Electric power-assisted brake system with improved NVH (Noise Vibration and Harshness) performance and vehicle with same
By setting a rubber layer on the anti-rotation ring and using the cooperation of push rod and spring, the collision sound between the piston return position and the flange in the electronic power-assisted braking system of new energy vehicles is reduced, and the problem of poor NVH performance is solved, and the Better noise and vibration reduction effects.
Patent Information
- Application Number
- CN202420047330.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-01-09
- Publication Date
- 2024-12-31
- Estimated Expiration
- 2034-01-09
AI Technical Summary
In the existing electronic power braking system of new energy vehicles, the impact between the piston return position and the flange is relatively loud, affecting the NVH performance of the entire vehicle.
The anti-rotation ring is arranged near the flange surface, and the push rod is received in the cavity of the first piston and is opposite to the first piston. When the push rod applies pressure, the anti-rotation ring follows the first piston and moves the first spring. When pressed, the rubber layer attenuates the impact energy when the piston returns to position under the action of the spring, reducing the impact sound and spring tremor.
It effectively reduces the impact sound and spring tremor of the electric power-assisted brake system, and improves the NVH performance of the vehicle at low cost.
Smart Images
Figure CN222272045U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of new energy vehicles, and in particular to an electric power-assisted braking system for improving NVH performance and a vehicle having the same. Background Art
[0002] In new energy vehicles that do not have traditional engines as vacuum sources, electronic brake systems have become an important alternative technology. Electronic brake systems use electronic control to achieve braking, which is particularly critical in the field of new energy vehicles.
[0003] Many companies on the market have launched their own electronic power-assisted braking systems. These systems usually drive planetary gears through motors, and then convert rotational motion into linear motion through ball screws, and then push pistons through ball screws to achieve braking. Since new energy vehicles do not have engines, the largest noise source of traditional vehicles, the NVH performance of other automotive parts, especially the braking system connected to the cockpit firewall, is particularly important. At present, the piston return design of similar products on the market (such as Bosch's IPB, ZF's IBC, etc.) has the problem of a loud impact sound between the piston return design and the flange, thus affecting the NVH performance of the entire vehicle.
[0004] Therefore, reducing the impact noise between the piston and the flange when the piston returns to improve the NVH performance of the entire vehicle is an issue that needs to be urgently addressed in the industry. Summary of the invention
[0005] In view of this, an object of the present invention is to provide an electric power-assisted braking system with improved NVH performance and a vehicle having the same, which can reduce the impact sound between the piston and the flange in the braking system at a relatively low cost.
[0006] The utility model provides an electric power-assisted braking system with improved NVH performance, comprising: a flange, which is provided with a connecting column with a through hole; a first piston, which is movably arranged in the through hole of the flange along the axial direction, and the first piston comprises a first end and a second end which are arranged opposite to each other; a push rod, which is accommodated in a cavity provided at the first end of the first piston; a first spring, one end of the first spring is abutted against the end surface of the second end of the first piston, and the other end of the first spring is coupled to the vehicle body; an anti-rotation ring, which is sleeved and fixed on the outside of the first end of the first piston and can move axially with the first piston, the anti-rotation ring is anti-rotationally connected to the flange, and a rubber layer is provided on the anti-rotation ring close to the end surface of the flange.
[0007] In one embodiment, a protrusion is provided on the outer side surface of the anti-rotation ring, and the protrusion is embedded in the axial groove of the inner side wall of the flange.
[0008] In one embodiment, a friction reducing sleeve is provided on the protrusion of the anti-rotation ring.
[0009] In one embodiment, it also includes a push rod seat, a fixing groove is provided on the wall surface close to the second end in the cavity of the first end of the first piston, the push rod seat is fixed in the fixing groove, the push rod seat and the fixing groove are interference fitted, a ball head is provided at the end of the push rod, and a groove is provided on the push rod seat, the ball head is accommodated in the groove and can roll relative to the groove so that the push rod can swing within a preset angle range.
[0010] In one embodiment, the groove is a tapered groove.
[0011] In one embodiment, a magnet is disposed in the cavity at the second end of the first piston, and the magnet is fixed in the cavity at the second end of the first piston via a fixing member.
[0012] In one embodiment, the fixing member is interference fit with the first piston; a retaining wall is provided on one end face of the fixing member, and a limiting surface is provided on the end of the second end of the first piston, and when the fixing member is installed in the first piston, the retaining wall abuts against the limiting surface.
[0013] In one embodiment, one end of the push rod away from the first piston is fixedly connected to an input rod, and the push rod is connected to the pedal through the input rod.
[0014] In one embodiment, it further comprises a second piston, a second spring and a spring seat, wherein the spring seat is fixed to the vehicle body, and the second piston, the second spring and the spring seat are all arranged coaxially with the first piston;
[0015] The second piston is provided with cavities at both ends, each of which is provided with a convex column. One end of the first spring away from the first piston is sleeved on the corresponding convex column and abuts against the second piston. One end of the second spring is sleeved on the other corresponding convex column and abuts against the second piston. The other end of the second spring abuts against the spring seat.
[0016] The utility model also provides a vehicle, comprising the above-mentioned electric power-assisted braking system for improving NVH performance.
[0017] The utility model provides an electric power-assisted braking system with improved NVH performance. The anti-rotation ring is provided with a rubber layer on the surface of the anti-rotation ring close to the flange to enhance the shock absorption performance of the anti-rotation ring. The push rod is accommodated in the cavity of the first end of the first piston and abuts against the first piston. When the push rod applies pressure to the first piston, the first piston moves in the direction from the first end to the second end, and the anti-rotation ring provided on the first piston follows the movement of the first piston. One end of the first spring abuts against the end surface of the second end of the first piston, and the other end of the first spring is coupled to the vehicle body, so the first spring is compressed between the first piston and the vehicle body. When the pressure applied by the push rod to the first piston is withdrawn, that is, when the driver releases the pedal, since the first spring is compressed and the flange is fixed to the vehicle body, the first piston will axially return from the second end to the first end through the through hole on the flange connecting column under the action of the first spring, and the anti-rotation ring is provided with a rubber layer on the surface close to the flange to attenuate the impact energy with the flange during the return process, thereby effectively reducing the impact sound and spring vibration sound of the electric power-assisted braking system, and improving the NVH performance of the vehicle at a low cost. BRIEF DESCRIPTION OF THE DRAWINGS
[0018] In order to more clearly illustrate the technical solutions of the embodiments of the utility model, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the utility model and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying creative work.
[0019] Figure 1 This is a schematic structural diagram of an electric power-assisted braking system for improving NVH performance provided by an embodiment of the utility model.
[0020] Figure 2 The figure is a schematic cross-sectional structural diagram of an anti-rotation ring with a rubber layer provided in one embodiment of the utility model.
[0021] Figure 3 A schematic structural diagram of an anti-rotation ring mounted on a flange provided in one embodiment of the utility model.
[0022] Figure 4 The present invention is a schematic structural diagram of a push rod provided in one embodiment of the present invention.
[0023] Figure 5 This is a schematic diagram of the working structure of an electric power-assisted braking system provided in one embodiment of the utility model.
[0024] Explanation of the main component symbols: 11. Flange; 111. Axial groove; 112. Connecting column; 113. End cover; 1121. Through hole; 12. First piston; 121. Anti-rotation ring; 1211. Bump; 122. Rubber layer; 123. Fixing groove; 124. Second piston; 1241. Boss; 13. Push rod; 131. Ball head; 132. Connecting part; 133. Positioning protrusion; 141. First spring; 142. Second spring; 15. Spring seat; 16. Push rod seat; 161. Groove; 17. Magnet; 18. Fixing piece; 181. Retaining wall; 19. Friction-reducing sleeve; 21. Input rod. DETAILED DESCRIPTION
[0025] The following will describe in detail a specific embodiment of the utility model in conjunction with the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the utility model, rather than all the embodiments. Based on the description of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.
[0026] In the description of the present utility model, unless otherwise clearly specified and limited, the terms "set", "install", "connection" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to specific circumstances.
[0027] The directions or positional relationships indicated by terms such as "upper", "lower", "left", "right", "front", "back", "top", "bottom", "inside" and "outside" are based on the directions or positional relationships shown in the accompanying drawings, or are the directions or positional relationships in which the utility model product is usually placed when in use. They are only for the convenience of description and simplified description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation on the utility model.
[0028] The terms "first", "second", "third" and the like are merely used to distinguish elements of similar nature, and do not indicate or imply relative importance or a particular order.
[0029] The terms "comprises," "comprising," or any other variations thereof, are intended to cover a non-exclusive inclusion of the elements listed and may also include additional elements not expressly listed.
[0030] In order to solve the problems in the prior art, the utility model provides an electric power-assisted brake system with improved NVH performance and a vehicle having the same, which can reduce the impact sound between the piston and the flange in the brake system at a relatively low cost.
[0031] The following first introduces an electric power-assisted braking system for improving NVH performance provided by the utility model.
[0032] See also Figure 1-2 The utility model provides an electric power-assisted brake system with improved NVH performance, comprising: a flange 11, wherein the flange 11 is provided with a connecting column 112 with a through hole 1121; a first piston 12, wherein the first piston 12 is axially movably arranged in the through hole 1121 of the flange 11, and the first piston 12 includes a first end and a second end arranged oppositely; a push rod 13, wherein the push rod 13 is accommodated in a cavity provided in the first end of the first piston 12; a first spring 141, wherein one end of the first spring 141 is abutted against an end surface of the second end of the first piston 12, and the other end of the first spring 141 is coupled or connected to a vehicle body, such as a valve body; an anti-rotation ring 121, wherein the anti-rotation ring 121 is sleeved and fixed outside the first end of the first piston 12 and can move axially with the first piston 12, wherein the anti-rotation ring 121 is anti-rotationally connected to the flange 11, and a rubber layer 122 is provided on the anti-rotation ring 121 near the end surface of the flange 11.
[0033] The above technical solution enhances the shock absorbing performance of the anti-rotation ring 121 by arranging a rubber layer 122 on the surface of the anti-rotation ring 121 close to the flange 11; the push rod 13 is accommodated in the cavity of the first end of the first piston 12 and abuts against the first piston 12; when the push rod 13 applies pressure to the first piston 12, the first piston 12 moves from the first end to the second end, and the anti-rotation ring 121 arranged on the first piston 12 moves with the first piston 12; one end of the first spring 141 abuts against the end surface of the second end of the first piston 12, and the other end of the first spring 141 is coupled to the vehicle body, so that the first spring 141 is pressed against the first piston 12. Between the first piston 12 and the vehicle body, when the pressure applied to the first piston 12 by the push rod 13 is removed, that is, when the driver releases the pedal, since the first spring 141 is compressed and the flange 11 is fixed to the vehicle body, the first piston 12 will axially return through the through hole 1121 on the connecting column 112 of the flange 11 along the direction from the second end to the first end under the action of the first spring 141, and the rubber layer 122 provided on the surface of the anti-rotation ring 121 close to the flange 11 can attenuate the impact energy with the flange 11 during the return process, thereby effectively reducing the impact sound and spring vibration sound of the electric power-assisted braking system, and improving the NVH performance of the vehicle at a low cost.
[0034] Furthermore, the rubber layer 122 is vulcanized on the end face of the anti-rotation ring 121. The anti-rotation ring 121 is an annular structure, so the rubber layer 122 arranged on the end face of the anti-rotation ring 121 is an annular structure. An end cover 113 is also arranged at one end of the through hole 1121 close to the push rod seat 16, the anti-rotation ring 121 is riveted and fixed to the first piston 12, the first piston 12 penetrates into the through hole 1121 from one end of the through hole 1121 close to the push rod seat 16, the end cover 113 is sleeved on the outside of the first piston 12 and the end cover 113 is fixedly connected to the flange 11, and the first piston 12 is movably fixed to the flange 11 through the end cover 113 and the anti-rotation ring 121. More specifically, the anti-rotation ring 121 is sleeved on the first piston 12 , and the anti-rotation ring 121 is fixed to the first piston 12 by riveting, so that when the first piston 12 moves axially, the anti-rotation ring 121 can move accordingly with the first piston 12 .
[0035] Combination Figure 3 As shown, in this embodiment, a protrusion 1211 is provided on the outer side of the anti-rotation ring 121, and the protrusion 1211 is embedded in the axial groove 111 of the inner wall of the flange 11. The protrusion 1211 is embedded in the axial groove 111 to prevent the first piston 12 from rotating when the first piston 12 is subjected to a torque.
[0036] Furthermore, the radial outer end surface of the protrusion 1211 is an arc surface, and the axial groove 111 is configured as an arc structure adapted to the arc surface. The configuration of the arc surface can reduce wear when the protrusion 1211 slides in the axial groove 111, thereby extending the life of components, and can also reduce noise between components, which is beneficial to improving the NVH performance of the vehicle.
[0037] In addition, only one protrusion 1211 is provided on the outer side surface of the anti-rotation ring 121, and only one axial groove 111 is correspondingly provided on the inner wall of the flange 11. The anti-rotation ring 121 is positioned and assembled in the axial groove 111 of the flange 11 through the protrusion 1211, avoiding the problem of over-positioning when assembling parts due to setting multiple positioning structures, which is beneficial to improving the assembly adaptability of the anti-rotation ring 121.
[0038] In this embodiment, a friction reducing sleeve 19 is provided on the protrusion 1211 of the anti-rotation ring 121. The friction reducing sleeve 19 is a plastic part, which is used to reduce the wear of the anti-rotation ring 121, which is conducive to improving the service life of the anti-rotation ring 121.
[0039] In this embodiment, the system further includes a push rod seat 16, a fixing groove 123 is provided on the wall surface near the second end of the cavity of the first end of the first piston 12, and the push rod seat 16 is fixed in the fixing groove 123, and the push rod seat 16 and the fixing groove 123 are interference fitted. The push rod seat 16 and the fixing groove 123 are fixedly connected by riveting. The push rod seat 16 is preferably made of wear-resistant material, and can be a metal or non-metal material such as modified PPS, POM, powder metallurgy and copper.
[0040] In this embodiment, a ball head 131 is provided at the end of the push rod 13. The ball head 131 is integrally formed at one end of the push rod 13 and is connected to the push rod 13 via a connecting portion 132. The arc surface of the ball head 131 faces the first piston 12. A groove 161 is provided on the end surface of the push rod seat 16. The groove 161 is a conical groove. The ball head 131 is accommodated in the groove 161 and abuts against the push rod seat 16. An inclined surface is provided on the outer side wall of the connecting portion 132. The inclined surface enables the push rod 13 to be movably connected by riveting to the push rod seat 16. When the vehicle is not braked, it is easy to bump during the movement. The push rod 13 and the push rod seat 16 are connected by riveting, so the ball head 131 will not fall off from the groove 161. When the electric power-assisted brake system is braking, since the ball head 131 is accommodated in the groove 161, the inclined surface is provided on the outer wall of the connecting portion 132, and the inclined surface enables the push rod 13 to rotate and move in the push rod seat 16 after being riveted to the push rod seat 16. More specifically, the ball head 131 can move in the groove 161, and the assembly structure of the ball head 131 and the conical groove can decompose the resultant force on the push rod 13 into an axial force and a radial force, and the inner side wall of the conical groove abuts against the push rod 13 so that the push rod 13 can only move axially under the action of the axial force.
[0041] In addition, when assembling vehicles of different models, one end of the push rod 13 with the ball head 131 is set in the first piston 12. Through the assembly of the ball head 131 and the conical groove, the push rod 13 can be swung within a preset angle range to absorb the angular tolerance of the assembly, improve the adaptability of the assembly, and thus improve the stability of the system.
[0042] In this embodiment, a magnet 17 is disposed in the cavity at the second end of the first piston 12, and the magnet 17 is fixed in the cavity at the second end of the first piston 12 by a fixing member 18. A position sensor (not shown in the figure) is fixedly disposed on the outer side of the first piston 12 at a position above the magnet 17. When the first piston 12 reciprocates, the position of the position sensor remains unchanged. The magnet 17 and the position sensor work together to monitor the position of the first piston 12. When the electric power-assisted brake system brakes, the push rod 13 transmits an axial force to the first piston 12 to cause the first piston 12 to move axially. Since the fixing member 18 fixes the magnet 17 in the first piston 12, the magnet 17 is prevented from moving relative to the first piston 12 under the action of inertia force, which causes a position error in the signal of the position sensor.
[0043] The protrusion 1211 is embedded in the axial groove 111 to prevent the first piston 12 from rotating when the first piston 12 is subjected to torque, thereby preventing the magnet 17 fixed on the first piston 12 from rotating, and ultimately avoiding detection errors of the position sensor.
[0044] In this embodiment, the fixing member 18 is interference fit with the first piston 12. A retaining wall 181 is provided on one end face of the fixing member 18, and a limiting surface is provided on the end face of the second end of the first piston 12. When the fixing member 18 is installed in the first piston 12, the retaining wall 181 abuts against the limiting surface. The retaining wall 181 is used to limit the fixing member 18 when the fixing member 18 is inserted into the cavity at the second end of the first piston 12 along the axial direction. The retaining wall 181 is used to position the fixing member 18 on the first piston 12 when installing the fixing member 18. The fixing member 18 is an integrally injection-molded plastic part.
[0045] See below Figure 1 and Figure 4 In this embodiment, one end of the push rod 13 away from the first piston 12 is fixedly connected to an input rod 21, and the push rod 13 is connected to the pedal through the input rod 21. A positioning protrusion 133 is provided on the side of the push rod 13, and when the input rod 21 is connected to the push rod 13, the positioning protrusion 133 is in contact with the end surface of the input rod 21. The input rod 21 is used to transmit the pedal force to the push rod 13 during braking.
[0046] See below Figure 1 and Figure 5In this embodiment, the system further includes a second piston 124, a second spring 142 and a spring seat 15. The spring seat 15 is fixed to the vehicle body. The second piston 124, the second spring 142 and the spring seat 15 are all arranged coaxially with the first piston 12. The second piston 124 is provided with cavities at both ends, and a convex column 1241 is provided in each of the cavities. One end of the first spring 141 away from the first piston 12 is sleeved on the corresponding convex column 1241 to abut against the second piston 124. One end of the second spring 142 is sleeved on another corresponding convex column 1241 to abut against the second piston 124. The other end of the second spring 142 abuts against the spring seat 15.
[0047] Furthermore, when the electric power-assisted brake system brakes, the push rod 13 pushes the first piston 12 to move axially toward the first spring 141, the first piston 12 pushes the first spring 141 to move axially toward the second piston 124, and the second piston 124 pushes the second spring 142 to move axially toward the spring seat 15 until the stroke limit is reached. When the attenuation return begins, the second spring 142 and the first spring 141 release elastic potential energy to push the second piston 124, the first piston 12 and the push rod 13 back to their original positions.
[0048] The utility model also provides a vehicle, comprising the above-mentioned electric power-assisted braking system for improving NVH performance.
[0049] In summary, the electric power-assisted braking system with improved NVH performance provided by the utility model enhances the shock-absorbing performance of the anti-rotation ring 121 by arranging a rubber layer 122 on the surface of the anti-rotation ring 121 close to the flange 11; the push rod 13 is accommodated in the cavity of the first end of the first piston 12 and abuts against the first piston 12; when the push rod 13 applies pressure to the first piston 12, the first piston 12 moves in the direction from the first end to the second end, and the anti-rotation ring 121 arranged on the first piston 12 moves with the first piston 12; one end of the first spring 141 abuts against the end face of the second end of the first piston 12, and the other end of the first spring 141 is coupled to the vehicle body, so that the first A spring 141 is compressed between the first piston 12 and the vehicle body. When the pressure applied to the first piston 12 by the push rod 13 is removed, that is, when the driver releases the pedal, since the first spring 141 is compressed and the flange 11 is fixed to the vehicle body, the first piston 12 will axially return through the through hole 1121 on the connecting column 112 of the flange 11 in the direction from the second end to the first end under the action of the first spring 141. The rubber layer 122 provided on the surface of the anti-rotation ring 121 close to the flange 11 can attenuate the impact energy with the flange 11 during the return process, thereby effectively reducing the impact sound and spring vibration sound of the electric power-assisted braking system and improving the NVH performance of the vehicle at a low cost.
[0050] The above is only a specific implementation of the utility model, but the protection scope of the utility model is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the utility model should be included in the protection scope of the utility model. Therefore, the protection scope of the utility model shall be subject to the attached claims.
Claims
1. An electric power-assisted braking system for improving NVH performance, characterized in that: include: A flange, wherein the flange is provided with a connecting column with a through hole; A first piston, the first piston is movably disposed in the through hole of the flange along the axial direction, and the first piston comprises a first end and a second end which are oppositely disposed; A push rod, the push rod being accommodated in a cavity provided at the first end of the first piston; a first spring, one end of which abuts against an end surface of the second end of the first piston, and the other end of which is coupled to the vehicle body; An anti-rotation ring is sleeved and fixed on the first end of the first piston and can move axially with the first piston. The anti-rotation ring is anti-rotationally connected to the flange, and a rubber layer is arranged on the end surface of the anti-rotation ring close to the flange.
2. The electric power-assisted braking system for improving NVH performance according to claim 1, characterized in that: A protrusion is arranged on the outer side surface of the anti-rotation ring, and the protrusion is embedded in the axial groove of the inner side wall of the flange.
3. The electric power-assisted braking system for improving NVH performance according to claim 2, characterized in that: A friction reducing sleeve is arranged on the projection of the anti-rotation ring.
4. The electric power-assisted braking system for improving NVH performance according to claim 1, characterized in that: It also includes a push rod seat, a fixing groove is provided on the wall surface near the second end in the cavity of the first end of the first piston, the push rod seat is fixed in the fixing groove, the push rod seat and the fixing groove are interference fitted, a ball head is provided at the end of the push rod, and a groove is provided on the push rod seat, the ball head is accommodated in the groove and can roll relative to the groove so that the push rod can swing within a preset angle range.
5. The electric power-assisted braking system for improving NVH performance according to claim 4, characterized in that: The groove is a tapered groove.
6. The electric power-assisted braking system for improving NVH performance according to claim 1, characterized in that: A magnet is arranged in the cavity at the second end of the first piston, and the magnet is fixed in the cavity at the second end of the first piston through a fixing member.
7. The electric power-assisted braking system for improving NVH performance according to claim 6, characterized in that: The fixing member is interference fit with the first piston; a retaining wall is provided on one end face of the fixing member, and a limiting surface is provided on the end of the second end of the first piston. When the fixing member is installed in the first piston, the retaining wall abuts against the limiting surface.
8. The electric power-assisted braking system for improving NVH performance according to claim 1, characterized in that: One end of the push rod away from the first piston is fixedly connected to an input rod, and the push rod is connected to the pedal through the input rod.
9. The electric power-assisted braking system for improving NVH performance according to claim 1, characterized in that: It also includes a second piston, a second spring and a spring seat, wherein the spring seat is fixed to the vehicle body, and the second piston, the second spring and the spring seat are all arranged coaxially with the first piston; The second piston is provided with cavities at both ends, each of which is provided with a convex column. One end of the first spring away from the first piston is sleeved on the corresponding convex column and abuts against the second piston. One end of the second spring is sleeved on the other corresponding convex column and abuts against the second piston. The other end of the second spring abuts against the spring seat.
10. A vehicle, characterized in that: An electric power-assisted braking system with improved NVH performance as described in any one of claims 1 to 9.