Brake force transmission mechanism, electric control brake and vehicle

Abstract

The utility model provides a braking force transmission mechanism, an electric control brake and a vehicle, and relates to the technical field of brakes, the braking force transmission mechanism comprises a first transmission mechanism, a second transmission mechanism and a gear shifting mechanism, the first transmission mechanism comprises a first driving side and a first output side, and the first output side is used for driving a braking part to move; at least part of the movement area of the second transmission mechanism is arranged in a non-self-locking mode, the second transmission mechanism comprises a second driving side and a second output side, and the first output side is adjustably arranged on the second output side; when the gear shifting mechanism is located at the first position, the gear shifting mechanism is connected with the first driving side and the second driving side in a transmission mode, and when the gear shifting mechanism is located at the second position, the gear shifting mechanism is connected with the first driving side in a transmission mode and locks the second transmission mechanism. The gear shifting mechanism is switched to the second position, the gear shifting mechanism can transmit power to drive the first transmission mechanism so as to adjust the position of the braking component, and therefore the braking requirement can be better met.

Description

Technical Field

[0001] The utility model relates to the technical field of brakes, and particularly relates to a brake force transmission mechanism, an electric control brake and a vehicle. Background Art

[0002] With the wide use of vehicle equipment, the number of electro-mechanical braking systems used on vehicles has also increased rapidly. The existing electro-mechanical braking systems on vehicles generally use ball screws or ball ramp mechanisms as the force transmission mechanism. The motor drives the friction plate to press against the brake disc through the force transmission mechanism, thereby realizing the braking operation. In the electro-mechanical braking system, the force transmission mechanism is a core component, and high reliability is required for it. When the ball ramp mechanism is used as the force transmission mechanism, the axial stroke of the ball ramp mechanism is short. And due to the lack of the function of automatically adjusting the braking clearance in the force transmission mechanism part of the existing electro-mechanical braking system, when the friction plate wears during use, the axial stroke of the ball ramp mechanism is difficult to meet the braking requirement, resulting in insufficient braking force and affecting the braking effect, and further bringing certain difficulties to the braking performance control. Summary of the Utility Model

[0003] In order to overcome the above-mentioned defects of the prior art, the technical problem to be solved by the embodiments of the present utility model is to provide a brake force transmission mechanism, an electric control brake and a vehicle, which can flexibly adjust the disc clearance to meet the braking requirement after the friction plate wears.

[0004] The above object of the present utility model can be achieved by the following technical solutions. The present utility model provides a brake force transmission mechanism, including:

[0005] A first transmission mechanism, the first transmission mechanism includes a first driving side and a first output side, and the first output side is used to drive a braking component to move;

[0006] A second transmission mechanism, at least part of the movement area of the second transmission mechanism is set to be non-self-locking. The second transmission mechanism includes a second driving side and a second output side, and the first output side is adjustably arranged on the second output side;

[0007] A shifting mechanism, the shifting mechanism includes a first position and a second position. When the shifting mechanism is in the first position, the shifting mechanism is drivably connected to the first driving side and the second driving side, and the shifting mechanism can transmit power to drive the first transmission mechanism and the second transmission mechanism to move along the preset direction; when the shifting mechanism is in the second position, the shifting mechanism is drivably connected to the first driving side and locks the second transmission mechanism, and the shifting mechanism can transmit power to drive the first transmission mechanism to move along the preset direction.

[0008] In a preferred embodiment of the present utility model, the first transmission mechanism includes a threaded mechanism. The threaded mechanism includes a rotating shaft and an adjusting gear sleeved on the rotating shaft. The adjusting gear constitutes the first driving side, and the rotating shaft constitutes the first output side. The rotating shaft is used to drive the braking component to move. The adjusting gear can slide along the axial direction of the rotating shaft and is circumferentially limited with respect to the rotating shaft. When the shifting mechanism is in the first position or the second position, the shifting mechanism is drivably connected to the adjusting gear.

[0009] In a preferred embodiment of the present utility model, the second transmission mechanism includes a ball ramp structure. The ball ramp structure includes a driving side turntable, a fixed turntable, and a plurality of balls arranged between the driving side turntable and the fixed turntable. The driving side turntable is threadedly connected to the rotating shaft. The internal thread of the driving side turntable constitutes the second output side. The fixed turntable and the adjusting gear are relatively arranged on both sides of the driving side turntable. A driving tooth is annularly arranged on the outer wall of the driving side turntable, and the driving tooth constitutes the second driving side. When the shifting mechanism is in the first position, the shifting mechanism is drivably connected to the driving tooth. When the shifting mechanism is in the second position, the shifting mechanism locks the driving tooth.

[0010] In a preferred embodiment of the present utility model, the shifting mechanism includes an adjustable rod that can move, a shifting gear rotatably connected to the adjustable rod, and a locking member arranged on the adjustable rod. The adjustable rod includes a first position in the braking stage and a second position in the braking gap adjustment stage. When the adjustable rod is in the first position, the shifting gear is drivably meshed with the adjusting gear and the driving tooth. When the adjustable rod is in the second position, the locking member is meshed with the driving tooth, and the shifting gear is meshed with the adjusting gear.

[0011] In a preferred embodiment of the present utility model, a limiting structure is provided between the adjusting gear and the rotating shaft. The limiting structure includes a limiting key arranged on the adjusting gear and a sliding groove arranged on the rotating shaft. The sliding groove extends along the axial direction of the rotating shaft, and the limiting key is slidably inserted into the sliding groove.

[0012] In a preferred embodiment of the present utility model, the shifting mechanism further includes a power device, and the power device can drive the adjustable rod to switch between the first position and the second position.

[0013] In a preferred embodiment of the present utility model, the power device includes an electromagnetic coil and a permanent magnet arranged on the adjustable rod. The permanent magnet is movably inserted into the electromagnetic coil.

[0014] In a preferred embodiment of the present utility model, the shifting mechanism further includes a reset structure, and the reset structure is capable of pushing the adjusting rod to switch from the second position to the first position.

[0015] In a preferred embodiment of the present utility model, the reset structure includes a reset spring sleeved on the adjusting rod, one end of the reset spring is connected to the adjusting rod or one end of the reset spring abuts against the shifting gear, and the other end of the reset spring is fixedly arranged.

[0016] In a preferred embodiment of the present utility model, the shifting mechanism further includes a fixedly arranged anti-rotation rod, the anti-rotation rod is arranged parallel to the axial direction of the rotating shaft, a clamping groove matching with the anti-rotation rod is arranged on the locking member, and the locking member is slidably connected to the anti-rotation rod through the clamping groove.

[0017] In a preferred embodiment of the present utility model, the rotating shaft and the driving-side turntable are arranged in a non-self-locking manner.

[0018] In a preferred embodiment of the present utility model, at least part of the outer wall of the rotating shaft is provided with an external thread, an internal thread is provided on the driving-side turntable, the driving-side turntable and the rotating shaft are connected by matching the external thread with the internal thread, and the spiral rising angle of the external thread is greater than the equivalent friction angle of the external thread, so that the rotating shaft and the driving-side turntable are arranged in a non-self-locking manner.

[0019] In a preferred embodiment of the present utility model, a ramp groove is provided on the driving-side turntable and / or the fixed turntable, and at least part of the ramp groove is arranged in a non-self-locking manner.

[0020] The present utility model also provides an electric brake, including the aforementioned brake force transmission mechanism.

[0021] In a preferred embodiment of the present utility model, the electric brake further includes a control module, the control module is electrically connected to the brake force transmission mechanism, and the control module is used to control the adjusting member of the brake force transmission mechanism to switch between the first position and the second position.

[0022] In a preferred embodiment of the present utility model, the electric brake further includes a driving device, and the driving device is drivably connected to the shifting gear of the brake force transmission mechanism.

[0023] The present utility model also provides a vehicle, including the aforementioned electric brake.

[0024] The technical solution of the present utility model has the following remarkable beneficial effects:

[0025] When the braking force transmission mechanism of the present utility model is in use, by switching the shifting mechanism to the first position, the shifting mechanism is used to drivably connect the first driving side of the first transmission mechanism and the second driving side of the second transmission mechanism. Thus, the shifting mechanism can transmit power to drive the first transmission mechanism and the second transmission mechanism to move in a preset direction. Furthermore, by using the first output side of the first transmission mechanism, the braking component can be driven to move to play a braking role. Also, the shifting mechanism can be switched to the second position, where the shifting mechanism is used to drivably connect the first driving side of the first transmission mechanism and lock the second transmission mechanism. Thus, the shifting mechanism can transmit power to drive the first transmission mechanism to move in a preset direction, while the second transmission mechanism does not move. Furthermore, by using the first transmission mechanism, the position of the braking component can be adjusted to better meet the braking requirements.

[0026] Specifically, the driving-side turntable and the fixed turntable are coaxially arranged on the rotating shaft, and a plurality of rolling balls are arranged between the driving-side turntable and the fixed turntable. The rolling balls can move along the ramp groove under the relative rotation drive of the driving-side turntable and the fixed turntable, and then push the driving-side turntable to move axially along the rotating shaft. An adjusting gear is also arranged on the rotating shaft. The adjusting gear can slide axially along the rotating shaft and is circumferentially limited with the rotating shaft. The driving-side turntable can push the adjusting gear to move axially along the rotating shaft, and the adjusting gear can rotate synchronously with the rotating shaft. Thus, the adjusting gear will not affect the movement of the driving-side turntable.

[0027] Also, a shifting mechanism is provided. The shifting mechanism includes an adjustably movable rod, a shifting gear rotatably connected to the adjustably movable rod, and a locking member arranged on the adjustably movable rod. When the adjustably movable rod is in the first position, the shifting gear is drivably engaged with the adjusting gear and the driving gear. At this time, the driving device is used to drive the shifting gear to rotate, and then the shifting gear is used for transmission to synchronously drive the adjusting gear and the driving-side turntable to rotate. Since relative rotation occurs between the driving-side turntable and the fixed turntable, the rolling balls move along the ramp groove to push the driving-side turntable to move axially along the rotating shaft. And the adjusting gear is circumferentially limited with the rotating shaft, so that the driving-side turntable, the adjusting gear and the rotating shaft can move axially synchronously. Thus, the rotating shaft can push the friction plate connected thereto to perform a braking operation.

[0028] When the friction plate wears during use, the gap between the friction plate and the brake disc becomes larger, making it difficult for the axial stroke of the rolling ball ramp structure to meet the braking requirements. As a result, the braking force is insufficient and the braking effect is affected, thus bringing certain difficulties to the braking performance control.

[0029] To solve the above technical problems, the adjusting rod is switched to the second position. When the adjusting rod is in the second position, the locking member meshes with the driving tooth, and the shifting gear meshes with the adjusting gear. At this time, the driving-side turntable with the driving tooth is circumferentially limited by the locking member and cannot rotate, while the shifting gear can still drive the adjusting gear to rotate. Since the adjusting gear is circumferentially limited with respect to the rotating shaft and the driving-side turntable is fixed, the adjusting gear drives the relative rotation between the rotating shaft and the driving-side turntable, enabling the rotating shaft to be adjusted back and forth relative to the driving-side turntable. Furthermore, the axial position of the friction plate connected to the rotating shaft is synchronously adjusted, playing a role in adjusting the braking gap, so that the ball ramp structure can meet the braking requirements with a smaller axial stroke. Moreover, only one set of driving devices is required for the shifting gear to be driven during the braking stage and the braking gap adjustment stage, which also helps to reduce the equipment cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0031] The drawings described herein are for illustrative purposes only and are not intended to limit the scope of the disclosure of the present invention in any way. Additionally, the shapes and proportional dimensions of the components in the drawings are only schematic and are used to assist in understanding the present invention, rather than specifically limiting the shapes and proportional dimensions of the components of the present invention. Those skilled in the art can, under the teaching of the present invention, select various possible shapes and proportional dimensions according to specific circumstances to implement the present invention.

[0032] Figure 1 A three-dimensional schematic diagram of an embodiment of the braking force transmission mechanism of the present invention in the braking stage;

[0033] Figure 2 A front view schematic diagram of an embodiment of the braking force transmission mechanism of the present invention in the braking stage;

[0034] Figure 3 A cross-sectional view schematic diagram of an embodiment of the braking force transmission mechanism of the present invention in the braking stage;

[0035] Figure 4 A three-dimensional schematic diagram of an embodiment of the braking force transmission mechanism of the present invention in the braking gap adjustment stage;

[0036] Figure 5 A front view schematic diagram of an embodiment of the braking force transmission mechanism of the present invention in the braking gap adjustment stage;

[0037] Figure 6 A cross-sectional schematic view of an embodiment of the braking force transmission mechanism of the present utility model in the braking clearance adjustment stage;

[0038] Figure 7 A three-dimensional structural schematic view of an embodiment of the driving-side turntable of the present utility model;

[0039] Figure 8 A three-dimensional structural schematic view of an embodiment of the adjusting gear of the present utility model;

[0040] Figure 9 A three-dimensional structural schematic view of an embodiment of the rotating shaft of the present utility model.

[0041] Reference numerals of the above drawings:

[0042] 100, threaded mechanism; 110, rotating shaft; 111, external thread; 120, adjusting gear;

[0043] 200, ball ramp structure; 210, driving-side turntable; 211, driving teeth; 212, internal thread; 220, fixed turntable; 230, ball;

[0044] 300, shifting mechanism; 310, adjusting rod; 320, shifting gear; 330, locking member; 340, power device; 341, electromagnetic coil; 342, permanent magnet; 350, anti-rotation rod;

[0045] 410, limit key; 420, sliding groove;

[0046] 500, reset structure. Detailed implementation manners

[0047] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all of the embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present utility model.

[0048] Embodiment 1

[0049] Please refer to Figure 1 and Figure 4As shown in the figure, in an embodiment of the present utility model, a braking force transmission mechanism is provided. The braking force transmission mechanism at least includes a first transmission mechanism, a second transmission mechanism, and a shifting mechanism 300. The first transmission mechanism includes a first driving side and a first output side, and the first output side is used to drive a braking component to move. At least a partial movement region of the second transmission mechanism is arranged in a non-self-locking manner. The second transmission mechanism includes a second driving side and a second output side, and the first output side is adjustably arranged on the second output side. The shifting mechanism 300 includes a first position and a second position. When the shifting mechanism 300 is in the first position, the shifting mechanism 300 is drivably connected to the first driving side and the second driving side, and the shifting mechanism 300 can transmit power to drive the first transmission mechanism and the second transmission mechanism to move in a preset direction. When the shifting mechanism 300 is in the second position, the shifting mechanism 300 is drivably connected to the first driving side and locks the second transmission mechanism, and the shifting mechanism 300 can transmit power to drive the first transmission mechanism to move in a preset direction.

[0050] When the braking force transmission mechanism of the present utility model is in use, by switching the shifting mechanism 300 to the first position, the shifting mechanism 300 is drivably connected to the first driving side of the first transmission mechanism and the second driving side of the second transmission mechanism. Thus, the shifting mechanism 300 can transmit power to drive the first transmission mechanism and the second transmission mechanism to move in a preset direction. Furthermore, the first output side of the first transmission mechanism is used to drive the braking component to move to play a braking role. Moreover, the shifting mechanism 300 can also be switched to the second position. The shifting mechanism 300 is drivably connected to the first driving side of the first transmission mechanism and locks the second transmission mechanism. Thus, the shifting mechanism 300 can transmit power to drive the first transmission mechanism to move in a preset direction, while the second transmission mechanism does not move. Furthermore, the first transmission mechanism can be used to adjust the position of the braking component to better meet the braking requirements.

[0051] In an embodiment of the present utility model, the first transmission mechanism includes a threaded mechanism 100. The threaded mechanism 100 includes a rotating shaft 110 and an adjusting gear 120 sleeved on the rotating shaft 110. The adjusting gear 120 constitutes the first driving side, and the rotating shaft 110 constitutes the first output side. The rotating shaft 110 is used to drive the braking component to move. The adjusting gear 120 can slide along the axial direction of the rotating shaft 110 and is circumferentially limited to the rotating shaft 110. When the shifting mechanism 300 is in the first position or the second position, the shifting mechanism 300 is drivably connected to the adjusting gear 120. Wherein, the preset direction is the axial direction of the rotating shaft 110.

[0052] Designers can adjust the specific shape and structure of the braking component according to the use requirements. For example, the braking component is a friction plate, which is not specifically limited herein.

[0053] In an embodiment of the present utility model, the second transmission mechanism includes a ball ramp structure 200. The ball ramp structure 200 includes a driving side turntable 210, a fixed turntable 220, and a plurality of balls 230 disposed between the driving side turntable 210 and the fixed turntable 220. The driving side turntable 210 is threadedly connected to the rotating shaft 110. The internal thread of the driving side turntable 210 constitutes the second output side. The fixed turntable 220 and the adjusting gear 120 are oppositely disposed on both sides of the driving side turntable 210. A driving tooth 211 is annularly provided on the outer wall of the driving side turntable 210, and the driving tooth 211 constitutes the second driving side. When the shifting mechanism 300 is in the first position, the shifting mechanism 300 is drivably connected to the driving tooth 211. When the shifting mechanism 300 is in the second position, the shifting mechanism 300 locks the driving tooth 211.

[0054] In an embodiment of the present utility model, the shifting mechanism 300 includes an adjustably movable rod 310, a shifting gear 320 rotatably connected to the rod 310, and a locking member 330 disposed on the rod 310. The rod 310 includes a first position in the braking stage and a second position in the braking gap adjustment stage. When the rod 310 is in the first position, the shifting gear 320 is drivably engaged with the adjusting gear 120 and the driving tooth 211. When the rod 310 is in the second position, the locking member 330 is engaged with the driving tooth 211, and the shifting gear 320 is engaged with the adjusting gear 120.

[0055] Overall, when the braking force transmission mechanism is in use, the driving side turntable 210 and the fixed turntable 220 are coaxially disposed on the rotating shaft 110, and a plurality of balls 230 are disposed between the driving side turntable 210 and the fixed turntable 220. The balls 230 can move along the ramp groove under the relative rotation drive of the driving side turntable 210 and the fixed turntable 220, thereby pushing the driving side turntable 210 to move axially along the rotating shaft 110. An adjusting gear 120 is further provided on the rotating shaft 110. The adjusting gear 120 can slide axially along the rotating shaft 110 and is circumferentially limited to the rotating shaft 110. The driving side turntable 210 can push the adjusting gear 120 to move axially along the rotating shaft 110, and the adjusting gear 120 can rotate synchronously with the rotating shaft 110, so that the adjusting gear 120 does not affect the movement of the driving side turntable 210.

[0056] Moreover, a shifting mechanism 300 is further provided. The shifting mechanism 300 includes an adjustably movable rod 310, a shifting gear 320 rotatably connected to the rod 310, and a locking member 330 disposed on the rod 310. As Figure 1 、 Figure 2 and Figure 3In the illustrated embodiment, when the adjusting rod 310 is in the first position, the shifting gear 320 is in transmission engagement with the adjusting gear 120 and the driving tooth 211. At this time, the driving device drives the shifting gear 320 to rotate, and then the shifting gear 320 is used for transmission to synchronously drive the adjusting gear 120 and the driving-side turntable 210 to rotate.

[0057] Since relative rotation occurs between the driving-side turntable 210 and the fixed turntable 220, the rolling ball 230 moves along the ramp groove to push the driving-side turntable 210 to move axially along the rotating shaft 110. And there is circumferential limitation between the adjusting gear 120 and the rotating shaft 110, so that the driving-side turntable 210, the adjusting gear 120 and the rotating shaft 110 can move axially synchronously. Then, the rotating shaft 110 can push the friction plate connected thereto to perform a braking operation.

[0058] When the friction plate wears during use, the gap between the friction plate and the brake disc becomes larger, making it difficult for the axial stroke of the rolling ball ramp structure 200 to meet the braking requirement. As a result, the braking force is insufficient and the braking effect is affected, thus bringing certain difficulties to the braking efficiency control.

[0059] To solve the above technical problem, the adjusting rod 310 is switched to the second position. As shown in Figure 4 、 Figure 5 and Figure 6 In the illustrated embodiment, when the adjusting rod 310 is in the second position, the locking member 330 is in engagement with the driving tooth 211, and the shifting gear 320 is in engagement with the adjusting gear 120. At this time, the driving-side turntable 210 with the driving tooth 211 is circumferentially limited by the locking member 330 and cannot rotate, while the shifting gear 320 can still drive the adjusting gear 120 to rotate.

[0060] Since there is circumferential limitation between the adjusting gear 120 and the rotating shaft 110, and the driving-side turntable 210 is fixed, the adjusting gear 120 drives the relative rotation between the rotating shaft 110 and the driving-side turntable 210, so that the rotating shaft 110 can be adjusted back and forth relative to the driving-side turntable 210. Then, the axial position of the friction plate connected to the rotating shaft 110 is synchronously adjusted, which plays a role in adjusting the braking gap, enabling the rolling ball ramp structure 200 to meet the braking requirement with a smaller axial stroke. Moreover, only one set of driving devices is required for the shifting gear 320 to be driven during the braking stage and the braking gap adjustment stage, which also helps to reduce the equipment cost.

[0061] In an embodiment of the present utility model, a ramp groove is provided on the driving-side turntable 210 and / or the fixed turntable 220, and at least part of the ramp groove is arranged in a non-self-locking manner. By arranging at least part of the ramp groove in a non-self-locking manner, the problem that the rolling ball 230 gets stuck when rolling in the ramp groove can be avoided, the rolling smoothness of the rolling ball 230 between the driving-side turntable 210 and the fixed turntable 220 is improved, and the rolling ball ramp structure 200 has better reliability during use.

[0062] Specifically, as Figure 1 and Figure 7 shown in the embodiment, a plurality of driving-side ramp grooves are provided on the driving-side turntable 210, and a plurality of fixed-side ramp grooves are correspondingly provided on the fixed turntable 220. An accommodation cavity is formed between each driving-side ramp groove and the corresponding fixed-side ramp groove, and a rolling ball 230 is correspondingly provided in the accommodation cavity. The rolling ball 230 can move along the ramp groove under the relative rotation drive of the driving-side turntable 210 and the fixed turntable 220, and further drive the driving-side turntable 210 and the fixed turntable 220 to move relatively axially. Designers can adjust the shape and structure of the driving-side ramp groove and the fixed-side ramp groove according to the use requirements, and no specific limitation is made here.

[0063] In an embodiment of the present utility model, as Figure 8 and Figure 9 shown in the embodiment, a limiting structure is provided between the adjusting gear 120 and the rotating shaft 110. The limiting structure includes a limiting key 410 provided on the adjusting gear 120 and a sliding groove 420 provided on the rotating shaft 110. The sliding groove 420 extends along the axial direction of the rotating shaft 110, and the limiting key 410 is slidably inserted into the sliding groove 420.

[0064] By arranging the limiting structure between the adjusting gear 120 and the rotating shaft 110, relative rotation between the adjusting gear 120 and the rotating shaft 110 is avoided, and the limiting structure can also make the adjusting gear 120 have axial adjustment flexibility, thus avoiding affecting the movement of the driving-side turntable 210. Designers can adjust the specific shape and structure of the limiting key 410 and the sliding groove 420 according to the use requirements, and no specific limitation is made here.

[0065] Furthermore, in order to improve the structural strength between the adjusting gear 120 and the rotating shaft 110, as Figure 9 shown in the embodiment, a plurality of sliding grooves 420 can be arranged at intervals in a ring shape on the rotating shaft 110, and a plurality of limiting keys 410 are correspondingly provided on the adjusting gear 120, so that the connection strength between the two is coordinately improved through the cooperation of the plurality of limiting keys 410 and the sliding grooves 420. Designers can determine the specific number of the limiting keys 410 and the sliding grooves 420 according to the use requirements, and no specific numerical limitation is made here.

[0066] In an embodiment of the present utility model, asFigure 3 and Figure 6 In the embodiment shown, the shift mechanism 300 further includes a power device 340, and the power device 340 can drive the adjusting rod 310 to switch between a first position and a second position.

[0067] The power device 340 can provide switching power for the adjusting rod 310, so that the adjusting rod 310 can switch between the first position and the second position, which has better usability flexibility.

[0068] In a feasible embodiment, the power device 340 includes an electromagnetic coil 341 and a permanent magnet 342 disposed on the adjusting rod 310, and the permanent magnet 342 is movably inserted into the electromagnetic coil 341.

[0069] Specifically, the axis of the electromagnetic coil 341 is parallel or substantially parallel to the axial direction of the rotating shaft 110, and the permanent magnet 342 is disposed at one end of the adjusting rod 310 and is movably inserted into the electromagnetic coil 341.

[0070] By controlling the on-off state of the electromagnetic coil 341, the driving action can be realized, so that the adjusting rod 310 can be driven by the electromagnetic coil 341 to switch from the first position to the second position, which has better control convenience.

[0071] Of course, in other feasible embodiments, the designer can adjust the specific structure of the power device 340 according to the use requirements. For example, the power device 340 is a mechanical structure, and no specific limitation is made here.

[0072] In the embodiment of the present utility model, the shift mechanism 300 further includes a reset structure 500, as Figure 2 and Figure 5 shown in the embodiment, the reset structure 500 can push the adjusting rod 310 to switch from the second position to the first position.

[0073] By providing the reset structure 500, the adjusting rod 310 can be automatically switched from the second position to the first position, so that the brake force transmission mechanism can be automatically switched from the brake gap adjustment stage to the braking stage, avoiding the problem of brake failure caused by misoperation, thereby ensuring the braking reliability.

[0074] In a feasible embodiment, the reset structure 500 includes a reset spring sleeved on the adjusting rod 310. One end of the reset spring is connected to the adjusting rod 310 or one end of the reset spring abuts against the shift gear 320, and the other end of the reset spring is fixedly arranged.

[0075] Of course, in other feasible embodiments, the designer can adjust the specific structure of the reset structure 500 according to the use requirements. For example, the reset structure 500 includes an elastic block or an elastic rope, and no specific limitation is made here.

[0076] By arranging the locking member 330 on the adjusting rod 310, when the locking member 330 is inserted into the driving teeth 211 of the driving-side turntable 210, if there is rotational inertia on the driving-side turntable 210, the driving-side turntable 210 will be transmitted to the adjusting rod 310 through the locking member 330, thereby causing the adjusting rod 310 to rotate, and thus easily affecting the shifting gear 320 and the adjusting gear 120.

[0077] In order to avoid the above problems, in the embodiment of the present utility model, as Figure 2 shown in the embodiment, the shifting mechanism 300 further includes a fixedly arranged anti-rotation rod 350, the anti-rotation rod 350 is arranged parallel to the axial direction of the rotating shaft 110, the locking member 330 is provided with a slot matching the anti-rotation rod 350, and the locking member 330 is slidably connected to the anti-rotation rod 350 through the slot.

[0078] By arranging the anti-rotation rod 350 parallel to the axial direction of the rotating shaft 110, the anti-rotation rod 350 is also arranged parallel to the adjusting rod 310. Furthermore, when the locking member 330 is slidably connected to the anti-rotation rod 350 through the slot, the locking member 330 can be limited between the anti-rotation rod 350 and the adjusting rod 310, thereby avoiding the problem that the locking member 330 rotates under the influence of the driving-side turntable 210, and further improving the structural stability of the adjusting rod 310.

[0079] Moreover, the locking member 330 is provided with a locking portion that can be inserted into the driving teeth 211. Designers can adjust the specific structure of the locking portion according to the usage requirements. For example, the locking portion is configured as a tooth shape, which is not specifically limited herein.

[0080] Among them, the parallel arrangement is not necessarily an absolute parallel, and it can also be considered that the two are parallel within the allowable range of installation errors.

[0081] In the embodiment of the present utility model, the rotating shaft 110 and the driving-side turntable 210 are arranged in a non-self-locking manner. By arranging the rotating shaft 110 and the driving-side turntable 210 in a non-self-locking manner, the problem of jamming between the driving-side turntable 210 and the rotating shaft 110 can be avoided, which helps to improve the use safety.

[0082] Specifically, as Figure 7 and Figure 9 shown in the embodiment, at least part of the outer wall of the rotating shaft 110 is provided with an external thread 111, the driving-side turntable 210 is provided with an internal thread 212, the driving-side turntable 210 and the rotating shaft 110 are connected by matching the external thread 111 and the internal thread 212, and the helix angle of the external thread 111 is greater than the equivalent friction angle of the external thread 111, so that the rotating shaft 110 and the driving-side turntable 210 are arranged in a non-self-locking manner.

[0083] By making the helix angle of the external thread 111 greater than the equivalent friction angle of the external thread 111, the problem of jamming during the rotation of the thread can be avoided, thereby improving the smoothness of the rotation of the driving-side turntable 210 on the rotating shaft 110, and thus improving the reliability of the braking force transmission mechanism. Designers can adjust the specific parameter values of the external thread 111 according to the usage requirements, and no specific limitations are imposed here.

[0084] Of course, designers can adjust the specific magnitude relationship between the helix angle and the equivalent friction angle according to the usage requirements, and no specific limitations are imposed here. For example, in another feasible embodiment, the helix angle is equal to the equivalent friction angle. In yet another feasible embodiment, the helix angle is less than the equivalent friction angle.

[0085] Embodiment 2

[0086] In an embodiment of the present utility model, an electric brake is provided, and the electric brake includes a braking force transmission mechanism as described in Embodiment 1. The specific structure, working principle, and beneficial effects of the braking force transmission mechanism in this embodiment are the same as those in Embodiment 1, and will not be elaborated here.

[0087] In an embodiment of the present utility model, the electric controller further includes a housing, and the braking force transmission mechanism can be disposed in the housing and located inside the brake pad. Specifically, the fixed turntable 220 is fixed inside the housing, and the driving-side turntable 210, the rotating shaft 110, the adjusting gear 120, and the shifting mechanism 300 are adjustably disposed inside the housing. Designers can adjust the specific shape and structure of the housing according to the usage requirements, and no specific limitations are imposed here.

[0088] In an embodiment of the present utility model, the electric brake further includes a control module, and the control module is electrically connected to the braking force transmission mechanism. The control module is used to control the adjustment member of the braking force transmission mechanism to switch between a first position and a second position.

[0089] By electrically connecting the control module to the braking force transmission mechanism, the control module can be used to control the adjustment member of the braking force transmission mechanism to switch between a first position and a second position.

[0090] Specifically, the control module is electrically connected to the electromagnetic coil 341 of the braking force transmission mechanism. The control module adjusts the magnetic force of the electromagnetic coil 341 through current to switch the adjustment member from the first position to the second position, so that the electric brake switches from the braking stage to the braking gap adjustment stage.

[0091] Designers can adjust the specific model and structure of the control module according to the usage requirements, and no specific limitations are imposed here. For example, the control module is a control circuit board, a computer, or a PLC controller, etc.

[0092] In an embodiment of the present utility model, the electric brake further includes a driving device, and the driving device is drivably connected to the shift gear 320 of the brake force transmission mechanism.

[0093] By using the driving device to drive the shift gear 320 to rotate, when the adjusting rod 310 is in the first position, the shift gear 320 meshes with the adjusting gear 120 and the driving teeth 211 of the driving-side turntable 210. Thus, the driving device can drive the adjusting gear 120 and the driving-side turntable 210 to rotate simultaneously through the transmission of the shift gear 320, thereby realizing the braking function.

[0094] When the adjusting rod 310 is in the second position, the shift gear 320 meshes with the adjusting gear 120, and the driving teeth 211 of the driving-side turntable 210 mesh with the locking member 330. Thus, the driving device can drive the adjusting gear 120 to rotate through the transmission of the shift gear 320. The adjusting gear 120 rotates synchronously with the rotating shaft 110 so that the rotating shaft 110 can be axially adjusted, and further, the axial position of the friction plate connected to the rotating shaft 110 is adjusted to play a role in adjusting the braking clearance.

[0095] Designers can adjust the specific structure of the driving device according to the usage requirements, and no specific limitation is made here. Preferably, the driving device includes a driving motor and a transmission gear arranged on the output shaft of the driving motor, and the transmission gear can be drivably meshed with the shift gear 320.

[0096] Embodiment Three

[0097] An embodiment of the present utility model also discloses a vehicle, and the vehicle includes the electric brake as described in Embodiment Two. The specific structure, working principle, and beneficial effects of the electric brake in this embodiment are the same as those of the electric brake in Embodiment Two, and will not be described in detail here.

[0098] By applying the electric brake, the vehicle can switch the electric brake to the braking stage or the braking clearance adjustment stage. During the braking clearance adjustment stage, the braking clearance of the friction plate can be adjusted, so that the braking stroke of the friction plate can meet the braking requirements, reducing or avoiding insufficient braking force affecting the braking effect, ensuring the stability of the braking efficiency control, thereby reducing the frequency of vehicle maintenance and being beneficial to improving the user experience.

[0099] All articles and references disclosed, including patent applications and publications, are incorporated herein by reference for various purposes. The term "consisting essentially of" describing a combination shall include the identified elements, ingredients, components or steps as well as other elements, ingredients, components or steps that do not materially affect the basic novel features of the combination. Use of the terms "comprising" or "including" to describe the combinations of elements, ingredients, components or steps herein also contemplates embodiments consisting essentially of these elements, ingredients, components or steps. By using the term "may" herein, it is intended that any of the attributes described as "may" include be optional. A plurality of elements, ingredients, components or steps can be provided by a single integrated element, ingredient, component or step. Alternatively, a single integrated element, ingredient, component or step can be separated into a plurality of distinct elements, ingredients, components or steps. The disclosure of "a" or "an" to describe an element, ingredient, component or step does not mean to exclude other elements, ingredients, components or steps.

[0100] Each embodiment in this specification is described in a progressive manner. Each embodiment focuses on the differences from other embodiments. For the same or similar parts among the various embodiments, reference can be made to each other. The above embodiments are only for illustrating the technical concept and features of the present invention, and the purpose is to enable those skilled in the art to understand the content of the present invention and implement it accordingly. It should not be used to limit the protection scope of the present invention. Any equivalent changes or modifications made according to the spirit of the present invention should be covered within the protection scope of the present invention.

Claims

1. A braking force transmission mechanism, characterized in that, Comprising: A first transmission mechanism, the first transmission mechanism includes a first driving side and a first output side, and the first output side is used to drive a braking component to move; A second transmission mechanism, at least part of the movement area of the second transmission mechanism is arranged in a non-self-locking manner, the second transmission mechanism includes a second driving side and a second output side, and the first output side is adjustably arranged on the second output side; A shifting mechanism, the shifting mechanism includes a first position and a second position. When the shifting mechanism is in the first position, the shifting mechanism is drivably connected to the first driving side and the second driving side, and the shifting mechanism can transmit power to drive the first transmission mechanism and the second transmission mechanism to move in a preset direction; when the shifting mechanism is in the second position, the shifting mechanism is drivably connected to the first driving side and locks the second transmission mechanism, and the shifting mechanism can transmit power to drive the first transmission mechanism to move in the preset direction.

2. The brake force transmission mechanism according to claim 1, characterized in that The first transmission mechanism includes a threaded mechanism, the threaded mechanism includes a rotating shaft and an adjusting gear sleeved on the rotating shaft, the adjusting gear constitutes the first driving side, the rotating shaft constitutes the first output side, the rotating shaft is used to drive a braking component to move, the adjusting gear can slide along the axial direction of the rotating shaft and is circumferentially limited to the rotating shaft, and when the shifting mechanism is in the first position or the second position, the shifting mechanism is drivably connected to the adjusting gear.

3. The braking force transmission mechanism according to claim 2, wherein, The second transmission mechanism includes a ball ramp structure, the ball ramp structure includes a driving side turntable, a fixed turntable, and a plurality of balls arranged between the driving side turntable and the fixed turntable. The driving side turntable is threadedly connected to the rotating shaft, the internal thread of the driving side turntable constitutes the second output side, the fixed turntable and the adjusting gear are oppositely arranged on both sides of the driving side turntable, and a driving tooth is provided on the outer wall of the driving side turntable, and the driving tooth constitutes the second driving side; when the shifting mechanism is in the first position, the shifting mechanism is drivably connected to the driving tooth; when the shifting mechanism is in the second position, the shifting mechanism locks the driving tooth.

4. The braking force transmission mechanism according to claim 3, characterized in that, The shifting mechanism includes a movably adjustable rod, a shifting gear rotatably connected to the adjustable rod, and a locking member arranged on the adjustable rod. The adjustable rod includes a first position in the braking stage and a second position in the braking gap adjustment stage; when the adjustable rod is in the first position, the shifting gear is drivably engaged with the adjusting gear and the driving tooth; when the adjustable rod is in the second position, the locking member is engaged with the driving tooth, and the shifting gear is engaged with the adjusting gear.

5. The braking force transmission mechanism according to claim 3, characterized in that, A limiting structure is arranged between the adjusting gear and the rotating shaft, the limiting structure includes a limiting key arranged on the adjusting gear and a sliding groove arranged on the rotating shaft, the sliding groove extends along the axial direction of the rotating shaft, and the limiting key is slidably inserted into the sliding groove.

6. The brake force transmission mechanism according to claim 4, wherein The shift mechanism further includes a power device, and the power device is capable of driving the adjusting rod to switch between the first position and the second position.

7. The braking force transmission mechanism according to claim 6, characterized in that, The power device includes an electromagnetic coil and a permanent magnet disposed on the adjusting rod, and the permanent magnet is movably inserted into the electromagnetic coil.

8. The braking force transmission mechanism according to claim 4, wherein, The shift mechanism further includes a reset structure, and the reset structure is capable of pushing the adjusting rod to switch from the second position to the first position.

9. The brake force transmission mechanism according to claim 8, characterized in that, The reset structure includes a return spring sleeved on the adjusting rod, one end of the return spring is connected to the adjusting rod or one end of the return spring abuts against the shift gear, and the other end of the return spring is fixedly arranged.

10. The braking force transmission mechanism according to claim 4, characterized in that, The shift mechanism further includes a fixed anti-rotation rod, the anti-rotation rod is arranged parallel to the axial direction of the rotating shaft, a clamping groove matching the anti-rotation rod is arranged on the locking member, and the locking member is slidably connected to the anti-rotation rod through the clamping groove.

11. The brake force transmission mechanism according to claim 3, characterized in that, The rotating shaft and the driving-side turntable are arranged in a non-self-locking manner.

12. The brake force transmission mechanism according to claim 11, characterized in that, At least part of the outer wall of the rotating shaft is provided with an external thread, an internal thread is provided on the driving-side turntable, the driving-side turntable and the rotating shaft are connected by matching the external thread and the internal thread, and the helix angle of the external thread is greater than the equivalent friction angle of the external thread, so that the rotating shaft and the driving-side turntable are arranged in a non-self-locking manner.

13. The brake force transmission mechanism according to claim 3, wherein The driving-side turntable and / or the fixed turntable are provided with ramp grooves, and at least part of the ramp grooves are arranged in a non-self-locking manner.

14. An electric brake, characterized in that, It includes the brake force transmission mechanism according to any one of claims 1 to 13.

15. The electric brake according to claim 14, wherein, The electric brake further includes a control module, the control module is electrically connected to the brake force transmission mechanism, and the control module is used to control the adjusting member of the brake force transmission mechanism to switch between the first position and the second position.

16. The electric brake according to claim 14, characterized in that, The electric brake further includes a driving device, and the driving device is drivably connected to the shift gear of the brake force transmission mechanism.

17. A vehicle, characterized in that, It includes the electric brake according to any one of claims 14 to 16.

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