Parking mechanism, electronic mechanical braking system and vehicle

Abstract

The utility model discloses a parking mechanism, an electronic mechanical braking system and a vehicle, and the parking mechanism comprises a ratchet wheel which is used for being connected with a driving part of the electronic mechanical braking system; the pawl can be switched between a locking position and an unlocking position, in the locking position, one end of the pawl is meshed with the ratchets of the ratchet wheel, and in the unlocking position, one end of the pawl is not meshed with the ratchets of the ratchet wheel; the motor comprises an output shaft, and the motor is connected with the other end of the pawl and used for driving the pawl to be switched between the locking position and the unlocking position; and the transmission part is arranged between the other end of the pawl and the output shaft and is used for converting the rotary motion of the output shaft into the linear motion of the other end of the pawl. According to the parking mechanism, reliable self-locking can be achieved without participation of an electromagnet, the problems that the electromagnet is large in action noise, poor in low-temperature performance, large in impact on a pawl, poor in resistance to wheel edge vibration and the like do not exist, and the parking requirement can be well met.

Description

Technical Field

[0001] This utility model relates to the field of vehicle braking technology, and in particular to a parking mechanism, an electromechanical braking system, and a vehicle. Background Technology

[0002] An electromechanical braking system is a system that combines electronic control and mechanical braking technology and is widely used in modern automobiles and other vehicles.

[0003] With the increasing demand for vehicle electrification, intelligentization, and advanced autonomous driving, brake-by-wire systems are gradually becoming an important development trend in the automotive industry. An Electronic Wired Braking System (EWBS) is an advanced system that uses electronic control technology to achieve vehicle braking. Compared to traditional hydraulic or pneumatic braking systems, EWBS improves braking accuracy and response speed by controlling the braking process with electronic signals.

[0004] In online braking systems, the electromechanical braking system, as a key component, is becoming increasingly important. Most existing parking brake devices use a combination of an electromagnet assembly and a ratchet-pawl assembly to achieve the parking function. During driving, the electromagnet assembly is energized, pushing the pawl away from the ratchet. One end of the pawl is connected to the electromagnet assembly via a connecting pin, while the other end can rotate freely, thus locking the pawl and ratchet. In the parking state, the electromagnet assembly is de-energized, and a locked state is formed between the pawl and ratchet, achieving effective braking.

[0005] While this design meets parking requirements to some extent, it lacks a reliable self-locking mechanism. Parking relies on the interaction of an electromagnet and a ratchet pawl. Because the electromagnet operates using an electromagnetic field, its short action time in actual operation results in significant impact on the pawl, easily causing damage. Furthermore, the noise from the electromagnet's core push rod contacting the electromagnet housing is loud and difficult to avoid, and the electromagnet's performance at low temperatures cannot be guaranteed. In addition, since the core's position is maintained by electromagnetic force, it is prone to displacement after vibration, such as under the most severe wheel-side vibration conditions, posing a safety hazard. Utility Model Content

[0006] The purpose of this invention is to solve the problem that existing electromechanical braking systems rely on the interaction of an electromagnet and a ratchet pawl when parking. This invention provides a parking mechanism that achieves reliable self-locking without the need for an electromagnet, eliminating problems such as high noise levels, poor low-temperature performance, significant impact on the ratchet pawl, and poor tolerance to wheel vibration associated with electromagnets. Therefore, it better meets parking requirements.

[0007] To solve the above-mentioned technical problems, this utility model discloses a parking mechanism, comprising:

[0008] A ratchet, used to connect to the drive unit of an electromechanical braking system;

[0009] The pawl is capable of switching between a locked position and an unlocked position. In the locked position, one end of the pawl engages with the ratchet teeth of the ratchet wheel, and in the unlocked position, one end of the pawl does not engage with the ratchet teeth of the ratchet wheel.

[0010] A motor, including an output shaft, is connected to the other end of the pawl and is used to drive the pawl to switch between the locked position and the unlocked position;

[0011] A transmission unit is provided between the other end of the pawl and the output shaft, for converting the rotational motion of the output shaft into the linear motion of the other end of the pawl.

[0012] The above technical solution connects the motor and the pawl via a transmission unit. This transmission unit converts the rotational motion of the motor's output shaft into linear motion of the other end of the pawl, driving it to switch between locked and unlocked positions. Specifically, it drives one end of the pawl to engage or disengage with the ratchet teeth, thus meeting different parking requirements with good braking accuracy and response speed. Because this technical solution uses a motor to drive the pawl's movement instead of an electromagnet, it avoids the problems associated with electromagnets, such as high noise levels, poor low-temperature performance, significant impact on the pawl, and poor tolerance to wheel-side vibration, thus better meeting parking needs.

[0013] According to another specific embodiment of the present invention, a parking mechanism is disclosed, wherein the transmission part includes:

[0014] A screw, which is connected to the output shaft;

[0015] A nut is provided on the screw in an axially movable manner, and the other end of the pawl is connected to the nut.

[0016] Using the above technical solution, the electromagnet is more expensive because its control is more complex than that of a motor, and the electronic components on the circuit board are more complex. The cost of a motor is lower than that of an electromagnet. The transmission unit includes a screw and a nut, which convert the rotational motion of the motor's output shaft into the linear motion of the nut through a threaded connection. This design offers advantages such as simple structure, high transmission accuracy, strong load-bearing capacity, and good performance.

[0017] According to another specific embodiment of the present invention, a parking mechanism is disclosed, wherein the transmission part includes a sliding sleeve, the sliding sleeve is movably disposed on the nut in an axial manner, and the nut includes a first protrusion in a radial direction, the sliding sleeve is capable of abutting against the first protrusion, the sliding sleeve includes a mounting groove, and the other end of the pawl is disposed in the mounting groove.

[0018] With the above technical solution, the other end of the pawl is located in the mounting groove of the sliding sleeve, and the sliding sleeve is located in the nut in an axially movable manner. This avoids directly connecting the other end of the pawl to the nut, eliminating the need to modify the structure of the nut and reducing production costs.

[0019] According to another specific embodiment of the present invention, a parking mechanism is disclosed. The transmission part includes an elastic element and a retaining ring. Along the axial direction, the retaining ring and the first protrusion are spaced apart at both ends of the nut. The elastic element and the sliding sleeve are both disposed between the retaining ring and the first protrusion. One end of the elastic element is disposed on the retaining ring, and the other end abuts against the sliding sleeve. The elastic element can switch between a first state and a second state. In the first state, the sliding sleeve abuts against the first protrusion. In the second state, the sliding sleeve does not abut against the first protrusion.

[0020] Using the above technical solution, the retaining ring and the first protrusion are spaced apart at both ends of the nut. The elastic element and the sliding sleeve are both located between the retaining ring and the first protrusion. One end of the elastic element is located on the retaining ring, and the other end abuts against the sliding sleeve. In the first state, the elastic element is compressed and provides a restoring force to the sliding sleeve away from the motor, so that the sliding sleeve abuts against the first protrusion. This allows the other end of the pawl to follow the linear movement of the nut and make a linear reciprocating motion, so that the pawl can freely switch between the unlocked position and the locked position.

[0021] In the second state, the elastic element is further compressed. For example, when hot plate re-clamping or slope re-clamping occurs, the ratchet only needs to rotate a certain angle in the direction of increased clamping force throughout the transmission system. The pawl can then pass over the ratchet's tooth tip and enter the next or subsequent tooth gap of the ratchet. At this time, the sliding sleeve is moved towards the motor by the pawl, without contacting the first protrusion. The elastic element will be further compressed until the pawl is precisely engaged in the ratchet's tooth gap. Throughout this process, the motor does not need to operate, avoiding the reliability risks and electromagnet lifespan losses caused by the electromagnet's operation during re-clamping in traditional solutions.

[0022] According to another specific embodiment of the present invention, a parking mechanism is disclosed, wherein the elastic element includes a counter-rotating wave spring.

[0023] By adopting the above technical solution, the top wave spring can provide greater elastic force and load-bearing capacity in a smaller space, which can help optimize the position layout of the parking mechanism.

[0024] According to another specific embodiment of the present invention, a parking mechanism is disclosed, wherein the sliding sleeve includes a pin, the first protrusion includes a circumferential anti-rotation protrusion, the circumferential anti-rotation protrusion includes a connecting hole, and the pin is inserted into the connecting hole in an axially movable manner.

[0025] Using the above technical solution, the circumferential anti-rotation protrusion is used to prevent the nut from rotating when moving along the axial direction. The pin of the sliding sleeve is inserted into the connecting hole of the circumferential anti-rotation protrusion in an axially movable manner, which can ensure that the reciprocating motion of the sliding sleeve in the axial direction is more stable.

[0026] According to another specific embodiment of the present invention, a parking mechanism is disclosed, wherein the transmission part includes a buffer ring, and the buffer ring is disposed on the side of the first protrusion facing away from the sliding sleeve along the axial direction.

[0027] By adopting the above technical solution, when the nut moves axially away from the motor to the end of the screw, the buffer ring can play a buffering role, preventing the nut from making hard contact with the housing of the electromechanical braking system. This can not only avoid noise caused by hard contact, but also protect the nut and prevent the nut's threads from getting stuck, thus preventing the nut from being unable to move when the motor is energized in reverse.

[0028] According to another specific embodiment of the present invention, a parking mechanism is disclosed, wherein the nut includes a second protrusion and the screw includes a third protrusion. Along the axial direction, the second protrusion is disposed on the side of the nut near the motor and the third protrusion is disposed on the side of the screw near the motor. In the locked position, the second protrusion and the third protrusion are spaced apart. In the unlocked position, the second protrusion abuts against the third protrusion.

[0029] Using the above technical solution, along the axial direction, the nut has a second protrusion on the side near the motor, and the screw has a third protrusion on the side near the motor. In the locked position, the second and third protrusions are spaced apart. At this time, the sliding sleeve moves with the nut toward the side away from the motor, causing the pawl to switch to the locked position. When the pawl needs to switch to the unlocked position, the sliding sleeve moves with the nut toward the side near the motor. In the unlocked position, the second protrusion abuts against the third protrusion, which can prevent the nut from moving excessively and making hard contact with the screw, thereby preventing the nut and screw from jamming together.

[0030] According to another specific embodiment of the present invention, a parking mechanism is disclosed, wherein the motor includes a connector disposed on the side of the motor away from the output shaft, for connecting to the control unit of the electromechanical braking system.

[0031] By adopting the above technical solution, the motor of the parking mechanism can be directly connected to the control unit of the electromechanical braking system through a connector, which is more in line with the feasibility requirements for subsequent mass production.

[0032] The present invention also discloses an electromechanical braking system, which includes at least the parking mechanism described in any of the above embodiments.

[0033] According to another specific embodiment of the present invention, an electromechanical braking system is disclosed, comprising:

[0034] case;

[0035] A drive unit is disposed within the housing. The drive unit includes at least a first transmission gear and a second transmission gear that mesh with each other. The ratchet is connected to the first transmission gear. The pawl is disposed on one side of the axial direction of the second transmission gear, and the pawl is offset from the second transmission gear.

[0036] The control unit is connected to the drive unit and to the connector of the motor.

[0037] With the above technical solution, the pawl is located on one side of the axial direction of the second transmission gear, and the pawl and the second transmission gear are staggered, that is, the pawl and the second transmission gear are not coaxial, which can save axial space.

[0038] According to another specific embodiment of the present invention, an electromechanical braking system is disclosed, wherein the driving unit includes a power source motor, the power source motor is connected to the first transmission gear, and is used to drive the first transmission gear and the ratchet to rotate, so as to drive the pawl to switch between the locked position and the unlocked position;

[0039] In the locked position, the elastic element of the transmission part is in a first state, and in the unlocked position, the elastic element of the transmission part is in a second state.

[0040] Using the above technical solution, when hot plate re-clamping or slope re-clamping occurs, only the power source motor needs to work to make the ratchet rotate a certain angle in the direction of increasing the clamping force of the entire transmission system. This allows the pawl to switch from the locked position to the unlocked position. The pawl can pass over the tooth tip of the currently engaged ratchet and enter the tooth gap of the next or subsequent ratchet, thereby increasing the clamping force and achieving re-clamping.

[0041] According to another specific embodiment of the present invention, an electromechanical braking system is disclosed, wherein the housing includes a first receiving groove, the first receiving groove extends along a first direction, the first direction is not parallel to the axial direction of the second transmission gear, and the motor is disposed in the first receiving groove.

[0042] In traditional designs, the electromagnet is arranged parallel to the axis of the second transmission gear. This results in a large axial space occupied by the electromagnet and pawl assembly within the electromechanical braking system, leading to numerous limitations in practical implementation. For example, it is difficult to adapt to the limited wheel-side space of existing rear-wheel steering and air suspension systems. The above-described technical solution places the motor in a first receiving slot, which extends along a first direction that is not parallel to the axis of the second transmission gear. Compared to the traditional solution, the motor can be horizontally placed within the housing, resulting in a more compact structure. This eliminates the axial bottleneck of the entire electromechanical braking system, significantly reducing the axial space required.

[0043] According to another specific embodiment of the present invention, an electromechanical braking system is disclosed, including a stop block, the stop block being disposed on the groove wall of the first receiving groove, and the side of the motor away from the output shaft abutting against the stop block along the first direction.

[0044] By employing the above technical solution, the side of the motor furthest from the output shaft abuts against the stop block, preventing displacement of the motor shaft under large axial forces. This avoids the problem of excessive backlash in the motor, which typically refers to minute displacements or gaps in the axial or radial directions of the motor shaft. Such backlash may be caused by tolerances, wear, or loosening during design, manufacturing, or assembly. The presence of backlash can affect the performance, accuracy, and reliability of the motor.

[0045] According to another specific embodiment of the present invention, an electromechanical braking system is disclosed. The housing includes a second receiving groove, the transmission part is disposed in the second receiving groove, the bottom wall of the second receiving groove is provided with a sliding groove, the circumferential anti-rotation protrusion of the nut of the transmission part can reciprocate in the sliding groove along the first direction, and the circumferential anti-rotation protrusion abuts against the groove wall of the sliding groove.

[0046] By adopting the above technical solution, the circumferential anti-rotation protrusion of the nut can reciprocate in the first direction within the slide groove. When the screw of the transmission part rotates, the rotation of the nut is restricted because the circumferential anti-rotation protrusion abuts against the groove wall of the slide groove. The nut will then reciprocate in the slide groove along the first direction, which can improve the stability of the nut's movement.

[0047] The present invention also discloses a vehicle, which includes at least the electromechanical braking system described in any of the above embodiments. Attached Figure Description

[0048] Figure 1 A schematic diagram of an electromechanical braking system provided in an embodiment of this application is shown.

[0049] Figure 2 A perspective sectional view of the electromechanical braking system provided in an embodiment of this application is shown.

[0050] Figure 3 A color perspective sectional view of the electromechanical braking system provided in an embodiment of this application is shown.

[0051] Figure 4 An exploded view of the electromechanical braking system provided in an embodiment of this application is shown.

[0052] Figure 5 A half-sectional schematic diagram of the electromechanical braking system provided in an embodiment of this application is shown.

[0053] Figure 6 A color half-sectional schematic diagram of the electromechanical braking system provided in an embodiment of this application is shown.

[0054] Figure 7 A three-dimensional schematic diagram of the parking mechanism provided in the embodiments of this application is shown.

[0055] Figure 8 A color three-dimensional schematic diagram of the parking mechanism provided in the embodiments of this application is shown.

[0056] Figure 9 An exploded view of the parking mechanism provided in an embodiment of this application is shown.

[0057] Figure 10 A schematic diagram of the parking mechanism provided in this application embodiment is shown.

[0058] Figure 11 A schematic diagram of the parking release operation of the parking mechanism provided in this application embodiment is shown.

[0059] Figure 12 This is a partially enlarged view of a schematic diagram of the parking release operation of the parking mechanism provided in an embodiment of this application. Detailed Implementation

[0060] The following specific embodiments illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. Although the description of this utility model will be presented in conjunction with preferred embodiments, this does not mean that the features of this utility model are limited to this embodiment. On the contrary, the purpose of describing the utility model in conjunction with the embodiments is to cover other options or modifications that may be derived based on the claims of this utility model. To provide a deep understanding of this utility model, many specific details will be included in the following description. This utility model may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of this utility model, some specific details will be omitted in the description. It should be noted that, without conflict, the embodiments and features in the embodiments of this utility model can be combined with each other.

[0061] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0062] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the utility model product is usually placed in during use. They are only for the convenience of describing the 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 the utility model.

[0063] The terms “first”, “second”, etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0064] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

[0065] To make the objectives, technical solutions, and advantages of this utility model clearer, the embodiments of this utility model will be described in further detail below with reference to the accompanying drawings.

[0066] In some embodiments, see Figure 1 , Figure 2, Figure 3 This application provides a vehicle including an electromechanical braking system. The electromechanical braking system is typically installed at the wheel well and works in conjunction with brake discs and brake pads. Exemplarily, the electromechanical braking system includes a parking mechanism 10, a housing 20, a drive unit 30, and a control unit (not shown in the figure). The drive unit 30 is disposed within the housing 20 and includes at least a first transmission gear 31 and a second transmission gear 32 that mesh with each other. This application does not limit the number of transmission gears; for example, it can have 3, 4, or 5 gears.

[0067] Exemplarily, the drive unit 30 includes a power source motor (not shown in the figure) and a transmission mechanism. The power source motor is connected to a first transmission gear 31. The aforementioned first transmission gear 31 and second transmission gear 32 constitute the transmission mechanism of the drive unit 30, which can reduce the output speed of the power source motor while increasing the output torque transmitted to the parking device to achieve the parking function. The transmission mechanism can adopt various transmission methods, such as belt drive mechanism, worm gear drive mechanism, cylindrical gear drive mechanism, planetary gear drive mechanism, etc., and this application embodiment does not limit this. In addition, this application embodiment also does not limit the type of power source motor, for example, it can be a permanent magnet synchronous motor.

[0068] For example, the control unit is connected to the power source motor of the drive unit 30 and is used to control the operating state of the power source motor. For example, the control unit includes a printed circuit board (PCB).

[0069] In some embodiments, see Figure 2 , Figure 3 , Figure 4 The parking mechanism 10 includes a ratchet 11, a pawl 12, a motor 13, and a transmission unit 14. The ratchet 11 is used to connect with the first transmission gear 31. The pawl 12 is located on one side in the second direction Y (e.g., the axial direction of the second transmission gear 32), and the pawl 12 is staggered with the second transmission gear 32, that is, the pawl 12 and the second transmission gear 32 are not coaxial. The pawl 12 is arranged in a stepped manner below the second transmission gear 32, which can save axial space.

[0070] For example, see Figure 2 , Figure 3 , Figure 4The ratchet 11 includes a plurality of spaced ratchet teeth 111, and the pawl 12 includes a first end 121 (referred to as one end of the pawl 12) and a second end 122 (referred to as the other end of the pawl 12). A first hole 123 is provided between the first end 121 and the second end 122. A pin 124, which is injection molded in the housing 20, passes through the first hole 123 and rotatably fixes the pawl 12 to the housing 20. When the second end 122 moves away from the motor 13 along the first direction X (e.g., the axial direction of the screw 141), the first end 121 rotates toward the ratchet 11 until it engages with the gap of the ratchet teeth 111 to form a self-locking mechanism. At this time, the pawl 12 is in the locked position. When the second end 122 moves toward the motor 13 along the first direction X, the first end 121 rotates away from the ratchet 11 until it disengages from the gap of the ratchet teeth 111. At this time, the pawl 12 is in the unlocked position.

[0071] For example, see Figure 2 , Figure 3 , Figure 4 The pawl 12 can switch between a locked position and an unlocked position. In the locked position, the first end 121 engages with the ratchet teeth 111 of the ratchet 11; in the unlocked position, the first end 121 does not engage with the ratchet teeth 111 of the ratchet 11. The motor 13 includes an output shaft 131 and is connected to the second end 122 for driving the pawl 12 to switch between the locked and unlocked positions. The motor 13 does not include an electromagnet. A transmission part 14 is disposed between the second end 122 and the output shaft 131 for converting the rotational motion of the output shaft 131 into linear motion of the other end of the pawl 12. It is understood that the embodiments of this application do not limit the type of motor 13; for example, it can be a DC brushed motor 13.

[0072] Using the above technical solution, the motor 13 and the pawl 12 are connected by a transmission part 14. The transmission part 14 can convert the rotational motion of the output shaft 131 of the motor 13 into linear motion of the other end of the pawl 12, thereby driving the pawl 12 to switch between the locked and unlocked positions. That is, it drives the first end 121 to engage or disengage with the ratchet teeth 111 of the ratchet wheel 11, thus meeting different parking requirements with better braking accuracy and response speed. Since the above technical solution uses the motor 13 to drive the pawl 12 to move instead of an electromagnet, it does not have the problems of high noise, poor low-temperature performance, large impact on the pawl 12, and poor tolerance to wheel-side vibration of electromagnets, and can better meet parking requirements.

[0073] In some embodiments, the transmission unit 14 includes a worm gear assembly. In this case, it is necessary to ensure that the gear speed caused by the motor 13 is faster than the speed caused by the power source motor at all times. This is to prevent interference with the normal operation of the gear system, which would cause the motor 13 to operate even during service braking. However, existing motors 13 (such as small brushed DC motors) cannot meet the 2.2 million service durability requirement, resulting in a short lifespan for the motor 13. Furthermore, the motor 13 and the power source motor need to maintain coordinated control, which is complex and poses a high risk of control failure from a functional safety perspective, significantly increasing the risk of service braking failure.

[0074] In some embodiments, see Figure 2 , Figure 3 , Figure 4 The housing 20 includes a first receiving groove 21 extending along a first direction X, which is not parallel to a second direction Y. The motor 13 is disposed in the first receiving groove 21. Exemplarily, the first direction X is perpendicular to the second direction Y. In conventional solutions, the electromagnet is arranged parallel to the second direction Y, resulting in a large axial space occupied by the electromagnet and pawl 12 assembly within the electromechanical braking system. This leads to many limitations in actual arrangement, such as difficulty in adapting to the narrow wheel-side environment space of existing rear-wheel steering and air suspension systems. With the above technical solution, the motor 13 is horizontally disposed in the first receiving groove 21, which extends along the first direction X and is perpendicular to the second direction Y. This does not increase the axial size of the electromechanical braking system, resulting in a more compact structural design. This eliminates the bottleneck of the axial size of the parking mechanism 10 in the entire electromechanical braking system, significantly reducing the axial space required.

[0075] Understandably, the first direction X and the second direction Y can intersect to form an angle of 1°, 5°, 6°, 7.5°, etc. The embodiments of this application do not limit the angle of the aforementioned angle, which can improve the assembly fault tolerance rate.

[0076] In some embodiments, see Figure 2 , Figure 3 , Figure 4 The motor 13 includes a connector 132, which is located on the side of the motor 13 away from the output shaft 131 and is used to connect to the control unit of the electromechanical braking system. Since the motor 13 assembly can be horizontally placed within the housing 20, the motor 13 can be directly connected to the circuit board at the upper end of the control unit via the connector 132, which better meets the requirements for subsequent mass production feasibility. For example, along the first direction X, the connector 132 is located on the side of the motor 13 away from the output shaft 131. The connector 132, also called a connector, includes conductive terminals made of metal (e.g., copper). These conductive terminals can be plugged into sockets on the circuit board to ensure the realization of the motor's power supply, signal transmission, and control functions.

[0077] In some embodiments, see Figure 2 , Figure 3 , Figure 4 The electromechanical braking system includes a stop block 40, which is disposed on the first groove wall 211 of the first receiving groove 21. Along the first direction X, the side of the motor 13 away from the output shaft 131 abuts against the stop block 40. Exemplarily, the stop block 40 is interference-fitted to the first groove wall 211 of the first receiving groove 21, effectively limiting the movement of the output shaft 131 of the motor 13 under axial force, thereby avoiding excessive play in the motor 13. Understandably, the stop block 40 can be made of elastic materials such as plastic, and this application does not limit this.

[0078] In some embodiments, see Figure 2 , Figure 3 , Figure 4 The housing 20 includes a second receiving groove 22, and the transmission part 14 is disposed in the second receiving groove 22. Exemplarily, the transmission part 14 includes a screw 141 and a nut 142. The screw 141 is connected to the output shaft 131, and the nut 142 is movably disposed on the screw 141 in a first direction X. A second end 122 is connected to the nut 142. When the output shaft 131 rotates in the forward direction, the screw 141 rotates in the forward direction accordingly, and the nut 142 moves away from the motor 13 along the first direction X on the screw 141, thereby driving the second end 122 to move away from the motor 13 along the first direction X. When the output shaft 131 rotates in the reverse direction, the screw 141 rotates in the reverse direction accordingly, and the nut 142 moves closer to the motor 13 along the first direction X on the screw 141, thereby driving the second end 122 to move closer to the motor 13 along the first direction X.

[0079] In some embodiments, see Figure 5 , Figure 6 , Figure 7 The transmission part 14 includes a sliding sleeve 143, which is movably disposed on the nut 142 in a first direction X. In the radial direction (e.g., the second direction Y), the nut 142 includes a first protrusion 1421, and the sliding sleeve 143 abuts against the first protrusion 1421. The sliding sleeve 143 includes a mounting groove 1431, and a second end 122 is disposed in the mounting groove 1431. Exemplarily, the sliding sleeve 143 includes a pin 1432, and the first protrusion 1421 includes a circumferential anti-rotation protrusion 1422, which includes a connecting hole. The pin 1432 is inserted into the connecting hole in a movably disposed in the first direction X, ensuring that the sliding sleeve 143 can reciprocate stably on the nut 142. For example, the mounting groove 1431 and the pin 1432 are disposed opposite to each other at both ends of the sliding sleeve 143 in the second direction Y. The mounting groove 1431 may extend along the second direction Y or extend along the circumference of the nut 142. This application embodiment does not limit this.

[0080] In some embodiments, see Figure 5 , Figure 6 , Figure 7 The bottom wall 221 of the second receiving groove 22 is provided with a sliding groove 222. The circumferential anti-rotation protrusion 1422 of the nut 142 of the transmission part 14 can reciprocate in the sliding groove 222 along the first direction X, and the circumferential anti-rotation protrusion 1422 abuts against the second groove wall 2221 of the sliding groove 222. When the screw 141 of the transmission part 14 rotates, since the circumferential anti-rotation protrusion 1422 abuts against the second groove wall 2221 of the sliding groove 222 in the second direction Y, the rotation of the nut 142 is restricted, and it will reciprocate in the sliding groove 222 along the first direction X, thereby realizing the conversion of the rotational motion of the output shaft 131 into the linear motion of the nut 142, which can improve the smoothness of the movement of the nut 142. The third groove wall 2222 of the slide 222 and the bottom wall 221 of the second receiving groove together form a stepped structure. When the pawl 12 is switched to the unlock position, the slide sleeve 143 can abut against the third groove wall 2222 to further prevent the nut 142 from moving excessively toward the motor and ensure the safety and stability of the nut 142.

[0081] In some embodiments, see Figure 7 , Figure 8 , Figure 9 The transmission part 14 includes an elastic element 144 and a retaining ring 145. Along the first direction X, the retaining ring 145 and the first protrusion 1421 are spaced apart at both ends of the nut 142. The elastic element 144 and the sliding sleeve 143 are both disposed between the retaining ring 145 and the first protrusion 1421. One end of the elastic element 144 is disposed on the retaining ring 145, and the other end abuts against the sliding sleeve 143. The elastic element 144 can switch between a first state and a second state. In the first state, the sliding sleeve 143 abuts against the first protrusion 1421. In the second state, the sliding sleeve 143 does not abut against the first protrusion 1421.

[0082] For example, the retaining ring 145 is press-fitted onto the end of the nut 142 near the motor 13 and is flush with the end face of the nut 142. The initial state of the elastic member 144 installed on the nut 142 is the first state, that is, the elastic member 144 is initially in a compressed state to ensure that the sliding sleeve 143 can always be pressed against the stop surface 14211 of the first protrusion 1421 during the rotation of the pawl 12 without contacting the ratchet 11 (i.e., during the locking or unlocking process), so that the sliding sleeve 143 can accurately follow the nut 142 in linear motion.

[0083] Because the extreme cases caused by manufacturing and assembly tolerances need to be considered, the pawl 12 needs to rotate a certain angle margin to ensure that it can always engage with the backlash of the ratchet 11. At this time, the ratchet 11 applies a counter-clockwise force to the pawl 12, causing it to drive the sliding sleeve 143 towards the motor 13, compressing the elastic element 144 and switching it to the second state. This continues until the pawl 12 is precisely engaged with the backlash of the ratchet 11. At this point, the elastic element 144 is in a further compressed state. Due to the self-locking angle between the ratchet 11 and the pawl 12, the ratchet 11 and pawl 12 can still reliably lock the transmission system after the vehicle is powered off, enabling safe parking even on slopes with a certain gradient. Exemplarily, the elastic element 144 includes a counter-rotating wave spring; this embodiment does not limit the type of elastic element 144.

[0084] In some embodiments, see Figure 7 , Figure 8 , Figure 9 and combined Figure 5 The transmission part 14 includes a buffer ring 146, which is located on the side of the first protrusion 1421 facing away from the sliding sleeve 143 along the first direction X. During parking, the nut 142 moves away from the motor 13 along the first direction X, and the housing 20 can limit the nut 142. At this time, the buffer ring 146 can abut against the fourth groove wall 223 of the second receiving groove 22, which plays a buffering role, so that the nut 142 does not make hard contact with the housing 20 and avoids the thread from getting stuck. It is understood that the buffer ring 146 can be made of rubber material, and this application embodiment does not limit it.

[0085] In some embodiments, see Figure 8 , Figure 9 , Figure 10 The nut 142 includes a second protrusion 1423, and the screw 141 includes a third protrusion 1411. Along the first direction X, the second protrusion 1423 is located on the side of the nut 142 closest to the motor 13, and the third protrusion 1411 is located on the side of the screw 141 closest to the motor 13. In the locked position, the second protrusion 1423 and the third protrusion 1411 are spaced apart. In the unlocked position, the second protrusion 1423 abuts against the third protrusion 1411 (e.g., ...). Figure 12 (As shown). During the parking release process, the nut 142 moves closer to the motor 13 along the first direction X, and finally the second protrusion 1423 abuts against the third protrusion 1411 to achieve axial limiting and avoid the nut 142 and screw 141 from hard contact causing jamming.

[0086] For ease of understanding, please refer to Figure 9 , Figure 10 and Figure 11 and combined Figure 2 , Figure 5The process of parking, releasing, and re-clamping is explained.

[0087] Regarding the parking process, when parking is required, the output shaft 131 of the motor 13 rotates forward, driving the screw 141 to rotate forward. Under the action of the circumferential anti-rotation protrusion 1422, the nut 142 moves in the direction Q. Since the elastic element 144 is in the first state, the sliding sleeve 143 is abutted against the first protrusion 1421. Therefore, the sliding sleeve 143 can move synchronously with the nut 142 in the direction Q, driving the second end 122 of the pawl 12 to move synchronously in the direction Q. The first end 121 rotates clockwise around the pin 124 until the first end 121 is engaged in the gap of the ratchet 111 to form a self-locking mechanism, thus completing the parking operation.

[0088] Regarding the parking release process: When driving is required, the output shaft 131 of the motor 13 reverses, driving the screw 141 to reverse. The nut 142 moves in the direction W due to the guidance of the thread. Since the elastic element 144 is in the first state, the sliding sleeve 143 is abutted against the first protrusion 1421. Therefore, the sliding sleeve 143 can move synchronously in the direction W together with the nut 142. The circumferential anti-rotation protrusion 1422 abuts against the second groove wall 2221, restricting the rotation of the sliding sleeve 143 and the nut 142 in the circumferential direction. This drives the second end 122 of the pawl 12 to move synchronously in the direction W. The first end 121 rotates counterclockwise around the pin 124 until the first end 121 disengages from the gap of the ratchet 111, completing the parking release operation.

[0089] Regarding the re-clamping process: Hot disc re-clamping refers to the situation where, during vehicle braking, the brake discs, brake pads, and other components generate high temperatures due to friction, causing material expansion and affecting the stability of the clamping force. Therefore, during braking, the system may need to enhance the clamping force again in some way to ensure braking effectiveness and safety. Slope re-clamping is a safety measure taken when a vehicle is traveling on an incline to prevent it from sliding downhill due to gravity. Especially when the vehicle is parked or traveling at low speeds, it is necessary to re-clamp the vehicle to enhance the clamping force and ensure stable parking or precise control.

[0090] When hot plate re-clamping or slope re-clamping occurs, motor 13 does not need to operate. The ratchet 11 only needs to rotate a certain angle in the direction of increasing clamping force (e.g., counter-clockwise) to enhance the clamping force. For example, under the action of the power source motor, ratchet 11 rotates counter-clockwise, causing pawl 12 to switch to the unlocked position. Pawl 12 can pass over the tooth tip of the currently engaged ratchet 111 and enter the tooth gap of the next or subsequent ratchet 111 of ratchet 111. At this time, the first end 121 of pawl 12 is not engaged with the ratchet 11, and the sliding sleeve 143 is moved towards motor 13 by the second end 122 of pawl 12, further compressing the elastic element 144. The elastic element 144 switches to the second state, where the sliding sleeve 143 does not abut against the first protrusion 1421. The insertion length of the pin 1432 on the sliding sleeve 143 ensures that the sliding sleeve 143 is always connected to the nut 142. As the pawl 12 passes over the ratchet 11 and is about to enter the next or subsequent tooth gap, a portion of the compression of the elastic element 144 is released, causing the sliding sleeve 143 to abut against the stop surface 14211 of the first protrusion 1421. The elastic element 144 switches to the first state, allowing the pawl 12 to smoothly enter the next or subsequent tooth gap of the ratchet 11. The pawl 12 then switches to the locking position to achieve re-clamping.

[0091] The technical solution provided in this application embodiment achieves re-clamping without the motor 13 needing to operate. The entire parking system relies on a flexible connection to complete the re-clamping action, avoiding the reliability risks and lifespan losses caused by the electromagnet's operation during re-clamping in traditional solutions. Furthermore, retaining rings 145 and buffer rings 146 are provided at both ends of the nut 142 to achieve elastic contact between the nut 142 and the housing 20, preventing thread jamming and avoiding noise problems caused by hard contact, making the re-clamping action easy to achieve. The above technical solution fully utilizes the housing space of the electromechanical braking system. The parking mechanism does not significantly increase the axial dimension of the electromechanical braking system, facilitating layout and installation. It also facilitates connection to the main circuit board of the control unit via the connector 132. Overall, it has advantages such as resistance to wheel-side vibration, ease of control, and high reliability.

[0092] Although the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the present invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the present invention to these descriptions. Those skilled in the art can make various changes in form and detail, including some simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A parking mechanism, characterized by, include: A ratchet, used to connect to the drive unit of an electromechanical braking system; The pawl is capable of switching between a locked position and an unlocked position. In the locked position, one end of the pawl engages with the ratchet teeth of the ratchet wheel, and in the unlocked position, one end of the pawl does not engage with the ratchet teeth of the ratchet wheel. A motor, including an output shaft, is connected to the other end of the pawl and is used to drive the pawl to switch between the locked position and the unlocked position; A transmission unit is provided between the other end of the pawl and the output shaft, for converting the rotational motion of the output shaft into the linear motion of the other end of the pawl.

2. The parking mechanism according to claim 1, wherein The transmission unit includes: A screw, which is connected to the output shaft; A nut is provided on the screw in an axially movable manner, and the other end of the pawl is connected to the nut.

3. The parking mechanism according to claim 2, wherein The transmission part includes a sliding sleeve, which is movably disposed on the nut in an axial direction. In a radial direction, the nut includes a first protrusion, and the sliding sleeve is capable of abutting against the first protrusion. The sliding sleeve includes a mounting groove, and the other end of the pawl is disposed in the mounting groove.

4. The parking mechanism according to claim 3, wherein The transmission part includes an elastic element and a retaining ring. Along the axial direction, the retaining ring and the first protrusion are spaced apart at both ends of the nut. The elastic element and the sliding sleeve are both disposed between the retaining ring and the first protrusion. One end of the elastic element is disposed on the retaining ring, and the other end abuts against the sliding sleeve. The elastic element can switch between a first state and a second state. In the first state, the sliding sleeve abuts against the first protrusion. In the second state, the sliding sleeve does not abut against the first protrusion.

5. The parking mechanism according to claim 4, wherein The elastic element includes a counter-rotating wave spring.

6. The parking mechanism according to claim 3, wherein The sliding sleeve includes a pin, the first protrusion includes a circumferential anti-rotation protrusion, the circumferential anti-rotation protrusion includes a connecting hole, and the pin is inserted into the connecting hole in an axially movable manner.

7. The parking mechanism according to claim 3, wherein The transmission part includes a buffer ring, which is located on the side of the first protrusion facing away from the sliding sleeve along the axial direction.

8. The parking mechanism of claim 2, wherein, The nut includes a second protrusion, and the screw includes a third protrusion. Along the axial direction, the second protrusion is located on the side of the nut near the motor, and the third protrusion is located on the side of the screw near the motor. In the locked position, the second protrusion and the third protrusion are spaced apart. In the unlocked position, the second protrusion abuts against the third protrusion.

9. The parking mechanism of claim 1, wherein, The motor includes a connector located on the side of the motor away from the output shaft, for connecting to the control unit of the electromechanical braking system.

10. An electromechanical brake system characterized by, Including the parking mechanism as described in any one of claims 1-9.

11. The electromechanical brake system of claim 10, wherein, include: case; A drive unit is disposed within the housing. The drive unit includes at least a first transmission gear and a second transmission gear that mesh with each other. The ratchet is connected to the first transmission gear. The pawl is disposed on one side of the axial direction of the second transmission gear, and the pawl is offset from the second transmission gear. The control unit is connected to the drive unit and to the connector of the motor.

12. The electromechanical brake system of claim 11, wherein, The driving part comprises a power source motor connected with the first transmission gear, for driving the first transmission gear and the ratchet wheel to rotate, so as to drive the pawl to switch between the locking position and the unlocking position. In the locking position, the elastic member of the transmission part is in the first state, and in the unlocking position, the elastic member of the transmission part is in the second state.

13. The electromechanical brake system of claim 11, wherein, The housing comprises a first accommodating groove extending along a first direction, the first direction is not parallel to the axial direction of the second transmission gear, and the motor is arranged in the first accommodating groove.

14. The electromechanical brake system of claim 13, wherein, A stop block is arranged on the groove wall of the first accommodating groove, and the motor is abutted against the stop block on the side away from the output shaft along the first direction.

15. The electromechanical brake system of claim 13, wherein, The housing comprises a second accommodating groove, the transmission part is arranged in the second accommodating groove, the bottom wall of the second accommodating groove is provided with a sliding groove, the circumferential rotation-stopping protrusion of the nut of the transmission part can reciprocate in the sliding groove along the first direction, and the circumferential rotation-stopping protrusion is abutted against the groove wall of the sliding groove.

16. A vehicle characterized by comprising: The electronic mechanical brake system comprises any one of claims 10-15.

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