Electrically-controlled brake voltage buildup module

Abstract

An electrically-controlled brake voltage buildup module belongs to the technical field of automobile brake systems and comprises a motor assembly, a piston and a transmission component connected between the motor assembly and the piston, the motor assembly comprises a hollow rotor shaft, the piston and the transmission component are mounted in the hollow rotor shaft, and the piston and the transmission component are mounted in the hollow rotor shaft. The transmission assembly is connected with the hollow rotor shaft through a self-aligning structure, or the transmission assembly is connected with the hollow rotor shaft through the self-aligning structure and a bearing seat, and the transmission mechanism has the beneficial effects that the structure is simple and compact, the concentricity of the transmission mechanism can be improved, the occurrence rate of an eccentric wear phenomenon is reduced, and the service life of the transmission mechanism is prolonged. Product life can be effectively prolonged and noise can be effectively reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile braking systems, in particular to an electronically controlled braking pressure building module. Background Art

[0002] With the development of automotive electronic technology, intelligent driving technology has made rapid progress. Against this background, the electrification process of automobiles has accelerated, and mechatronics technology and products have been widely used in complete vehicles.

[0003] The products of this type that have appeared so far can be divided into two categories: 1. Replacing the traditional vacuum booster with an electronically driven booster; 2. Products that integrate other electronic control systems (such as ABS, ESC, etc.) on the basis of electronically driven pressure building. Among them, the integrated products have the advantages of lighter weight and more compact size.

[0004] The main disadvantages of the existing integrated direct-drive electric control brake pressure building module are the large number of parts, complex structure, axial locking nut, large axial length, and the need for sealing, which is not conducive to vehicle body layout. At the same time, the large number of parts and complex structure will bring more failure risk points, and abnormal sounds and noises are not easy to control. The motor production process is not conducive to inspection, and the process quality cannot be monitored and depends on the process to ensure. Moreover, the transmission mechanism cannot be adjusted during operation. As the number of uses increases, eccentric wear will occur, resulting in brake fluid leakage and transmission mechanism noise, which will have a certain impact on the safety and comfort of the vehicle.

[0005] For example, the patent with publication number CN114802150A discloses an electric control brake pressure building module, which adopts a hollow motor design scheme, a sun gear of a planetary gear mechanism is arranged on the hollow motor rotor, the planetary frame of the planetary gear mechanism is rigidly connected to the screw shaft, the ball screw nut moves linearly and a rotation-stopping guide structure is designed between the fixed plate, the fixed plate is also the support of one end of the motor rotor, and the screw shaft and the planetary frame are used as the support of the other end of the motor rotor; a load bearing is designed inside the motor, the load bearing is connected to the screw shaft and the planetary frame, and the hydraulic reaction force on the piston acts on the load bearing through the screw shaft; the planetary gear mechanism is placed at the tail end of the motor, and the ball screw nut is placed inside the hollow shaft of the motor rotor. In the above-mentioned electric control brake pressure building module, the screw shaft cannot be adjusted, and eccentric wear will occur after long-term use. There will still be problems such as leakage of brake fluid and transmission mechanism conduction, and the technical problem proposed by the applicant cannot be solved. Utility Model Content

[0006] In order to solve the above technical problems, the utility model provides an electronically controlled brake pressure building module, which has a simple and compact structure, can improve the concentricity of the transmission mechanism, reduce the occurrence rate of eccentric wear, and can effectively increase product life and reduce noise.

[0007] To achieve the above-mentioned purpose, the technical solution adopted by the utility model to solve its technical problem is: the electronically controlled brake pressure building module includes a motor assembly, a piston and a transmission component connected therebetween, the motor assembly includes a hollow rotor shaft, the piston and the transmission component are installed in the hollow rotor shaft, the transmission component is connected to the hollow rotor shaft through a self-aligning structure, or the transmission component is connected to the hollow rotor shaft through a self-aligning structure and a bearing seat.

[0008] One end of the hollow rotor shaft is set as an open end, and the other end is set as a closed end. The transmission component is connected to the closed end through a self-aligning structure.

[0009] Both ends of the hollow rotor shaft are open, a bearing seat is fixed to one end of the hollow rotor shaft, and the transmission assembly is connected to the bearing seat via a self-aligning structure.

[0010] The self-aligning structure includes balls rotatably connected between the transmission assembly and the hollow rotor shaft or bearing seat.

[0011] The self-aligning structure comprises a spherical protrusion arranged at the input end of the transmission component, and the spherical protrusion is rotatably connected to the hollow rotor shaft or the bearing seat.

[0012] The input end of the transmission assembly is connected to the hollow rotor shaft or the bearing seat through a radial torque transmission mechanism;

[0013] The radial torque transmission mechanism comprises an outer spline sleeve fixed at the input end of the transmission assembly and an inner spline sleeve fixed in the hollow rotor shaft or the bearing seat, and the outer spline sleeve and the inner spline sleeve are plug-fitted.

[0014] An axial clearance elimination mechanism is installed on the input end of the transmission component, and the axial clearance elimination mechanism includes a baffle installed on the input end of the transmission component, a gasket limitedly installed on the external spline sleeve, and an elastic element arranged therebetween.

[0015] A retaining ring is installed at one end of the hollow rotor shaft or in the bearing seat, and the retaining ring is stopped on one side of the baffle so that the baffle is limited and stopped at the output end of the transmission component; a stamping convex point extending out of the retaining ring is provided on the baffle, and the stamping convex point is opposite to the output end of the transmission component.

[0016] The transmission assembly includes a ball screw and a screw nut matched therewith, the screw nut is fixedly connected to the piston, and the screw nut is connected to the booster cylinder through a rotation-stop mechanism;

[0017] The anti-rotation mechanism includes an anti-rotation sleeve sleeved in the inner cavity of the hollow rotor shaft, the anti-rotation sleeve is connected to the screw nut along an axial sliding guide, and one end of the anti-rotation sleeve is fixedly connected to the booster cylinder through a mounting plate.

[0018] The motor assembly further includes a motor housing and an end cover assembly connected thereto, one end of the hollow rotor shaft or the bearing seat is connected to the motor housing via a first bearing, and the other end of the hollow rotor shaft is connected to the end cover assembly via a second bearing;

[0019] The motor housing is fixedly connected to the boost cylinder via a sealing gasket, and the boost cylinder is provided with a positioning stop that is abutted and connected to one end of the end cover assembly.

[0020] A sensor magnetic ring is pressed onto the hollow rotor shaft, and a sensor assembly matching with the sensor magnetic ring is arranged on the end cover assembly.

[0021] The beneficial effects of the utility model are:

[0022] 1. The utility model provides an electronically controlled brake pressure building module. By setting a self-aligning structure between the input end of the transmission component and the hollow rotor shaft, adaptive adjustment can be achieved during the pressure building process, the concentricity between the transmission component and the motor assembly can be improved, the occurrence rate of eccentric wear can be reduced, and the product life can be effectively improved and the noise can be reduced.

[0023] 2. The utility model sets an axial clearance elimination mechanism including a baffle, a gasket and an elastic element at the input end of the transmission component. During the installation of the transmission component, an axial preload can be given to the self-aligning structure, which can effectively eliminate the axial clearance, ensure the reliability and stability of the installation, and improve the service life of the product.

[0024] 3. The utility model makes extensive use of welding, stretching and stamping processes to integrate multiple components into one, reducing the number of parts of the pressure building module, improving the compactness of the structure and high integration. At the same time, the components are modularized according to function, which can be integrated, disassembled, and convenient, which is convenient for quality monitoring and testing in the production process, and can effectively improve the reliability and manufacturability of the system, reduce the noise of the system, improve the control accuracy, increase the life of the product, and reduce the space occupied during vehicle body layout. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The following is a brief description of the contents expressed in each of the drawings of the utility model specification and the marks in the drawings:

[0026] Figure 1 It is a cross-sectional view of the electronically controlled brake pressure building module of the utility model;

[0027] Figure 2 It is an exploded diagram of the electronically controlled brake pressure building module of the utility model;

[0028] Figure 3 It is a structural schematic diagram of the piston in the utility model being connected to a transmission component of a structure;

[0029] Figure 4 It is a structural schematic diagram of the piston in the utility model being connected to a transmission assembly of another structure;

[0030] Figure 5 It is a structural schematic diagram of one structure of the hollow rotor shaft of the utility model;

[0031] Figure 6 It is a structural schematic diagram of another structure of the hollow rotor shaft of the utility model;

[0032] The marks in the above figures are: 1. Booster cylinder, 2. Anti-rotation mechanism, 21. Anti-rotation sleeve, 22. Mounting plate, 3. End cover assembly, 4. Sensor magnetic ring, 5. Second bearing, 6. Stator core assembly, 7. Rotor core, 8. Motor housing, 9. First bearing, 10. Bearing seat, 11. Radial torque transmission mechanism, 111. External spline sleeve, 112. Internal spline sleeve, 12. Self-aligning structure, 13. Transmission assembly, 131. Ball screw, 132. Screw nut, 14. Axial clearance elimination mechanism, 141. Baffle, 142. Gasket, 143. Elastic element, 144. Retaining ring, 15. Insulating bracket, 16. Hollow rotor shaft, 17. Sensor assembly, 18. Piston, 19. Sliding bearing, 20. Leather cup, 23. Sealing gasket. DETAILED DESCRIPTION

[0033] In order to make the purpose, technical solutions and advantages of the embodiments of the utility model clearer, the technical solutions in the embodiments will be clearly and completely described below in conjunction with the drawings in the embodiments of the utility model. The following embodiments are used to illustrate the utility model but are not used to limit the scope of the utility model.

[0034] In the description of the present invention, it should be noted that the terms "upper", "lower", "front", "back", "left", "right", "vertical", "inside", "outside", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the 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. Therefore, they cannot be understood as limitations on the present invention.

[0035] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" 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 in the present invention can be understood according to specific circumstances.

[0036] like Figure 1 to Figure 6 As shown, the utility model provides an electronically controlled brake pressure building module, including a booster cylinder 1, a motor assembly, a piston 18, and a transmission assembly 13 connected between the motor assembly and the piston 18, wherein the booster cylinder 1 is integrally formed with a valve body on the automobile brake system, wherein the motor assembly includes a motor housing 8, an end cover assembly 3 connected to the motor housing 8, a stator core assembly 6 pressed on the inner wall of the motor housing 8, a hollow rotor shaft 16 passing through the center of the stator core assembly 6, and a rotor core 7 pressed on the outside thereof, and the rotor core 7 is coaxially sleeved in the stator core assembly 6. The piston 18 is slidably connected in the inner cavity of the booster cylinder 1, and the transmission assembly 13 is used to convert the rotational motion of the rotor core 7 into the linear motion of the piston 18, so that the piston 18 reciprocates along the axial direction in the booster cylinder 1, and realizes the pressure building and pressure reduction in the booster cylinder 1.

[0037] The hollow rotor shaft 16 is hollow inside, and a piston 18 and a transmission assembly 13 are installed in the cavity of the hollow rotor shaft 16. The transmission assembly 13 is connected to the hollow rotor shaft 16 via a self-aligning structure 12, or the transmission assembly 13 is connected to the hollow rotor shaft 16 via a self-aligning structure 12 and a bearing seat 10. This can achieve adaptive adjustment during pressure building, improve the concentricity between the transmission assembly 13 and the motor assembly, reduce the incidence of eccentric wear, and effectively increase product life and reduce noise.

[0038] The transmission assembly 13 includes a ball screw 131 and a screw nut 132 matched therewith. One end of the screw nut 132 is fixedly connected to the piston 18 by thread. The end of the ball screw 131 away from the piston 18 is provided with a self-aligning structure 12. The screw nut 132 is connected to the booster cylinder 1 through a rotation-stopping mechanism 2. The rotation-stopping mechanism 2 includes a rotation-stopping sleeve 21 sleeved in the inner cavity of the hollow rotor shaft 16. A plurality of axial guide ribs are circumferentially provided on the inner wall of the rotation-stopping sleeve 21. A plurality of axial guide grooves are circumferentially provided on the outer side of the screw nut 132. The axial guide ribs and the axial guide grooves are slidably matched, so that the rotation-stopping sleeve 21 is connected to the screw nut 132 along the axial sliding guide, thereby preventing the screw nut 132 from rotating. One end of the rotation-stopping sleeve 21 is fixedly connected to the booster cylinder 1 by screws through a mounting plate 22, which is convenient for the installation and disassembly of the rotation-stopping mechanism 2.

[0039] Specifically, the hollow rotor shaft 16 has the following two structures: Figure 5 As shown, one end of the hollow rotor shaft 16 is set as an open end, and the other end is set as a closed end. The hollow rotor shaft 16 is an integrated structure. The rotor core 7 can be fixed on the hollow rotor shaft 16 by press-fitting, or it can be integrally formed with the hollow rotor shaft 16, which further reduces the number of parts, improves the compactness of the structure, and has a high degree of integration. The transmission component 13 is connected to the center of the closed end through the self-aligning structure 12. Another structure is as follows Figure 6 As shown, both ends of the hollow rotor shaft 16 are opened, a bearing seat 10 is welded and fixed to one end of the hollow rotor shaft 16 , and the transmission assembly 13 is connected to the center of the bearing seat 10 through a self-aligning structure 12 .

[0040] Specifically, the self-aligning structure 12 has the following two structures: one structure is as follows: Figure 1 and Figure 3 As shown, the self-aligning structure 12 includes a ball rotatably connected between the transmission component 13 and the hollow rotor shaft 16 or the bearing seat 10. That is, a spherical groove I is provided at the center of the input end of the transmission component 13, a spherical groove II is provided at the closed end of the hollow rotor shaft 16 or the center of the inner wall of the bearing seat 10, and the above-mentioned ball is provided between the spherical groove I and the spherical groove II. Another structure is as follows Figure 4 As shown, the self-aligning structure 12 includes a spherical protrusion arranged at the input end of the transmission component 13, and the spherical protrusion is rotatably connected to the hollow rotor shaft 16 or the bearing seat 10. That is, a spherical groove III is arranged at the closed end of the hollow rotor shaft 16 or the center of the inner wall of the bearing seat 10, and the spherical protrusion is matched with the spherical groove III. The utility model realizes the concentricity adjustment of the transmission component 13 and the hollow rotor shaft 16 through the above two spherical matching structures, effectively reduces the occurrence rate of eccentric wear, effectively improves the product life and reduces noise.

[0041] Specifically, the input end of the transmission assembly 13 is connected to the hollow rotor shaft 16 or the bearing seat 10 through the radial torque transmission mechanism 11. The radial torque transmission mechanism 11 includes an outer spline sleeve 111 welded and fixed to the input end of the transmission assembly 13 (the end of the ball screw 131) after interference fit and an inner spline sleeve 112 welded and fixed to the hollow rotor shaft 16 or the bearing seat 10 after interference fit. The outer spline sleeve 111 and the inner spline sleeve 112 are plug-fitted, so that the transmission assembly 13 is connected to the hollow rotor shaft 16 through the spline, so that the rotor core 7 drives the transmission assembly 13 through the spline to build up pressure, which can achieve higher reliability and improve response speed.

[0042] Specifically, an axial clearance elimination mechanism 14 is installed on the input end (ball screw 131) of the transmission assembly 13, and the axial clearance elimination mechanism 14 includes a baffle 141 installed on the input end (end of the ball screw 131) of the transmission assembly 13, a gasket 142 limitedly installed on the external spline sleeve 111, and an elastic element 143 arranged therebetween. A retaining ring 144 is installed at one end of the hollow rotor shaft 16 or in the bearing seat 10, and the retaining ring 144 is stopped on one side of the baffle 141 so that the baffle 141 is limitedly stopped at the output end (end of the screw nut 132) of the transmission assembly 13; a stamping convex point extending out of the baffle 144 is arranged on the baffle 141, and the stamping convex point is opposite to the output end (end of the screw nut 132) of the transmission assembly 13. When the transmission assembly 13 is installed in the hollow rotor shaft 16, the baffle 141 contacts the elastic element 143, so that the elastic element 143 is compressed, and the elastic element 143 generates an axial force, which is transmitted to the ball screw 131 through the gasket 142 and the external spline sleeve 111, so that the ball screw 131 moves in a direction close to the self-aligning structure 12, thereby eliminating the axial clearance between the transmission assembly 13 and the bearing seat 10 or the hollow rotor shaft 16, ensuring the reliability and stability of the installation and improving the service life of the product.

[0043] Specifically, the motor assembly further includes a motor housing 8 and an end cover assembly 3 connected thereto. The end cover assembly 3 is press-fitted into the motor housing 8 and then connected by laser welding. The motor housing 8 is fixedly connected to the booster cylinder 1 through a sealing gasket 23. The booster cylinder 1 is provided with a positioning stopper that abuts against one end of the end cover assembly 3, so that the motor housing 8 can be installed and positioned, ensuring installation accuracy.

[0044] One end of the hollow rotor shaft 16 or the outside of the bearing seat 10 is connected to the motor housing 8 through the first bearing 9, and the other end of the hollow rotor shaft 16 is connected to the end cover assembly 3 through the second bearing 5, ensuring that the hollow rotor shaft 16 can rotate freely relative to the motor housing 8 and the end cover assembly 3 without rotation interference.

[0045] A sensor magnetic ring 4 is pressed onto the hollow rotor shaft 16, and a sensor assembly 17 matched with the sensor magnetic ring 4 is arranged on the end cover assembly 3. The sensor assembly 17 includes a sensor bracket and a chip mounted thereon. The sensor bracket is riveted onto the end cover assembly 3. The sensor assembly 17 is used to detect the position of the rotor core 7. The sensor assembly 17 is located inside the motor housing 8. The sensor magnetic ring 4 is arranged on the side of the sensor assembly 17 at a special position where the magnetic flux Bx and By components are equal and form a certain angle, which makes full use of the radial space, improves space utilization, and shortens the length of the product.

[0046] In addition, the piston 18 is provided with a sliding bearing 19 and connected to the inner cavity of the booster cylinder 1 through the sliding bearing 19 for sliding guidance; the piston 18 is also provided with a leather cup 20 for reliably sealing the brake fluid in the booster cylinder 1 to avoid the problem of brake fluid leakage. An insulating bracket 15 is provided at the bottom of the motor housing 8 to store excess glue and prevent it from flowing into the first bearing 9, further improving the reliability of product installation.

[0047] In summary, the electronically controlled brake pressure building module designed in the utility model can realize adaptive adjustment during the pressure building process by arranging a self-aligning structure between the input end of the transmission component and the hollow rotor shaft, thereby improving the concentricity between the transmission component and the motor assembly, reducing the incidence of eccentric wear, and effectively prolonging the product life and reducing noise; by arranging an axial clearance elimination mechanism at the input end of the transmission component, an axial preload can be given to the self-aligning structure during the installation of the transmission component, thereby effectively eliminating the axial clearance, ensuring the reliability and stability of the installation, and prolonging the service life of the product; by integrating multiple components into one, the number of parts of the pressure building module is reduced, the compactness of the structure is improved, and the integration is high. At the same time, the components are modularized according to function, which can be integrated, disassembled, flexible and convenient, and is convenient for quality monitoring and testing in the production process, which can effectively improve the reliability and manufacturability of the system, reduce the noise of the system, improve the control accuracy, prolong the product life, and reduce the space occupied during vehicle body layout.

[0048] The above description is only used to illustrate some principles of the utility model. This specification is not intended to limit the utility model to the specific structure and application scope shown and described. Therefore, all corresponding modifications and equivalents that may be used belong to the patent scope applied for the utility model.

Claims

1. An electronically controlled brake pressure building module, comprising a motor assembly, a piston and a transmission assembly connected therebetween, wherein the motor assembly comprises a hollow rotor shaft, wherein the piston and the transmission assembly are installed in the hollow rotor shaft, and wherein: The transmission assembly is connected to the hollow rotor shaft via a self-aligning structure, or the transmission assembly is connected to the hollow rotor shaft via a self-aligning structure and a bearing seat.

2. The electronically controlled brake pressure building module according to claim 1, characterized in that: One end of the hollow rotor shaft is set as an open end, and the other end is set as a closed end. The transmission component is connected to the closed end through a self-aligning structure.

3. The electronically controlled brake pressure building module according to claim 1, characterized in that: Both ends of the hollow rotor shaft are open, a bearing seat is fixed to one end of the hollow rotor shaft, and the transmission assembly is connected to the bearing seat via a self-aligning structure.

4. The electronically controlled braking pressure building module according to claim 1, characterized in that: The self-aligning structure includes balls rotatably connected between the transmission assembly and the hollow rotor shaft or bearing seat.

5. The electronically controlled braking pressure building module according to claim 1, characterized in that: The self-aligning structure comprises a spherical protrusion arranged at the input end of the transmission component, and the spherical protrusion is rotatably connected to the hollow rotor shaft or the bearing seat.

6. The electronically controlled braking pressure building module according to claim 1, characterized in that: The input end of the transmission assembly is connected to the hollow rotor shaft or the bearing seat through a radial torque transmission mechanism; The radial torque transmission mechanism comprises an outer spline sleeve fixed at the input end of the transmission assembly and an inner spline sleeve fixed in the hollow rotor shaft or the bearing seat, and the outer spline sleeve and the inner spline sleeve are plug-fitted.

7. The electronically controlled braking pressure building module according to claim 6, characterized in that: An axial clearance elimination mechanism is installed on the input end of the transmission component, and the axial clearance elimination mechanism includes a baffle installed on the input end of the transmission component, a gasket limitedly installed on the external spline sleeve, and an elastic element arranged therebetween.

8. The electronically controlled braking pressure building module according to claim 7, characterized in that: A retaining ring is installed at one end of the hollow rotor shaft or in the bearing seat, and the retaining ring is stopped on one side of the baffle so that the baffle is limited and stopped at the output end of the transmission component; a stamping convex point extending out of the retaining ring is provided on the baffle, and the stamping convex point is opposite to the output end of the transmission component.

9. The electronically controlled braking pressure building module according to claim 1, characterized in that: The transmission assembly includes a ball screw and a screw nut matched therewith, the screw nut is fixedly connected to the piston, and the screw nut is connected to the booster cylinder through a rotation-stop mechanism; The anti-rotation mechanism includes an anti-rotation sleeve sleeved in the inner cavity of the hollow rotor shaft, the anti-rotation sleeve is connected to the screw nut along an axial sliding guide, and one end of the anti-rotation sleeve is fixedly connected to the booster cylinder through a mounting plate.

10. The electronically controlled braking pressure building module according to claim 1, characterized in that: The motor assembly further includes a motor housing and an end cover assembly connected thereto, one end of the hollow rotor shaft or the bearing seat is connected to the motor housing via a first bearing, and the other end of the hollow rotor shaft is connected to the end cover assembly via a second bearing; The motor housing is fixedly connected to the boost cylinder via a sealing gasket, and the boost cylinder is provided with a positioning stopper that abuts against one end of the end cover assembly; A sensor magnetic ring is pressed onto the hollow rotor shaft, and a sensor assembly matching with the sensor magnetic ring is arranged on the end cover assembly.

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