Double-cylinder EPB (electronic parking brake)

Abstract

The utility model discloses a double-cylinder EPB (electronic parking brake). The brake comprises a driving mechanism assembly, a shell assembly, a transmission mechanism assembly, a friction plate assembly and a bracket assembly, the driving mechanism assembly comprises a motor and a reduction gear box, and the driving mechanism assembly outputs motor torque through two output ends; the shell assembly serves as an external structure of the brake and accommodates and fixes internal mechanical components. The transmission mechanism assembly comprises two transmission mechanisms which convert motor torque output by the two output ends of the driving mechanism assembly into axial motion to drive a piston to move. The friction plate assemblies comprise an inner friction plate assembly and an outer friction plate assembly which are driven by the piston to clamp the brake disc; the support assembly is connected with the shell assembly through bolts, fixes and supports the brake, and guides and limits path movement of a piston and a friction plate in the braking process.

Description

Technical Field

[0001] This utility model belongs to the technical field of automotive braking devices and relates to a dual-cylinder EPB electronic parking brake. Background Technology

[0002] Electronic parking brakes are a crucial component of vehicle braking systems. With the increasing prevalence of vehicle electrification, the overall weight of electric vehicles has increased, thus requiring greater parking force. Existing electronic parking brake systems, primarily based on a single-drive mechanism, cannot meet these high parking force demands, particularly when applied to heavily loaded vehicles. Dual-drive mechanisms, however, can satisfy these requirements. Currently, rear electronic parking brake calipers are all single-piston designs. To adapt to vehicles with even heavier loads, dual-piston rear electronic calipers have been newly introduced. The most similar existing solution to this invention is the single-piston electronic caliper.

[0003] Existing single-piston electronic calipers have several shortcomings. Traditional single-piston electronic calipers cannot provide ultra-high braking force to meet the braking requirements of heavy-load vehicles. Furthermore, due to the limited space between the center distance of the motor and the caliper, their layout design is unsuitable, preventing them from providing ultra-high parking force to meet the parking requirements of heavy-load vehicles. In addition, the friction pads in a single-piston design suffer from uneven wear and other problems, affecting braking performance and safety. While dual-calipers, which offer greater braking force, can provide even greater braking power, they are heavier, require more materials, and are more expensive, resulting in relatively lower efficiency and economy. Moreover, the bearings, gaskets, and adjustment components in existing technologies have short lifespans, requiring frequent replacement and maintenance, increasing operating costs and maintenance difficulty. Utility Model Content

[0004] In order to overcome the shortcomings of the existing technology, the purpose of this utility model is to provide a dual-cylinder EPB electronic parking brake, which belongs to the rear wheel brake and uses dual pistons for parking and holding.

[0005] This utility model provides a dual-cylinder electronic parking brake, the brake comprising: a drive mechanism assembly, a housing assembly, a transmission mechanism assembly, a friction pad assembly, and a bracket assembly;

[0006] The drive mechanism assembly is fixedly mounted on the housing assembly and mainly consists of components such as a motor and a reduction gearbox, and has two symmetrical output ends. In this invention, the drive mechanism assembly uses a single motor as the drive source. The motor starts and outputs torque under set current and voltage conditions. After being amplified by the reduction gearbox, the torque is transmitted to the output shaft through two symmetrical output paths, and drives the transmission mechanism assembly through a transmission chain or direct coupling.

[0007] The housing assembly is the main external structure of the entire brake. The housing assembly has two parallel housing cylinder holes inside, which can accommodate and fix the internal mechanical components, while ensuring that the braking system works normally and reliably during vehicle operation and parking.

[0008] The transmission mechanism assembly includes two sets of identical and parallel transmission mechanisms, which are respectively installed in two housing cylinder bores of the housing assembly. Through the mutual cooperation and operation between the components, the transmission mechanism ensures that, under the control of the drive mechanism assembly, the rotational motion of the motor is effectively converted into axial thrust, thereby driving the piston to move and achieving precise driving and parking braking functions. The connection and cooperation between the components ensure the reliability, stability and efficiency of the braking system.

[0009] The transmission mechanism includes: a copper sleeve, an O-ring seal, an upper gasket, a thrust bearing, a lower gasket, an adjusting bolt, an adjusting nut, a piston, a rectangular sealing ring, and a piston dust cover;

[0010] The adjusting bolt mainly cooperates with the adjusting nut to convert the torque output by the motor in the drive mechanism assembly into axial output, which drives the piston to push the friction plate and realize the corresponding braking function; the adjusting bolt and the adjusting nut transmit motion through the thread, converting the rotational motion output by the motor into the axial motion of the piston.

[0011] The adjusting bolt is provided with a bolt base; one end of the adjusting bolt is provided with a spline feature, and a copper sleeve, an O-ring seal, an upper gasket, a thrust bearing, and a lower gasket are sequentially sleeved and installed along the spline feature to the bolt base; after the sleeve installation is completed, the upper end of the copper sleeve does not exceed the lower edge of the spline feature, ensuring that the spline feature can be stably engaged with the spline at the output end of the drive mechanism assembly;

[0012] The piston has a hollow interior. The adjusting nut is inserted into the internal space of the piston. The bottom of the piston interior is machined with a concave hemisphere that matches the hemispherical shape of the end of the adjusting nut. A rectangular sealing ring and a piston dust cover are fitted onto the outer wall of the piston. A groove matching the rectangular sealing ring and the piston dust cover is opened at the corresponding position in the cylinder bore of the housing.

[0013] The copper sleeve has a low coefficient of friction; when the adjusting bolt rotates in the copper sleeve, the copper sleeve can reduce friction compared to the direct contact between the shaft and the ductile iron housing.

[0014] The O-ring is used for top sealing to prevent brake fluid leakage;

[0015] The upper shim is matched with the thrust bearing and its function is to adjust the clearance, distribute the load evenly, prevent leakage, and provide buffer protection.

[0016] The thrust bearing reduces friction, withstands radial loads, and provides high load-bearing capacity;

[0017] The dimensions, material, and function of the lower gasket are the same as those of the upper gasket.

[0018] The rectangular sealing ring is made of rubber and can serve to seal and return to its original position.

[0019] The piston dust cover is made of rubber and can serve as a waterproof and dustproof cover.

[0020] The friction plate assembly includes: an inner noise-dampening plate, an inner back plate, an inner friction plate, an outer friction plate, an outer back plate, and an outer noise-dampening plate;

[0021] The inner silencing plate, the inner back plate, and the inner friction plate together constitute the inner friction plate assembly, and the outer silencing plate, the outer back plate, and the outer friction plate together constitute the outer friction plate assembly;

[0022] The inner silencing plate, the inner back plate, the inner friction plate or the outer silencing plate, the outer back plate, and the outer friction plate are connected and fixed together by protrusions and through holes that match the size and shape of the protrusions.

[0023] The inner or outer friction pad is the part of the friction pad assembly that directly contacts the brake disc. It is made of a material with a high coefficient of friction and is used to generate friction to achieve the braking function. The inner or outer backplate is located on the back of the inner and outer friction pads, respectively, providing a support structure for the friction pads to ensure that the friction material does not deform during braking and to evenly transmit braking force to the friction pads. The inner or outer noise-absorbing pad is attached to the inner and outer backplates, respectively, to absorb and reduce noise and vibration generated during braking and improve braking comfort.

[0024] In one specific embodiment, the lower part of the inner silencing plate or the outer silencing plate is provided with a protruding portion that extends beyond the friction plate. The protruding portion wraps around the friction plate, thereby locking and fixing the silencing plate to the back plate and the friction plate.

[0025] The friction pad assembly is connected to the bracket via a noise-dampening plate, ensuring that the friction pad remains stable within the brake and can be quickly installed or replaced, simplifying the maintenance process.

[0026] The bracket assembly is connected to the housing assembly by bolts, fixing and supporting the brake. The guide piston and friction pads move along the correct path during braking, and unnecessary movement is restricted. Through the guiding function provided by the bracket assembly and the two drive mechanisms arranged in parallel in the housing assembly, the contact area between the drive mechanism and the friction pad assembly is larger than that of a typical single-cylinder brake, maximizing the contact area between the friction pad assembly and the brake disc, improving braking efficiency, and reducing uneven wear of the friction pads.

[0027] This utility model also provides a method for braking using the above-mentioned dual-cylinder electronic parking brake, the method comprising the following steps:

[0028] Step 1: Initiate braking command

[0029] When the driver presses the brake pedal or the parking button, the electronic control unit (ECU) receives the command and begins braking.

[0030] Step 2: Generating braking force

[0031] Service brake: The hydraulic system generates pressure, which pushes the piston outward to clamp the friction pads and brake disc, thereby achieving deceleration or stopping.

[0032] Parking brake: The motor drives the adjusting bolt to rotate, pushing the piston to move outward, clamping the friction pads and brake disc to achieve parking brake.

[0033] Step 3: Maintain braking.

[0034] Service brake holding: The hydraulic system continuously maintains pressure to keep the brakes in place.

[0035] Parking brake holding: Adjust the bolts and nuts to lock and keep the friction pads clamped to the brake disc.

[0036] Step 4: Release the brakes

[0037] When the driver releases the brake or releases the parking command, the piston retracts, the friction pads release the brake disc, and the brake is released.

[0038] Step 5: System Reset

[0039] All components returned to their initial positions, ready for the next braking action.

[0040] The beneficial effects of this utility model include: the dual-cylinder electronic parking brake in this utility model can provide greater rear wheel braking force, improving braking performance by 100% compared to the single-cylinder products in the prior art; the use of a dual-drive mechanism can also provide greater parking force, with existing brakes providing a maximum parking force of 18,000N, while this utility model can provide a parking force of 28,000N; due to the larger contact area between the friction pad assembly and the brake disc, the contact is more stable, improving the life of the friction pads and significantly improving the problem of uneven wear of the friction pads, with radial uneven wear reduced from the existing 5μm to 1.5μm and tangential uneven wear reduced from the existing 3μm to 0.5μm; in addition, the different mechanisms in this utility model cooperate with each other, improving the life of the transmission mechanism and increasing durability by 20%. Attached Figure Description

[0041] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0042] Figure 1 This is a schematic diagram of the overall three-dimensional structure of the brake of this utility model.

[0043] Figure 2 This is an exploded view of the overall structure of the brake of this utility model.

[0044] Figure 3 This is an exploded view of the transmission mechanism structure of this utility model.

[0045] Figure 4 This is an exploded view of the friction plate assembly structure of this utility model.

[0046] Figure 5 This is an angle view and a cross-sectional view of the brake of this utility model along the AA direction.

[0047] In the diagram, 1-drive mechanism assembly, 2-housing assembly, 3-transmission mechanism assembly, 3.1-copper sleeve, 3.2-O-ring seal, 3.3-upper gasket, 3.4-thrust bearing, 3.5-lower gasket, 3.6-adjusting bolt, 3.7-adjusting nut, 3.8-piston, 3.9-rectangular seal, 3.10-piston dust cover, 4-friction plate assembly, 4.1-inner silencer plate, 4.2-inner back plate, 4.3-inner friction plate, 4.4-outer friction plate, 4.5-outer back plate, 4.6-outer silencer plate, 5-bracket assembly. Detailed Implementation

[0048] The utility model will be further described in detail below with reference to the specific embodiments and accompanying drawings. Except for the contents specifically mentioned below, the processes, conditions, and experimental methods for implementing this utility model are all common knowledge and general knowledge in the field, and this utility model has no particular limitations.

[0049] This invention addresses the problems of insufficient braking force and parking force, and uneven wear of friction pads in traditional electronic parking calipers by designing a novel dual-cylinder electronic parking brake with a dual-piston structure. The dual-cylinder electronic parking brake of this invention, as follows... Figure 1-2 As shown, it includes the following structures: drive mechanism assembly 1 (dual output shaft parking drive mechanism), housing assembly 2 (dual cylinder housing), transmission mechanism assembly 3 (including dual pistons and dual transmission mechanism), bracket assembly 5 (bracket), and friction plate assembly 4 (including friction plates), etc.

[0050] From a braking force perspective, when a dual-cylinder caliper brakes engage, an electrically driven mechanism pushes two pistons against the friction pads. The friction pads clamp the brake disc, achieving deceleration and stopping the vehicle. The combined action of the two pistons provides greater pressure and a more even force distribution. Dual-cylinder calipers have larger friction pad areas and a larger working area in contact with the brake disc, offering stronger braking force and stability compared to rear single-piston calipers.

[0051] From the perspective of parking force and component lifespan, the dual-drive mechanism design, including dual adjusting bolts, dual adjusting nuts, dual bearings, and washers, etc., ensures that when the vehicle is parked, the parking drive mechanism outputs torque from the dual output shafts, driving the dual adjusting bolts to rotate and press the dual bearings and washers. The adjusting bolts move axially, pressing the dual pistons against the friction plates. The inner and outer friction plates clamp the brake disc to achieve parking. This design can provide greater braking force and parking force within a limited space. The parking force is affected by the performance of the actuator. The distance between the motor axis and the piston axis is constant, requiring sufficient wall thickness for both the caliper and motor housings, as well as adequate clearance between the motor housing and the caliper housing. Therefore, only a dual-cylinder EPB can simultaneously meet the requirements for high parking force and high braking force. Compared to a single-cylinder caliper, this solution can meet the demand for high parking force with a greater output torque. A single-cylinder caliper typically provides a parking force of 18,000 N, while a dual-cylinder caliper can provide a parking force of 28,000 N. While providing a large parking force, the torque output by the single motor in the parking drive mechanism is diverted by the dual transmission mechanism, which reduces wear on the gears and transmission mechanism inside the parking mechanism and calipers, thus improving the service life of the parts.

[0052] From the perspective of friction plate wear, single-cylinder calipers, due to the centered piston placement, can only press against the central area of ​​the friction plate. After a period of vehicle use, uneven wear of the friction plate will occur. This utility model designs a double piston that contacts the friction plate, with the pistons positioned opposite each other on both sides. Based on CAE simulation data, the pressure distribution of the friction plate is uniform, and uneven wear at the screw-in and screw-out ends, as well as in the radial and tangential directions, can be significantly improved. In specific implementation, the closer the distance between the centroid of the friction plate and the centerline of the piston, the better. In one specific embodiment, the distance between the two can be set to less than 0.5 mm.

[0053] The problems that this utility model aims to solve include the following:

[0054] 1. Dual-piston design provides greater braking force;

[0055] 2. Dual-piston design with built-in dual transmission mechanism provides greater parking force;

[0056] 3. The dual-piston design provides a larger contact area with the friction pads, resulting in more even pressure distribution between the friction pads and the brake disc, thus solving the problem of uneven wear on the friction pads.

[0057] 4. In response to the need for high braking force, there are dual caliper designs on the market. The dual-cylinder single caliper design of this utility model is lighter and lower in cost.

[0058] 5. Dual transmission mechanism, dual bearings, shims and adjustment components reduce wear on parts when parked and improve part life.

[0059] A schematic diagram of the dual-cylinder electronic parking brake described in this utility model is shown below. Figure 2 As shown, the dual-cylinder electronic parking brake mainly consists of 5 parts, including drive mechanism assembly 1, housing assembly 2, transmission mechanism assembly 3, bracket assembly 5, and friction plate assembly 4.

[0060] like Figure 3As shown, the transmission mechanism assembly 3 comprises: a copper sleeve 3.1, an O-ring seal 3.2, an upper gasket 3.3, a thrust bearing 3.4, a lower gasket 3.5, an adjusting bolt 3.6, an adjusting nut 3.7, a piston 3.8, a rectangular sealing ring 3.9, and a piston dust cover 3.10. The transmission mechanism assembly 3 operates on two principles: service braking and parking braking. Firstly, regarding service braking, the housing of this invention features a dual-cylinder design, made of QT500 material. Brake fluid builds pressure within the two chambers, pushing the piston 3.8 to move axially. The piston 3.8 and the housing's jaws clamp the inner and outer friction plates for service braking. Secondly, regarding the parking brake, this utility model's parking brake caliper adopts a dual-transmission mechanism design. When parking, the torque output by the motor is transmitted through the internal gears of the drive unit to the two output shaft ends, and then to the transmission mechanism assembly 3. The adjusting bolt 3.6 in the transmission mechanism assembly 3 presses against the head of the housing, with two washers (including an upper washer 3.3 and a lower washer 3.5) and a thrust bearing 3.4 pressed in between. The adjusting bolt 3.6 and the adjusting nut 3.7 are connected by threads. The rotation of the adjusting bolt 3.6 outputs to the axis of the adjusting nut 3.7, pushing the piston 3.8 to move along its axis. The piston 3.8 and the caliper clamp the inner and outer friction plates to perform the parking brake. The spline feature on the adjusting bolt 3.6 matches the spline at the output end of the drive mechanism assembly 1, meeting the durability requirement of 100,000 cycles for a maximum parking force of 28,000 N.

[0061] like Figure 4 As shown, the friction plate assembly 4 consists of an inner noise-absorbing plate 4.1, an inner back plate 4.2, an inner friction material 4.3, an outer friction material 4.4, an outer back plate 4.5, and an outer noise-absorbing plate 4.6.

[0062] The friction pads in this invention are sized and the center of gravity of the friction pad assembly 4 is adjusted to be aligned with the axis of the piston 3.8. Combined with the dual-piston design and symmetrical placement, the contact area between the piston 3.8 and the friction pads is increased, significantly improving the problem of uneven wear on the friction pads. Previous single-cylinder electronic parking brakes had radial uneven wear of 5μm and tangential uneven wear of 3μm; this invention improves these to a radial uneven wear of 1.5μm and a tangential uneven wear of 0.5μm.

[0063] In one specific implementation, the main functions of housing assembly 2 include the following:

[0064] 1) Support and fix internal components

[0065] The housing assembly 2 provides structural support and fixation for the internal components of the parking brake, including components such as dual pistons, dual transmission mechanisms (such as adjusting bolts and adjusting nuts), friction pad assemblies, motor drive devices, and reduction gearboxes; the housing assembly 2 ensures that all internal components maintain their relative positions during operation by providing a robust external frame, preventing displacement or loosening during braking.

[0066] 2) Contains hydraulic system

[0067] The housing assembly 2 is designed with an internal dual-cylinder chamber, serving as the main container for the hydraulic system to hold brake fluid and transmit hydraulic pressure. The hydraulic system transmits hydraulic fluid through channels and chambers within the housing assembly. The dual-cylinder structure inside the housing allows hydraulic fluid to act on two pistons simultaneously, pushing them outward to press against the friction pads, thus achieving service braking. The housing assembly design also ensures the hydraulic fluid is sealed, preventing leakage and maintaining the stability and efficiency of the hydraulic system.

[0068] 3) Protect internal components

[0069] The housing assembly 2 protects the internal mechanical and hydraulic components from external environmental factors (such as mud, rain, dust, chemicals, etc.) and physical impacts. The housing is typically made of high-strength materials (such as cast iron, aluminum alloy, or steel) capable of withstanding external physical impacts and pressures, while also possessing corrosion resistance and high-temperature resistance. This protection extends the service life of the brake components and ensures the brake's normal operation in harsh environments.

[0070] 4) Heat dissipation function

[0071] During braking, a large amount of heat is generated between the friction pads and the brake disc. The housing assembly 2 can also help dissipate this heat quickly to prevent the braking system from overheating. Since the housing assembly 2 is usually designed with heat sinks or uses materials with good thermal conductivity, it helps to dissipate the heat generated when the internal components are working.

[0072] 5) Force transmission and distribution

[0073] The housing assembly 2 is a crucial medium for transmitting braking force and parking force throughout the braking system. Through its internal structural design (such as a dual-cylinder structure and fixed bracket), the housing assembly 2 can evenly distribute the forces generated during braking to components such as friction pads, pistons, and transmission mechanisms. This ensures that the pressure on each component is within its design range, thereby improving the efficiency and stability of the braking system.

[0074] 6) Installation and Integration

[0075] The housing assembly 2 provides a mounting interface for securing the brake to the vehicle's suspension system or axle; through precise mounting holes and bracket design, the housing assembly ensures that the brake can be securely mounted to the vehicle's chassis or wheel support structure, maintaining its precise alignment with the brake disc.

[0076] In one specific implementation, the adjusting bolt 3.6 in the transmission mechanism is used to convert the rotational motion of the motor into axial thrust, and to move the piston by cooperating with the adjusting nut; the adjusting nut 3.7 and the adjusting bolt 3.6 are threaded together, and the axial displacement is achieved by the rotational motion of the adjusting bolt 3.6, which pushes the piston 3.8 to move outward; the piston 3.8 is subjected to the axial thrust of the adjusting nut 3.7, which pushes the friction plate against the brake disc to achieve braking.

[0077] The adjusting bolt 3.6 is connected to the output shaft of the reduction gearbox. When the motor drives it, the adjusting bolt 3.6 rotates and drives the adjusting nut 3.7 to move along its thread. The axial movement of the adjusting nut 3.7 generates a thrust on the piston 3.8, pushing the piston 3.8 to move outward.

[0078] The adjusting nut 3.7 directly pushes the piston 3.8 through its axial displacement, causing the piston 3.8 to move outward, press against the friction plate, and generate braking force;

[0079] In practical applications, the transmission mechanism is used in electronic parking brakes as follows:

[0080] 1. Braking process:

[0081] When the electronic control unit (ECU) receives a braking command, the motor drive starts, and the output torque is transmitted to the adjusting bolt 3.6 through the reduction gearbox. The adjusting bolt 3.6 rotates, and the threaded structure drives the adjusting nut 3.7 to move axially.

[0082] 2. Generates axial thrust:

[0083] The axial movement of the adjusting nut 3.7 generates thrust, pushing the piston 3.8 outward. During this process, the thrust bearing 3.4 reduces friction between the adjusting bolt 3.6 and the adjusting nut 3.7, ensuring smooth rotational movement.

[0084] 3. Piston movement and generation of braking force:

[0085] The piston 3.8 moves outward under the action of the adjusting nut 3.7, pressing the inner and outer friction pads into contact with the brake disc, generating friction, thereby realizing the vehicle's braking or parking function.

[0086] 4. Maintaining and releasing the braking state:

[0087] When the braking force reaches the preset parking force (e.g., 28000N), the adjusting bolt 3.6 and adjusting nut 3.7 stop moving and remain in a mechanically locked state, ensuring that the friction pads clamp the brake disc and achieve parking braking.

[0088] When the brakes need to be released, the motor rotates in the reverse direction, the adjusting bolt 3.6 rotates in the reverse direction, the adjusting nut 3.7 moves axially in the reverse direction, the piston 3.8 retracts, the friction pads release the brake disc, and the vehicle can move normally.

[0089] In one specific implementation, the main functions of the support assembly 5 include the following:

[0090] 1. Fix and support the brake.

[0091] The main function of the bracket assembly 5 is to fix the brake to the vehicle's suspension system or axle, ensuring that the brake and brake disc maintain the correct relative position.

[0092] The bracket assembly 5 provides a connection point to the vehicle mounting surface, typically secured to the axle or suspension system with bolts or other fasteners. During vehicle operation, the bracket assembly withstands braking forces and vibrations from the brakes, thus possessing sufficient strength and rigidity to ensure that the brakes do not shift or loosen.

[0093] 2. Absorbing and dispersing braking force

[0094] Brake assembly 5 is responsible for absorbing and dispersing the braking force and vibration generated during braking, reducing stress concentration in the braking system, and protecting other components.

[0095] When the brakes apply braking force, the frictional force generated between the brake disc and the friction pads is transmitted to the bracket assembly 5 through the caliper. The bracket assembly 5 must be able to effectively absorb these forces and distribute them evenly to the frame or suspension system to prevent fatigue damage caused by stress concentration.

[0096] 3. To guide and restrict the movement of the piston and friction plates.

[0097] The structural design of the bracket assembly 5 ensures that the piston 3.8 and friction pads move along the correct path during braking and limits their unnecessary movement.

[0098] The bracket assembly 5 acts as a guide within the caliper, ensuring that the piston 3.8 and the friction pads move along their designed axes during braking and release, without tilting or jamming. By providing this guiding function, the bracket assembly 5 ensures maximum contact area between the friction pads and the brake disc, improving braking efficiency and reducing uneven wear and friction pad wear.

[0099] 4. Provides installation and positioning functions.

[0100] The bracket assembly 5 provides mounting points and positioning functions for various components inside the caliper, such as piston 3.8, friction plates, and transmission mechanism, ensuring that these components function properly within their design scope.

[0101] These installation and positioning functions not only simplify the assembly and maintenance process of the brakes, but also ensure the coordinated operation of the components during braking, thereby improving the overall reliability and safety of the braking system.

[0102] 5. Heat dissipation function

[0103] The bracket assembly 5 helps dissipate the heat generated during braking, preventing the braking system from overheating and maintaining the stability of braking performance.

[0104] During braking, the friction between the friction pads and the brake disc generates a large amount of heat. The bracket assembly 5 can help dissipate the heat quickly through its material selection and design optimization, preventing heat accumulation that could lead to a decrease in braking performance (such as heat fade).

[0105] The design of bracket assembly 5 typically considers heat sinks or other heat dissipation structures to increase heat dissipation area and airflow, thereby enhancing heat dissipation efficiency.

[0106] 6. Improve the durability of the braking system

[0107] The bracket assembly 5 extends the service life of other components in the braking system through its structural design and material selection.

[0108] By providing stable support, guidance, and positioning functions, the bracket assembly 5 reduces abnormal wear and fatigue damage to components during braking, thereby improving the durability of the entire braking system.

[0109] The bracket assembly 5 is typically designed using high-strength materials (such as alloy steel or aluminum alloy), which have good fatigue resistance and corrosion resistance, making them suitable for long-term use under complex vehicle operating conditions.

[0110] In the description of this utility model, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They 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. Therefore, they should not be construed as limitations on this utility model.

[0111] 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 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.

[0112] Furthermore, when an element is referred to as being "on" another element, the element may be directly on the other element, or it may be indirectly on the other element with one or more intermediate elements inserted between them. Additionally, when an element is referred to as being "connected" to another element, the element may be directly connected to the other element, or it may be indirectly connected to the other element with one or more intermediate elements inserted between them.

[0113] The scope of protection of this utility model is not limited to the above embodiments. Any variations and advantages that can be conceived by those skilled in the art without departing from the spirit and scope of the utility model are included in this utility model and are protected by the appended claims.

Claims

1. A dual-cylinder EPB electronic parking brake, characterized in that, The brake includes: a drive mechanism assembly (1), a housing assembly (2), a transmission mechanism assembly (3), a friction plate assembly (4), and a bracket assembly (5); The drive mechanism assembly (1) includes a motor and a reduction gearbox, and the drive mechanism assembly outputs motor torque through two output ends; The housing assembly (2) serves as the external structure of the brake, housing and securing the internal mechanical components; The transmission mechanism assembly (3) includes two transmission mechanisms, which respectively convert the motor torque output from the two output ends of the drive mechanism assembly (1) into axial motion to drive the piston to move; The friction plate assembly (4) includes two friction plate assemblies, inner and outer, which clamp the brake disc under the drive of the piston; The bracket assembly (5) is connected to the housing assembly (2) by bolts to fix and support the brake, and to guide and restrict the path movement of the piston and friction pads during the braking process.

2. The brake as claimed in claim 1, characterized in that, The drive mechanism assembly (1) includes a motor and a symmetrically arranged reduction gearbox output path. The torque is amplified by the reduction gearbox and transmitted to the output shaft through two symmetrical output paths, and drives the transmission mechanism assembly (3) through a transmission chain or direct coupling.

3. The brake as described in claim 1, characterized in that, The housing assembly (2) is provided with two housing cylinder bores; and / or, The transmission assembly (3) includes two sets of transmission mechanisms, which are respectively installed in the two housing cylinder bores; each transmission mechanism includes: a copper sleeve (3.1), an O-ring seal (3.2), an upper gasket (3.3), a thrust bearing (3.4), a lower gasket (3.5), an adjusting bolt (3.6), an adjusting nut (3.7), a piston (3.8), a rectangular sealing ring (3.9), and a piston dust cover (3.10); and / or, The friction plate assembly (4) includes: an inner silencing plate (4.1), an inner back plate (4.2), an inner friction plate (4.3), an outer friction plate (4.4), an outer back plate (4.5), and an outer silencing plate (4.6).

4. The brake as described in claim 3, characterized in that, The adjusting bolt (3.6) and the adjusting nut (3.7) cooperate to convert the torque output by the motor in the drive mechanism assembly (1) into axial output, driving the piston (3.8) to push the friction plate and realize the braking function; and / or, The adjusting bolt (3.6) is provided with a bolt base.

5. The brake as claimed in claim 4, characterized in that, One end of the adjusting bolt (3.6) is provided with a spline feature, and a copper sleeve (3.1), an O-ring seal (3.2), an upper gasket (3.3), a thrust bearing (3.4), and a lower gasket (3.5) are sequentially sleeved and installed along the spline feature to the bolt base. After the sleeved installation is completed, the upper end of the copper sleeve (3.1) does not exceed the lower edge of the spline feature, ensuring that the spline feature can be stably engaged with the spline at the output end of the drive mechanism assembly (1).

6. The brake as claimed in claim 3, characterized in that, The piston (3.8) has a hollow interior. The adjusting nut (3.7) is inserted into the interior space of the piston (3.8). The bottom of the piston (3.8) is machined with a concave hemisphere that matches the hemispherical shape of the end of the adjusting nut (3.7). A rectangular sealing ring (3.9) and a piston dust cover (3.10) are fitted onto the outer wall of the piston (3.8). A groove matching the rectangular sealing ring (3.9) and the piston dust cover (3.10) is opened at the corresponding position in the cylinder bore of the housing.

7. The brake as claimed in claim 3, characterized in that, The inner silencing plate (4.1), the inner back plate (4.2), and the inner friction plate (4.3) together form the inner friction plate assembly, and the outer silencing plate (4.6), the outer back plate (4.5), and the outer friction plate (4.4) together form the outer friction plate assembly.

8. The brake as claimed in claim 3, characterized in that, The inner silencing plate (4.1), the inner back plate (4.2), the inner friction plate (4.3) or the outer silencing plate (4.6), the outer back plate (4.5), and the outer friction plate (4.4) are connected and fixed together by protrusions provided in the structure and through holes that match the size and shape of the protrusions.

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