Automobile brake locking mechanism

Abstract

The utility model belongs to the technical field of automobile brake-by-wire, and discloses an automobile brake locking mechanism. The locking mechanism comprises a shell, a locking assembly, an elastic piece and an electromagnetic piece, the shell is provided with a mounting hole for containing the gear assembly, the locking assembly is arranged on the gear assembly in a sleeving mode, the locking assembly is provided with a locking position for locking the gear assembly and a releasing position for releasing the gear assembly, and the elastic piece is arranged on the locking assembly in a sleeving mode. The electromagnetic part is installed on the shell and can drive the locking assembly to move from the locking position to the releasing position when powered on. According to the automobile brake locking mechanism, the phenomenon of external force reverse driving can be prevented, and the reliability and safety during automobile braking are improved.

Description

Technical Field

[0001] This utility model relates to the field of automotive brake-by-wire technology, and in particular to an automotive brake locking mechanism. Background Technology

[0002] There are various types of automotive brake locking mechanisms, among which the most commonly used structure is the ratchet and pawl locking mechanism. The ratchet and pawl locking mechanism is simple, but when the vehicle exceeds the prescribed speed, the external force acting on the ratchet is too large, and the risk of the pawl breaking will be greatly increased. After the pawl breaks, the entire locking mechanism will fail. Utility Model Content

[0003] The purpose of this invention is to provide an automotive brake locking mechanism that can prevent external force from causing reverse drive, thereby improving the reliability and safety of the automotive brake locking mechanism.

[0004] To achieve this objective, the present invention adopts the following technical solution:

[0005] This utility model discloses a braking locking mechanism, comprising: a housing having a mounting hole; a spline tooth passing through the mounting hole, with one end of the spline tooth extending out of the housing for connection to the output shaft of a drive component; a locking assembly sleeved on the spline tooth, the locking assembly having a locking position for locking the spline tooth and a releasing position for releasing the spline tooth; an elastic element sleeved on the locking assembly and used to apply a preload force toward the locking assembly to hold it in the locking position; and an electromagnetic element mounted on the housing, which, when energized, drives the locking assembly to move from the locking position to the releasing position.

[0006] In some embodiments, the locking assembly includes: a clamping member sleeved on the spline teeth, the clamping member being movable axially along the spline teeth under the attraction of the electromagnetic element; a clamping member sleeved on the spline teeth and spaced apart from the clamping member; and a locking member sleeved on the spline teeth and located between the clamping member and the clamping member, the locking member having a locking groove that engages with the spline teeth; wherein, in the locked position, the locking member is pressed between the clamping member and the clamping member, and the locking member locks the spline teeth.

[0007] In some specific embodiments, there are multiple clamping members and locking members, which are arranged alternately along the axial direction of the spline teeth.

[0008] In some embodiments, the housing has a mounting cavity surrounding the mounting hole, and the mounting cavity has an opening, the electromagnetic component is mounted in the mounting cavity, and the connection terminal of the electromagnetic component extends out of the opening.

[0009] In some embodiments, the vehicle brake locking mechanism further includes a limiting member installed in the mounting hole, the limiting member having a limiting portion extending toward the center of the mounting hole, the limiting portion being used to limit the elastic member.

[0010] In some specific embodiments, the limiting member further includes a first connecting portion extending in a direction away from the center of the mounting hole, and the outer shell is provided with a second connecting portion corresponding to the first connecting portion; wherein, one of the first connecting portion and the second connecting portion is provided with a latching protrusion, and the other of the first connecting portion and the second connecting portion is provided with a latching groove that engages with the latching protrusion.

[0011] In some more specific embodiments, there are multiple limiting portions and multiple first connecting portions, and the multiple limiting portions and multiple first connecting portions are staggered along the circumferential direction of the mounting hole.

[0012] In some embodiments, the vehicle brake locking mechanism further includes: a limiting seat, the limiting seat being sleeved on the spline teeth, the limiting seat abutting against the locking assembly, and the limiting seat being used to connect to an external bracket.

[0013] In some specific embodiments, the vehicle brake locking mechanism further includes: a limiting post sandwiched between the housing and the limiting seat, and passing through a portion of the locking assembly; and a fixing member passing through the housing and the limiting post and connected to the limiting seat to fix the housing, the limiting post, and the limiting seat together.

[0014] In some embodiments, the housing and the electromagnetic component are connected by thermal riveting.

[0015] The beneficial effects of this utility model are as follows: In actual operation, when the electromagnetic component is de-energized, the elastic force of the elastic component presses the entire locking assembly downwards. Due to friction, the gear assembly is trapped within the locking assembly and cannot rotate, thus preventing the drive component from rotating and achieving the function of preventing external force from driving it. When the electromagnetic component is de-energized and energized, the locking assembly is attracted upwards to the outer shell by magnetic force. The force exerted by the locking assembly on the gear assembly decreases, friction disappears, and the gear assembly can then rotate freely, unlocking the drive component and allowing it to rotate freely. Compared to the ratchet and tooth structure in the prior art, the automotive brake locking mechanism of this embodiment uses an elastic component to apply a preload to the locking assembly, locking the gear assembly through frictional locking. This provides higher reliability and safety, effectively preventing external force from driving it. Unlocking the gear assembly is achieved by energizing the electromagnetic component to drive the locking assembly. The control is convenient and the structure is simple.

[0016] 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

[0017] Figure 1 This is a schematic diagram of the cooperative structure between the automotive brake locking mechanism and the drive component according to an embodiment of this utility model;

[0018] Figure 2 This is a schematic diagram of the structure of the automobile brake locking mechanism according to an embodiment of the present utility model;

[0019] Figure 3 This is a cross-sectional view of the automobile brake locking mechanism according to an embodiment of the present utility model;

[0020] Figure 4 This is a structural schematic diagram of the locking component according to an embodiment of the present utility model.

[0021] Figure label:

[0022] 10. Automobile brake locking mechanism;

[0023] 11. Outer shell; 111. Mounting hole; 120. Mounting cavity; 1201. Opening; 112. Second connecting part; 1121. Locking protrusion;

[0024] 12. Locking assembly; 121. Pressing element; 122. Clamping element; 123. Locking element; 1231. Lock groove;

[0025] 13. Elastic components;

[0026] 14. Electromagnetic components; 141. Connecting terminals;

[0027] 15. Limiting component; 151. Limiting part; 152. First connecting part; 1521. Slot;

[0028] 16. Limiting seat; 17. Limiting post; 18. Fixing component;

[0029] 20. Driving component; 21. Drive shaft;

[0030] 30. Gear assembly; 31. Spline gear; 32. Motor gear. Detailed Implementation

[0031] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, not the entire structure.

[0032] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between 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.

[0033] In the description of this embodiment, the terms "upper," "lower," "left," "right," "front," and "rear," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, 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. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.

[0034] This utility model discloses an automotive brake locking mechanism 10, see reference. Figures 1-3As shown, the automotive brake locking mechanism 10 of this embodiment includes a housing 11, a locking assembly 12, an elastic element 13, and an electromagnetic element 14. The housing 11 has a mounting hole 111 for accommodating a gear assembly 30 connected to a drive member 20. The locking assembly 12 is sleeved on the gear assembly 30 and has a locking position for locking the gear assembly 30 and a releasing position for releasing the gear assembly 30. The elastic element 13 is sleeved on the locking assembly 12 and is used to apply a preload force toward the locking assembly 12 to keep it in the locking position. The electromagnetic element 14 is mounted on the housing 11 and can drive the locking assembly 12 from the locking position to the releasing position when the electromagnetic element 14 is energized. It is understood that the gear assembly 30 includes spline teeth 31 and motor teeth 32. The motor teeth 32 are connected to the drive shaft 21 of the drive component 20. In actual operation, when the electromagnetic component 14 is de-energized, the elastic force of the elastic component 13 presses the entire locking assembly 12 downwards. Due to the static friction, the spline teeth 31 are trapped within the locking assembly 12 and cannot rotate, thus preventing the motor teeth 32 and the drive component 20 from rotating under external force, achieving the function of preventing reverse drive by external force. When the electromagnetic component 14 is energized, the locking assembly 12 is attracted upwards to the outer casing 11 by magnetic force. The force exerted by the locking assembly 12 on the spline teeth 31 is reduced, the friction disappears, and the spline teeth 31 can rotate freely at this time, achieving unlocking. At this time, the drive component 20 can rotate normally, thereby driving the motor teeth 32 and the spline teeth 31 to move. Compared to the ratchet and tooth structure in the prior art, the automotive brake locking mechanism 10 of this embodiment uses an elastic element 13 to apply a preload to the locking assembly 12, and locks the gear assembly 30 by means of frictional locking. It has high reliability and safety, and can better prevent external forces from driving it. The locking assembly 12 is driven to move by the electromagnetic element 14 to unlock the gear assembly 30. It is easy to control and has a simple structure.

[0035] It should be noted that the vehicle brake locking mechanism 10 in this embodiment can be used not only when parked, but also when driving.

[0036] refer to Figure 3As shown, the locking assembly 12 includes a clamping member 121, a clamping member 122, and a locking member 123. The clamping member 121 is sleeved on the spline tooth 31 of the gear assembly 30 and can move axially along the spline tooth 31 under the attraction of the electromagnetic member 14. The clamping member 122 is sleeved on the spline tooth 31 and spaced apart from the clamping member 121. The locking member 123 is sleeved on the spline tooth 31 and located between the clamping member 121 and the clamping member 122. The locking member 123 has a locking groove 1231 that mates with the spline tooth 31. In the locked position, the locking member 123 is pressed between the clamping member 121 and the clamping member 122, and the locking member 123 locks the spline tooth 31. Understandably, during actual operation, when the electromagnetic component 14 is de-energized, the elastic force of the elastic component 13 presses the clamping component 121 downwards. The clamping component 121 can press the locking component 123 onto the clamping component 122. At this time, the locking component 123 can lock the spline tooth 31. When the electromagnetic component 14 is energized, the clamping component 121 is attracted upwards to the outer shell 11 by magnetic force, and the pressure between it and the clamping component 122 decreases, causing the static friction force of the locking component 123 on the spline tooth 31 to disappear. The spline tooth 31 can then rotate freely, achieving unlocking. By using the clamping component 121, clamping component 122, and locking component 123 stacked sequentially as the locking assembly 12, the structure of the locking assembly 12 is simplified while ensuring stable locking of the spline tooth 31, thereby effectively preventing external force from driving it back.

[0037] Optionally, there are two clamping members 122 and three locking members 123, arranged alternately along the axial direction of the spline teeth 31. It is understood that a multi-layered structure of clamping members 122 and locking members 123 can increase the friction area, evenly distribute pressure, reduce wear and stress concentration of individual locking members 123, thereby extending the service life of the locking assembly 12. It should be noted that in other embodiments of this invention, the number of clamping members 122 and locking members 123 can be selected according to actual needs and is not limited to the above limitations.

[0038] Optionally, the clamping member 121, the clamping member 122, and the locking member 123 are all sheet-like structures. It is understood that using sheet-like structures for the clamping member 121, the clamping member 122, and the locking member 123 simplifies the overall structure of the locking assembly 12, reduces the thickness of the locking assembly 12, and helps reduce the manufacturing cost of the automotive brake locking mechanism 10 in this embodiment. It should be further noted that in this embodiment of the invention, the clamping member 121 is made of a material that can be attracted by a magnet, such as iron or a magnetic material, while the materials of the clamping member 122 and the locking member 123 can be selected according to specific needs.

[0039] Optional, see reference Figure 4As shown, the locking component 123 is provided with a spline groove that mates with the spline teeth 31. The spline groove and spline teeth 31 have a large contact area and uniform force distribution, which can effectively prevent rotation, improve stability and wear resistance, and extend the service life of the locking assembly 12.

[0040] refer to Figure 3 As shown, the housing 11 has a mounting cavity 120 surrounding the mounting hole 111, and the mounting cavity 120 has an opening 1201. The electromagnetic component 14 is mounted inside the mounting cavity 120, and the connection terminal 141 of the electromagnetic component 14 extends out of the opening 1201. It can be understood that placing the electromagnetic component 14 inside the mounting cavity 120 can effectively prevent foreign objects from contaminating the interior of the electromagnetic component 14, and the connection terminal 141 of the electromagnetic component 14 extending out of the opening 1201 on the mounting cavity 120 facilitates the connection of the electromagnetic component 14 to the control mechanism.

[0041] Optionally, the housing 11 and the electromagnetic component 14 are connected by thermal riveting. It is understood that thermal riveting achieves a sealed and secure connection between the housing 11 and the electromagnetic component 14, effectively preventing foreign matter from contaminating the interior of the electromagnetic component 14, and is suitable for rapid mass production.

[0042] refer to Figure 3 As shown, the automotive brake locking mechanism 10 also includes a limiting member 15, which is installed in the mounting hole 111. The limiting member 15 has a limiting portion 151 extending toward the center of the mounting hole 111, which is used to limit the elastic member 13. It can be understood that after the electromagnetic member 14 is energized, the pressing member 121 will move upward under the attraction of the electromagnetic member 14, thereby applying a force to the elastic member 13. The limiting member 15 can ensure that the elastic member 13 is stably compressed. When the electromagnetic member 14 is de-energized, the elastic member 13 can return to the position that presses against the pressing member 121.

[0043] Optionally, the limiting member 15 further includes a first connecting portion 152 extending in a direction away from the center of the mounting hole 111. The outer shell 11 has a second connecting portion 112 corresponding to the first connecting portion 152. The second connecting portion 112 has a latching protrusion 1121, and the first connecting portion 152 has a latching groove 1521 that mates with the latching protrusion 1121. It can be understood that in the actual assembly process, after the limiting member 15 is installed into the outer shell 11, the first connecting portion 152 is bent so that the latching protrusion 1121 mates with the latching groove 1521, thereby realizing the installation of the limiting member 15 and the outer shell 11. This structure of positioning by bending and fastening does not require additional connecting parts, simplifies assembly, and reduces material and manufacturing costs.

[0044] Furthermore, there are multiple limiting portions 151 and multiple first connecting portions 152, and the multiple limiting portions 151 and multiple first connecting portions 152 are staggered along the circumferential direction of the mounting hole 111. It can be understood that multiple limiting portions 151 can stably restrict and compress the elastic member 13, and multiple first connecting portions 152 can improve the connection stability between the limiting member 15 and the outer shell 11. It should be noted that in this embodiment, there are four limiting portions 151 and two first connecting portions 152. Of course, in other embodiments of this utility model, the number of limiting portions 151 and first connecting portions 152 can be selected according to actual needs and is not limited to the above description.

[0045] Of course, in an alternative embodiment, the second connecting part 112 is provided with a slot 1521, and the first connecting part 152 is provided with a protrusion 1121. In addition, in other embodiments of this utility model, the limiting member 15 can be directly connected to the outer shell 11 by means of bonding, welding, screw connection, etc., and is not limited to the bending and fastening positioning structure of this embodiment.

[0046] refer to Figure 2 and Figure 3 As shown, the automotive brake locking mechanism 10 also includes a limiting seat 16, which is sleeved on the spline tooth 31. The limiting seat 16 abuts against the locking assembly 12 and is used to connect to the external drive bracket. It is understood that during actual operation, when the electromagnetic component 14 is de-energized, the elastic force of the elastic component 13 presses down on the entire clamping component 121. During the downward movement of the clamping component 121, multiple clamping components 122 can drive the locking component 123 to press down on the locking component 123. The pressure is ultimately transmitted to the limiting seat 16, thereby ensuring that the entire locking assembly 12 can stably lock the spline tooth 31. Due to the static friction, the spline tooth 31 is unable to rotate within the locking assembly 12, thus preventing external force from driving it back. Furthermore, the fixing holes and reference surfaces provided on the limiting seat 16 can simultaneously achieve reliable assembly of the automotive brake locking mechanism 10 and the external bracket (e.g., drive seat) of the fixed drive component 20 in this embodiment.

[0047] Optionally, the automotive brake locking mechanism 10 further includes a limiting post 17 and a fixing member 18. The limiting post 17 is clamped between the housing 11 and the limiting seat 16, and passes through the clamping member 121 and the clamping member 122. The fixing member 18 passes through the housing 11, the limiting post 17, and the limiting seat 16 to fix the housing 11, the limiting post 17, and the limiting seat 16 together. It is understood that the limiting post 17 can guide and limit the clamping member 121 and the clamping member, thereby ensuring the locking effect while preventing the clamping member 122 and / or the clamping member 121 from being deflected when the spline tooth 31 drives the locking member 123 to rotate. The fixing member 18, which passes through the housing 11, the limiting post 17, and the limiting seat 16, connects the three structural components, simplifying the connection structure and facilitating assembly. In this embodiment, the mounting member is a rivet; in other embodiments of this utility model, the mounting member can also be a screw or other connecting element.

[0048] Optionally, there are multiple limiting posts 17 and fixing members 18, distributed at intervals along the circumference of the mounting holes 111. This improves the reliability of the structure and the stability of assembly. In this embodiment, there are three limiting posts 17 and three fixing members 18. Of course, in other embodiments of this invention, the limiting posts 17 and fixing members 18 can be selected according to actual needs.

[0049] Optionally, the clamping member 121 is provided with a through hole for the limiting post 17 to pass through. It is understood that the setting of the limiting post 17 through the through hole can guide the movement direction of the clamping member 121 and prevent the clamping member 121 from tilting when the electromagnetic component 14 attracts the clamping member 121 to rise.

[0050] Optionally, the clamping member 122 is provided with a limiting groove that mates with the limiting post 17. It can be understood that the clamping member 122 achieves horizontal positioning through the limiting groove and the limiting post 17, preventing the clamping member 122 from being deflected when the spline tooth 31 drives the locking member 123 to rotate.

[0051] In the description of this specification, references to terms such as "some embodiments," "other embodiments," 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.

[0052] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make various obvious changes, readjustments, and substitutions without departing from the protection scope of this utility model. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.

Claims

1. A vehicle brake locking mechanism, characterized in that, include: The housing (11) has a mounting hole (111) for receiving a gear assembly (30) connected to the drive (20); A locking component (12) is sleeved on the gear assembly (30), and the locking component (12) has a locking position for locking the gear assembly (30) and a releasing position for releasing the gear assembly (30); An elastic element (13) is sleeved on the locking assembly (12) and is used to apply a preload force toward the locking assembly (12) to keep it in the locked position; An electromagnetic component (14) is mounted on the housing (11). When the electromagnetic component (14) is energized, it can drive the locking assembly (12) to move from the locked position to the released position.

2. The automotive brake locking mechanism according to claim 1, characterized in that, The locking assembly (12) includes: A clamping member (121) is sleeved on the gear assembly (30), and the clamping member (121) is able to move along the axial direction of the gear assembly (30) under the attraction of the electromagnetic member (14); A clamping member (122) is sleeved on the gear assembly (30) and spaced apart from the pressing member (121); A locking member (123) is sleeved on the gear assembly (30) and located between the clamping member (121) and the clamping member (122). The locking member (123) has a locking groove (1231) that mates with the gear assembly (30). In the locked position, the locking member (123) is pressed between the clamping member (121) and the clamping member (122), and the locking member (123) locks the gear assembly (30).

3. The braking locking mechanism according to claim 2, characterized in that, There are multiple clamping members (122) and locking members (123), which are staggered along the axial direction of the gear assembly (30).

4. The automotive brake locking mechanism according to claim 1, characterized in that, The housing (11) has a mounting cavity (120) surrounding the mounting hole (111), and the mounting cavity (120) has an opening (1201). The electromagnetic component (14) is mounted in the mounting cavity (120), and the connection terminal (141) of the electromagnetic component (14) extends out of the opening (1201).

5. The automotive brake locking mechanism according to claim 1, characterized in that, It also includes a limiting member (15), which is installed in the mounting hole (111). The limiting member (15) has a limiting portion (151) extending toward the center of the mounting hole (111) and the limiting portion (151) is used to limit the elastic member (13).

6. The automotive brake locking mechanism according to claim 5, characterized in that, The limiting member (15) further includes a first connecting portion (152) extending in a direction away from the center of the mounting hole (111), and the outer shell (11) is provided with a second connecting portion (112) corresponding to the first connecting portion (152); wherein, one of the first connecting portion (152) and the second connecting portion (112) is provided with a latching protrusion (1121), and the other of the first connecting portion (152) and the second connecting portion (112) is provided with a latching groove (1521) that cooperates with the latching protrusion (1121).

7. The automotive brake locking mechanism according to claim 6, characterized in that, There are multiple limiting parts (151) and multiple first connecting parts (152), and the multiple limiting parts (151) and multiple first connecting parts (152) are staggered along the circumferential direction of the mounting hole (111).

8. The automotive brake locking mechanism according to claim 1, characterized in that, Also includes: The limiting seat (16) is sleeved on the gear assembly (30) and abuts against the locking assembly (12), so the limiting seat (16) is used to connect with the external bracket.

9. The automotive brake locking mechanism according to claim 8, characterized in that, Also includes: A limiting post (17) is sandwiched between the outer shell (11) and the limiting seat (16) and passes through a portion of the locking assembly (12); A fastener (18) passes through the outer shell (11) and the limiting post (17) and is connected to the limiting seat (16) to fix the outer shell (11), the limiting post (17) and the limiting seat (16) together.

10. The automotive brake locking mechanism according to claim 1, characterized in that, The outer shell (11) and the electromagnetic component (14) are connected by thermal riveting.

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