Brake pressurizing device of brake system, brake system and vehicle

Abstract

The utility model provides a brake pressurizing device of a brake system, the brake system and a vehicle. The brake pressurizing device comprises a base, a motor, a switching mechanism and a coupler. And a piston is arranged in the base. The motor is arranged on the base. The conversion mechanism is arranged in the base and used for converting rotary motion of the motor into linear motion of the piston. The coupler comprises a first rotor and a second rotor, the first rotor is connected to the motor, the second rotor is connected to the conversion mechanism, and connection torque exists between the first rotor and the second rotor. The brake pressurizing device provided by the utility model has the effect of preventing the motor from being damaged due to stalling.

Description

Technical Field

[0001] The utility model generally relates to the technical field of a brake system, and more specifically to a brake pressurizing device of a brake system, a brake system and a vehicle. Background Art

[0002] At present, in the prior art, a transmission mechanism, such as a planetary gear system, is provided between the motor and the piston of the brake pressure device of the brake system, so that the motor and the piston are rigidly connected. Therefore, if the piston or the transmission mechanism is stuck, the motor will be blocked and damaged. Utility Model Content

[0003] A series of simplified concepts are introduced in the utility model content section, which will be further described in detail in the detailed implementation section. The utility model content section of the utility model does not mean to attempt to define the key features and essential technical features of the technical solution claimed for protection, nor does it mean to attempt to determine the scope of protection of the technical solution claimed for protection.

[0004] In order to at least partially solve the above problems, the first aspect of the present invention provides a brake pressurizing device for a brake system, the brake pressurizing device for the brake system comprising:

[0005] A base, wherein a piston is disposed in the base;

[0006] A motor, wherein the motor is arranged on the base;

[0007] a conversion mechanism, the conversion mechanism being disposed in the base, the conversion mechanism being used to convert the rotational motion of the motor into the linear motion of the piston; and

[0008] The coupler includes a first rotor and a second rotor, wherein the first rotor is connected to the motor, the second rotor is connected to the conversion mechanism, and there is a connection torque between the first rotor and the second rotor.

[0009] According to the brake pressurizing device of the brake system of the first aspect of the utility model, when the brake pressurizing device is used normally, the motor drives the first rotor to rotate, and the first rotor drives the second rotor to rotate through the connecting torque, so that the conversion mechanism drives the piston to perform linear motion to achieve brake pressurization; if the piston or the conversion mechanism is stuck, the second rotor will stop rotating. At this time, when the motor reaches the maximum output torque, it can still drive the first rotor to rotate relative to the second rotor, thereby preventing the motor from being blocked and damaged.

[0010] Optionally, the first rotor and the second rotor are plug-fitted and spaced apart, and the connection torque is not greater than the maximum output torque of the motor.

[0011] Optionally, the brake pressure device also includes a sensing mechanism for detecting the motor speed, the sensing mechanism includes a sensor and a signal disk, the signal disk is arranged on the first rotor and rotates with the rotation of the first rotor; the sensor is configured to sense the motor speed by sensing the signal disk.

[0012] Optionally, the motor comprises a housing, the housing is connected to the base, the first rotor and the signal disk are both located in the housing, and the sensor is fixed in the housing.

[0013] Optionally, the sensor is provided with a control interface, and the housing is provided with an external interface, and the external interface is connected to the control interface.

[0014] Optionally, the signal disk is provided with a plurality of teeth arranged around the axis of the first rotor, and the sensor calculates the rotation speed of the motor by sensing the pulse change caused by the change in the number of teeth when the signal disk rotates.

[0015] Optionally, the first rotor forms a coupling cavity, in which a plurality of first magnetic poles and second magnetic poles arranged around the axis of the first rotor are arranged; the second rotor is inserted into the coupling cavity and is coaxially arranged with the first rotor, and the second rotor is provided with a third magnetic pole and a fourth magnetic pole arranged around the axis of the second rotor, the third magnetic pole is attracted to the first magnetic pole and repelled from the second magnetic pole, and the fourth magnetic pole is attracted to the second magnetic pole and repelled from the first magnetic pole.

[0016] Optionally, the base is at least partially configured to form a pressurizing chamber, and the piston is disposed in the pressurizing chamber and is movably disposed relative to the base along a punching direction.

[0017] Optionally, the brake pressure device comprises a cylinder, wherein the cylinder and the base form a pressure chamber; and / or

[0018] The conversion mechanism includes a screw rod, a first end of which is connected to the second rotor, and a second end of which is passed through the piston and is threadedly connected to the piston.

[0019] A second aspect of the utility model provides a braking system, comprising a brake pressurizing device according to the above-mentioned braking system.

[0020] According to the brake system of the second aspect of the utility model, it is possible to prevent the motor of the brake pressure device from being blocked and damaged.

[0021] Optionally, the braking system also includes a simulator, which is arranged on the base; the simulator is connected to the brake master cylinder and is provided with an elastic member for generating a reaction force to the brake master cylinder to simulate the braking feel; the simulator is electrically connected to the motor, and the motor is driven based on a signal from the simulator.

[0022] Optionally, the brake system further includes a solenoid valve, which is disposed on the base and is used to be connected between the brake master cylinder and the simulator, and the solenoid valve is opened based on a signal from a brake pedal.

[0023] A third aspect of the utility model provides a vehicle, comprising the braking system according to the above.

[0024] The vehicle according to the third aspect of the utility model has a braking system that can prevent the motor from being blocked and damaged, thereby reducing the failure rate. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The following drawings of the embodiments of the present invention are used as part of the present invention for understanding the present invention. The drawings show the embodiments of the present invention and their descriptions, and are used to explain the principles of the present invention. In the drawings,

[0026] Figure 1 A three-dimensional schematic diagram of a brake pressure device of a brake system according to a preferred embodiment of the present utility model;

[0027] Figure 2 A schematic diagram of the internal structure of a brake pressure device of a brake system according to a preferred embodiment of the present utility model;

[0028] Figure 3 is a three-dimensional schematic diagram of a coupler;

[0029] Figure 4 for Figure 3 An exploded view of the coupler in the axial direction; and

[0030] Figure 5 A view of the sensing mechanism along the axial direction.

[0031] Description of Reference Numerals

[0032] 100: base 101: cylinder

[0033] 102: Pressurized chamber 103: Piston

[0034] 104: Mounting hole 105: First step hole

[0035] 106: Second step hole 107: Third step hole

[0036] 108: Bearing 109: Guide sleeve

[0037] 150: Slide rail 151: Slide groove

[0038] 110: Motor 111: Housing

[0039] 112: Motor rotor 113: Stator

[0040] 114: Motor drive shaft 120: Controller housing

[0041] 121: Cable 122: Simulator

[0042] 123: Solenoid valve 130: Conversion mechanism

[0043] 131: Screw rod 140: Coupler

[0044] 141: First rotor 142: Second rotor

[0045] 143: Coupling cavity 144: First magnetic pole

[0046] 145: Second magnetic pole 146: Third magnetic pole

[0047] 147: Fourth magnetic pole 160: Sensing mechanism

[0048] 161: Sensor 162: Signal plate

[0049] 163: tooth 115: external interface

[0050] Z: Axial direction DETAILED DESCRIPTION

[0051] In the following description, a large number of specific details are given to provide a more thorough understanding of the present invention. However, it is obvious to those skilled in the art that the present invention can be implemented without one or more of these details. In other examples, in order to avoid confusion with the present invention, some technical features known in the art are not described.

[0052] In this document, ordinal numbers such as "first" and "second" cited in the present invention are merely identifiers and do not have any other meanings, such as a specific order, etc. Moreover, for example, the term "first component" itself does not imply the existence of the "second component", and the term "second component" itself does not imply the existence of the "first component".

[0053] In this document, “upper”, “lower”, “front”, “back”, “left”, “right”, etc. are only used to indicate the relative position relationship between related parts, rather than to limit the absolute positions of these related parts.

[0054] In this document, “equal”, “same”, etc. are not strictly limited in a mathematical and / or geometric sense, but also include errors that can be understood by those skilled in the art and are allowed in manufacturing or use.

[0055] Unless otherwise stated, the numerical ranges herein include not only the entire range within its two endpoints but also include several sub-ranges contained therein.

[0056] Figures 1 to 5 A brake pressurizing device for a brake system according to the utility model is shown, and the brake pressurizing device for a brake system includes a base 100, a motor 110, a conversion mechanism 130, and a coupler 140. A piston 103 is arranged in the base 100. The motor 110 is arranged in the base 100. The conversion mechanism 130 is arranged in the base 100, and the conversion mechanism 130 is used to convert the rotational motion of the motor 110 into the linear motion of the piston 103. The coupler 140 includes a first rotor 141 and a second rotor 142, the first rotor 141 is connected to the motor 110, and the second rotor 142 is connected to the conversion mechanism 130, and there is a connection torque between the first rotor 141 and the second rotor 142.

[0057] According to the brake pressurizing device of the brake system of the utility model, when the brake pressurizing device is used normally, the motor 110 drives the first rotor 141 to rotate, and the first rotor 141 drives the second rotor 142 to rotate through the connecting torque, so that the conversion mechanism 130 drives the piston 103 to perform linear motion to achieve brake pressurization; if the piston 103 or the conversion mechanism 130 is stuck, the second rotor 142 will stop rotating. At this time, when the motor 110 reaches the maximum output torque, it can still drive the first rotor 141 to rotate relative to the second rotor 142, thereby preventing the motor 110 from being blocked and damaged.

[0058] Optionally, the first rotor 141 and the second rotor 142 are plug-fitted and spaced apart, and the connection torque between the first rotor 141 and the second rotor 142 is not greater than the maximum output torque of the motor 110. Therefore, when the motor maintains the maximum output torque, the first rotor 141 is able to rotate relative to the second rotor 142, thereby preventing the motor 110 from being blocked and damaged.

[0059] Further, see Figure 2 and Figure 4The coupler 140 may be a magnetic coupler 140, and the first rotor 141 is formed with a coupling cavity 143, and a plurality of first magnetic poles 144 and second magnetic poles 145 arranged around the axis of the first rotor 141 are arranged in the coupling cavity 143. The second rotor 142 is inserted into the coupling cavity 143 and is coaxially arranged with the first rotor 141. The second rotor 142 is provided with a third magnetic pole 146 and a fourth magnetic pole 147 arranged around the axis of the second rotor 142. The third magnetic pole 146 is attracted to the first magnetic pole 144 and repelled from the second magnetic pole 145, and the fourth magnetic pole 147 is attracted to the second magnetic pole 145 and repelled from the first magnetic pole 144, so that there is a connection torque between the first rotor 141 and the second rotor 142. In detail, the first magnetic pole 144 and the second magnetic pole 145 are alternately arranged around the axis of the first rotor 141, and correspondingly, the third magnetic pole 146 and the fourth magnetic pole 147 are alternately arranged around the axis of the second rotor 142. The first magnetic pole 144 and the third magnetic pole 146 are arranged in one-to-one correspondence, and the second magnetic pole 145 and the fourth magnetic pole 147 are arranged in one-to-one correspondence, so that the connection torque between the first rotor 141 and the second rotor 142 is more stable and balanced.

[0060] As an alternative, the first rotor 141 and the second rotor 142 may also have a connection torque through an elastic clamp. For example, a first groove is provided in the coupling cavity 143 of the first rotor 141, and an elastic ball is provided in the first groove, and a second groove is provided on the side wall of the second rotor 142, and the elastic ball is embedded in the second groove, so that there is a connection torque between the first rotor 141 and the second rotor 142. If the piston 103 or the conversion mechanism 130 is stuck, the second rotor 142 will stop rotating, and the elastic ball in the first groove will be driven by the motor 110 to disengage from the second groove and rotate in the first groove. At this time, when the motor 110 reaches the maximum output torque, it can still drive the first rotor 141 to rotate, thereby preventing the motor 110 from being blocked and damaged.

[0061] In another embodiment, a flexible connector may be provided between the first rotor 141 and the second rotor 142, and the flexible connector is fixed to the first rotor 141 and pressed against the second rotor 142. When the brake pressure device is used normally, the motor 110 drives the first rotor 141 to rotate, and the first rotor 141 drives the second rotor 142 to rotate through the static friction force of the flexible connector, so that the conversion mechanism 130 drives the piston 103 to perform linear motion to achieve brake pressure; and if the piston 103 or the conversion mechanism 130 is stuck, the second rotor 142 will stop rotating. At this time, when the motor 110 reaches the maximum output torque, it can still drive the first rotor 141 to rotate, so that the flexible connector rotates relative to the second rotor 142 and generates friction, and can also prevent the motor 110 from being blocked and damaged.

[0062] Therefore, all kinds of implementations for achieving a connection torque between the first rotor 141 and the second rotor 142 should be within the protection scope of the present utility model.

[0063] Optionally, the base 100 may be formed by drilling holes in a hydraulic block, or may be a separately arranged structure.

[0064] Optionally, refer to Figure 2 The base 100 is at least partially constructed to form a pressurizing chamber 102, and a piston 103 is disposed in the pressurizing chamber 102 and is movably disposed relative to the base 100 along a stamping direction (ie, an axial direction Z), so that the brake fluid can be pressurized and pumped.

[0065] Further, see Figure 1 and Figure 2 The brake pressurizing device includes a cylinder 101, a mounting hole 104 is provided in the base 100, and the cylinder 101 and the mounting hole 104 of the base 100 form a pressurizing chamber 102. The conversion mechanism 130 includes a screw rod 131, a first end of the screw rod 131 is connected to the second rotor 142, and a second end of the screw rod 131 is passed through the piston 103 and is threadedly connected to the piston 103. When the motor 110 is started, the first rotor 141 drives the second rotor 142 to rotate, so that the screw rod 131 rotates, and the piston 103 moves along the axial direction Z, and the brake pressurization is achieved by changing the volume in the pressurizing chamber 102.

[0066] Specifically, refer to Figure 2 The mounting hole 104 includes a first stepped hole 105, a second stepped hole 106 and a third stepped hole 107, and the first stepped hole 105, the second stepped hole 106 and the third stepped hole 107 are sequentially arranged along the axial direction Z. The third stepped hole 107 and the cylinder body 101 form a pressurized chamber 102, and the piston 103 is inserted into the third stepped hole 107 and is movably sealed and connected to the third stepped hole 107.

[0067] Combination Figure 3 and Figure 4 As shown, the brake pressure device also includes a bearing 108 and a guide sleeve 109, the guide sleeve 109 is arranged in the second stepped hole 106, and the bearing 108 is arranged in the first stepped hole 105. The side wall of the piston 103 is provided with a slide groove 151 along the axial direction Z, and the side wall of the guide sleeve 109 is provided with a slide rail 150, and the slide rail 150 cooperates with the slide groove 151, so that the piston 103 is movably arranged relative to the guide sleeve 109 along the axial direction Z. The second rotor 142 is penetrated into the inner ring of the bearing 108 and connected to the screw rod 131. The arrangement of the mounting hole 104, the piston 103, the bearing 108 and the guide sleeve 109 is compact in structure and good in assembly.

[0068] Specifically, the structure of the motor 110 includes a housing 111, a stator 113, a motor rotor 112, and a motor drive shaft 114. The housing 111 can be fixed to the base 100 by fasteners or welding, and the stator 113 is disposed in the housing 111 and fixed relative to the housing 111. The motor rotor 112 is inserted into the stator 113, and the motor drive shaft 114 is coaxially arranged and fixed with the motor rotor 112. When the stator 113 is energized, a magnetic field is formed, so that the motor rotor 112 can drive the motor drive shaft 114 to rotate. The motor drive shaft 114 is connected to the first rotor 141, thereby driving the first rotor 141 to rotate.

[0069] The utility model also provides a brake system, comprising the brake pressure device according to the brake system. According to the brake system of the utility model, the motor 110 of the brake pressure device can be prevented from being blocked and damaged.

[0070] Furthermore, the brake system further includes a solenoid valve 123 and a simulator 122, both of which are arranged on the base 100. The solenoid valve 123 is used to be connected to the brake master cylinder, and the simulator 122 is connected to the solenoid valve 123, and is used to receive the brake fluid input by the solenoid valve 123, and the solenoid valve 123 is opened based on the signal of the brake pedal. An elastic member is arranged in the simulator 122, which is used to generate a reaction force to the brake master cylinder, so as to simulate the brake foot feeling for the driver. The simulator 122 is electrically connected to the motor 110 through the cable 121, and the motor 110 is driven based on the signal of the simulator 122. When the brake pedal is stepped on, the solenoid valve 123 is opened, and the brake fluid in the brake master cylinder is connected to the simulator 122 through the solenoid valve 123. The simulator 122 generates a reaction force to the brake master cylinder through the elastic member, so as to simulate the brake foot feeling for the driver, and at the same time, the motor 110 is started, thereby driving the piston 103 to move, so that the brake fluid is pressurized and flows to the wheel end.

[0071] Optionally, the braking system also includes a controller shell 120, which is located on a side of the base 100 away from the motor 110 and is fixed to the base 100 by fasteners or welding. The solenoid valve 123 and the simulator 122 are both arranged in the controller shell 120, thereby protecting the solenoid valve 123 and the simulator 122.

[0072] Reference Figure 2 The brake pressure device also includes a sensing mechanism 160 for detecting the rotation speed of the motor 110, combined with Figure 3 and Figure 4As shown, the sensing mechanism 160 includes a sensor 161 and a signal disk 162, and the signal disk 162 is disposed on the first rotor 141 and rotates with the rotation of the first rotor 141. The sensor 161 is configured to sense the rotation speed of the motor drive shaft 114 by sensing the signal disk 162, so that the controller of the motor 110 can adjust and correct the rotation speed of the motor 110 according to the rotation speed signal of the sensor 161.

[0073] Optionally, the first rotor 141 and the signal disk 162 are both located in the housing 111 , and the sensor 161 is fixed to the housing 111 , so that the sensing mechanism 160 can be protected to a certain extent.

[0074] Optionally, the sensor 161 is provided with a control interface, and the housing 111 is provided with an external interface 115, and the external interface 115 is connected to the control interface, so that the sensor 161 can be easily connected and the brake pressurizing device can be repaired.

[0075] Optionally, combined Figure 5 As shown, the signal disk 162 is provided with a plurality of teeth 163 arranged around the axis of the first rotor 141, and a Hall element is provided in the sensor 161, so that the sensor 161 can calculate the rotation speed of the motor 110 by sensing the pulse change caused by the change in the number of teeth 163 when the signal disk 162 rotates, and the detection accuracy is high.

[0076] In detail, three Hall elements are arranged in the sensor 161, and every two Hall elements are differentiated to form a speed signal and a direction signal. The direction signal determines the direction by using the different pulse widths of forward rotation and reverse rotation, while the speed signal calculates the rotation speed of the motor drive shaft 114 by using the time interval in the pulse waveform generated during the rotation of the signal disk 162.

[0077] The utility model also provides a vehicle, comprising the above-mentioned braking system. According to the vehicle of the utility model, the braking system can prevent the motor 110 from being blocked and damaged, thereby reducing the failure rate.

[0078] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as those generally understood by those skilled in the art in the technical field of the present invention. The terms used herein are only for describing specific implementation purposes and are not intended to limit the present invention. Terms such as "setting" appearing in this article may indicate that one component is directly attached to another component, or that one component is attached to another component through an intermediate. Features described in this article in one embodiment may be applied to another embodiment alone or in combination with other features, unless the feature is not applicable in the other embodiment or otherwise specified.

[0079] The utility model has been described through the above embodiments, but it should be understood that the above embodiments are only for the purpose of example and description, and are not intended to limit the utility model to the described embodiments. It can be understood by those skilled in the art that more variations and modifications can be made according to the teachings of the utility model, and these variations and modifications all fall within the scope of the protection claimed by the utility model.

Claims

1. A brake pressure device for a brake system, characterized in that: The brake pressure device of the brake system comprises: A base, wherein a piston is disposed in the base; A motor, wherein the motor is arranged on the base; a conversion mechanism, the conversion mechanism being disposed in the base, the conversion mechanism being used to convert the rotational motion of the motor into the linear motion of the piston; and The coupler includes a first rotor and a second rotor, wherein the first rotor is connected to the motor, the second rotor is connected to the conversion mechanism, and there is a connection torque between the first rotor and the second rotor.

2. The brake pressure device of the brake system according to claim 1, characterized in that: The first rotor and the second rotor are plug-fitted and spaced apart, and the connection torque is no greater than the maximum output torque of the motor.

3. The brake pressure device of the brake system according to claim 1, characterized in that: The brake pressure device also includes a sensing mechanism for detecting the motor speed, the sensing mechanism includes a sensor and a signal disk, the signal disk is arranged on the first rotor and rotates with the rotation of the first rotor; the sensor is configured to sense the motor speed by sensing the signal disk.

4. The brake pressure device of the brake system according to claim 3, characterized in that: The motor comprises a housing connected to the base, the first rotor and the signal disk are both located in the housing, and the sensor is fixed in the housing.

5. The brake pressure device of the brake system according to claim 4, characterized in that: The sensor is provided with a control interface, and the housing is provided with an external interface, and the external interface is connected to the control interface.

6. The brake pressure device of the brake system according to claim 3, characterized in that: The signal disk is provided with a plurality of teeth arranged around the axis of the first rotor, and the sensor calculates the rotation speed of the motor by sensing the pulse change caused by the change in the number of teeth when the signal disk rotates.

7. The brake pressure device of the brake system according to claim 2, characterized in that: The first rotor forms a coupling cavity, in which a plurality of first magnetic poles and second magnetic poles arranged around the axis of the first rotor are arranged; the second rotor is inserted into the coupling cavity and is coaxially arranged with the first rotor, and the second rotor is provided with a third magnetic pole and a fourth magnetic pole arranged around the axis of the second rotor, the third magnetic pole is attracted to the first magnetic pole and repels the second magnetic pole, and the fourth magnetic pole is attracted to the second magnetic pole and repels the first magnetic pole.

8. The brake pressure device of the brake system according to claim 1, characterized in that: The base is at least partially configured to form a pressurizing chamber, and the piston is disposed in the pressurizing chamber and is movably disposed relative to the base along a punching direction.

9. The brake pressure device of the brake system according to claim 8, characterized in that: The brake pressure device comprises a cylinder, wherein the cylinder and the base form a pressure chamber; and / or The conversion mechanism includes a screw rod, a first end of which is connected to the second rotor, and a second end of which is passed through the piston and is threadedly connected to the piston.

10. A braking system, characterized in that: A brake pressure applying device comprising a brake system according to any one of claims 1 to 9.

11. The brake system according to claim 10, characterized in that: The braking system also includes a simulator, which is arranged on the base; the simulator is connected to the brake master cylinder and is provided with an elastic member for generating a reaction force to the brake master cylinder to simulate the braking feel; the simulator is electrically connected to the motor, and the motor is driven based on a signal from the simulator.

12. The braking system according to claim 11, characterized in that: The brake system further includes a solenoid valve, which is disposed on the base and is used to be connected between the master cylinder and the simulator, and the solenoid valve is opened based on a signal from a brake pedal.

13. A vehicle, characterized in that: Comprising a braking system according to any one of claims 10 to 12.

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