 421 and is connected to the second conversion element 433, forming a first output terminal.

[0095] Since the second conversion member 433 can move linearly along the extension direction of the first conversion member 432, and the third conversion member 434 is connected to the second conversion member 433, the third conversion member 434 can also move linearly along the extension direction of the first conversion member 432. Because the third conversion member 434 is located between the second conversion member 433 and the brake pad 421, the third conversion member 434 can form a first output end, applying braking force to the brake pad 421 to generate frictional resistance between the brake pad 421 and the brake disc 422, thereby achieving braking of the vehicle 1000.

[0096] In some embodiments, the third conversion member 434 may be a push plate connected to the nut, which may contact the brake pad 421 surface to make the braking force on the brake pad 421 more uniform and stable.

[0097] Continue reading Figure 4 In some embodiments of this application, the first conversion member 432 may include a connecting part 4321 and a rotating part 4322. The outer peripheral surface of the connecting part 4321 is connected to the inner peripheral surface of the first input gear 431, the rotating part 4322 is connected to the connecting part 4321, and the outer peripheral surface of the connecting part 4321 is rotatably connected to the inner peripheral surface of the second conversion member 433.

[0098] In other words, the connecting part 4321 can receive the torque from the first input gear 431 and transmit the torque to the rotating part 4322, driving the second conversion member 433, which cooperates with the rotating part 4322, to move along the axial direction of the first conversion member 432.

[0099] It should be noted that there are multiple ways to connect the connecting part 4321 and the first input gear 431. For example, a flange boss 4323 can be provided on the outer peripheral surface of the connecting part 4321, and a groove can be provided on the inner peripheral surface of the first input gear 431. The flange boss 4323 and the groove are interference-fitted to stably transmit the torque of the first input gear 431 to the connecting part 4321. For example, the flange boss 4323 and the first input gear 431 can also be connected by a key.

[0100] Continue reading Figure 4 Along the radial direction of the first input gear 431, the connecting portion 4321 has a receiving cavity on the side opposite to the first input gear 431, which is suitable for accommodating the force sensor 45. Thus, the connecting portion 4321 nested inside the first input gear 431, and the force sensor 45 nested inside the connecting portion 4321, can overlap axially, allowing the axial thickness of the brake 40 to be effectively controlled in the structural design, thereby facilitating its arrangement within a hub with limited axial space.

[0101] Continue reading Figure 4In some embodiments of this application, the brake 40 further includes a housing 46, one end of the force sensor 45 abuts against the housing 46, and the other end of the force sensor 45 abuts against the rotating part 4322.

[0102] Understandably, since forces are reciprocal, when the second conversion element 433 and the third conversion element 434 push the brake pad 421 against the brake disc 422, the brake disc 422 will also exert a reaction force on the brake pad 421. This reaction force can act on the rotating part 4322 through the third conversion element 434 and the second conversion element 433. When one end of the force sensor 45 is limited by the housing 46, the reaction force on the rotating part 4322 can form an axial compressive force acting on the other end of the force sensor 45. In this way, the axial compressive force measured by the force sensor 45 is the braking force applied to the wheel hub 200.

[0103] Continue reading Figure 4 In some embodiments of this application, the brake 40 further includes a thrust bearing 47, which is disposed between the force sensor 45 and the rotating part 4322. This reduces friction between the rotating part 4322 and the force sensor 45 when the axial compressive force of the rotating part 4322 is stably transmitted to the force sensor 45.

[0104] The specific type of the aforementioned thrust bearing 47 can be a thrust needle roller bearing, a thrust ball bearing, or a thrust tapered roller bearing, etc., and the selection can be based on conditions such as load, speed, and space constraints.

[0105] Continue reading Figure 4 In some embodiments of this application, the brake 40 further includes a radial bearing 48, which includes an outer ring and an inner ring that rotates relative to the outer ring. The outer ring of the radial bearing 48 is connected to the housing 46, and the inner ring of the radial bearing 48 is connected to the outer peripheral surface of the connecting portion 4321. In this way, the radial bearing 48 can provide stable support for the rotational movement of the connecting portion 4321, ensuring smooth transmission between the first conversion member 432 and the second conversion member 433. Furthermore, the inner ring of the radial bearing 48 and the outer ring of the connecting portion 4321 overlap axially, allowing for effective control of the axial thickness of the brake 40 in the structural design, thus facilitating its arrangement within a hub with limited axial space.

[0106] The specific type of the radial bearing 48 mentioned above can be an angular contact ball bearing, a self-aligning ball bearing, or a deep groove ball bearing, and the type can be selected according to conditions such as load, speed, and space limitations.

[0107] Figure 5 This is a schematic diagram of the shell structure provided in the embodiments of this application, in conjunction with reference to... Figure 2 and Figure 5In some embodiments of this application, the housing 46 includes a first mounting hole 461, a second mounting hole 462, and a third mounting hole 463. The first mounting hole 461 is adapted to receive a drive member 41. The second mounting hole 462 is adapted to receive a first conversion component 43, and the second conversion component 433 is slidably connected to the second mounting hole 462. The third mounting hole 463 is adapted to receive a second conversion component 44.

[0108] In some embodiments, along the circumferential direction of the first mounting hole 461, the second mounting hole 462 and the third mounting hole 463 are disposed on opposite sides of the first mounting hole 461. Since the first conversion component 43 and the second conversion component 44 are disposed on opposite sides of the drive member 41 in the circumferential direction, the second mounting hole 462 and the third mounting hole 463 being disposed on opposite sides of the first mounting hole 461 can facilitate the accommodation of the first conversion component 43 and the second conversion component 44.

[0109] In some embodiments, the second mounting hole 462 and the third mounting hole 463 are symmetrically arranged relative to the first mounting hole 461. This facilitates the installation of the first conversion component 43 and the second conversion component 44, making the braking force on the brake pad 421 more uniform, the frictional wear of the brake pad 421 more uniform, reducing the wear of the brake pad 421, and improving the service life of the brake 40.

[0110] It should be noted that the second conversion component 44 has the same structure as the first conversion component 43. The second conversion component 44 and the first conversion component 43 are respectively located on opposite sides of the driving component 41. The specific structure of the second conversion component 44 will not be described in detail here.

[0111] Thus, the housing 46 can provide stable support for the drive member 41 and the first conversion component 43 and the second conversion component 44, so that the torque of the drive member 41 can be converted into linear motion of the second conversion component 433 within the second mounting hole 462.

[0112] In addition, the housing 46 can be divided into a first housing 464 and a second housing 465. The main components such as the drive unit 41, the conversion assembly and the brake pad 421 are disposed in the first housing 464, and the output gear 4111, the first connecting gear 4112 and the second connecting gear 4113, the first input gear 431 and the second input gear 441 are disposed in the second housing 465 so that lubricating oil can be injected into the second housing 465 to lubricate and cool each gear.

[0113] It should be noted that the aforementioned first housing 464 can be either a one-piece housing or a split housing. A one-piece housing has a more compact and robust structure, and is lighter in weight, but its one-piece manufacturing process is more complex and the cost is slightly higher. A split housing is fixed and reinforced on both sides with clamp set screws, has a simpler manufacturing process, simplifies assembly, and allows for more flexible assembly and disassembly of internal parts. However, under extreme conditions, uneven deformation may occur, affecting braking performance. The specific type can be selected based on the different requirements of the vehicle's brake 40.

[0114] Figure 6 for Figure 2 A magnified structural diagram at position B, in conjunction with reference. Figure 2 and Figure 6 In some embodiments of this application, the brake 40 further includes an angle sensor 49, a controller 50, and a radial magnet 51. The angle sensor 49 is disposed within the housing 46 and is suitable for detecting the rotational speed of the drive body 41a. The controller 50 is electrically connected to the drive body 41a, the angle sensor 49, and the force sensor 45. The radial magnet 51 is coaxial with the angle sensor 49 and rotates with the drive body 41a. The angle sensor 49 can detect changes in the magnetic field of the radial magnet 51, thereby detecting the rotational speed of the drive body 41a. In this way, the controller 50 can precisely control the braking force and response speed output by the brake 40 based on the detection signals from the angle sensor 49 and the force sensor 45, thereby improving the operating efficiency of the brake 40. The specific implementation will be described in detail below in conjunction with the control method.

[0115] Continue reading Figure 2 In some embodiments of this application, the brake 40 may include a brake disc 422 and two sets of actuation structures 410, the two sets of actuation structures 410 being located on opposite sides of the plane where the brake disc 422 is located.

[0116] In this way, the two brake pads 421 in the two sets of actuation structures 410 can press against the brake disc 422 from opposite sides, increasing the frictional resistance applied to the brake disc 422, so that the speed of the brake disc 422 and the wheel hub connected to the brake disc 422 can be reduced more quickly, shortening the braking distance of the vehicle 1000, thereby ensuring the driving safety of the vehicle 1000.

[0117] It should be noted that the specific settings of the aforementioned controller 50 can be divided into two forms: wheel control scheme and axle control scheme. Specifically:

[0118] like Figure 2As shown, in the wheel control scheme, the controller 50 is located on the side of the second housing 465 away from the first housing 464, and the two controllers 50 control the two brakes 40 of the vehicle 1000 respectively.

[0119] For example, vehicle 1000 includes a first brake and a second brake. The first brake is located on the left front wheel of vehicle 1000, and the second brake is located on the right front wheel of vehicle 1000. The controller 50 of vehicle 1000 also includes a second controller and a third controller. The second controller is located on and electrically connected to the first brake, and the third controller is located on and electrically connected to the second brake. The two controllers 50 are redundant and do not require additional wiring, but they do require a certain amount of axial space.

[0120] Figure 7 This is a schematic diagram of the axis control scheme provided in the embodiments of this application. (See attached diagram.) Figure 7 In the axle control scheme, the controller 50 can be integrated into the main control chip of the vehicle 1000. One controller 50 can control two brakes 40 at the same time. For example, the controller 50 may include a first controller, which is electrically connected to the first brake of the left front wheel and the second brake of the right front wheel, thereby controlling the first brake and the second brake at the same time. The controller 50 of the axle control scheme has a high degree of integration and will not be affected by changes in the environment around the wheel, but additional wiring is required to receive and send control signals.

[0121] In some other embodiments, the controller 50 may also exist on both the shaft side and the wheel side, with redundancy on both sides, which greatly improves the control safety and reliability of the brake 40. Figure 8 This is a schematic flowchart of the brake control method provided in an embodiment of this application. (See attached diagram.) Figure 8 This application also provides a brake control method, which is applied to the aforementioned brake 40, comprising:

[0122] Step S10: Receive braking command.

[0123] When the user presses the brake pedal, the vehicle system can respond to the pedal action, generate a braking command, and send it to the controller 50.

[0124] Step S20: Control drive unit 41 is activated so that multiple conversion components simultaneously drive brake pads 421 to press against brake disc 422.

[0125] After receiving the braking command, the controller 50 can send a start signal to the drive unit 41, causing the drive unit 41 to run and drive multiple conversion components to move, so that the multiple conversion components simultaneously drive the brake pad 421 to press against the brake disc 422.

[0126] Figure 9Another schematic flowchart of the brake control method provided in the embodiments of this application is shown below. Figure 9 Furthermore, step S20, controlling the start of the drive unit 41 to simultaneously drive the brake pads 421 to press against the brake disc 422, may include:

[0127] In step S201, the controller 50 obtains the rotational speed of the drive component 41 based on the angle sensor 49 and the abutting force of the brake pad 421 based on the force sensor 45.

[0128] In step S202, the controller 50 controls the rotational speed of the drive member 41 according to the contact force of the brake pad 421, so that the contact force of the brake pad 421 is negatively correlated with the rotational speed of the drive member 41.

[0129] Understandably, the faster the rotational speed of the drive component 41, such as the motor, the faster the brake pad 421 moves towards the brake disc 422, and the faster the response speed of the brake 40. However, given a fixed rated power of the motor, the higher the motor speed, the lower the output torque, and correspondingly, the smaller the contact force exerted by the brake pad 421 on the brake disc 422. The controller 50 of this application can control the rotational speed of the drive component 41 based on the contact force of the brake pad 421, so that the contact force of the brake pad 421 is negatively correlated with the rotational speed of the drive component 41. In this way, when the brake pad 421 is not in contact with the brake disc 422, the motor maintains high-speed rotation, causing the brake pad 421 to quickly approach the brake disc 422, increasing the response time of the brake 40. After the brake pad 421 contacts the brake disc 422, the motor speed decreases and the torque increases, allowing the brake pad 421 to obtain a greater driving force, increasing the frictional resistance between it and the brake disc 422, thereby enabling the wheel hub speed to decrease rapidly.

[0130] In embodiments of this application, 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 a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0131] "A and / or B" includes the following three combinations: A only, B only, and a combination of A and B.

[0132] In this application embodiment, "parallel," "perpendicular," and "equal" include the described situation and situations similar to the described situation, where the range of similarity is within an acceptable deviation range, which is determined by those skilled in the art taking into account the measurement under discussion and the error associated with the measurement of a particular quantity (i.e., the limitations of the measurement system). For example, "parallel" includes absolute parallelism and approximate parallelism, where the acceptable deviation range for approximate parallelism can be, for example, a deviation within 5°; "perpendicular" includes absolute perpendicularity and approximate perpendicularity, where the acceptable deviation range for approximate perpendicularity can also be, for example, a deviation within 5°. "Equal" includes absolute equality and approximate equality, where the acceptable deviation range for approximate equality can be, for example, a difference between the two equalities less than or equal to 5% of either one.

[0133] In the description of the embodiments of this application, specific features, structures, materials or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0134] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A brake, characterized in that, include: At least one actuating structure (410), the actuating structure (410) comprising: One drive element (41); A braking assembly (42); and Multiple conversion components are connected to the drive member (41) in a transmission manner, and each drive member is adapted to drive the multiple conversion components to move so that the multiple conversion components brake one of the braking components (42).

2. The brake according to claim 1, characterized in that, The braking assembly (42) includes a brake pad (421) adapted to brake against a brake disc, and a plurality of the conversion assemblies are respectively connected to the brake pad (421) to bring the brake pad (421) closer to or further away from the brake disc (422).

3. The brake according to claim 2, characterized in that, The arrangement of the plurality of conversion components is parallel to the plane in which the brake pad (421) is located.

4. The brake according to claim 3, characterized in that, The conversion assembly includes a first conversion assembly (43) and a second conversion assembly (44), both of which are connected to the drive member (41) for transmission, and the first conversion assembly (43) and the second conversion assembly (44) move synchronously.

5. The brake according to claim 4, characterized in that, Along the arrangement direction of the first conversion component (43) and the second conversion component (44), the drive member (41) is located between the first conversion component (43) and the second conversion component (44).

6. The brake according to claim 4, characterized in that, The first conversion component (43) and the second conversion component (44) are symmetrically arranged with respect to the drive component (41).

7. The brake according to claim 4, characterized in that, The first conversion component (43) has a first input terminal and a first output terminal, the first input terminal and the first output terminal are connected in a transmission manner, and the first input terminal is connected in a transmission manner to the driving member (41) so that the first output terminal drives the brake pad (421) to move closer to or away from the brake disc (422); And / or, the second conversion component (44) has a second input terminal and a second output terminal, the second input terminal and the second output terminal being drively connected, the second input terminal being drively connected to the drive member (41) so that the second output terminal drives the brake pad (421) to move closer to or away from the brake disc (422).

8. The brake according to claim 7, characterized in that, The drive unit (41) includes a drive unit body (41a) and an output gear assembly (411). The output gear assembly (411) is connected to the drive unit body (41a). The first conversion component (43) includes a first input gear (431), and the second conversion component (44) includes a second input gear (441). Both the first input gear (431) and the second input gear (441) are connected to the output gear assembly (411) in a transmission connection.

9. The brake according to claim 8, characterized in that, The output gear assembly (411) includes an output gear (4111), a first connecting gear (4112), and a second connecting gear (4113). The output gear (4111) is connected to the drive body (41a). The first connecting gear (4112) and the second connecting gear (4113) are both drivenly connected to the output gear (4111). The first connecting gear (4112) is drivenly connected to the first input gear (431), and the second connecting gear (4113) is drivenly connected to the second input gear (441).

10. The brake according to claim 9, characterized in that, The first conversion component (43) includes: A first conversion element (432) is coaxially arranged with the first input gear (431), and one end of the first conversion element (432) is connected to the first input gear (431), while the other end of the first conversion element (432) extends toward the brake pad (421); the outer peripheral wall of the first conversion element (432) is provided with a guide thread. The second conversion piece (433) is sleeved on the outside of the first conversion piece (432), and the inner peripheral wall of the second conversion piece (433) is provided with an internal thread that mates with the guide thread; When the first conversion member (432) rotates, the second conversion member (433) rotates along the guide thread and moves along the extension direction of the first conversion member (432).

11. The brake according to claim 10, characterized in that, The first conversion component (432) is a lead screw, and the second conversion component (433) is a nut that cooperates with the lead screw.

12. The brake according to claim 10, characterized in that, The first conversion component (43) further includes: A third conversion element (434) is disposed between the second conversion element (433) and the brake pad (421), and the third conversion element (434) is connected to the second conversion element (433), and the third conversion element (434) forms the first output terminal.

13. The brake according to claim 12, characterized in that, The first conversion element (432) includes: A connecting portion (4321) is provided, the outer peripheral surface of which is connected to the inner peripheral surface of the first input gear (431); and The rotating part (4322) is connected to the connecting part (4321), and the outer peripheral surface of the rotating part (4322) is rotatably connected to the inner peripheral surface of the second conversion member (433).

14. The brake according to claim 13, characterized in that, Along the radial direction of the first input gear (431), the connecting portion (4321) has a receiving cavity on the side opposite to the first input gear (431), the receiving cavity being adapted to accommodate a force sensor (45).

15. The brake according to claim 14, characterized in that, Also includes: The housing (46) has a first end of the force sensor (45) abutting against the housing (46) and a second end of the force sensor (45) abutting against the rotating part (4322).

16. The brake according to claim 1, characterized in that, It also includes a housing (46), which includes a first housing (464) and a second housing (465). The drive unit (41) and the conversion assembly are disposed inside the first housing (464), and the second housing (465) is disposed outside the first housing (464).

17. The brake according to claim 16, characterized in that, The first housing (464) is an integral structure, or the first housing (464) is a split structure.

18. The brake according to claim 13, characterized in that, Also includes: A thrust bearing (47) is disposed between the force sensor (45) and the rotating part (4322).

19. The brake according to claim 15, characterized in that, Also includes: A radial bearing (48) includes an outer ring and an inner ring that rotates relative to the outer ring. The outer ring of the radial bearing (48) is connected to the housing (46), and the inner ring of the radial bearing (48) is connected to the outer peripheral surface of the connecting part (4321).

20. The brake according to claim 4, characterized in that, It also includes a housing (46), the housing (46) comprising: A first mounting hole (461) is adapted to receive the drive element (41); and A second mounting hole (462) is adapted to receive the first conversion component (43), and at least a portion of the first conversion component (43) is slidably connected to the second mounting hole (462); The third mounting hole (463) is adapted to accommodate the second conversion component (44).

21. The brake according to claim 19, characterized in that, Along the arrangement direction of the second mounting hole (462) and the third mounting hole (463), the first mounting hole (461) is located between the second mounting hole (462) and the third mounting hole (463).

22. The brake according to claim 19, characterized in that, The second mounting hole (462) and the third mounting hole (463) are symmetrically arranged relative to the first mounting hole (461).

23. The brake according to claim 15, characterized in that, Also includes: An angle sensor (49) is disposed inside the housing (46) and is adapted to detect the rotational speed output by the drive unit (41).

24. The brake according to any one of claims 1-9, characterized in that, The brake (40) includes a brake disc (422) and two sets of actuation structures (410), which are located on opposite sides of the plane of the brake disc (422).

25. A braking system, characterized in that, Includes the brake (40) as described in any one of claims 1-24.

26. The braking system according to claim 25, characterized in that, Also includes: The controller (50) is electrically connected to the drive (41), angle sensor (49) and force sensor (45) in the brake (40).

27. The braking system according to claim 25, characterized in that, It also includes a first controller, and the brake (40) includes a first brake and a second brake, wherein the first controller is electrically connected to both the first brake and the second brake.

28. The braking system according to claim 25, characterized in that, It also includes a second controller and a third controller. The brake (40) includes a first brake and a second brake. The second controller is electrically connected to the first brake, and the third controller is electrically connected to the second brake.

29. The braking system according to claim 28, characterized in that, The first brake includes a first housing (464) and a second housing (465), the drive member (41) and the conversion assembly are disposed inside the first housing (464), and the second housing (465) is disposed outside the first housing (464); the second controller is disposed on the side of the second housing (465) of the first brake opposite to the first housing (464); And / or, the second brake includes a first housing (464) and a second housing (465), the drive member (41) and the conversion assembly are disposed within the first housing (464), and the second housing (465) is disposed outside the first housing (464); the third controller is disposed on the side of the second housing (465) of the second brake opposite to the first housing (464).

30. A vehicle, characterized in that, Includes the brake (40) according to any one of claims 1-24 and / or the braking system (400) according to any one of claims 25-29.

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