EMB braking system

Abstract

The utility model relates to the technical field of automobile braking, and particularly discloses an EMB braking system which comprises a caliper body and a braking structure, a first friction plate is installed on the inner side of the caliper body, the braking structure is installed on the side away from the first friction plate, the braking structure comprises a guide sleeve, a piston and a driving unit, and the guide sleeve and the driving unit are both fixedly installed in the caliper body. The piston is movably installed in the guide sleeve, the piston and the guide sleeve are provided with matched anti-rotation key groove structures, one end of the piston is connected with a second friction plate, the second friction plate corresponds to the first friction plate in position, the driving unit is located behind the guide sleeve, and the driving unit is in transmission connection with the piston and can control the piston to slide in the axial direction of the guide sleeve. The utility model has the advantages of simple structure, good braking performance, high safety and low assembly difficulty, and effectively reduces the complexity and cost of maintenance.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the field of automobile brake technology, specifically relates to a EMB brake system. BACKGROUND

[0002] With the increasing demand for energy saving and environmental protection all over the world, the new energy automobile industry is booming. In this process, under the premise of meeting the safety of vehicles, people put forward higher requirements on the structure and function of vehicle brake system. As a key component of automobile, brake system is directly related to the comprehensive performance of automobile and the safety of life and property of drivers and passengers. Traditionally, automobile braking mainly relies on drum or disc friction brake mechanism, which converts the kinetic energy and potential energy of the vehicle into heat energy through friction to achieve the purpose of automobile deceleration or braking.

[0003] Although the traditional hydraulic and pneumatic service brake can meet the current braking regulation requirements, they have inherent response lag, lack of active adjustment ability and difficulty in integrated control, which are not suitable for the development trend of current automobile technology. As the future development direction of automobile brake technology, the brake-by-wire system aims to effectively overcome the above challenges. Among them, electronic hydraulic brake (EHB) and electronic mechanical brake (EMB) are two major schemes, and these two brake systems have their own unique advantages and limitations. Compared with EHB, EMB is considered as a better choice due to its dependence on brake fluid, faster and more accurate control response. EMB cancels the hydraulic system and directly uses motor to drive mechanical piston brake, its significant advantages include: first, the safety performance is excellent, which can significantly shorten the braking distance, and its response time is about 90 milliseconds, which is faster than the 120 milliseconds of iBooster electric power brake system of Bosch company; Second, there is no hydraulic system, which means no liquid leakage risk, which is very important for electric vehicles, because liquid leakage may cause circuit short circuit or component failure, which may cause serious consequences; At the same time, it also greatly reduces the cost and maintenance cost. EMB brake system and traditional brake system have fundamental differences in design and working principle, which requires the innovation of its actuator and control mechanism.

[0004] In recent years, many international well-known automobile parts suppliers and automobile manufacturers have begun to develop EMB brake systems and have applied for some patents. Although the EMB brake system has many advantages that cannot be matched by traditional brake systems, it still faces many technical problems that need to be solved due to its short development history. For example, in a kind of EMB brake assembly and its brake system with publication number CN117104205A, in order to assemble the first clasp, the structure of the front part of the screw nut is designed as an initial open state, which is closed after installation, resulting in a non-integral structure of the screw nut, which has a leakage risk and is difficult to close in the process. In addition, although the cooperation of the limit pin and the first connecting section plays a role in preventing rotation, in the actual assembly process, due to the blocked view, it is necessary to use blind assembly, which is difficult to align, and the two components are easy to wear as a friction pair. Furthermore, when the screw transmission shaft rotates to drive the screw to retreat, the first clasp needs to bear tension, which is easy to deform, thereby affecting the braking efficiency.

[0005] In summary, these factors may pose a threat to the safety of the brake system. Therefore, we propose an EMB brake system to solve the above technical problems and improve the overall performance and safety of the brake system. Practical new type content

[0006] In order to solve the technical problems existing in the prior art, the utility model provides an EMB brake system.

[0007] The technical scheme adopted by the utility model is as follows:

[0008] An EMB brake system, comprising a caliper body and a brake structure, the caliper body is provided with a first friction plate on the inner side, the brake structure is installed on the side away from the first friction plate, the brake structure comprises a guide sleeve, a piston and a driving unit, the guide sleeve and the driving unit are fixedly installed in the caliper body, the piston is movably installed in the guide sleeve, the piston and the guide sleeve are provided with a matched anti-rotation key groove structure, one end of the piston is connected with a second friction plate, the position of the second friction plate corresponds to that of the first friction plate, the driving unit is located behind the guide sleeve, and the driving unit is in transmission connection with the piston and can control the piston to slide along the axial direction of the guide sleeve.

[0009] In a further technical scheme, the driving unit comprises a motor, a transmission screw and a screw nut, the motor is fixedly installed in the caliper body, the transmission screw is fixedly connected to the output shaft of the motor, the transmission screw penetrates into the guide sleeve and is rotatably connected with the guide sleeve, the screw nut is threadedly sleeved on the transmission screw, and the piston is installed on the screw nut.

[0010] In a further technical solution, a plurality of through holes are annularly formed on the outer circumferential surface of the piston, and a plurality of limit pins are installed in the through holes; and a tail end of the screw nut is provided with a plurality of limit grooves matched with the limit pins.

[0011] In a further technical solution, the anti-rotation key and groove structure comprises a guide pin and a guide groove; the guide pin is sleeved on the limit pin; and the guide groove is annularly formed on the guide sleeve and arranged along the axial direction; and the guide pin is movably arranged in the guide groove.

[0012] In a further technical solution, a guide ring is fixedly sleeved on the transmission screw; and the guide ring is fixedly press-fitted in the pliers body.

[0013] In a further technical solution, a thrust bearing is fixedly sleeved on the transmission screw; the thrust bearing is fixedly press-fitted in the pliers body; the thrust bearing is arranged close to the guide sleeve; and a first gasket is arranged between the thrust bearing and the guide sleeve.

[0014] In a further technical solution, a fixed end is arranged at an end of the guide sleeve away from the piston; a second gasket and a fixed nut are sequentially sleeved on the fixed end; and the guide sleeve is clamped and installed in the pliers body through the fixed nut.

[0015] In a further technical solution, a sealing ring is arranged between the piston and the guide sleeve.

[0016] In summary, due to the adoption of the above technical solutions, the present application has the following advantages:

[0017] 1. The structure of the present application is simpler, more suitable for new energy vehicles, reduces the risk of failure caused by liquid leakage, improves the safety of the vehicle, effectively reduces the complexity and cost of maintenance and repair, reduces the assembly difficulty, improves the space utilization, and provides more sufficient installation space for other key components inside the vehicle.

[0018] 2. The present application simplifies the assembly process of the piston and the screw nut through the design of the limit pin and the limit groove, makes it more convenient and efficient, effectively improves the assembly efficiency and reduces the assembly cost, and does not involve the spring structure; the piston is installed on the screw nut through the limit pin, and the second friction plate can be reset by moving the transmission screw nut backward, effectively avoiding the risk that the traditional spring structure may be deformed after long-term use and affect the braking performance.

[0019] 3. The present application ensures the stability of the piston during axial movement through the cooperation of the guide pin and the guide groove, and effectively limits the rotational freedom of the piston through the close cooperation of the guide groove and the guide pin, thereby ensuring the accuracy and reliability of the brake. BRIEF DESCRIPTION OF DRAWINGS

[0020] The utility model will pass through example and refer to the mode of the drawing, wherein,

[0021] Figure 1 It is the structural schematic diagram of the utility model;

[0022] Figure 2 It is the internal explosion schematic diagram of piston and guide sleeve of the utility model.

[0023] Reference signs: 1-piston, 2-guide sleeve, 3-screw nut, 4-driving screw, 5-motor, 6-second friction plate, 7-limiting pin, 8-guide pin, 9-guide ring, 10-thrust bearing, 11-first gasket, 12-second gasket, 13-fixing nut, 14-sealing ring, 15-guide slot, 16-tongs body, 17-first friction plate, 18-limiting slot, 19-fixed end. DETAILED DESCRIPTION

[0024] The technical scheme in the embodiments of the utility model will be clearly and completely described below with reference to the drawings in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of the utility model.

[0025] Reference Figure 1 And Figure 2 The utility model provides a kind of EMB brake system, including tongs body 16 and brake structure, the first friction plate 17 is installed in the inside of the tongs body 16, the brake structure is installed in the side away from first friction plate 17, the brake structure includes guide sleeve 2, piston 1 and drive unit, the guide sleeve 2 and drive unit are fixedly installed in tongs body 16, the piston 1 is movably installed in guide sleeve 2, the piston 1 and guide sleeve 2 are equipped with the anti-rotation key groove structure that cooperates, one end of the piston 1 is connected with second friction plate 6, the second friction plate 6 and the position of first friction plate 17 correspond, the drive unit is located in the rear of guide sleeve 2, the drive unit is transmission connection with piston 1 and can control piston 1 and slide along the axial direction of guide sleeve 2.

[0026] The working principle of the EMB brake system is based on the combination of electronic control and mechanical transmission. When the vehicle receives a deceleration or braking instruction, the drive unit quickly responds to the signal and starts working. The core is to control the smooth sliding of the piston 1 along the axial direction of the guide sleeve 2, drive the second friction plate 6 to approach the first friction plate 17, and until the two clamp the brake disc to generate friction, convert the kinetic energy of the vehicle into heat energy, so as to achieve the purpose of deceleration or braking of the automobile. Specifically, the rotation of the piston 1 is limited by the anti-rotation key groove structure, which ensures that it only moves axially along the guide sleeve 2 during the entire braking process, avoiding the possibility of friction plate wear caused by rotation, not only prolonging the service life of the friction plate, but also effectively ensuring the stability and accuracy of the brake. Since the hydraulic system is cancelled, the structure is simpler, more suitable for new energy vehicles, not only reduces the risk of failure caused by liquid leakage, improves the safety of the vehicle, but also effectively reduces the complexity and cost of maintenance and maintenance. At the same time, the simplified structure also brings the reduction of assembly difficulty and the significant improvement of space utilization, providing more ample installation space for other key components inside the vehicle, and providing a new structure form for the braking technology of modern automobiles.

[0027] In a specific embodiment, referring to Figure 1 , the drive unit includes a motor 5, a transmission screw rod 4 and a screw nut 3, the motor 5 is fixedly installed in the caliper body 16, the transmission screw rod 4 is fixedly connected to the output shaft of the motor 5, the transmission screw rod 4 penetrates into the guide sleeve 2 and is rotatably connected with the guide sleeve 2, the screw nut 3 is threadedly sleeved on the transmission screw rod 4, and the piston 1 is installed on the screw nut 3.

[0028] During the operation of the drive unit, the transmission screw rod 4 is driven to rotate by the motor 5. Since the anti-rotation key groove structure is provided, the rotation of the piston 1 is limited, so that the rotation of the screw nut 3 is also limited, which makes the rotational motion of the screw nut 3 be converted into linear motion along the axial direction of the transmission screw rod 4, thereby driving the piston 1 to adjust the position. The change of the position of the piston 1 further drives the movement of the second friction plate 6, effectively meeting the actual needs of automobile deceleration or braking. The drive unit adopting this structure not only has simple structure, easy maintenance and maintenance, and reduces maintenance cost, but also has strong adaptability, which can be customized and optimized according to different vehicles and braking needs. For example, by adjusting the power of the motor 5, the pitch of the transmission screw rod 4 and other parameters, different braking forces can be output to meet the use needs of different types of vehicles.

[0029] In a specific embodiment, referring to Figure 2 , a plurality of through holes are annularly formed on the outer circumferential surface of the piston 1, a limiting pin 7 is installed in each through hole, and a plurality of limiting grooves 18 matched with the limiting pins 7 are formed at the tail end of the screw nut 3.

[0030] The design of the limiting pin 7 and the limiting groove 18 simplifies the assembly process of the piston 1 and the lead screw nut 3, making it more convenient and fast. After the staff installs the piston 1 on the lead screw nut 3, they only need to insert the limiting pin 7 into the through hole until the limiting pin 7 is clamped in the limiting groove 18 at the tail end of the lead screw nut 3. This not only locks the piston 1 on the lead screw nut 3, but also ensures that the lead screw nut 3 can be constrained to rotate with the piston 1, thereby providing a solid foundation for the linear motion between the two. Moreover, the position of the limiting pin 7 and the limiting groove 18 is highly matched, without the need for complex debugging and calibration, effectively improving assembly efficiency and reducing assembly costs. In addition, there is no spring structure involved in this structure, and the piston 1 is installed on the lead screw nut 3 through the limiting pin 7. As the transmission lead screw 4 nut 3 moves backward, the reset of the second friction plate 6 can be completed, effectively avoiding the risk that the traditional spring structure may affect the braking performance due to deformation after long-term use.

[0031] In a specific embodiment, referring to Figure 1 and Figure 2 , the anti-rotation key groove structure includes a guide pin 8 and a guide groove 15. The guide pin 8 is sleeved on the limiting pin 7, the guide groove 15 is annularly arranged on the guide sleeve 2 along the axial direction, and the guide pin 8 is movably arranged in the guide groove 15.

[0032] The guide groove 15 is arranged along the axial direction of the guide sleeve 2, and the guide pin 8 is arranged in the guide groove 15, which not only ensures the stability of the piston 1 during axial movement, but also effectively limits the rotational freedom of the piston 1 through the close cooperation of the guide groove 15 and the guide pin 8, thereby ensuring the accuracy and reliability of the brake.

[0033] In a specific embodiment, referring to Figure 1 and Figure 2 , a guide ring 9 is fixedly sleeved on the transmission lead screw 4, and the guide ring 9 is fixedly pressed into the caliper body 16.

[0034] The presence of the guide ring 9 provides a stable support for the transmission lead screw 4, reducing the shaking and deviation of the lead screw during rotation, thereby ensuring the stability and accuracy of the transmission. This helps to improve the performance of the entire brake system and makes the brake operation more reliable.

[0035] In a specific embodiment, referring to Figure 1 and Figure 2 , a thrust bearing 10 is fixedly sleeved on the transmission lead screw 4, the thrust bearing 10 is fixedly pressed into the caliper body 16, and the thrust bearing 10 is arranged close to the guide sleeve 2 and has a first gasket 11 between the guide sleeve 2.

[0036] The thrust bearing 10 can absorb and disperse the load in the axial direction, ensure that the axial thrust is evenly and stably transmitted to the jaw body 16, thereby enhancing the running stability of the transmission screw 4 during rotation.

[0037] In a specific embodiment, referring to Figure 1 and Figure 2 , the guide sleeve 2 is provided with a fixed end 19 away from the piston 1, the fixed end 19 is sequentially provided with the second gasket 12 and the fixed nut 13, and the guide sleeve 2 is clamped and installed in the jaw body 16 through the fixed nut 13.

[0038] The guide sleeve 2 is stably and firmly installed in the jaw body 16 through the cooperation of the fixed end 19, the second gasket 12 and the fixed nut 13, effectively avoiding the axial movement of the guide sleeve 2, thereby ensuring the stability and reliability of the brake system.

[0039] In a specific embodiment, referring to Figure 1 , the piston 1 and the guide sleeve 2 are provided with a sealing ring 14.

[0040] The gap between the piston 1 and the guide sleeve 2 is filled by the sealing ring 14, external contaminants are blocked, system performance fluctuations or damage caused by the invasion of external contaminants are prevented, and the stability of the system is improved.

[0041] The above only describes the embodiments of the present application, and does not limit the patent range of the present application, any equivalent structure or equivalent process transformation, or direct or indirect application in other related technical fields, is also included in the patent protection range of the present application.

Claims

1. An EMB brake system characterized by, The utility model provides a brake structure of caliper body (16) and brake structure, first friction plate (17) is installed in the inside of caliper body (16), brake structure is installed on the side away from first friction plate (17), brake structure includes guide sleeve (2), piston (1) and drive unit, guide sleeve (2) and drive unit are fixedly installed in caliper body (16), piston (1) is movably installed in guide sleeve (2), piston (1) is equipped with the anti -rotation key groove structure that cooperates with guide sleeve (2), one end of piston (1) is connected with second friction plate (6), second friction plate (6) corresponds with the position of first friction plate (17), drive unit is located in the rear of guide sleeve (2), drive unit is transmission connection with piston (1) and can control piston (1) along the axial sliding of guide sleeve (2).

2. An EMB braking system according to claim 1, characterised in that, The drive unit includes motor (5), transmission screw (4) and screw nut (3), the motor (5) is fixedly installed in the caliper body (16), the transmission screw (4) is fixedly connected on the output shaft of the motor (5), the transmission screw (4) is inserted into the guide sleeve (2) and is rotatably connected with the guide sleeve (2), the screw nut (3) is threaded on the transmission screw (4), and the piston (1) is installed on the screw nut (3).

3. An EMB braking system according to claim 2, characterised in that, A plurality of through holes are annularly formed on the outer circumferential surface of the piston (1), and a plurality of limiting pins (7) are installed in the through holes.

4. An EMB braking system according to claim 3, characterised in that, The anti-rotation key groove structure includes a guide pin (8) and a guide groove (15), the guide pin (8) is sleeved on the limiting pin (7), and the guide groove (15) is annularly formed on the guide sleeve (2) and arranged in the axial direction.

5. An EMB brake system according to claim 2, characterised in that, A guide ring (9) is fixedly sleeved on the transmission screw (4), and the guide ring (9) is fixedly press-fitted in the caliper body (16).

6. An EMB braking system according to claim 5, characterised in that, A thrust bearing (10) is fixedly sleeved on the transmission screw (4), the thrust bearing (10) is fixedly press-fitted in the caliper body (16), and the thrust bearing (10) is arranged close to the guide sleeve (2) and is provided with a first gasket (11) between the guide sleeve (2).

7. An EMB braking system according to claim 1, wherein, A fixed end (19) is arranged at the end of the guide sleeve (2) away from the piston (1), the fixed end (19) is sleeved with a second gasket (12) and a fixed nut (13) in sequence, and the guide sleeve (2) is clamped and installed in the caliper body (16) through the fixed nut (13).

8. An EMB braking system according to claim 1, characterised in that, A sealing ring (14) is arranged between the piston (1) and the guide sleeve (2).

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