Electric control mechanical brake

Abstract

The utility model relates to the field of brake-by-wire systems, in particular to an electric control mechanical brake which comprises calipers and a transmission mechanism capable of driving the calipers to execute braking actions. The transmission mechanism comprises a shell, an end cover, a driving device and a speed reduction assembly. The shell and the end cover jointly form a cavity. The speed reduction assembly is arranged in the cavity and connected with the calipers through the first driving shaft. The driving device is connected to the shell, and the driving end of the driving device extends into the cavity to be connected with the speed reduction assembly. The speed reduction assembly is driven through one idle wheel, the transmission efficiency is improved through the transmission arrangement of the first-stage parallel shafts, the upper limit of parking clamping force is increased, and the device can be suitable for more application scenes; the whole transmission mechanism is arranged in the shell, so that noise transmission is reduced; in addition, a first groove is formed in the first support, and a ring is arranged on the first gear, so that the viscous resistance of the planetary gear and the first gear is reduced, and the planetary gear and the first gear are prevented from vibrating due to the viscous force of grease.

Description

Technical Field

[0001] The utility model relates to the technical field of a wire control braking system, in particular to an electronically controlled mechanical brake. Background Art

[0002] The parking braking system of a vehicle is a system used to prevent the vehicle from moving and make it stop when the vehicle is parked. At present, in the vehicle parking braking system, especially in the electronic parking braking system, the rear caliper integrated electronic parking brake has multiple functions and is convenient to install, becoming the main development trend. The power source of the electronic parking brake in this structural form is a motor, and the motor transmits the power to the brake caliper assembly through a transmission mechanism, thereby completing the parking braking of the vehicle. The overall formation of the motor, the transmission mechanism and the housing is an electronic parking actuator, and a planetary gear is usually used in the transmission mechanism to decelerate the motor.

[0003] In the prior art, the clamping force of the electronically controlled mechanical brake is relatively low (generally 25KN), the requirement for braking noise is not high, and the brake only brakes when parking, and the application working conditions are relatively simple, which can no longer meet the application requirements of more application scenarios and higher comfort in the market. Therefore, how to broaden the upper limit of the brake clamping force and the application scenarios and improve the comfort of the driver and passengers is a problem that those skilled in the art need to consider. Summary of the Utility Model

[0004] The purpose of the utility model is to provide an electronically controlled mechanical brake to solve the problems of low clamping force of the brake in the prior art, limited application scenarios, and large noise affecting comfort.

[0005] The technical solution of the utility model is: an electronically controlled mechanical brake, including a caliper and a transmission mechanism capable of driving the caliper to perform braking; the transmission mechanism includes a housing, an end cover, a driving device and a reduction component, and the housing and the end cover jointly form a cavity; the reduction component is arranged inside the cavity, and is connected to the caliper through a first driving shaft; the driving device is connected to the housing, and its driving end extends into the cavity and is connected to the reduction component.

[0006] Preferably, the reduction component includes a sun gear, an external gear ring and a plurality of planet gears that are simultaneously meshed with the sun gear and the external gear ring;

[0007] The plurality of planet gears are connected through a first bracket, and a plurality of first rotating shafts are arranged on the first bracket, and the planet gears are connected to the first rotating shafts; a spline is arranged at the center of the first bracket.

[0008] Preferably, a plurality of first grooves are arranged at one end of the first bracket close to the planet gears, and one end of the first grooves far from the center of the first bracket extends to the edge of the first bracket;

[0009] An annular step is provided at the bottom of the first groove, and the first rotating shaft is connected to the center of the annular step, so that when the planet gear is connected to the first rotating shaft, a gap is formed with the bottom of the first groove.

[0010] Preferably, a first gear is fixedly connected to the sun gear. The first gear is coaxial with the sun gear and is connected to the end far from the planet gear.

[0011] A raised ring is provided at the end of the first gear close to the sun gear. The ring is coaxial with the sun gear and is arranged on the outer ring of the sun gear.

[0012] Preferably, a second bracket is fixedly connected to the housing. The second bracket is arranged at the end of the first gear far from the sun gear.

[0013] A second rotating shaft is provided at the center of the second bracket. The second rotating shaft penetrates through the first gear and the sun gear.

[0014] Preferably, a second gear is connected to the driving end of the driving device. The second gear is arranged in the cavity.

[0015] A third gear is connected to the housing through a third rotating shaft. The third gear is meshed and connected to the second gear and the first gear at the same time.

[0016] Preferably, a spline shaft is provided at the end of the first driving shaft. The spline shaft is meshed and connected to the spline.

[0017] Compared with the prior art, the advantages of the present utility model are:

[0018] (1) The reduction assembly is driven by an idler gear, i.e., the third gear. The transmission setting of the first-stage parallel shaft improves the transmission efficiency, increases the upper limit of the parking clamping force, and can be applied to more application scenarios.

[0019] (2) The entire transmission mechanism is arranged in the housing to reduce the transmission of noise. In addition, the first groove on the first bracket and the ring on the first gear reduce the viscous resistance between the planetary gear and the first gear, avoid the vibration of the planetary gear and the first gear caused by the viscous force of the grease, and ensure the normal operation of the transmission mechanism. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The present utility model will be further described below with reference to the drawings and embodiments:

[0021] Figure 1 It is a schematic structural diagram of the electro-mechanical brake described in the present utility model;

[0022] Figure 2 It is a sectional structural diagram of the electro-mechanical brake described in the present utility model;

[0023] Figure 3 Explosion structure schematic diagram of the electro - mechanical brake described in the present utility model;

[0024] Figure 4 Explosion structure schematic diagram of the speed - reducing assembly described in the present utility model;

[0025] Figure 5 Structural schematic of the first bracket described in the present utility model Figure 1 ;

[0026] Figure 6 Structural schematic of the first bracket described in the present utility model Figure 2 ;

[0027] Figure 7 Structural schematic diagram of the first gear described in the present utility model.

[0028] Wherein: caliper 1, first drive shaft 11, ball screw 12;

[0029] Transmission mechanism 2, cavity 2a, housing 21, end cover 22, drive device 23, second gear 231, speed - reducing assembly 24, sun gear 241, outer gear ring 242, planetary gear 243, first bracket 244, spline 2441, first groove 2442, annular step 2443, first rotating shaft 245, first gear 246, ring 2461, second bracket 247, second rotating shaft 2471, third gear 25. Specific embodiments

[0030] The following combines specific embodiments to further elaborate on the content of the present utility model:

[0031] As Figures 1-7 shown, the present utility model is applied to vehicle braking. Driven by a motor, transmitted through gears, it drives the speed - reducing assembly to increase torque. The speed - reducing assembly drives the first drive shaft 11 to rotate. The first drive shaft 11 drives the caliper through the ball screw, so that the friction pads of the caliper press on the brake disc, thereby generating a parking braking force.

[0032] Specifically, an electro - mechanical brake includes a caliper 1 and a transmission mechanism 2 that can drive the caliper 1 to perform a braking action.

[0033] The transmission mechanism 2 includes a housing 21, an end cover 22, a driving device 23 and a reduction assembly 24. The housing 21 and the end cover 22 together form a cavity 2a. The driving device 23 is a motor. A second gear 231 is connected to the driving end of the driving device 23. The second gear 231 is meshed with a third gear 25 connected to the housing 21. The third gear 25 is simultaneously connected to a first gear of the reduction assembly 24. When the driving device 23 is started, the second gear 231 rotates, and drives the reduction assembly 24 to move through the transmission of the third gear 25 and the first gear.

[0034] The reduction assembly 24 is arranged inside the cavity 2a, and is connected to the caliper 1 through a first drive shaft 11. Among them, a spline shaft is arranged on the first drive shaft 11, and the spline shaft is connected to the spline on the first bracket in the reduction assembly 24. One end of the first drive shaft 11 far from the reduction assembly 24 is connected with a ball screw 12. By driving the linear movement of the ball screw, the friction plate in the caliper 1 is further driven to be connected with the brake disc, generating a parking braking force.

[0035] The reduction assembly 24 includes a sun gear 241, an outer gear ring 242 and a plurality of planet gears 243 that are simultaneously meshed with the sun gear 241 and the outer gear ring 242. The plurality of planet gears 243 are connected through a first bracket 244. A plurality of first rotating shafts 245 are arranged on the first bracket 244, and the planet gears 243 are connected to the first rotating shafts 245; a spline 2441 is arranged at the center of the first bracket 244.

[0036] As Figures 5-6 shown, a plurality of first grooves 2442 are arranged at one end of the first bracket 244 close to the planet gears 243. One end of the first grooves 2442 far from the center of the first bracket 244 extends to the edge of the first bracket 244. An annular step 2443 is arranged at the bottom of the first grooves 2442. The first rotating shaft 245 is connected to the center of the annular step 2443, so that when the planet gear 243 is connected to the first rotating shaft 245, a gap is formed with the bottom of the first grooves 2442. When the reduction assembly 24 operates, grease can flow in the gap between the first grooves 2442 and the planet gears 243, which can effectively reduce the vibration generated by the viscous force of the grease of the planet gears 243, ensure the normal operation of the reduction mechanism, effectively reduce the speed and increase the torque, and further reduce the working noise.

[0037] A first gear 246 is fixedly connected to the sun gear 241. The first gear 246 is coaxial with the sun gear 241 and is connected to one end far from the planet gear 243. A raised ring 2461 is provided at one end of the first gear 246 close to the sun gear 241. The ring 2461 is coaxial with the sun gear 241 and is arranged on the outer circle of the sun gear 241. A second bracket 247 is fixedly connected to the housing 21. The second bracket 247 is arranged at one end of the first gear 246 far from the sun gear 241. A second rotating shaft 2471 is provided at the center of the second bracket 247. The second rotating shaft 2471 penetrates through the first gear 246 and the sun gear 241. In this embodiment, when the speed reduction assembly 24 works, the ring 2461 plays a role in guiding the grease, reducing the viscous resistance of the grease. While reducing the speed and increasing the torque, it also further reduces the working noise.

[0038] The above embodiments are only for illustrating the technical concept and features of the present invention, and the purpose is to enable those who are familiar with this technology to understand the content of the present invention and implement it accordingly, and it cannot be used to limit the protection scope of the present invention. For those skilled in the art, it is obvious that the present invention is not limited to the details of the above exemplary embodiments, and without departing from the spirit or basic characteristics of the present invention, the present invention can be implemented in other specific forms. Therefore, no matter from which point of view, the embodiments should be regarded as exemplary and non-limiting. The scope of the present invention is defined by the appended claims rather than the above description. Therefore, it is intended to include all changes falling within the meaning and scope of the equivalent elements of the claims in the present invention.

Claims

1. An electronically controlled mechanical brake, characterized in that: It includes a caliper and a transmission mechanism that can drive the caliper to perform braking; the transmission mechanism includes a shell, an end cover, a drive device and a reduction assembly, and the shell and the end cover together form a cavity; the reduction assembly is arranged inside the cavity, and is connected to the caliper through a first drive shaft; the drive device is connected to the shell, and its drive end extends into the cavity and is connected to the reduction assembly.

2. The electrically controlled mechanical brake according to claim 1, characterized in that: The reduction assembly includes a sun gear, an outer gear ring, and a plurality of planetary gears meshing with the sun gear and the outer gear ring at the same time; The plurality of planetary gears are connected via a first bracket, the first bracket is provided with a plurality of first rotating shafts, and the planetary gears are connected to the first rotating shafts; a spline is provided at the center of the first bracket.

3. An electrically controlled mechanical brake according to claim 2, characterized in that: A plurality of first grooves are arranged at one end of the first bracket close to the planetary gear, and the first grooves extend from one end of the first bracket away from the center to the edge of the first bracket; An annular step is provided at the bottom of the first groove, and the first rotating shaft is connected to the center of the annular step, so that when the planetary gear is connected to the first rotating shaft, a gap is formed with the bottom of the first groove.

4. The electrically controlled mechanical brake according to claim 2, characterized in that: The sun gear is fixedly connected to a first gear, the first gear is coaxial with the sun gear and connected to an end away from the planet gear; A raised ring is arranged at one end of the first gear close to the sun gear, and the ring is coaxial with the sun gear and arranged on the outer ring of the sun gear.

5. The electrically controlled mechanical brake according to claim 4, characterized in that: A second bracket is fixedly connected to the housing, and the second bracket is provided with an end of the first gear away from the sun gear; A second rotating shaft is disposed at the center of the second bracket, and the second rotating shaft passes through the first gear and the sun gear.

6. The electrically controlled mechanical brake according to claim 5, characterized in that: The driving end of the driving device is connected to a second gear, and the second gear is arranged in the cavity; The housing is connected with a third gear via a third rotating shaft, and the third gear is meshed with the second gear and the first gear at the same time.

7. The electrically controlled mechanical brake according to claim 2, characterized in that: A spline shaft is disposed at the end of the first drive shaft, and the spline shaft is meshed and connected with the spline.

Images