Electronic parking actuator and vehicle

Abstract

The utility model discloses an electronic parking actuator and a vehicle. The electronic parking actuator comprises a box body, a brake motor and a support shell. The brake motor is mounted in the box body; the support shell is installed in the box body, a transmission assembly is arranged in the support shell, and the brake motor is connected with the transmission assembly so as to output braking force through the transmission assembly; a damping structure is arranged between the box body and the brake motor and / or between the box body and the support shell. According to the electronic parking actuator, the transmission assembly is arranged in the support shell, and the damping structures are arranged between the support shell and the box body and between the box body and the brake motor, so that transmission noise can be reduced.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to an electronic parking actuator and a vehicle. Background Technology

[0002] An electronic parking brake (EPB) is an electronic parking braking system that uses an electric motor to brake instead of a traditional mechanical handbrake. It is commonly used in automobiles to provide a more comfortable and safer driving experience. When the driver needs to stop or keep the vehicle stationary, simply pressing a button or pressing the brake pedal activates the EPB actuator, which uses the friction between the brake disc and brake pads to achieve parking braking.

[0003] However, existing electronic parking actuators generate significant noise during operation, leaving room for improvement. Utility Model Content

[0004] This utility model aims to solve at least one of the technical problems existing in the prior art. To this end, this utility model proposes an electronic parking actuator, in which a transmission component is installed inside a bracket housing, and shock-absorbing structures are provided between the bracket housing and the housing body, as well as between the housing body and the brake motor, to reduce noise.

[0005] An electronic parking actuator according to an embodiment of the present invention includes: a housing, a brake motor, and a bracket housing; the brake motor is installed in the housing; the bracket housing is installed in the housing, and a transmission assembly is provided inside the bracket housing; the brake motor is connected to the transmission assembly to output braking force through the transmission assembly; wherein, a shock-absorbing structure is provided between the housing and the brake motor and / or between the housing and the bracket housing.

[0006] According to the embodiment of the present invention, the electronic parking actuator has a transmission component installed inside the bracket housing. The brake motor and the transmission component work together to complete the power transmission. The bracket housing and the housing, as well as the housing and the brake motor, are equipped with shock-absorbing structures, which can reduce noise during transmission, reduce wear on internal components, and improve the driving experience.

[0007] According to an embodiment of the present invention, the electronic parking actuator includes a first shock absorber, wherein one of the housing and the brake motor is provided with a positioning groove and the other with a positioning protrusion, and at least a portion of the first shock absorber is located between the positioning groove and the positioning protrusion.

[0008] According to the electronic parking actuator of the present utility model embodiment, the shock absorption structure further includes a second shock absorber and a third shock absorber, and the bracket housing includes a connected bracket housing body and a bracket cover; the second shock absorber is provided between the bracket housing body and the housing, and / or the third shock absorber is provided between the bracket cover and the housing.

[0009] According to the electronic parking actuator of this utility model embodiment, the housing is further provided with at least one first positioning part, and the bracket shell body is provided with at least one second positioning part, and the first positioning part and the second positioning part are positioned and cooperated.

[0010] According to an embodiment of the present invention, the electronic parking actuator includes a first driven component, a second driven component, and an output component. The bracket housing body is provided with a first connecting shaft, and the bracket cover is provided with a second connecting shaft. The first driven component is rotatably connected to the first connecting shaft and is poweredly connected to the brake motor. The second driven component is rotatably connected to the second connecting shaft and is poweredly connected to the first driven component. The second driven component is poweredly connected to the output component.

[0011] According to the electronic parking actuator of this utility model embodiment, the bracket cover is provided with a first positioning groove, and when the bracket housing body is adapted to be connected to the bracket cover, the first connecting shaft is positioned and connected in the first positioning groove.

[0012] According to the electronic parking actuator of this utility model embodiment, the bracket housing body or the output component is provided with a second positioning groove, and when the bracket cover is adapted to be connected to the bracket housing body, the second connecting shaft is positioned and connected in the second positioning groove.

[0013] According to an embodiment of the present invention, the electronic parking actuator includes an integrally formed first sub-shell and a second sub-shell, the first connecting shaft is disposed in the first sub-shell, and the second connecting shaft is adapted to be connected to the second sub-shell when the bracket cover is connected to the bracket housing body.

[0014] According to the electronic parking actuator of this utility model embodiment, the first sub-shell is provided with a silencing cavity, and the silencing cavity is provided with silencing material.

[0015] According to the electronic parking actuator of this utility model embodiment, the second sub-shell is constructed as a gear ring shell, the output component is constructed as a planetary gear assembly, the planetary gear assembly is poweredly connected to the gear ring shell, and the second connecting shaft passes through the second driven component and is connected to the planetary gear assembly.

[0016] According to the electronic parking actuator of this utility model embodiment, one of the bracket cover and the bracket housing body is provided with a male buckle and the other is provided with a female buckle, and the bracket cover and the bracket housing body are connected by the male buckle and the female buckle.

[0017] This utility model embodiment also discloses a vehicle, including the above-described electronic parking actuator.

[0018] The advantages of the vehicle compared to existing technologies and the electronic parking actuator compared to existing technologies are the same, and will not be elaborated here.

[0019] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0020] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0021] Figure 1 This is a schematic diagram of the external structure of the electronic parking actuator according to an embodiment of the present invention;

[0022] Figure 2 This is a cross-sectional schematic diagram of the electronic parking actuator according to an embodiment of the present utility model;

[0023] Figure 3 This is an exploded view of the electronic parking actuator according to an embodiment of the present invention;

[0024] Figure 4 This is a cross-sectional view of the overall schematic diagram of the electronic parking actuator according to an embodiment of this utility model;

[0025] Figure 5 This is a partial fit diagram between the motor housing and the housing of the electronic parking actuator according to an embodiment of this utility model;

[0026] Figure 6 This is a schematic diagram of the housing of the electronic parking actuator according to an embodiment of the present invention;

[0027] Figure 7 This is a schematic diagram of the structure of the bracket housing body of the electronic parking actuator according to an embodiment of the present invention;

[0028] Figure 8 This is a schematic diagram of the structure of the bracket cover of the electronic parking actuator according to an embodiment of the present utility model.

[0029] Figure label:

[0030] Electronic parking actuator 100,

[0031] Box 1, Box body 11, Motor mounting cavity 111, Positioning groove 1111, Second shock absorber 1121, Box boss 1122, Box edge 1123, Bracket mounting cavity 112, Box cover 12, Brake motor 2, Drive gear 21, First shock absorber 22, Vibration damping protrusion 221, Vibration damping overlap 222, Motor drive shaft 23, Motor housing 24, Positioning protrusion 241, Bracket housing 3, Bracket housing body 31, Second sub-housing 311, Bracket groove 3111, First sub-housing 312, First connecting shaft 3 121, Silencing cavity 3122, Bracket side 3123, Male buckle 3124, Positioning hole 3125, Bracket cover 32, Second connecting shaft 321, Third shock absorber 322, Positioning shaft 323, Female buckle 324, First positioning groove 325, Output assembly 4, Planetary carrier 41, Second positioning groove 411, Planetary carrier pin 412, Planetary gear 42, Second driven assembly 5, Second driven large gear 51, Second driven small gear 52, First driven assembly 6, First driven large gear 61, First driven small gear 62. Detailed Implementation

[0032] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0033] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0034] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0035] The following is for reference. Figures 1-8 The electronic parking actuator 100 according to an embodiment of the present invention includes a transmission assembly housed within a bracket housing 3. The brake motor 2 and the transmission assembly work together to transmit power. Shock-absorbing structures are provided between the bracket housing 3 and the housing 1, and between the housing 1 and the brake motor 2, reducing noise during transmission, minimizing wear on internal components, and improving the driving experience. Furthermore, the bracket cover 32 has an integral second connecting shaft 321, and the bracket housing body 31 has an integral first connecting shaft 3121. After the bracket cover 32 and the bracket housing body 31 are connected, the distance between the first and second connecting shafts 321 remains constant. Since the first and second sub-shells 312 and 311 of the bracket housing body 31 are integrally formed, the relative position of the first and second connecting shafts 321 remains unchanged, and the center distance of the gears in the transmission assembly remains constant, further reducing noise in the transmission assembly.

[0036] The following is for reference. Figures 1-8 The electronic parking actuator 100 according to an embodiment of the present utility model includes: a housing 1, a brake motor 2, and a bracket housing 3.

[0037] The brake motor 2 is installed inside the housing 1; the bracket shell 3 is installed inside the housing 1, and a transmission component is provided inside the bracket shell 3. The brake motor 2 is connected to the transmission component to output braking force through the transmission component; a shock-absorbing structure is provided between the housing 1 and the brake motor 2 and / or between the housing 1 and the bracket shell 3.

[0038] In practice, the housing 1 is used to install the brake motor 2 and the transmission assembly. When the brake motor 2 outputs torque, it transmits power to the transmission assembly, and the transmission assembly outputs torque to the wheels. The housing 1 includes a housing body 11 and a housing cover 12. The housing body 11 includes a motor mounting cavity 111 and a bracket mounting cavity 112. The motor mounting cavity 111 is adapted to the shape of the brake motor 2, and the size of the bracket mounting cavity 112 can be set according to the size of the bracket shell 3, thereby ensuring the rational use of the space of the housing 1 and making the housing 1 occupy less space while meeting the requirements for installing the brake motor 2 and the bracket shell 3.

[0039] Specifically, the motor mounting cavity 111 and the bracket mounting cavity 112 are connected. When the brake motor 2 is installed in the motor mounting cavity 111, the output end of the brake motor 2 and the transmission component installed in the bracket housing 3 can at least partially contact each other and generate power transmission; such as Figure 2 as well as Figure 3 As shown, the upper part of the output end of the brake motor 2 is provided with a drive gear 21. When the brake motor 2 is installed in the motor mounting cavity 111 of the housing 1, and the transmission component is installed in the bracket housing 3, a part of the transmission component is exposed outside the bracket housing 3. The drive gear 21 of the brake motor 2 contacts the part of the transmission component and realizes power transmission, thereby outputting power through the transmission component and transmitting it to the wheel.

[0040] During the transmission process, noise is generated. Firstly, a vibration damping structure can be installed between the housing 1 and the brake motor 2. The vibration damping structure can be set at different positions between the brake motor 2 and the housing 1, or it can be set at a local position between the brake motor 2 and the housing 1. For example, the vibration damping structure can be set between the position where the brake motor 2 is more likely to vibrate and the housing 1, thereby better buffering vibration and reducing noise. Alternatively, a vibration damping structure can be set between the housing 1 and the support shell 3. Since the transmission component is set inside the support shell 3, the transmission component will vibrate during transmission, which may cause vibration friction between the support shell 3 and the housing 1. A vibration damping structure can also be set between the support shell 3 and the housing 1 to reduce the vibration between the support shell 3 and the housing 1 and reduce noise.

[0041] Therefore, it is equivalent to setting a shock-absorbing structure between the brake motor 2, which is the active driving component, and the housing 1, as well as between the bracket shell 3, which is equipped with the transmission components, and the housing 1, thereby improving the buffering performance and reducing noise.

[0042] In some embodiments, the shock-absorbing structure includes a first shock absorber 22, one of the housing 1 and the brake motor 2 is provided with a positioning groove 1111 and the other is provided with a positioning protrusion 241, and at least a portion of the first shock absorber 22 is located between the positioning groove 1111 and the positioning protrusion 241.

[0043] Among them, reference Figure 4 and Figure 5 As shown, the first shock absorber 22 can be a sponge, a rubber pad, or other shock-absorbing structure with a certain elasticity. For example, a sponge can absorb some noise while absorbing shock and cushioning. In practice, a positioning groove 1111 can be set at the bottom of the inner side of the housing 1, and a positioning protrusion 241 can be set at the bottom of the brake motor 2. When the brake motor 2 is installed in the motor mounting cavity 111 of the housing 1, the cooperation between the positioning protrusion 241 and the positioning groove 1111 can improve the stability of the brake motor 2 installation and prevent the brake motor 2 from vibrating and generating noise.

[0044] Placing the first shock absorber 22 between the positioning groove 1111 and the positioning protrusion 241 can improve the buffering performance at the positioning point; for example Figure 4 As shown, the brake motor 2 has a motor drive shaft 23. The end of the motor drive shaft 23 is located at the position of the positioning protrusion 241 of the motor housing 24. When the motor drive shaft 23 rotates, it is easy to generate greater vibration at the position close to the motor drive shaft 23. Therefore, a positioning protrusion 241 is provided at the end of the motor housing 24 where the motor drive shaft 23 is installed. The positioning groove 1111 of the motor mounting cavity 111 cooperates with the positioning protrusion 241 to further improve the buffering performance between the motor housing 24 and the housing 1, thereby reducing noise.

[0045] Furthermore, refer to Figure 5 As shown, the first shock absorber 22 includes a damping protrusion 221 and a damping overlap 222. The damping protrusion 221 is located in the positioning groove 1111 of the housing 1, and the damping overlap 222 overlaps the upper sides of the positioning groove 1111 of the housing 1, which increases the contact area between the first shock absorber 22 and the positioning groove 1111 of the housing 1. At the same time, it improves the stability of the first shock absorber 22 and can also prevent stress concentration at the corners of the positioning protrusion 241 and the positioning groove 1111, thereby buffering at the corners and reducing the noise generated by the collision.

[0046] Of course, in actual design, the positioning protrusion 241 can be placed inside the housing 1, and the positioning groove 1111 can be placed at the end of the motor housing 24. This can still ensure the stability of the motor housing 24 in the housing 1. At the same time, the first shock absorber 22 is set at the positioning installation point to improve the buffering performance at the stress concentration point and reduce the noise generated by vibration.

[0047] In some embodiments, the shock-absorbing structure further includes a second shock absorber 1121 and a third shock absorber 322, and the bracket shell 3 includes a connected bracket shell body 31 and a bracket cover 32; the second shock absorber 1121 is provided between the bracket shell body 31 and the housing 1, and / or the third shock absorber 322 is provided between the bracket cover 32 and the housing 1.

[0048] In practice, the bracket housing body 31 of the bracket housing 3 is mainly used to install the transmission components. The bracket housing body 31 cooperates with the housing body 11, and the bracket cover 32 cooperates with the housing cover 12. For example, a second shock absorber 1121 is set at the position where the housing body 11 supports the bracket housing body 31. The second shock absorber 1121 can be an elastic damping pad. The second shock absorber 1121 can be set as at least one, or multiple second shock absorbers 1121 are distributed at intervals at the bottom of the bracket housing body 31, so that there is a buffering force between the bottom of the bracket housing body 31 and the housing 1, and the noise is prevented from being transmitted to the housing body 11 through the bracket housing body 31. At the same time, a third shock absorber 322 is provided between the bracket cover 32 and the housing cover 12. The third shock absorber 322 is also a damping pad, which has a certain elasticity. It can be combined with the bracket cover 32 into a whole by secondary injection molding or two-color injection molding.

[0049] Reference Figure 8 and Figure 3 As shown, the third damping element 322 separates the support cover 32 from the box cover 12 through an elastic medium, preventing the vibration of the support cover 32 from being transmitted to the box cover 12 and causing the box cover 12 to vibrate and generate noise. At the same time, multiple third damping elements 322 can be provided, and the multiple third damping elements 322 are evenly distributed to ensure uniform force distribution and achieve better damping effect.

[0050] In some embodiments, the housing 1 is further provided with at least one first positioning part, and the bracket shell body 31 is provided with at least one second positioning part, and the first positioning part and the second positioning part are positioned and cooperated.

[0051] In practice, refer to Figure 6 As shown, the housing 1 includes a housing body 11. The housing body 11 has spaced-apart housing bosses 1122 and housing baffles 1123. Meanwhile, the support shell body 31 has spaced-apart support grooves 3111 and support baffles 3123. When the support shell body 31 is installed inside the housing body 11, the housing bosses 1122 and support grooves 3111 are rigidly interference-fitted. The contact surface between the housing baffles 1123 and the support baffles 3123 is constructed as an inclined first slope, and the contact surface between the support baffles 3123 and the housing baffles 1123 is constructed as an inclined second slope. The rigid interference fit between the housing baffles 1123 and the support baffles 3123, combined with the fit between the housing bosses 1122 and the support grooves 3111, improves the stability of the support shell body 31 installed inside the housing body 11, thereby preventing the transmission components from applying a rotational force along the housing body 11 to the support shell body 31 during transmission, thus reducing collision noise generated by relative rotation.

[0052] In some embodiments, the transmission assembly includes a first driven component 6, a second driven component 5, and an output component 4. The bracket housing body 31 is provided with a first connecting shaft 3121 and the bracket cover 32 is provided with a second connecting shaft 321. The first driven component 6 is rotatably connected to the first connecting shaft 3121 and is poweredly connected to the brake motor 2. The second driven component 5 is rotatably connected to the second connecting shaft 321 and is poweredly connected to the first driven component 6. The second driven component 5 is poweredly connected to the output component 4.

[0053] Specifically, the driving gear 21 of the brake motor 2 transmits power to the first driven component 6, and the first driven component 6 and the second driven component 5 transmit power to each other. The power is output to the output component 4 through the second driven component 5. The output component 4 transmits power to the wheel. The first connecting shaft 3121 and the bracket housing body 31 are integrally formed, and the second connecting shaft 321 and the bracket cover 32 are integrally formed. The first driven component 6 is sleeved on the first connecting shaft 3121, and the second driven component 5 is sleeved on the second connecting shaft 321. The first driven component 6 transmits power to the second driven component 5 along one side of the second driven component 5, and then transmits the power to the output component 4 through the second driven component 5.

[0054] Specifically, refer to Figure 4 As shown, the first driven assembly 6 includes a first driven large gear 61 and a first driven small gear 62. The first driven large gear 61 is sleeved on the outer periphery of the first driven small gear 62, and the axial length of the first driven small gear 62 is greater than the axial length of the first driven large gear 61. The second driven assembly 5 includes a second driven large gear 51 and a second driven small gear 52. The second driven large gear 51 is sleeved on the outer periphery of the second driven small gear 52, and the axial extension length of the second driven small gear 52 is greater than... The axial extension length of the second driven large gear 51, and the angular velocities of the first driven small gear 62 and the first driven large gear 61 are the same, and the angular velocities of the second driven large gear 51 and the second driven small gear 52 are the same, then the portion of the first driven small gear 62 that extends axially beyond the first driven large gear 61 meshes with the second driven large gear 51, and the portion of the second driven small gear 52 that extends axially beyond the second driven large gear 51 meshes with the output component 4 and transmits power, thus forming the entire power transmission process.

[0055] In other words, the first connecting shaft 3121 is integrally formed with the bracket housing body 31, and the second connecting shaft 321 is integrally formed with the bracket cover 32. Thus, after the first driven component 6, the second driven component 5, and the output component 4 are installed, and after the bracket cover 32 and the bracket housing body 31 are connected, the first connecting shaft 3121 and the second connecting shaft 321 have high stability, so as to prevent noise problems caused by the position change of each gear due to the change in the distance between the first connecting shaft 3121 and the second connecting shaft 321.

[0056] In addition, with the first connecting shaft 3121 located on the bracket housing body 31 and the second connecting shaft 321 located on the bracket cover 32, during installation, the first driven component 6 can be first fitted onto the first connecting shaft 3121, and the second driven component 5 and the output component 4 can be installed inside the bracket housing body 31. When the bracket cover 32 is connected to the bracket housing body 31, the second connecting shaft 321 passes through the second driven component 5 and connects to the output component 4. The output component 4 is then connected to the bracket housing body 31. This is equivalent to the second connecting shaft 321 and the bracket housing body 31 maintaining their positions, thereby realizing the connection and installation of the bracket cover 32 and the bracket housing body 31. The connection is convenient and improves the connection stability and reliability between the bracket housing body 31 and the bracket cover 32.

[0057] In some embodiments, the bracket cover 32 is provided with a first positioning groove 325, and when the bracket housing body 31 is adapted to be connected to the bracket cover 32, the first connecting shaft 3121 is positioned and connected in the first positioning groove 325.

[0058] Reference Figure 4 As shown, the bracket cover 32 is provided with a first positioning groove 325. When the bracket cover 32 is connected to the bracket housing body 31, the end of the first connecting shaft 3121 connected to the bracket housing body 31 is positioned and installed in the first positioning groove 325. This can not only achieve precise and quick connection between the bracket housing body 31 and the bracket cover 32, but also ensure the connection stability between the first connecting shaft 3121 and the bracket cover 32, preventing the position of the first connecting shaft 3121 relative to the bracket cover 32 from changing, so as to ensure the stability of the first driven component 6 connected to the first connecting shaft 3121, thereby reducing the problem of noise caused by collision between the first driven component 6 and the bracket housing body 31.

[0059] In some embodiments, the bracket housing body 31 or the output component 4 is provided with a second positioning groove 411, and when the bracket cover 32 is adapted to be connected to the bracket housing body 31, the second connecting shaft 321 is positioned and connected in the second positioning groove 411.

[0060] Continue to refer to Figure 4As shown, firstly, the first driven component 6 is installed inside the first connecting shaft 3121 of the bracket housing body 31. Then, the output component 4 and the second driven component 5 are installed inside the bracket housing body 31. The second positioning groove 411 can be located in the output component 4, and the output component 4 is connected to the bracket housing body 31. Then, the bracket cover 32 is connected to the bracket housing body 31, and the second connecting shaft 321 is inserted and positioned in the second positioning groove 411. This enables a precise and rapid connection between the bracket cover 32 and the bracket housing body 31, and also ensures the stability of the position between the second connecting shaft 321 of the bracket cover 32 and the bracket housing body 31. Combined with the stability of the first connecting shaft 3121, the distance between the second connecting shaft 321 and the first connecting shaft 3121 remains constant, reducing the change in the center distance between the first driven component 6 and the second driven component 5, thereby reducing the transmission noise caused by the change in the center distance.

[0061] Of course, the second positioning groove 411 can also be set on the bracket housing body 31, and the second connecting shaft 321 can be positioned between the second driven component 5 and the output component 4 and the bracket housing body 31 to achieve quick and accurate installation between the bracket cover 32 and the bracket housing body 31.

[0062] In some embodiments, the bracket housing body 31 includes an integrally formed first sub-shell 312 and second sub-shell 311, a first connecting shaft 3121 is disposed in the first sub-shell 312, and a second connecting shaft 321 is adapted to be connected in the second sub-shell 311 when the bracket cover 32 is connected to the bracket housing body 31.

[0063] Reference Figure 3 and Figure 7 As shown, the first sub-shell 312 and the second sub-shell 311 are integrally formed, and the first connecting shaft 3121 is located at the first sub-shell 312. When the bracket cover 32 is connected to the bracket shell body 31, the end of the second connecting shaft 321 can be positioned and installed inside the second sub-shell 311. For example, it can be directly positioned and installed in the second sub-shell 311, or it can be positioned and installed in the output component 4 located inside the second sub-shell 311, while the output component 4 remains connected to the bracket shell body 31. Thus, by making the first sub-shell 312 and the second sub-shell 311 integral, it can prevent the connection between the first sub-shell 312 and the second sub-shell 311 from becoming loose, or prevent the first sub-shell 312 and the second sub-shell 311 from changing their axial position, causing a change in the position between the first driven component 6 and the second driven component 5 and generating noise. In other words, the integrally formed first sub-shell 312 and the second sub-shell 311 can further ensure that the relative position between the first connecting shaft 3121 and the second connecting shaft 321 remains unchanged, reducing noise.

[0064] In some embodiments, the first sub-shell 312 is provided with a sound-absorbing cavity 3122, and the sound-absorbing cavity 3122 is provided with sound-absorbing material.

[0065] In practice, the first sub-shell 312 can be provided with multiple silencing cavities 3122. Each silencing cavity 3122 can be provided with silencing materials such as polyester fiber cotton, rock wool, glass wool and polyurethane foam. The cavity of the first sub-shell 312 is connected to the cavity of the second sub-shell 311. Thus, by providing silencing materials in the silencing cavity 3122, the noise during transmission between the first driven component 6, the second driven component 5 and the output component 4 is reduced.

[0066] In some embodiments, the second sub-shell 311 is configured as a gear ring shell, the output component 4 is configured as a planetary gear assembly, the planetary gear assembly is poweredly connected to the gear ring shell, and the second connecting shaft 321 passes through the second driven component 5 and is connected to the planetary gear assembly.

[0067] Combination Figure 3 and Figure 4 As shown, the second sub-shell 311 is a gear ring shell, and the output component 4 is a planetary gear assembly. The planetary gear assembly includes a planet carrier 41 and multiple planetary gears 42. The planet carrier 41 is provided with planet carrier pins 412 corresponding to the number of planetary gears 42. Each planet carrier pin 412 is rotatably connected to a planetary gear 42. The multiple planetary gears 42 are circumferentially spaced and the central area formed is used to accommodate the second driven pinion 52 of the second driven component 5.

[0068] Reference Figure 4 As shown, the length of the second driven pinion 52 extending axially upward is greater than the length of the second driven large gear 51 extending axially upward. The upper part of the second driven pinion 52 is connected to the middle part of the second driven large gear 51, thereby maintaining the power transmission between the second driven pinion 52 and the second driven large gear 51. The lower part of the second driven pinion 52 is located between the multiple planetary gears 42 and is meshed with the multiple planetary gears 42. Then the power of the second driven component 5 can be transmitted to the planetary gears 42 through the second driven pinion 52, causing the planetary gears 42 to rotate. The rotation of the planetary gears 42 will drive the planet carrier 41 to rotate, thereby outputting torque. Due to the limiting of the bracket groove 3111 at the gear ring housing and the housing boss 1122 of the housing body 11, as well as the limiting between the housing side 1123 and the bracket side 3123, the gear ring housing is fixed. The multiple planetary gears 42 can revolve around and rotate on their own axis along the inner circumference of the gear ring housing, while driving the planet carrier 41 to rotate, thereby outputting torque.

[0069] Furthermore, the planetary carrier 41 is rotatably connected to the support housing body 31, and the second positioning groove 411 is provided in the planetary carrier 41. When the support cover 32 is connected to the support housing body 31, the end of the second connecting shaft 321 is positioned in the second positioning groove 411 of the planetary carrier 41, and the planetary carrier 41 can rotate relative to the second connecting shaft 321 so that the planetary carrier 41 can rotate under the drive of the planetary gear 42.

[0070] Additionally, it should be noted that the bracket groove 3111 is located on the outer wall of the gear ring shell. When the gear ring shell is connected to the housing body 11, the housing boss 1122 can be positioned and connected with the bracket groove 3111 to prevent the gear ring shell from rotating relative to the housing 1 due to the rotation of the planetary gear 42 outputting torque to the gear ring shell. While the planetary carrier 41 outputs torque, it also exerts a counter-torque on the gear ring shell of the bracket shell body 31 through the planetary gear 42, thereby causing the bracket shell body 31 to have a rotational tendency. The cooperation between the bracket groove 3111 on the outer wall of the gear ring shell and the housing boss 1122 of the housing 1 restricts the rotational tendency of the bracket shell body 31 and ultimately disperses the counter-torque in the housing 1.

[0071] In some embodiments, one of the bracket cover 32 and the bracket housing body 31 is provided with a male buckle 3124 and the other is provided with a female buckle 324, and the bracket cover 32 and the bracket housing body 31 are connected by the male buckle 3124 and the female buckle 324.

[0072] First, it should be noted that, firstly, referring to Figure 7 and Figure 8 As shown, the bracket housing body 31 is provided with a positioning hole 3125, and the bracket cover 32 is provided with a positioning shaft 323. When the bracket cover 32 is installed with the bracket housing body 31, the positioning shaft 323 is connected to the positioning hole 3125 to achieve positioning between the bracket cover 32 and the bracket housing body 31. At the same time, the bracket housing body 31 is provided with a male buckle 3124, and the bracket cover 32 is provided with a female buckle 324. After the bracket cover 32 is positioned with the bracket housing body 31, pressing the bracket cover 32 causes the male buckle 3124 of the bracket housing body 31 to engage with the female buckle 324 on the bracket cover 32, thereby forming a positioning and snap-fit ​​connection between the bracket cover 32 and the bracket housing body 31, making the connection and disassembly between the bracket cover 32 and the bracket housing body 31 more convenient.

[0073] In actual design, multiple male snap fasteners 3124 and female snap fasteners 324 can be set to engage one-to-one, improving the reliability of the connection between the bracket cover 32 and the bracket housing body 31. The positions of the male snap fasteners 3124 and female snap fasteners 324 can also be interchanged. For example, the male snap fastener 3124 can be set on the bracket cover 32 and the female snap fastener 324 can be set on the bracket housing body 31. The positions of the positioning hole 3125 and the positioning shaft 323 can also be interchanged to ensure the snap-fit ​​connection between the bracket cover 32 and the bracket housing body 31.

[0074] This utility model discloses a vehicle including the aforementioned electronic parking actuator 100. Shock-absorbing structures are provided between the bracket housing 3 and the housing 1, and between the housing 1 and the brake motor 2, which can reduce noise during transmission, reduce wear on internal components, and improve the driving experience. Furthermore, the bracket cover 32 has an integrated second connecting shaft 321, and the bracket housing body 31 has an integrated first connecting shaft 3121. The first sub-shell 312 and the second sub-shell 311 of the bracket housing body 31 are integrally formed, ensuring that the axial distance between the first connecting shaft 3121 and the second connecting shaft 321 remains unchanged, that is, the center distance of the gear transmission component remains unchanged during the transmission process, thereby further reducing the noise of the transmission component and improving the driver's experience.

[0075] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0076] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An electronic parking actuator (100), characterized in that, include: Box (1); Brake motor (2), the brake motor (2) is installed inside the housing (1); The bracket housing (3) is installed inside the box (1), and the bracket housing (3) is provided with a transmission assembly. The brake motor (2) is connected to the transmission assembly to output braking force through the transmission assembly. Wherein, a shock-absorbing structure is provided between the housing (1) and the brake motor (2) and / or between the housing (1) and the support shell (3), the shock-absorbing structure includes a first shock absorber (22), one of the housing (1) and the brake motor (2) is provided with a positioning groove (1111) and the other is provided with a positioning protrusion (241), at least a portion of the first shock absorber (22) is located between the positioning groove (1111) and the positioning protrusion (241); The shock-absorbing structure further includes a second shock absorber (1121) and a third shock absorber (322). The support shell (3) includes a connected support shell body (31) and a support cover (32). The second shock absorber (1121) is provided between the support shell body (31) and the box (1), and / or the third shock absorber (322) is provided between the support cover (32) and the box (1).

2. The electronic parking actuator (100) according to claim 1, characterized in that, The housing (1) is provided with at least one first positioning part, and the bracket shell body (31) is provided with at least one second positioning part, and the first positioning part and the second positioning part are positioned and cooperated.

3. The electronic parking actuator (100) according to claim 1, characterized in that, The transmission assembly includes a first driven component (6), a second driven component (5), and an output component (4). The bracket housing body (31) is provided with a first connecting shaft (3121), and the bracket cover (32) is provided with a second connecting shaft (321). The first driven component (6) is rotatably connected to the first connecting shaft (3121) and is poweredly connected to the brake motor (2). The second driven component (5) is rotatably connected to the second connecting shaft (321) and is poweredly connected to the first driven component (6). The second driven component (5) is poweredly connected to the output component (4).

4. The electronic parking actuator (100) according to claim 3, characterized in that, The bracket cover (32) is provided with a first positioning groove (325). When the bracket shell body (31) is adapted to be connected to the bracket cover (32), the first connecting shaft (3121) is positioned and connected in the first positioning groove (325).

5. The electronic parking actuator (100) according to claim 3, characterized in that, The bracket housing body (31) or the output component (4) is provided with a second positioning groove (411). When the bracket cover (32) is adapted to be connected to the bracket housing body (31), the second connecting shaft (321) is positioned and connected in the second positioning groove (411).

6. The electronic parking actuator (100) according to claim 3, characterized in that, The bracket housing body (31) includes an integrally formed first sub-shell (312) and a second sub-shell (311), the first connecting shaft (3121) is disposed in the first sub-shell (312), and the second connecting shaft (321) is adapted to be connected in the second sub-shell (311) when the bracket cover (32) is connected to the bracket housing body (31).

7. The electronic parking actuator (100) according to claim 6, characterized in that, The first subshell (312) is provided with a sound-absorbing cavity (3122), and the sound-absorbing cavity (3122) is provided with sound-absorbing material.

8. The electronic parking actuator (100) according to claim 6, characterized in that, The second sub-shell (311) is constructed as a gear ring shell, the output component (4) is constructed as a planetary gear assembly, the planetary gear assembly is poweredly connected to the gear ring shell, and the second connecting shaft (321) passes through the second driven component (5) and is connected to the planetary gear assembly.

9. The electronic parking actuator (100) according to claim 1, characterized in that, One of the bracket cover (32) and the bracket shell body (31) is provided with a male buckle (3124) and the other is provided with a female buckle (324). The bracket cover (32) and the bracket shell body (31) are connected by the male buckle (3124) and the female buckle (324).

10. A vehicle, characterized in that, Includes the electronic parking actuator (100) as described in any one of claims 1-9.

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