Automobile electronic mechanical braking system

Abstract

The utility model discloses an automobile electronic mechanical braking system, which belongs to the technical field of automobile braking systems and comprises a fixed caliper body, a left friction plate and a right friction plate. A motor is arranged on the speed reducer shell, and an output shaft of the motor is connected with the input end of the gear speed change mechanism; the input end of the ball screw executing mechanism is connected with the output end of the gear speed change mechanism, and a ball screw nut in the ball screw executing mechanism is connected with the right side friction plate; and the control mechanism comprises an induction magnetic ring and a rotating magnetic field sensor, the induction magnetic ring is fixedly connected to the output shaft of the motor, the rotating magnetic field sensor is arranged on the speed reducer shell, and the rotating magnetic field sensor and the motor are electrically connected with the control unit. The brake provided by the utility model is quick in response, can provide accurate braking force according to the requirements of a driver, and realizes the required braking effects under various conditions. A hydraulic system is not needed, so that the problems of maintenance and leakage are reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile braking systems, in particular to an automobile electronic mechanical braking system. Background Art

[0002] Traditional automobile braking systems are electronic hydraulic brakes. Although they play an important role in automobile braking, they also have some limitations. For example, when braking, the driver presses the brake pedal to generate hydraulic pressure, which in turn pushes the brakes to brake. This process involves physical displacement and the flow of fluid, with a long response time and slow braking reaction. In addition, the hydraulic system contains many moving parts, such as the master cylinder, brake lines, brakes, and related seals. These parts may wear or leak due to mechanical degradation over time and require regular inspection and maintenance. The brake fluid in the hydraulic brake system is harmful to the environment. If leaked or improperly handled, these fluids may cause damage to the ecosystem.

[0003] Therefore, an automotive electromechanical braking system is proposed. Utility Model Content

[0004] The utility model aims to provide an automobile electronic mechanical braking system, aiming to solve or improve at least one of the above-mentioned technical problems.

[0005] To achieve the above-mentioned purpose, the present invention provides the following solutions: The present invention provides an automotive electronic mechanical braking system, comprising:

[0006] A fixed caliper body, on which a left friction plate and a right friction plate are arranged;

[0007] A reducer housing, wherein a motor and a gear speed change mechanism are arranged on the reducer housing, and an output shaft of the motor is connected to an input end of the gear speed change mechanism;

[0008] A ball screw actuator, wherein the input end of the ball screw actuator is connected to the output end of the gear speed change mechanism, and the ball screw nut in the ball screw actuator is connected to the right friction plate, thereby driving the right friction plate to approach or move away from the left friction plate;

[0009] The control mechanism includes an inductive magnetic ring and a rotating magnetic field sensor, wherein the inductive magnetic ring is fixedly connected to the output shaft of the motor, and the rotating magnetic field sensor is arranged on the reducer housing. The rotating magnetic field sensor is opposite to the inductive magnetic ring, and the rotating magnetic field sensor and the motor are electrically connected to the control unit respectively.

[0010] Preferably, the gear speed change mechanism includes a first gear, a transmission assembly and a fourth gear, the motor is fixedly connected to the outside of the reducer housing, the output shaft of the motor extends into the reducer housing and is fixedly connected to the first gear, the fourth gear is rotatably connected to the inner wall of the reducer housing through a connecting shaft, the first gear is transmission-connected to the fourth gear through a transmission assembly, the diameter of the fourth gear is larger than the diameter of the first gear, and the fourth gear is connected to the input end of the ball screw actuator.

[0011] Preferably, the transmission assembly includes a second gear, a third gear coaxially arranged with the third gear and rotatably connected to the inner wall of the reducer housing, the second gear meshes with the first gear, the third gear meshes with the fourth gear, and the diameter of the second gear is greater than the diameter of the third gear.

[0012] Preferably, the ball screw actuator includes a ball screw, one end of which extends into the reducer housing and is connected to the connecting shaft, the ball screw outer sleeve is provided with a ball screw nut, the ball screw nut moves linearly along the axial direction of the ball screw, and the ball screw nut outer sleeve is provided with a piston, and the piston is fixedly connected to one end of the right friction plate away from the left friction plate.

[0013] Preferably, the piston and the ball screw nut are matched with a small tolerance.

[0014] Preferably, the connecting shaft is hollow, and one end of the ball screw extends into the connecting shaft and is fitted with a small tolerance.

[0015] Preferably, the outer sliding sleeve of the piston is provided with a sliding caliper body, one end of the sliding caliper body is slidingly connected to the fixed caliper body through a guide pin, and the other end is fixedly connected to the reducer housing, a sealing ring is provided between the sliding caliper body and the reducer housing, and the ball screw passes through the sealing ring.

[0016] Preferably, a circuit board is fixedly connected inside the reducer housing, and the rotating magnetic field sensor is fixedly connected to the circuit board.

[0017] The utility model discloses the following technical effects: the motor drives the gear speed change mechanism to move according to the electrical signal, realizes the power transmission of deceleration and torque increase, thereby drives the ball screw actuator to move, so that the ball screw nut on the ball screw actuator drives the right friction plate to make a linear motion, and then the left friction plate and the right friction plate are brought close to each other, and the brake disc is pressed to realize mechanical braking. The rotation angle of the motor is sensed by the induction magnetic ring and the rotating magnetic field sensor, and the signal is transmitted to the control unit, which is convenient for regulating the braking situation. Since the electrical signal instruction and mechanical drive are adopted, the flow of hydraulic oil is not required, so the brake responds quickly, and can provide accurate braking force according to the needs of the driver, and realize the required braking effect under various conditions. No hydraulic system is required, which reduces the problems of maintenance and leakage. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The drawings constituting a part of the present application are used to provide a further understanding of the present application. The illustrative embodiments and descriptions of the present application are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0019] Figure 1 It is a schematic diagram of the structure of the utility model;

[0020] Figure 2 It is an exploded view of the utility model.

[0021] In the figure: 1. sliding caliper body; 102. piston cylinder body; 103. locking nut; 2. fixed caliper body; 201. left friction plate; 202. right friction plate; 3. motor; 301. induction magnetic ring; 302. pin; 303. circuit board; 4. gear speed change mechanism; 401. first gear; 402. second gear; 403. third gear; 404. fourth gear; 405. first bearing; 406. second bearing; 407. connecting shaft; 5. reducer housing; 501. reducer housing; 502. support plate; 503. upper cover plate; 6. ball screw actuator; 601. piston; 602. ball screw nut; 603. ball screw; 604. ball; 605. sealing ring. DETAILED DESCRIPTION

[0022] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments 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.

[0023] In order to make the above-mentioned purposes, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0024] Reference Figure 1-Figure 2 The utility model provides an automobile electromechanical braking system, comprising:

[0025] A fixed caliper body 2, the fixed caliper body 2 is fixed on a suspension (not shown in the figure), and a left friction plate 201 and a right friction plate 202 are arranged on the fixed caliper body 2; the right friction plate 202 can move relative to the fixed caliper body 2; the left friction plate 201 and the right friction plate 202 are used to clamp a brake disc (not shown in the figure);

[0026] A reducer housing 5, on which a motor 3 and a gear speed change mechanism 4 are arranged, and an output shaft of the motor 3 is connected to an input end of the gear speed change mechanism 4;

[0027] The reducer housing 5 is composed of a reducer shell 501 and an upper cover plate 503. A support plate 502 is fixedly connected to one end of the reducer housing 5 close to the upper cover plate 503.

[0028] The ball screw actuator 6, the input end of the ball screw actuator 6 is connected to the output end of the gear speed change mechanism 4, and the ball screw nut 602 in the ball screw actuator 6 is connected to the right friction plate 202, so as to drive the right friction plate 202 to approach or move away from the left friction plate 201;

[0029] The control mechanism includes an induction magnetic ring 301 and a rotating magnetic field sensor. The induction magnetic ring 301 is fixedly connected to the output shaft of the motor 3. The induction magnetic ring 301 rotates with the output shaft of the motor 3. The rotating magnetic field sensor is arranged on the reducer housing 5. The rotating magnetic field sensor faces the induction magnetic ring 301. The rotating magnetic field sensor and the motor 3 are electrically connected to a control unit (not shown in the figure) respectively.

[0030] The motor 3 drives the gear speed change mechanism 4 to move according to the electrical signal, realizing the power transmission of deceleration and torque increase, thereby driving the ball screw actuator 6 to move, so that the ball screw nut 602 on the ball screw actuator 6 drives the right friction plate 202 to move linearly, thereby making the left friction plate 201 and the right friction plate 202 close to each other, pressing the brake disc to achieve mechanical braking. The rotation angle of the motor 3 is sensed by the induction magnetic ring 301 and the rotating magnetic field sensor, and the signal is transmitted to the control unit to facilitate the regulation of the braking situation. Since the electrical signal command and mechanical drive are adopted, the hydraulic oil flow is not required, so the brake responds quickly, and can provide accurate braking force according to the driver's needs to achieve the required braking effect under various conditions; no hydraulic system is required, reducing maintenance and leakage problems.

[0031] Further optimized solution, the gear speed change mechanism 4 includes a first gear 401, a transmission assembly and a fourth gear 404, the motor 3 is fixedly connected to the outside of the reducer housing 5, the output shaft of the motor 3 extends into the reducer housing 5 and is fixedly connected to the first gear 401, the fourth gear 404 is rotatably connected to the inner wall of the reducer housing 5 through the connecting shaft 407, the first gear 401 is transmission-connected to the fourth gear 404 through the transmission assembly, the diameter of the fourth gear 404 is larger than the diameter of the first gear 401, and the fourth gear 404 is connected to the input end of the ball screw actuator 6; the two ends of the connecting shaft 407 are rotatably connected to the reducer housing 501 and the support plate 502 respectively through the first bearing 405 and the second bearing 406;

[0032] The transmission assembly includes a second gear 402 and a third gear 403. The second gear 402 and the third gear 403 are coaxially arranged and rotatably connected to the inner wall of the reducer housing 5. The second gear 402 is meshed with the first gear 401, and the third gear 403 is meshed with the fourth gear 404. The diameter of the second gear 402 is greater than the diameter of the third gear 403.

[0033] By providing the first gear 401, the second gear 402, the third gear 403 and the fourth gear 404, power transmission with reduced speed and increased torque is achieved, and the use of this two-stage reduction mechanism has the advantages of small space occupation, large transmission ratio and simple structure.

[0034] Further optimized solution, the ball screw actuator 6 includes a ball screw 603, one end of the ball screw 603 extends into the reducer housing 5 and is connected to the connecting shaft 407, the outer sleeve of the ball screw 603 is provided with a ball screw nut 602, the ball screw nut 602 moves linearly along the axial direction of the ball screw 603, the outer sleeve of the ball screw nut 602 is provided with a piston 601, and the piston 601 is fixedly connected to one end of the right friction plate 202 away from the left friction plate 201;

[0035] The ball screw 603 rotates, pushing the balls 604 in the ball screw nut 602 to roll along the spiral grooves on the ball screw 603, thereby pushing the ball screw nut 602 to reciprocate in a straight line (the specific details are from the prior art and will not be repeated here), thereby converting the rotational motion into translational motion, making it easier to push the brake friction pad to press the brake disc to achieve the braking function; this transmission method has high precision and stability, and high transmission efficiency, so that the piston 601 can achieve reliable, fast and accurate braking functions.

[0036] To further optimize the solution, the piston 601 and the ball screw nut 602 are matched with a small tolerance.

[0037] A further optimized solution is that the connecting shaft 407 is hollow, and one end of the ball screw 603 extends into the connecting shaft 407 and is fitted with a spline with a small tolerance; it has the advantages of high precision, high strength and good durability, while reducing the overall weight of the gear set.

[0038] In a further optimized solution, a sliding caliper body 1 is provided on the outer sliding sleeve of the piston 601, one end of the sliding caliper body 1 is slidingly connected to the fixed caliper body 2 through a guide pin, and the other end is fixedly connected to the reducer housing 5, a sealing ring 605 is provided between the sliding caliper body 1 and the reducer housing 5, and the ball screw 603 passes through the sealing ring 605;

[0039] A blind hole is provided on the fixed caliper body 2, and the sliding caliper body 1 is fixedly connected to the guide pin through a locking nut 103. The guide pin is inserted into the blind hole and has a certain sliding space; the piston 601 is slidingly connected to the piston cylinder 102 on the sliding caliper body 1, and the reducer housing 501 is fixedly connected to the sliding caliper body 1 through bolts; the sealing ring 605 is used to facilitate maintaining the sealing of the reducer housing 5.

[0040] According to a further optimized solution, a circuit board 303 is fixedly connected inside the reducer housing 5, and the rotating magnetic field sensor is fixedly connected to the circuit board 303;

[0041] The pin 302 of the motor 3 is connected to the circuit board 303, and a connector (not shown in the figure) is provided on the circuit board 303. The connector is used to connect to the control unit, so as to facilitate the electrical connection between the rotating magnetic field sensor and the motor 3 through the circuit in the circuit board 303 and the control unit.

[0042] In the description of the present invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside" and "outside" etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0043] The embodiments described above are only descriptions of the preferred methods of the present invention, and are not intended to limit the scope of the present invention. Without departing from the design spirit of the present invention, various modifications and improvements made to the technical solutions of the present invention by ordinary technicians in this field should fall within the protection scope determined by the claims of the present invention.

Claims

1. An automotive electromechanical braking system, characterized in that: include: A fixed caliper body (2), wherein a left friction plate (201) and a right friction plate (202) are provided on the fixed caliper body (2); A reducer housing (5), wherein a motor (3) and a gear speed change mechanism (4) are arranged on the reducer housing (5), and an output shaft of the motor (3) is connected to an input end of the gear speed change mechanism (4); A ball screw actuator (6), wherein the input end of the ball screw actuator (6) is connected to the output end of the gear speed change mechanism (4), and the ball screw nut (602) in the ball screw actuator (6) is connected to the right friction plate (202), thereby driving the right friction plate (202) to approach or move away from the left friction plate (201); A control mechanism, the control mechanism comprising an induction magnetic ring (301) and a rotating magnetic field sensor, the induction magnetic ring (301) being fixedly connected to an output shaft of the motor (3), the rotating magnetic field sensor being arranged on the reducer housing (5), the rotating magnetic field sensor being directly opposite to the induction magnetic ring (301), and the rotating magnetic field sensor and the motor (3) being electrically connected to a control unit respectively.

2. The automotive electromechanical brake system according to claim 1, characterized in that: The gear speed change mechanism (4) comprises a first gear (401), a transmission assembly and a fourth gear (404); the motor (3) is fixedly connected to the outside of the reducer housing (5); the output shaft of the motor (3) extends into the reducer housing (5) and is fixedly connected to the first gear (401); the fourth gear (404) is rotatably connected to the inner wall of the reducer housing (5) via a connecting shaft (407); the first gear (401) is transmission-connected to the fourth gear (404) via the transmission assembly; the diameter of the fourth gear (404) is greater than the diameter of the first gear (401); and the fourth gear (404) is connected to the input end of the ball screw actuator (6).

3. The automotive electromechanical braking system according to claim 2, characterized in that: The transmission assembly comprises a second gear (402) and a third gear (403); the second gear (402) and the third gear (403) are coaxially arranged and rotatably connected to the inner wall of the reducer housing (5); the second gear (402) is meshed with the first gear (401); the third gear (403) is meshed with the fourth gear (404); and the diameter of the second gear (402) is greater than the diameter of the third gear (403).

4. The automotive electromechanical brake system according to claim 2, characterized in that: The ball screw actuator (6) comprises a ball screw (603), one end of which extends into the reducer housing (5) and is connected to the connecting shaft (407), a ball screw nut (602) is provided on the outer sleeve of the ball screw (603), the ball screw nut (602) moves linearly along the axial direction of the ball screw (603), a piston (601) is provided on the outer sleeve of the ball screw nut (602), and the piston (601) is fixedly connected to one end of the right friction plate (202) away from the left friction plate (201).

5. The automotive electromechanical brake system according to claim 4, characterized in that: The piston (601) and the ball screw nut (602) are matched with a small tolerance.

6. The automotive electromechanical brake system according to claim 4, characterized in that: The connecting shaft (407) is hollow, and one end of the ball screw (603) extends into the connecting shaft (407) and is fitted with a spline with a small tolerance.

7. The automotive electromechanical brake system according to claim 4, characterized in that: The outer sliding sleeve of the piston (601) is provided with a sliding caliper body (1), one end of the sliding caliper body (1) is slidingly connected to the fixed caliper body (2) via a guide pin, and the other end is fixedly connected to the reducer housing (5), a sealing ring (605) is provided between the sliding caliper body (1) and the reducer housing (5), and the ball screw (603) passes through the sealing ring (605).

8. The automotive electromechanical brake system according to claim 1, characterized in that: A circuit board (303) is fixedly connected inside the reducer housing (5), and the rotating magnetic field sensor is fixedly connected to the circuit board (303).

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