Parking brake mechanism, brake system, and vehicle

Abstract

The application relates to a parking brake mechanism, a brake system and a vehicle. The parking brake mechanism comprises a worm, a turbine, a rotating disc, a connecting rod, a locking block and a first driving element. The turbine is engaged with the worm. The rotating disc is coaxially fixedly connected with the turbine. One end of the connecting rod is hingedly connected with the rotating disc at a position deviating from the rotating axis of the rotating disc. The locking block is used for moving along the interval direction of a push block and a brake pad. The locking block is hingedly connected with the other end of the connecting rod. The first driving element can drive the worm to rotate, so as to drive the locking block to abut against the push block, and the push block is kept in the position of pressing the brake pad against a brake disc. The parking brake mechanism combines the worm and turbine mechanism with the crank slider mechanism, utilizes the reverse self-locking capability of the worm and turbine and the motion conversion characteristics of the crank slider mechanism, realizes adjustable locking of the position of the push block, and improves the parking reliability.

Description

Technical Field

[0001] This application relates to the field of vehicle braking technology, and in particular to a parking brake mechanism, braking system and vehicle. Background Technology

[0002] In a vehicle's braking system, the service brake mechanism is mainly used to decelerate or stop the vehicle during driving, while the parking brake mechanism mechanically maintains braking force after the service brake has finished, ensuring that the vehicle can remain stably stationary after parking.

[0003] Currently, parking brake mechanisms are designed to achieve this function through a one-way locking mechanism, ensuring the vehicle remains reliably stationary even without electrical power. For example, an electro-mechanical brake system (EMB) utilizes the high force gain coefficient of a crank-slider mechanism near dead center for service braking. When service braking ends, the slider is at dead center, thus achieving parking braking. However, this design has significant limitations: parking braking relies on the slider being at dead center. When brake pads wear, the slider, already at dead center, cannot continue to move towards compressing the brake pads to compensate for the wear. This ultimately leads to parking brake failure, preventing reliable vehicle holding. Utility Model Content

[0004] This application provides a parking brake mechanism, a braking system, and a vehicle to improve parking reliability and at least partially solve the above-mentioned technical problems.

[0005] To achieve the above objectives, according to a first aspect of this application, a parking brake mechanism is provided, comprising:

[0006] worm gear;

[0007] The turbine meshes with the worm gear;

[0008] A rotating disk is fixedly connected coaxially to the turbine.

[0009] One end of the connecting rod is hinged to a position on the rotating disk that is offset from the axis of rotation of the rotating disk;

[0010] A locking block, for moving along the interval direction between the push block and the brake pad, is hinged to the other end of the connecting rod;

[0011] The first driving member is capable of driving the worm gear to rotate, thereby causing the locking block to abut against the push block, so that the push block is held in the position of pressing the brake pad against the brake disc.

[0012] Optionally, the parking brake mechanism further includes a drive shaft that passes through the turbine and the rotating disk and is fixedly connected to the turbine and the rotating disk.

[0013] Optionally, the turbine is provided with a first connecting hole, the drive shaft passes through the first connecting hole, one of the inner wall of the first connecting hole and the outer peripheral side of the drive shaft is provided with a first keyway, and the other of the inner wall of the first connecting hole and the outer peripheral side of the drive shaft is provided with a first key portion, which is located in the first keyway.

[0014] Optionally, the rotating disk is provided with a second connecting hole, the drive shaft passes through the second connecting hole, one of the inner wall of the second connecting hole and the outer peripheral side of the drive shaft is provided with a second keyway, and the other of the inner wall of the second connecting hole and the outer peripheral side of the drive shaft is provided with a second key portion, which is located in the second keyway.

[0015] Optionally, one of the rotating disk and the connecting rod is provided with a first pin, and the other of the rotating disk and the connecting rod is provided with a first pin hole, wherein the first pin is rotatably inserted through the first pin hole.

[0016] Optionally, the first pin or the first pin hole is located on the side of the rotating disk away from the turbine.

[0017] Optionally, one of the locking block and the connecting rod is provided with a second pin, and the other of the locking block and the connecting rod is provided with a second pin hole, the second pin being rotatably inserted through the second pin hole.

[0018] Optionally, one of the locking block and the connecting rod is provided with a notch, and the two opposite sidewalls of the notch are respectively connected to the two ends of the second pin.

[0019] Optionally, the parking brake mechanism further includes a guide member for extending along the spacing direction of the push block and the brake pad, and the locking block is slidably connected to the guide member and is capable of sliding along the extension direction of the guide member.

[0020] Optionally, one of the guide member and the locking block is provided with a groove, and the other of the guide member and the locking block is provided with a protrusion, the protrusion being slidably mounted in the groove.

[0021] According to a second aspect of this application, a braking system is provided, including a parking brake mechanism as described above.

[0022] Optionally, the braking system further includes a service braking mechanism, which includes a second driving member, a push block, brake pads, and a brake disc. The second driving member is capable of driving the push block to move so as to push the brake pads toward the brake disc.

[0023] Optionally, the push block is slidably connected to the guide of the parking brake mechanism and is capable of sliding along the extension direction of the guide.

[0024] Optionally, the push block is provided with a third connecting hole, and the guide member slides through the third connecting hole.

[0025] Optionally, the service braking mechanism further includes a ball screw, the second drive member drives the screw connected to the ball screw, and the push block connects to the nut of the ball screw.

[0026] According to a third aspect of this application, a vehicle is provided, including the parking brake mechanism or braking system described above.

[0027] The parking brake mechanism of this embodiment includes a worm, a turbine, a rotating disk, a connecting rod, a locking block, and a first driving member. The first driving member drives the worm to rotate, which in turn drives the turbine meshing with it to rotate, and the turbine drives the rotating disk to rotate. One end of the connecting rod is hinged to the rotating disk at a position off its axis of rotation, and the other end is hinged to the locking block. The three components form a crank-slider mechanism, which converts rotational motion into linear motion, causing the locking block to move toward the push block and eventually abut against it, keeping the push block in the position where the brake pads are pressed against the brake disk (i.e., the position of the push block when the service braking is completed). The worm gear mechanism composed of the turbine and the worm has a reverse self-locking characteristic. The locking block can lock its position by abutting against the push block, without relying on the crank-slider mechanism being in a dead position to achieve parking. When the service braking ends, the locking block retains a certain amount of movement because it is not in a dead position. Even if the position of the push block changes due to brake pad wear when the service braking is completed, the angle of the rotating disk can be adjusted to change the end stroke of the connecting rod, allowing the locking block to move into place and still abut against the push block, thus achieving reliable parking. In summary, this parking brake mechanism combines a worm gear mechanism and a crank-slider mechanism, utilizing the reverse self-locking capability of the worm gear and the motion conversion characteristics of the crank-slider mechanism to achieve adjustable locking of the push block position, thereby improving parking reliability.

[0028] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0031] Figure 1 This is a schematic diagram of the parking brake mechanism provided in an exemplary embodiment of this disclosure;

[0032] Figure 2 yes Figure 1 A schematic diagram of the parking brake mechanism in the parking state;

[0033] Figure 3 yes Figure 1 A schematic diagram of the parking brake mechanism in the non-parking state;

[0034] Figure 4 yes Figure 1 A structural schematic diagram of the rotating disk, connecting rod, locking block, and guide component;

[0035] Figure 5 yes Figure 4 A schematic diagram of the rotating disk in the diagram;

[0036] Figure 6 yes Figure 4 A schematic diagram of the locking block in the diagram.

[0037] Explanation of reference numerals in the attached figures:

[0038] 100. Parking brake mechanism; 1. Worm gear; 2. Turbine; 3. Rotary disc; 31. Second connecting hole; 32. Second keyway; 33. First pin; 4. Connecting rod; 5. Locking block; 51. Second pin; 52. Notch; 53. Slide groove; 6. First driving member; 7. Drive shaft; 71. First key; 72. Second key; 8. Guide member; 81. Protrusion; 210. Push block. Detailed Implementation

[0039] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0040] Please see Figures 1 to 3 This application provides a parking brake mechanism 100, including a worm gear 1, a turbine 2, a rotating disk 3, a connecting rod 4, a locking block 5, and a first driving member 6. The turbine 2 meshes with the worm gear 1; the rotating disk 3 is coaxially and fixedly connected to the turbine 2; one end of the connecting rod 4 is hinged to a position on the rotating disk 3 that is offset from the rotation axis of the rotating disk 3; the locking block 5 is used to move along the interval direction between the push block 210 and the brake pad (not shown in the figure, but understood as the brake pad being located on the side of the push block 210 away from the locking block 5), and the other end of the locking block 5 is hinged to the connecting rod 4; the first driving member 6 can drive the worm gear 1 to rotate, so as to drive the locking block 5 to abut against the push block 210 (e.g., Figure 2 As shown in the figure, the push block 210 is held in a position that presses the brake pads against the brake disc (not shown in the figure, but understood as the brake disc being located on the side of the push block 210 away from the locking block 5 and the brake pads being located between the push block 210 and the brake disc).

[0041] In the technical solution of this application, the parking brake mechanism 100 includes a worm gear 1, a turbine 2, a rotating disk 3, a connecting rod 4, a locking block 5, and a first driving member 6. The first driving member 6 drives the worm gear 1 to rotate, which in turn drives the turbine 2 meshing with it to rotate, and the turbine 2 drives the rotating disk 3 to rotate. One end of the connecting rod 4 is hinged to the rotating disk 3 at a position off its rotation axis, and the other end is hinged to the locking block 5. The three together form a crank-slider mechanism, which converts the rotational motion into linear motion, causing the locking block 5 to move toward the push block 210 and finally abut against the push block 210, so that the push block 210 is held in the position where the brake pads are pressed against the brake disk (i.e., the position of the push block 210 when the service brake is completed). The worm gear mechanism composed of worm 1 and turbine 2 has a reverse self-locking characteristic. The locking block 5 can lock its position by abutting against the push block 210, without relying on the crank-slider mechanism being in a dead position to achieve parking. When the service braking ends, the locking block 5 retains a certain amount of movement because it is not in a dead position. Even if the position of the push block 210 changes due to brake pad wear when the service braking is completed, the locking block 5 can still be moved into position and abut against the push block 210 by adjusting the angle of the rotating disk 3 to change the end stroke of the connecting rod 4, thus achieving reliable parking. In summary, this parking brake mechanism 100, by combining the worm gear mechanism 1 and the crank-slider mechanism, utilizes the reverse self-locking capability of the worm gear 1 and the motion conversion characteristics of the crank-slider mechanism to achieve adjustable locking of the push block 210 position, thereby improving parking reliability.

[0042] Furthermore, it is understandable that the worm gear 1 has a high reduction ratio, which can amplify the input torque, allowing the locking action to be completed even if the first drive component 6 has relatively low power. The parking brake is a short-term operation; after locking, the parking state can be maintained by reverse self-locking, eliminating the need for the first drive component 6 to work continuously, thus reducing the power requirement of the first drive component 6.

[0043] This application does not limit the specific form of the first driving element 6. In some embodiments, the first driving element 6 is a motor, such as a DC motor, a stepper motor or a servo motor, which can achieve high-precision control and stable output. In other embodiments, hydraulic motors, pneumatic motors, electromagnetic drive mechanisms or other alternative methods can also be used.

[0044] This application does not limit the implementation method of the coaxial fixed connection between the rotating disk 3 and the turbine 2. In some examples, a screw locking structure is adopted, and the two are rigidly connected by setting a screw hole between the end face of the turbine 2 and the rotating disk 3 and installing fasteners. In other examples, the turbine 2 and the rotating disk 3 are integrally formed to ensure their coaxiality and synchronization.

[0045] Please see Figures 1 to 3 In some embodiments, the parking brake mechanism 100 further includes a drive shaft 7, which passes through and is fixedly connected to the turbine 2 and the rotating disk 3. In these embodiments, the worm gear and the rotating disk 3 form a stable synchronous rotation structure through the drive shaft 7, ensuring the continuity and reliability of power transmission. Simultaneously, the drive shaft 7 enhances the rigidity of the overall structure, improves assembly accuracy and motion stability, and helps to improve the repeatability of the parking locking action and the system durability.

[0046] Please see Figure 1 In some embodiments, the turbine 2 has a first connecting hole (not shown in the figure, but understood as the position through which the drive shaft 7 passes), the drive shaft 7 passes through the first connecting hole, and one of the inner wall of the first connecting hole and the outer peripheral side of the drive shaft 7 has a first keyway, and the other of the inner wall of the first connecting hole and the outer peripheral side of the drive shaft 7 has a first key portion 71, which is disposed in the first keyway. In these embodiments, the drive shaft 7 passes through the first connecting hole of the turbine 2, wherein, as... Figures 1 to 3 As shown, the inner wall of the first connecting hole is provided with a first keyway (not shown in the figure, but understood as the location of the first key portion 71) and the outer periphery of the drive shaft 7 is provided with a first key portion 71, or conversely, the inner wall of the first connecting hole is provided with a first key portion 71 and the outer periphery of the drive shaft 7 is provided with a first keyway (not shown in the figure, but understood as the location of the first key portion 71). Figure 1 (The positions of the first key portion 71 and the first keyway are interchanged). By setting a keyway and key portion mating structure between the first connecting hole and the drive shaft 7, a reliable key connection is formed, realizing stable torque transmission between the worm gear and the drive shaft 7, ensuring that the power from the worm gear 1 can be efficiently and stably output to the drive shaft 7 through the turbine 2. At the same time, this structure effectively avoids circumferential slippage between the turbine 2 and the drive shaft 7, improving the stability and repeatability of the parking brake mechanism 100. In addition, the mating form of the first keyway and the first key portion 71 has the advantages of convenient assembly and flexible disassembly, which is beneficial for later maintenance and replacement.

[0047] Please see Figures 1 to 5 In some embodiments, the rotating disk 3 is provided with a second connecting hole 31, through which the drive shaft 7 passes. A second keyway 32 is provided on one of the inner wall of the second connecting hole 31 and the outer peripheral side of the drive shaft 7, and a second key portion 72 is provided on the other of the inner wall of the second connecting hole 31 and the outer peripheral side of the drive shaft 7. The second key portion 72 is disposed in the second keyway 32. In these embodiments, the drive shaft 7 passes through the second connecting hole 31 of the rotating disk 3, wherein, as... Figures 1 to 5 As shown, the inner wall of the second connecting hole 31 is provided with a second keyway 32 and the outer periphery of the drive shaft 7 is provided with a second key portion 72, or conversely, the inner wall of the second connecting hole 31 is provided with a second key portion 72 and the outer periphery of the drive shaft 7 is provided with a second keyway 32 (not shown in the figure, i.e., ...). Figures 1 to 5 (The positions of the second key portion 72 and the second keyway 32 shown are interchanged.) By setting a keyway and key portion mating structure between the second connecting hole 31 and the drive shaft 7, a reliable key connection is formed, ensuring that the rotating disk 3 can rotate synchronously with the drive shaft 7, thereby accurately transmitting the power from the turbine 2 to the subsequent connecting rod 4. At the same time, this structure effectively prevents relative slippage between the rotating disk 3 and the drive shaft 7, improving the stability and repeatability of the parking brake mechanism 100. In addition, the mating form of the second keyway 32 and the second key portion 72 has the advantages of convenient assembly and flexible disassembly, which is beneficial for later maintenance and replacement.

[0048] This application does not limit the method of implementing the hinged connection between one end of the connecting rod 4 and the rotating disk 3 at a position offset from the rotation axis of the rotating disk 3. In some examples, the hinged connection can be achieved through a ball joint structure, wherein the end of the connecting rod 4 is provided with a ball joint and the rotating disk 3 is provided with a corresponding ball-and-socket structure; in other examples, the hinged connection can also be achieved by a rotating pair structure with bearings, a flexible hinge, or a universal joint.

[0049] Please see Figure 1 and Figure 5 In some embodiments, one of the rotating disk 3 and the connecting rod 4 is provided with a first pin 33, and the other of the rotating disk 3 and the connecting rod 4 is provided with a first pin hole, the first pin 33 being rotatably inserted into the first pin hole. In these embodiments, as... Figure 1 and Figure 5 As shown, the rotating disk 3 is provided with a first pin 33 and the connecting rod 4 is provided with a first pin hole (not shown in the figure). Figure 1(The first pin 33 is inserted in the middle) or conversely, the rotating disk 3 has a first pin hole and the connecting rod 4 has a first pin 33 (not shown in the figure). A pin-pin hole mating structure is set between the rotating disk 3 and the connecting rod 4 to achieve a stable hinge between the connecting rod 4 and the rotating disk 3, ensuring that the connecting rod 4 can swing flexibly with the rotation of the rotating disk 3, thereby pushing the locking block 5 to move in a set direction. This structure has the advantages of simple assembly, reliable connection, and strong load-bearing capacity. At the same time, it is easy to manufacture, process and maintain and replace later, better meeting the assembly requirements of the parking brake mechanism 100.

[0050] Understandably, when the first pin 33 is set on the rotating disk 3, it can be set on the side of the rotating disk 3 facing the turbine 2 or on the side of the rotating disk 3 away from the turbine 2; similarly, when the first pin hole is set on the rotating disk 3, it can also be set on the side facing or away from the turbine 2.

[0051] Please see Figure 1 In some embodiments, the first pin 33 or the first pin hole is located on the side of the rotating disk 3 away from the turbine 2. In these embodiments, since the first pin 33 or the first pin hole is used to connect with the connecting rod 4, its location on the side of the rotating disk 3 away from the turbine 2 makes the connecting rod 4 correspondingly located on the side of the rotating disk 3 away from the turbine 2. This structural layout allows the connecting component between the connecting rod 4 and the rotating disk 3 to avoid the area where the turbine 2 is located, avoiding spatial interference with the worm gear 1 transmission structure, and facilitating a more reasonable spatial distribution and assembly operation among the components. At the same time, placing the connecting rod 4 on the side of the rotating disk 3 away from the turbine 2 helps to simplify the transmission path, making the movement of the locking block 5 more stable and smooth, and improving the uniformity of force and motion accuracy of the overall mechanism. In addition, this arrangement also provides sufficient installation space for other functional components (such as limiting parts, position detection devices, etc.), improving the overall integration and design scalability of the parking brake mechanism 100. It should be noted that the first pin hole can be a through hole or a blind hole. When the hole is a through hole, although it extends through the thickness of the rotating disk 3, the main part used to connect the connecting rod 4 via the first pin 33 is still located on the side of the rotating disk 3 away from the turbine 2. Therefore, from the perspective of structural layout and assembly logic, the first pin hole is still considered to be "located on the side of the rotating disk 3 away from the turbine 2". Therefore, regardless of whether the first pin hole is a through hole or a blind hole, as long as it is used to realize the hinged connection between the connecting rod 4 and the rotating disk 3 on the side away from the turbine 2, it falls within the protection scope of this application.

[0052] This application does not limit the implementation method of hinged connection between locking block 5 and the other end of connecting rod 4. In some examples, hinged connection can be achieved by ball joint connection structure, wherein locking block 5 is provided with ball socket structure and connecting rod 4 is provided with corresponding ball joint at the end; in other examples, reliable hinged connection can also be achieved by bearing-bearing rotating pair structure, flexible hinge or universal joint.

[0053] Please see Figure 1 and Figure 6 In some embodiments, one of the locking block 5 and the connecting rod 4 is provided with a second pin 51, and the other of the locking block 5 and the connecting rod 4 is provided with a second pin hole, the second pin 51 being rotatably inserted into the second pin hole. In these embodiments, as... Figure 1 and Figure 6 As shown, the locking block 5 is provided with a second pin 51 and the connecting rod 4 is provided with a second pin hole (not shown in the figure). Figure 1 (The second pin 51 is understood to be in the position of passing through it), or conversely, the locking block 5 has a second pin hole and the connecting rod 4 has a second pin 51 (not shown in the figure). A matching structure of the second pin 51 and the second pin hole is set between the locking block 5 and the connecting rod 4 to achieve a stable hinge between the two, ensuring that the connecting rod 4 can drive the locking block 5 to swing flexibly and accurately abut against the push block 210. This structure has the advantages of good assembly processability, high connection stability, and strong load-bearing capacity. At the same time, it is easy to disassemble and maintain, and is suitable for the assembly needs of various parking brake mechanisms 100. Through this hinge structure, the accuracy of the movement trajectory of the locking block 5 and the reliability of the action response can be effectively guaranteed, which helps to improve the smoothness and repeatability of the parking locking process.

[0054] Please see Figure 1 and Figure 6 In some embodiments, one of the locking block 5 and the connecting rod 4 is provided with a notch 52, and the two opposite sidewalls of the notch 52 are respectively connected to the two ends of the second pin 51. In these embodiments, by providing a notch 52 at the end of the locking block 5 or the connecting rod 4 ( Figure 6 (Illustrative diagram showing a second pin 51 and a notch 52 on the locking block 5) The two ends of the second pin 51 are fixed to the two side walls of the notch 52, respectively. That is, the second pin 51 is installed inside the notch 52, and the two ends of the second pin 51 are connected and fixed to the main body of the locking block 5, so that the second pin 51 forms a stable support structure, thereby providing a reliable rotational basis for the hinge between the connecting rod 4 and the locking block 5. This structure not only enhances the installation rigidity of the second pin 51, preventing it from shifting or shaking during movement, but also helps to improve the stability and response accuracy of the locking block 5's movement.

[0055] Please see Figures 1 to 4In some embodiments, the parking brake mechanism 100 further includes a guide member 8, which extends along the spacing direction between the push block 210 and the brake pads. The locking block 5 is slidably connected to the guide member 8 and can slide along the extension direction of the guide member 8. In these embodiments, the guide member 8 provides a clear movement path for the locking block 5, ensuring that it always moves stably in a set direction during driving, avoiding deviation, jamming, or uneven force. This structure helps improve the contact reliability between the locking block 5 and the push block 210, ensuring the smooth execution of the parking locking action. At the same time, the guide member 8 also provides basic support for the position adjustment of the locking block 5. When the brake pads wear, the locking block 5 can still be moved along the guide member 8 by adjusting the angle of the rotating disk 3, realizing an automatic compensation function, thereby improving the system's adaptability and service life.

[0056] In some examples, the parking brake mechanism 100 also includes a limiting member disposed on the side of the locking block 5 opposite to the guide member 8. This limiting member is used to laterally limit the locking block 5, preventing it from shifting or tilting during movement, thereby ensuring that the locking block 5 always slides stably along the guide member 8.

[0057] Please see Figure 1 and Figure 6 In some embodiments, one of the guide member 8 and the locking block 5 is provided with a groove 53, and the other of the guide member 8 and the locking block 5 is provided with a protrusion 81, which is slidably mounted in the groove 53. In these embodiments, as... Figure 1 and Figure 6 As shown, the guide member 8 has a protrusion 81 and the locking block 5 has a groove 53, or conversely, the guide member 8 has a groove 53 and the locking block 5 has a protrusion 81 (not shown in the figure). Through the cooperative structure of the groove 53 and the protrusion 81, the locking block 5 achieves stable sliding along the extension direction of the guide member 8, ensuring precise and controllable movement path and avoiding deviation or jamming. This structure not only enhances the guiding nature and repeatability of the locking block 5's movement but also improves the assembly convenience and structural reliability of the overall mechanism. Simultaneously, the cooperative form of the groove 53 and the protrusion 81 helps improve the locking block 5's adaptability to brake pad wear, ensuring accurate contact with the push block 210 along the guiding direction even after the angle of the rotating disk 3 is adjusted, further enhancing the adaptive performance and service life of the parking brake mechanism 100.

[0058] According to a second aspect of this application, a braking system is provided, including a parking brake mechanism 100. The structure of the parking brake mechanism 100 is as described above. Since this braking system adopts all the technical solutions of all the above embodiments, it has at least the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0059] In some embodiments, the braking system further includes a service braking mechanism, which includes a second drive member, a push block 210, brake pads, and a brake disc. The second drive member can drive the push block 210 to move, thereby pressing the brake pads against the brake disc. In these embodiments, the braking system further includes a service braking mechanism that drives the push block 210 to move via the second drive member, thereby pressing the brake pads against the brake disc, achieving effective braking control during vehicle operation and improving the controllability and reliability of the entire vehicle braking system.

[0060] This application does not limit the specific form of the second driving component. In some embodiments, the second driving component is a motor, such as a DC motor, a stepper motor, or a servo motor, which can achieve high-precision control and stable output. In other embodiments, hydraulic motors, pneumatic motors, electromagnetic drive mechanisms, etc., can also be used as alternatives.

[0061] In some embodiments, the second driving member is controlled to move the push block 210 to push the brake pads against the brake disc, completing the service braking. Then, the first driving member 6 is controlled to rotate the worm gear 1, causing the turbine 2 and rotating disk 3 to rotate synchronously. The rotating disk 3, through the connecting rod 4, pushes the locking block 5 towards the push block 210, ultimately causing the locking block 5 to abut against the push block 210, locking it in the position where the brake pads are pressed, thus achieving parking braking. By first performing the service braking, putting the push block 210 in the state of pressing the brake pads, and then the first driving member 6 drives the worm gear 1 mechanism to move the locking block 5 against the push block 210, achieving position locking. Since the push block 210 is already under force at this time, the locking block 5 only needs slight contact to form stable support, without needing to overcome the load caused by the displacement of the push block 210. Simultaneously, the worm gear 1 has good reverse self-locking capability, maintaining the locked state even in the power-off state, ensuring parking stability. This solution not only improves parking reliability but also effectively utilizes existing power conditions, avoids repeated loading, and enhances the overall system's response efficiency and energy consumption performance.

[0062] In some embodiments, after the parking brake is applied, the second drive member is first controlled to drive the push block 210 to apply pressure towards the brake pads, causing the contact surfaces between the push block 210 and the locking block 5 to tend to separate, releasing the friction between them. Then, the first drive member 6 is controlled to reverse, driving the worm gear 1 to move the locking block 5 away from the push block 210, releasing the lock on the push block 210. Finally, the second drive member is controlled to drive the push block 210 away from the brake pads, completing the complete release of the parking brake. This parking brake release control strategy innovatively introduces an operation sequence of applying pressure before unlocking. By applying a certain pressure to the push block 210 in advance by the second drive member, the original contact pressure between the push block 210 and the locking block 5 is released, and the friction between the locking block 5 and the push block 210 is greatly reduced. Thus, the first drive member 6 only needs to overcome the frictional resistance inside the transmission mechanism to achieve the retraction of the locking block 5. Compared to the traditional method of directly driving the locking block 5 to disengage from the push block 210, this method significantly reduces the torque requirements of the first drive component 6, allowing for the use of a lower-power, lower-cost motor as the first drive component 6. This effectively reduces system costs and enhances product competitiveness. Furthermore, this control method reduces mechanical shock and improves the smoothness and reliability of the unlocking action.

[0063] Please see Figures 1 to 3 In some embodiments, the push block 210 is slidably connected to the guide member 8 of the parking brake mechanism 100 and can slide along the extension direction of the guide member 8. In these embodiments, the push block 210 and the locking block 5 are both slidably disposed on the same guide member 8, so that they always move in the same direction during movement. This structure realizes the reuse of the guiding function, reduces the number of parts, simplifies the assembly process, and ensures the consistency of the movement path and the alignment accuracy between the push block 210 and the locking block 5. By sharing the guide member 8, the push block 210 and the locking block 5 can more easily achieve stable contact and disengagement during parking locking and release, avoiding jamming or uneven force caused by movement deviation, thereby improving the operational reliability and repeatability of the parking brake mechanism 100. In addition, the unified guiding structure is also conducive to improving system integration, optimizing spatial layout, and reserving installation space for other functional components.

[0064] Please see Figures 1 to 3In some embodiments, the push block 210 is provided with a third connecting hole (not shown in the figure, but understood as the position through which the guide member 8 passes), and the guide member 8 slides through the third connecting hole. In these embodiments, by providing a third connecting hole on the push block 210 and sliding the guide member 8 through it, the push block 210 can move stably in a set direction under the guidance of the guide member 8, ensuring that it accurately presses against or moves away from the brake pad. This structure effectively constrains the movement path of the push block 210, improves the linearity and repeatability of the push block 210's movement, and helps to improve the stability and responsiveness of the service braking and parking braking processes. At the same time, this guiding method has a compact structure, is easy to process and assemble, and helps to reduce production costs.

[0065] In some cases, the guide element 8 is a shaft that cooperates with the third connecting hole to form a sliding pair, further improving the guiding rigidity and motion stability.

[0066] This application does not limit the transmission method of the second driving member driving the push block 210. In some examples, a gear and rack transmission structure can be used, in which the second driving member drives the gear to rotate, and the rack meshing with it is fixedly connected to the push block 210, thereby converting the rotational motion into linear motion to push the push block 210; in other examples, belt drive, chain drive or electric push rod can be used to directly push the push block 210 to achieve the reciprocating motion.

[0067] In some embodiments, the service braking mechanism further includes a ball screw, a second drive member drives a lead screw connected to the ball screw, and a push block 210 is connected to the nut of the ball screw. In these embodiments, the rotational motion of the second drive member is converted into the precise linear motion of the push block 210 through the ball screw structure, which has the advantages of high transmission efficiency, fast response speed, and high positioning accuracy. The low friction characteristics of the ball screw help reduce transmission losses and improve system energy efficiency; at the same time, its small backlash also helps to improve the repeatability and control stability of the push block 210's movement. In addition, the ball screw has a compact structure and strong load-bearing capacity, which can meet the needs of frequent starts and stops and load changes during parking and service braking, making it suitable for high-performance electric braking system applications.

[0068] According to a third aspect of this application, a vehicle is provided, including a parking brake mechanism 100 or a braking system. The structure of the parking brake mechanism 100 or the braking system is as described above. Since this vehicle adopts all the technical solutions of all the above embodiments, it has at least the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0069] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this disclosure does not make any specific restrictions.

[0070] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0071] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0072] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0073] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A parking brake mechanism, characterized in that, include: worm gear; The turbine meshes with the worm gear; A rotating disk is fixedly connected coaxially to the turbine. One end of the connecting rod is hinged to a position on the rotating disk that is offset from the axis of rotation of the rotating disk; A locking block, for moving along the interval direction between the push block and the brake pad, is hinged to the other end of the connecting rod; The first driving member is capable of driving the worm gear to rotate, thereby causing the locking block to abut against the push block, so that the push block is held in the position of pressing the brake pad against the brake disc.

2. The parking brake mechanism according to claim 1, characterized in that, The parking brake mechanism also includes a drive shaft, which passes through the turbine and the rotating disk and is fixedly connected to the turbine and the rotating disk.

3. The parking brake mechanism according to claim 2, characterized in that, The turbine is provided with a first connecting hole, and the drive shaft passes through the first connecting hole. One of the inner wall of the first connecting hole and the outer peripheral side of the drive shaft is provided with a first keyway, and the other of the inner wall of the first connecting hole and the outer peripheral side of the drive shaft is provided with a first key portion, which is located in the first keyway.

4. The parking brake mechanism according to claim 2, characterized in that, The rotating disk is provided with a second connecting hole, and the drive shaft passes through the second connecting hole. One of the inner wall of the second connecting hole and the outer peripheral side of the drive shaft is provided with a second keyway, and the other of the inner wall of the second connecting hole and the outer peripheral side of the drive shaft is provided with a second key portion, which is located in the second keyway.

5. The parking brake mechanism according to claim 1, characterized in that, One of the rotating disk and the connecting rod is provided with a first pin, and the other of the rotating disk and the connecting rod is provided with a first pin hole, and the first pin is rotatably inserted through the first pin hole.

6. The parking brake mechanism according to claim 5, characterized in that, The first pin or the first pin hole is located on the side of the rotating disk away from the turbine.

7. The parking brake mechanism according to claim 1, characterized in that, One of the locking block and the connecting rod is provided with a second pin, and the other of the locking block and the connecting rod is provided with a second pin hole, through which the second pin rotates.

8. The parking brake mechanism according to claim 7, characterized in that, One of the locking block and the connecting rod is provided with a notch, and the two opposite sidewalls of the notch are respectively connected to the two ends of the second pin.

9. The parking brake mechanism according to claim 1, characterized in that, The parking brake mechanism further includes a guide member that extends along the spacing direction of the push block and the brake pad. The locking block is slidably connected to the guide member and is capable of sliding along the extension direction of the guide member.

10. The parking brake mechanism according to claim 9, characterized in that, One of the guide member and the locking block is provided with a sliding groove, and the other of the guide member and the locking block is provided with a protrusion, which is slidably installed in the sliding groove.

11. A braking system, characterized in that, Includes the parking brake mechanism as described in any one of claims 1 to 10.

12. The braking system according to claim 11, characterized in that, The braking system further includes a service braking mechanism, which includes a second driving member, a push block, brake pads, and a brake disc. The second driving member can drive the push block to move so as to push the brake pads toward the brake disc.

13. The braking system according to claim 12, characterized in that, The push block is slidably connected to the guide of the parking brake mechanism and can slide along the extension direction of the guide.

14. The braking system according to claim 13, characterized in that, The pusher block is provided with a third connecting hole, and the guide member slides through the third connecting hole.

15. The braking system according to claim 12, characterized in that, The vehicle braking mechanism also includes a ball screw, the second drive member drives the screw connected to the ball screw, and the push block is connected to the nut of the ball screw.

16. A vehicle, characterized in that, include: The parking brake mechanism as described in any one of claims 1 to 10, or the braking system as described in any one of claims 11 to 15.

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