Electronic mechanical brake and vehicle

Abstract

The utility model discloses an electronic mechanical brake and a vehicle. The electronic mechanical brake comprises a caliper part, a driving part and a transmission part. The driving part comprises a transmission shaft, and the movement trajectory of the transmission shaft is a first axis; the transmission part is connected with a transmission shaft of the driving part, the movement trajectory of the transmission part is a second axis, and the first axis is perpendicular to the second axis; when the electronic mechanical brake is in a braking state, the caliper part is in contact with the transmission part, and at least one part of the transmission part and at least one part of the driving part are provided with inclined planes which are attached to each other all the time. A screw or ball screw structure and other self-force-increasing structures are abandoned, the rotating motion of the motor is converted into the linear motion of the wedge block, the electronic mechanical brake is simple in structural design, meanwhile, the stress direction is changed through the transmission part, and therefore the driving part and the caliper part can be arranged in different directions, and the mechanical performance is improved. The electronic mechanical brake is compact in structure, and compactness and functionality are considered while the structure is simplified as much as possible.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the technical field of brake, especially relates to an electronic mechanical brake and vehicle. BACKGROUND

[0002] The electronic mechanical brake is a device for realizing braking by driving brake calipers through a motor, and has the advantages of fast response, simple structure, easy maintenance and the like compared with traditional hydraulic pipe braking.

[0003] In the prior art, due to the need for a certain time for iteration of the overall vehicle architecture of a commercial vehicle and the need for compactness of the overall vehicle chassis space, the electronic mechanical brake development and application is faced with the problem of compactness of the overall vehicle axial space; and most of the current electronic mechanical brakes adopt a threaded or ball screw structure to convert the rotation of the motor into linear motion of the screw rod to push the friction plate for braking, and the threaded or ball screw structure has low force conversion efficiency and needs an additional force increasing mechanism for force increasing, resulting in complex structure and being not conducive to cost optimization. How to balance compactness and functionality is a challenge in the design of the electronic mechanical brake. SUMMARY

[0004] In view of the deficiencies of the prior art, the utility model provides an electronic mechanical brake and vehicle to solve the technical problem of overall vehicle lightweight of a commercial vehicle.

[0005] The utility model discloses a kind of electronic mechanical brakes, including:

[0006] First, the utility model provides an electronic mechanical brake, comprising:

[0007] Caliper portion;

[0008] Drive portion, including transmission shaft, the movement track of the transmission shaft is first axis;

[0009] Transmission portion is connected with the transmission shaft of the drive portion, the movement track of the transmission portion is second axis, the first axis and the second axis are perpendicular to each other;And

[0010] When the electronic mechanical brake is in braking state, the caliper portion is in contact with the transmission portion, and the transmission portion and at least a part of the drive portion always have mutually adhering inclined surfaces.

[0011] In some embodiments, the caliper portion includes:

[0012] a caliper body;

[0013] a first friction plate disposed in the caliper body;

[0014] a second friction plate disposed in the caliper body and having a gap with the first friction plate;

[0015] a brake disc disposed in the gap between the first friction plate and the second friction plate; and

[0016] when the electronic mechanical brake is in a braking state, one side of the first friction plate is in contact with the inner wall of the caliper body and the other side of the first friction plate is in contact with one side of the brake disc; one side of the second friction plate is in contact with the other side of the brake disc and the other side of the second friction plate is in contact with the transmission part.

[0017] In some embodiments, the transmission part further comprises:

[0018] a first wedge block having a cavity;

[0019] a connecting rod disposed along the second axis, one end of the connecting rod having a protrusion extending outward and disposed in the cavity of the first wedge block, and the other end of the connecting rod being fixedly connected with the inner wall of the caliper body of the caliper part;

[0020] a second wedge block disposed on the connecting rod of the transmission part, one side of the second wedge block being in contact with the inner wall of the caliper body of the caliper part, and the other side of the second wedge block having a gap with the first wedge block; and

[0021] a return spring having one side in contact with the top wall of the protrusion in the connecting rod and the other side in contact with the inner wall of the cavity of the first wedge block.

[0022] In some embodiments, the driving part further comprises a push block, the top end of the push block being connected with the bottom end of the transmission shaft of the driving part, and at least a part of the bottom end of the push block being disposed in the gap between the first wedge block of the transmission part and the second wedge block of the transmission part and being in contact with both the first wedge block of the transmission part and the second wedge block of the transmission part.

[0023] In some embodiments, the two opposite sides of the push block of the driving part with respect to the first wedge block of the transmission part and the two opposite sides of the push block of the driving part with respect to the second wedge block of the transmission part each have a corresponding inclination.

[0024] In some embodiments, the driving part further comprises an electromagnetic clutch, the rotor of the electromagnetic clutch being fixedly connected with the transmission shaft of the driving part.

[0025] In some embodiments, the driving portion comprises a current sensor for measuring the current of the driving portion.

[0026] In some embodiments, the driving portion comprises an angle sensor for measuring the angle value of the driving portion.

[0027] In a second aspect, a vehicle is provided, comprising all the electronic mechanical brake.

[0028] The electronic mechanical brake has the advantages that: the screw rod or ball screw rod structure and other self-force increasing structures are abandoned, the rotary motion of the motor is converted into the linear motion of the wedge block, the structure of the electronic mechanical brake is simple, the driving portion and the caliper portion can be arranged in different directions by changing the force direction through the transmission portion, the electronic mechanical brake is compact, and compactness and functionality are considered while the structure is simplified as much as possible. BRIEF DESCRIPTION OF DRAWINGS

[0029] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed in the embodiments will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor on the basis of these drawings.

[0030] Figure 1 is a schematic diagram of the overall structure of the electronic mechanical brake provided in an embodiment of the present application;

[0031] Figure 2 is a schematic diagram of the connection between the transmission shaft and the shaft sleeve in the electronic mechanical brake provided in an embodiment of the present application;

[0032] Figure 3 is a schematic diagram of the connection between the first wedge block, the push block and the second wedge block in the electronic mechanical brake provided in an embodiment of the present application. DETAILED DESCRIPTION

[0033] In order to better understand the technical solutions of the present application, the embodiments of the present application will be described in detail below with reference to the drawings.

[0034] As shown in Figures 1-3 , an electronic mechanical brake and a vehicle are provided, comprising a caliper portion 10, a driving portion 20 and a transmission portion 30.

[0035] As shown in Figure 1As shown, in one embodiment, the caliper portion 10 includes a caliper body 101, a first friction plate 102, a second friction plate 103, and a brake disc 104. The first friction plate 102 is disposed within the caliper body 101 of the caliper portion 10; the second friction plate 103 is disposed within the caliper body 101 of the caliper portion 10 and has a gap with the first friction plate 102 of the caliper portion 10; the brake disc 104 is disposed within the gap between the first friction plate 102 and the second friction plate 103 of the caliper portion 10. When the electromechanical brake is in the braking state, one side of the first friction plate 102 of the caliper portion 10 contacts the inner wall of the caliper body 101 of the caliper portion 10, and the other side of the first friction plate 102 of the caliper portion 10 contacts one side of the brake disc 104 of the caliper portion 10; one side of the second friction plate 103 of the caliper portion 10 contacts the other side of the brake disc 104 of the caliper portion 10, and the other side of the second friction plate 103 of the caliper portion 10 contacts the transmission portion 30.

[0036] The drive unit 20 includes a drive shaft 201, the motion path of which is a first axis 40. The transmission unit 30 is connected to the drive shaft 201 of the drive unit 20, and the motion path of the transmission unit 30 is a second axis 50. The first axis 40 and the second axis 50 are perpendicular to each other. When the electromechanical brake is in the braking state, the caliper part 10 contacts the transmission unit 30, and at least a portion of the transmission unit 30 and the drive unit 20 always have mutually contacting inclined surfaces.

[0037] like Figure 1 As shown, in one embodiment, the transmission part 30 includes a first wedge 301 with a cavity 3011, a connecting rod 302, a second wedge 303, and a return spring 304. The connecting rod 302 is disposed along the second axis 50, one end of the connecting rod 302 has an outwardly extending protrusion and is disposed in the cavity 3011 of the first wedge 301 of the transmission part 30, and the other end of the connecting rod 302 is fixedly connected to the inner wall of the clamp body 101 of the caliper part 10; the second wedge 303 passes through the connecting rod 302 of the transmission part 30, one side of the second wedge 303 contacts the inner wall of the clamp body 101 of the caliper part 10, and the other side of the first wedge 301 has a gap with the first wedge 301 of the transmission part 30; one side of the return spring 304 contacts the protruding top wall of the connecting rod 302 of the transmission part 30, and the other side contacts the inner wall of the cavity 3011 of the first wedge 301 of the transmission part 30.

[0038] like Figure 1As shown in the figure, in an embodiment, the driving part 20 further comprises a pushing block 202, the top end of the pushing block 202 is connected with the bottom end of the transmission shaft 201 of the driving part 20, and at least a part of the bottom end of the pushing block 202 is arranged in the gap between the first wedge block 301 of the transmission part 30 and the second wedge block 303 of the transmission part 30 and is in contact with the first wedge block 301 of the transmission part 30 and the second wedge block 303 of the transmission part 30.

[0039] As shown in the figure, Figure 3 In an embodiment, the two opposite sides of the pushing block 202 of the driving part 20 and the first wedge block 301 of the transmission part 30 and the two opposite sides of the pushing block 202 of the driving part 20 and the second wedge block 303 of the transmission part 30 have corresponding inclinations.

[0040] It can be understood that when the driving part 20 is in forward transmission, the transmission shaft 201 of the driving part 20 moves downward along the first axis 40, and the movement direction is the first positive direction 401, at this time, the first wedge block 301 of the transmission part 30 moves leftward along the second axis 50, and the movement direction is the second positive direction 501; when the driving part 20 is in reverse transmission, the transmission shaft 201 of the driving part 20 moves upward along the first axis 40, and the movement direction is the first reverse direction 402, at this time, the first wedge block 301 of the transmission part 30 moves rightward along the second axis 50, and the movement direction is the second reverse direction 502.

[0041] Further, when the driving part 20 is forward driving, the transmission shaft 201 of the driving part 20 drives the pushing block 202 to move in the first positive direction 401, because the two opposite sides of the pushing block 202 of the driving part 20 and the two opposite sides of the pushing block 202 of the driving part 20 and the second wedge block 303 of the transmission part 30 all have corresponding inclinations, and one side of the second wedge block 303 of the transmission part 30 is in contact with the inner wall of the clamp body 101 of the caliper part 10 and cannot be displaced, so the pushing block 202 of the driving part 20 will push the first wedge block 301 of the transmission part 30 to move in the second positive direction 501, so that the first wedge block 301 of the transmission part 30 will contact the second friction plate 103 of the caliper part 10, because the first friction plate 102 of the caliper part 10 is in contact with the inner wall of the clamp body 101 of the caliper part 10 and cannot be displaced, so when the first wedge block 301 of the transmission part 30 moves in the second positive direction 501, it will force the first friction plate 102 of the caliper part 10 and the second friction plate 103 of the caliper part 10 to be pressed tightly between them to brake the brake disc 104 of the caliper part 10; on the contrary, when the driving part 20 is reversed, the transmission shaft 201 of the driving part 20 drives the pushing block 202 of the driving part 20 to move in the first reverse direction 402, and the rebounding force of the reset spring 304 of the transmission part 30 drives the first wedge block 301 of the transmission part 30 to always keep in contact with the pushing block 202 and move in the second reverse direction 502, at this time, the first wedge block 301 of the transmission part 30 and the second friction plate 103 of the caliper part 10 form a gap again, the centrifugal force formed by the high-speed rotating brake disc 104 will separate the first friction plate 102 and the second friction plate 103, and the brake disc 104 and the first friction plate 102 and the second friction plate 103 form a gap, and return to the state before braking.

[0042] It can be understood that, as shown in the preferred embodiment of the utility model, the reset spring 304 of the transmission part 30 is sleeved on the connecting rod 302 of the transmission part 30. It is not limited to this position relationship, the reset spring 304 can not be sleeved on the connecting rod 302 of the transmission part 30, or the reset spring 304 can be arranged between the protruding bottom wall of the connecting rod 302 and the inner wall of the cavity 3011 of the first wedge block 301 of the transmission part 30. The reset spring 304 can also be replaced by other elastic components. Figure 1 As shown in the preferred embodiment of the utility model,

[0043] As shown in the preferred embodiment of the utility model, Figure 2As shown in the figure, the driving part 20 further comprises a screw sleeve 203. The bottom of the transmission shaft 201 of the driving part 20 is inserted into the inner wall of the screw sleeve 203, and the bottom of the transmission shaft 201 of the driving part 20 has a protrusion and a recess with a special-shaped matching with the inner wall of the screw sleeve 203. The bottom end of the screw sleeve 203 is fixedly connected with the top end of the pushing block 202 of the driving part 20, which can be connected by a threaded connection.

[0044] As shown in the figure, Figure 1 In an embodiment, the driving part 20 further comprises a motor housing 204, an upper cover 205 fixed on the motor housing 204, and a motor 206 and a connecting plate 207 arranged in the motor housing 204. The rotor of the motor 206 is fixedly connected with the transmission shaft 201 of the driving part 20. In an embodiment, the upper cover 205 is fixedly connected with the motor housing 204 by bolt connection, the motor 206 is fixedly connected in the motor housing 204 by interference fit, and the rotor of the motor 206 is fixedly connected with the transmission shaft 201 by interference fit.

[0045] As shown in the figure, Figure 1 In an embodiment, the driving part 20 further comprises an electromagnetic clutch 208, the rotor of the electromagnetic clutch 208 is fixedly connected with the transmission shaft 201 of the driving part 20, and the stator of the electromagnetic clutch 208 is fixedly connected with the connecting plate 207 in the housing.

[0046] It can be understood that when parking, the parking signal is transmitted to the motor 206 of the driving part 20, the rotor of the motor 206 performs a braking action, after the braking action, the electromagnetic clutch 208 starts to work, the electromagnetic clutch 208 is powered off to lock the rotation of the transmission shaft 201 of the driving part 20, thereby realizing the parking function.

[0047] As shown in the figure, Figure 1 In an embodiment, the driving part 20 further comprises a current sensor 209 for measuring the current of the driving part 20.

[0048] It can be understood that the motor 206 of the driving part 20 is provided with a current sensor 209, when the current of the motor 206 increases, the clamping force of the utility model increases accordingly, and during the braking process, exceeding the maximum clamping force will affect the service life of the utility model. Therefore, the maximum current value of the motor 206 is preset by the current sensor 209 to prevent the utility model from exceeding the maximum clamping force and affecting the service life.

[0049] As shown in the figure, Figure 1 In an embodiment, the driving part 20 further comprises an angle sensor 210 for measuring the reverse angle value of the driving part 20.

[0050] It can be understood that the motor 206 of the driving part 20 is provided with a current sensor 209 and an angle sensor 210 for detecting the current value of the motor 206 and the reverse angle value of the motor 206 in real time, and different reverse angle values are preset for the motor 206 according to different braking frequencies and braking time lengths, so as to achieve different braking clearance values. According to the real-time detection data of the current sensor 209 and the angle sensor 210, the braking clearance is intelligently adjusted through the motor 206, so as to compensate for the thickness increase caused by the expansion of brake disc 104, friction plate and other parts caused by high temperature due to frequent and long-time braking, and make up the wear clearance.

[0051] The working process of the utility model is as follows:

[0052] When braking, the motor 206 of the driving part 20 is positive, the transmission shaft 201 of the driving part 20 drives the push block 202 to move to the first positive direction 401, because the two opposite sides of the push block 202 of the driving part 20 and the first wedge block 301 of the transmission part 30 and the two opposite sides of the push block 202 of the driving part 20 and the second wedge block 303 of the transmission part 30 have corresponding inclinations, and one side of the second wedge block 303 of the transmission part 30 is in contact with the inner wall of the caliper body 101 of the caliper part 10 and cannot be displaced, therefore the push block 202 of the driving part 20 will push the first wedge block 301 of the transmission part 30 to move to the second positive direction 501, so that the first wedge block 301 of the transmission part 30 will contact the second friction plate 103 of the caliper part 10, because the first friction plate 102 of the caliper part 10 is in contact with the inner wall of the caliper body 101 of the caliper part 10 and cannot be displaced, therefore the first wedge block 301 of the transmission part 30 will force the first friction plate 102 of the caliper part 10 to be pressed tightly with the second friction plate 103 of the caliper part 10 between them to brake.

[0053] When the brake is released, the motor 206 of the driving part 20 is reversed, the transmission shaft 201 of the driving part 20 drives the push block 202 of the driving part 20 to move to the first reverse direction 402, and the rebound force of the return spring 304 of the transmission part 30 drives the first wedge block 301 of the transmission part 30 to always keep the state of being attached to the push block 202 and move to the second reverse direction 502, at this time, the first wedge block 301 of the transmission part 30 and the second friction plate 103 of the caliper part 10 form a gap again, the centrifugal force of the high-speed rotating brake disc 104 throws away the first friction plate 102 and the second friction plate 103, and a gap is formed between the brake disc 104 and the first friction plate 102 and the second friction plate 103, returning to the state before braking.

[0054] When parking, the parking signal is transmitted to the motor 206, the rotor of the motor 206 performs the brake action, after the brake action, the electromagnetic clutch 208 starts to work, the electromagnetic clutch 208 is powered off to lock the rotation of the transmission shaft 201, thereby realizing the parking function.

[0055] The control and compensation of the brake gap are achieved by real-time detection of the current value of the motor 206 and the reverse angle value of the motor 206, different reverse angle values of the motor 206 are preset according to different brake frequencies and brake time lengths, so as to achieve different brake gap values. The brake gap is intelligently adjusted by the motor 206 according to the real-time detection data of the current sensor 209 and the angle sensor 210.

[0056] The brake overload protection is achieved by setting the maximum current value of the motor 206 through the current sensor 209, so that the current of the motor 206 cannot exceed the maximum current value.

[0057] The brake self-increasing force is achieved by the relative inclined surfaces of the pushing block 202 of the driving part 20 and the first wedge block 301 of the transmission part 30 always being in contact during the movement, and the self-increasing force is achieved through the contact inclined surfaces.

[0058] The above description is only the preferred embodiment of one or more embodiments of the present specification, and does not limit one or more embodiments of the present specification. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of one or more embodiments of the present specification shall be included in the protection scope of one or more embodiments of the present specification.

Claims

1. An electromechanical brake characterized by, The electronic mechanical brake comprises: a caliper portion; a driving portion comprising a transmission shaft, the transmission shaft having a first axis; a transmission portion connected to the transmission shaft of the driving portion, the transmission portion having a second axis, the first axis being perpendicular to the second axis; and when the electronic mechanical brake is in a braking state, the caliper portion is in contact with the transmission portion, and the transmission portion and at least a part of the driving portion have mutually abutting inclined surfaces. The caliper portion comprises:

2. The electromechanical brake of claim 1, wherein, a caliper body; a first friction plate arranged in the caliper body; a second friction plate arranged in the caliper body and having a gap with the first friction plate; a brake disc arranged in the gap between the first friction plate and the second friction plate; and when the electronic mechanical brake is in a braking state, one side of the first friction plate is in contact with the inner wall of the caliper body, and the other side of the first friction plate is in contact with one side of the brake disc; one side of the second friction plate is in contact with the other side of the brake disc, and the other side of the second friction plate is in contact with the transmission portion. The transmission portion further comprises:

3. The electromechanical brake of claim 1, wherein, a first wedge block having a cavity; a connecting rod arranged along the second axis, one end of the connecting rod having a protrusion extending outward and arranged in the cavity of the first wedge block, and the other end of the connecting rod being fixedly connected to the inner wall of the caliper body of the caliper portion; a second wedge block arranged on the connecting rod of the transmission portion, one side of the second wedge block being in contact with the inner wall of the caliper body of the caliper portion, and the other side of the second wedge block having a gap with the first wedge block; and a return spring, one side of the return spring being in contact with the top wall of the protrusion of the connecting rod, and the other side of the return spring being in contact with the inner wall of the cavity of the first wedge block. The driving portion further comprises a push block, the top end of the push block being connected to the bottom end of the transmission shaft of the driving portion, and at least a part of the bottom end of the push block being arranged in the gap between the first wedge block of the transmission portion and the second wedge block of the transmission portion and being in contact with the first wedge block of the transmission portion and the second wedge block of the transmission portion.

4. The electromechanical brake of claim 3, wherein: The two opposite sides of the push block of the driving portion and the first wedge block of the transmission portion, and the two opposite sides of the push block of the driving portion and the second wedge block of the transmission portion, all have corresponding inclinations.

5. The electromechanical brake of claim 4, wherein: The driving portion further comprises an electromagnetic clutch, the rotor of the electromagnetic clutch being fixedly connected to the transmission shaft of the driving portion.

6. The electromechanical brake of claim 1, wherein, The driving portion comprises a current sensor for measuring the current of the driving portion.

7. The electromechanical brake of claim 1, wherein: The driving portion comprises an angle sensor for measuring the reverse angle value of the driving portion.

8. The electromechanical brake of claim 7, wherein: The electronic mechanical brake comprises any one of claims 1-8.

9. A vehicle characterized by comprising: ​

Images