Electromechanical actuator for a braking system

Abstract

The utility model discloses an electronic mechanical executor of brake system for driving brake pad clamping or separating from brake disc, electronic mechanical executor includes drive assembly and crank slider assembly, and crank slider assembly includes crank, connecting rod, limit slot, slider and reset piece, and the transmission is connected to drive assembly with the crank, and the both ends of connecting rod are connected with the crank and slider slidingly connected in limit slot, and the limit slot is opened with through slot, and the slider is connected with reset lug, and reset lug extends to the outside of limit slot through through slot, and reset piece is connected with reset lug, and brake pad is connected on the slider. Through setting limit slot with through slot and slider with reset lug, reset of slider can be realized through reset piece arranged on one side of slider, and reset piece can avoid damage of driving part from frequent work and heating, and the whole structure is relatively simple, and space can be effectively saved.

Description

Technical Field

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

[0002] The braking system is a crucial component of automobiles. With the rapid development of vehicle electrification, intelligence, and connectivity, automotive braking is evolving from traditional mechanical hydraulic or pneumatic braking to brake-by-wire. Brake-by-wire can be divided into electro-hydraulic braking and electro-mechanical braking (EMB). Electro-hydraulic braking has been applied in many vehicle models in recent years; electro-mechanical braking is still in the research stage and is unlikely to be widely adopted in the short term due to technological and policy limitations. However, because electro-hydraulic braking still retains a hydraulic actuator and mechanical connection in the backup braking mode, its placement on the vehicle is limited, making it only a transitional product. Electro-mechanical braking, on the other hand, relies entirely on electronic signal transmission and wheel-end motors to generate braking force, without any hydraulic components. Therefore, electro-mechanical braking is the true brake-by-wire system and the mainstream of future brake-by-wire systems. Its characteristics include fast response (90ms or faster), enhanced safety, and suitability for chassis domain control and intelligent driving technology development. Furthermore, the absence of brake fluid makes it more environmentally friendly and easier to maintain.

[0003] Electromechanical brakes require wheel-end actuators to convert motor rotation into linear motion. Currently, electromechanical disc brakes are commonly used. The motor rotates under the control of a controller, and torque is increased and reduced through planetary gears. This rotation is then converted into linear motion via a ball screw mechanism, achieving the friction braking effect of the brake disc. Companies like Continental and Siemens use ball screws. However, ball screws have two problems: slow reset and high heat generation. Due to the self-locking angle, the ball screw mechanism cannot reset itself; the motor needs to reverse to reset the brake pads. The reset speed is also not fast enough, thus failing to simulate the "pumping" effect of traditional hydraulic brakes. Simultaneously, this necessitates frequent forward and reverse rotation of the motor, increasing energy consumption and, more seriously, generating significant heat, deteriorating the motor's operating environment and hindering performance and efficiency.

[0004] For example, the solution disclosed in the patent document with application number CN202420274223.6 uses a reset component to reset the brake pads. This not only has a simple structure and small footprint, but also generates less heat in the motor and has a fast response.

[0005] However, the above technical solution still has some technical problems, namely the placement of the reset component. For example, placing it behind the slider will result in a longer overall structure, thus occupying more space. Utility Model Content

[0006] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes an electromechanical actuator for a braking system that can avoid damage caused by frequent overheating of the drive components, while also having a simple overall structure and effectively saving space.

[0007] An electromechanical actuator for a braking system according to a first aspect of the present invention is used to drive the brake pads of the braking system to clamp or disengage from the brake disc; the electromechanical actuator includes a drive assembly and a crank-slider assembly, the crank-slider assembly includes a crank, a connecting rod, a limiting groove, a slider, and a reset member, the crank is drivenly connected to the drive assembly, the two ends of the connecting rod are respectively connected to the crank and the slider slidably connected in the limiting groove, the limiting groove has a through groove, the slider has a reset protrusion connected to it, the reset protrusion extends out of the limiting groove through the through groove, the reset member is connected to the reset protrusion, and the brake pad is connected to the slider.

[0008] The electromechanical actuator of the braking system according to the present utility model has at least the following beneficial effects: by setting a limiting groove with a through groove and a slider with a reset protrusion, the reset of the slider can be realized by a reset member set on one side of the slider. The presence of the reset member can avoid the drive component from being damaged due to frequent operation and heat. At the same time, the overall structure is relatively simple and can effectively save space.

[0009] According to some embodiments of this utility model, there are two reset protrusions located on two opposite surfaces of the slider, two through slots are adapted to be formed on the limiting groove, and two reset members are adapted to be connected to the reset protrusions one to one.

[0010] According to some embodiments of the present invention, the reset member is located on the side close to the brake disc.

[0011] According to some embodiments of the present invention, the reset member is located on the side away from the brake disc.

[0012] According to some embodiments of this utility model, the reset element is a helical spring.

[0013] According to some embodiments of the present invention, the crank is configured as a disc-shaped structure, and the crank is connected to the drive end of the drive assembly via gear transmission.

[0014] According to some embodiments of the present invention, the drive assembly includes a driver and a gear set, and the peripheral edge of the crank is formed with teeth;

[0015] The driving gear of the gear set is connected to the drive shaft of the driver, and the driven gear of the gear set meshes with the teeth of the crank.

[0016] According to some embodiments of the present invention, the gear set is configured as a reduction planetary gear.

[0017] According to some embodiments of the present invention, a clutch is further provided between the driving gear of the gear set and the drive shaft of the driver.

[0018] According to some embodiments of the present invention, the electromechanical actuator further includes a controller, the clutch is configured as an electromagnetic clutch, and the driver is configured as a motor;

[0019] The controller is electrically connected to both the electromagnetic clutch and the motor.

[0020] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0021] The present invention will be further described below with reference to the accompanying drawings and embodiments, wherein:

[0022] Figure 1 This is a schematic diagram of the electromechanical actuator of the braking system in its initial state according to an embodiment of the present invention.

[0023] Figure 2 This is a schematic diagram of the electromechanical actuator of the braking system in the braking state according to an embodiment of the present invention.

[0024] Figure 3 This is a schematic diagram of the transmission structure of the electromechanical actuator of the braking system according to an embodiment of the present invention.

[0025] Figure 4 This is a schematic diagram of the control principle of the electromechanical actuator of the braking system according to an embodiment of the present invention.

[0026] 100, Brake pad; 200, Brake disc; 300, Drive assembly; 310, Driver; 320, Gear set; 330, Clutch; 410, Crank; 420, Connecting rod; 430, Limit groove; 431, Through groove; 440, Slider; 441, Reset protrusion; 450, Reset element; 500, Controller. Detailed Implementation

[0027] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0028] In the description of this utility model, it should be understood that the directional descriptions, such as up, down, front, back, left, right, etc., indicate the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this 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 this utility model.

[0029] In the description of this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. If "first" or "second" is used in the description, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0030] In the description of this utility model, unless otherwise explicitly defined, terms such as "setting," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in conjunction with the specific content of the technical solution.

[0031] refer to Figure 1 , Figure 2 as well as Figure 3 As shown, the electromechanical actuator of the braking system according to an embodiment of the present invention is used to drive the brake pad 100 of the braking system to clamp or disengage from the brake disc 200. The electromechanical actuator includes a drive assembly 300 and a crank 410 slider 440 assembly. The crank 410 slider 440 assembly includes a crank 410, a connecting rod 420, a limiting groove 430, a slider 440, and a reset member 450. The crank 410 is connected to the drive assembly 300. The two ends of the connecting rod 420 are respectively connected to the crank 410 and the slider 440 which is slidably connected in the limiting groove 430. A through groove 431 is opened on the limiting groove 430. A reset protrusion 441 is connected to the slider 440. The reset protrusion 441 extends out of the limiting groove 430 through the through groove 431. The reset member 450 is connected to the reset protrusion 441. The brake pad 100 is connected to the slider 440.

[0032] In actual use, by setting a limiting groove 430 with a through groove 431 and a slider 440 with a reset protrusion 441, the reset of the slider 440 can be achieved by a reset member 450 set on one side of the slider 440. The presence of the reset member 450 can prevent the drive component from being damaged due to frequent operation and heat. At the same time, the overall structure is relatively simple and can effectively save space.

[0033] Specifically, the limiting groove 430 can be formed by combining two tubes. One of the tubes has a through groove 431 on its side wall that connects to the tube opening. The slider 440 is installed into the tube through this tube opening. Then, the other tube is fitted onto this tube and fixed by welding or other methods such as threaded connection, thereby obtaining the assembly method of the limiting groove 430 and the slider 440.

[0034] Meanwhile, the reset protrusion 441 has a triangular horn structure, which has high structural strength and uses less material overall, meeting the needs of cost management.

[0035] In some specific embodiments of this utility model, it may also have the following additional technical features: there are two reset protrusions 441 located on two opposite surfaces of the slider 440, two through slots 431 adapted to be provided on the limiting groove 430, and two reset members 450 adapted to be connected to the reset protrusions 441 respectively.

[0036] The above design makes the forces on slider 440 more balanced and reduces the presence of bias forces.

[0037] In some specific embodiments of this utility model, it may also have the following additional technical features: the reset member 450 is located on the side close to the brake disc 200.

[0038] In some specific embodiments of this utility model, it may also have the following additional technical features: the reset member 450 is located on the side away from the brake disc 200.

[0039] As can be seen from the above technical solution, after the reset component 450 is set on the outer periphery of the limiting groove 430, the setting direction and setting method of the reset component 450 are more diverse and simpler and more convenient, which facilitates subsequent integration.

[0040] In some specific embodiments of this utility model, it may also have the following additional technical features: the reset member 450 is a helical spring. Based on this, when the reset member 450 is located on the side close to the brake disc 200, and the slider 440 clamps the brake disc 200 with the brake pad 100, pressure is applied to the reset member 450; when resetting, the reset member 450 applies a spring force to the slider 440. When the reset member 450 is located on the side away from the brake disc 200, and the slider 440 clamps the brake disc 200 with the brake pad 100, the slider 440 applies a pulling force to the reset member 450; when resetting, the reset member 450 applies a pulling force to the slider 440.

[0041] The above design allows for multiple ways to configure the reset component 450.

[0042] The electromechanical actuator provided in this embodiment includes a crank 410 and a slider 440 assembly. In use, the drive assembly 300 drives the crank 410 to rotate, which causes the crank 410 to sequentially link the connecting rod 420 and the slider 440, thereby driving the brake pad 100 to slide towards the brake disc 200 to achieve braking. After braking is completed, the restoring force of the reset member 450 can be used to return the slider 440 to its initial position. At this time, there is no need for the drive component to work to apply a restoring force to the crank 410 and slider 440 assembly, which can avoid the drive component from overheating and being damaged due to frequent operation.

[0043] In addition, the restoring force of the reset component 450 can be quickly linked to the brake pad 100 for reset through the crank 410 slider 440 assembly. This not only has a simple structure and small space occupation, but also has the advantage of fast response.

[0044] Therefore, the embodiments of this utility model utilize the above-described structure to not only improve the response speed of the electromechanical actuator, but also reduce the probability of damage to the drive components in the electromechanical actuator due to heat generation from frequent operation, simplify the structure of the electromechanical actuator, and reduce the space occupied.

[0045] In some specific embodiments of this utility model, it may also have the following additional technical features: the crank 410 is configured as a disc-shaped structure, and the crank 410 is connected to the drive end of the drive assembly 300 through gear transmission.

[0046] This embodiment of the utility model connects the crank 410 to the drive end gear of the drive assembly 300. Since gear transmission has the advantages of rapid response and smooth transmission, this can further improve the response speed and reliability of the electromechanical actuator.

[0047] In some specific embodiments of this utility model, it may also have the following additional technical features: the drive assembly 300 includes a driver 310 and a gear set 320, and the peripheral edge of the crank 410 is formed with teeth;

[0048] The driving gear of the gear set 320 is connected to the drive shaft of the driver 310, and the driven gear of the gear set 320 meshes with the teeth of the crank 410.

[0049] In some specific embodiments of this utility model, it may also have the following additional technical features: the gear set 320 is configured as a reduction planetary gear. It should be understood that the gear set 320 is not limited to a reduction planetary gear, but may also be other forms of reducers.

[0050] In some specific embodiments of this utility model, it may also have the following additional technical features: a clutch 330 is also provided between the driving gear of the gear set 320 and the drive shaft of the driver 310.

[0051] refer to Figure 4 As shown, in some specific embodiments of this utility model, it may also have the following additional technical features: the electromechanical actuator further includes a controller 500, the clutch 330 is configured as an electromagnetic clutch 330, and the driver 310 is configured as a motor;

[0052] The controller 500 is electrically connected to the electromagnetic clutch 330 and the motor.

[0053] In practical use, the electromagnetic clutch 330 can be similar to the electromagnetic clutch 330 used in electric power steering, and the controller 500 can be used to achieve automatic disengagement. For example, in an electric power steering system, when the vehicle speed reaches 45 km / h, auxiliary power steering is generally not needed. In addition, when the motor fails, the electromagnetic clutch 330 can be controlled to automatically disengage, at which point only manual steering function is available.

[0054] Based on the electromechanical actuator provided in this embodiment of the present invention, its usage is further described below:

[0055] In use, the slider 440 is connected to the brake pad 100; gears are provided around the crank 410, which can mesh with the reduction gear set 320; the clutch 330 can realize the power transmission or disconnection between the motor and the gear set 320. When the clutch 330 is released, the motor is separated from the crank 410 and slider 440 assembly; and the crank 410 is in the brake released position, the brake pad 100 is also separated from the brake disc, that is, in the normal driving state, the braking system does not work.

[0056] When braking is required, under the control of the controller 500, the clutch 330 engages, the motor rotates, and the clutch 330 transmits the rotational motion of the motor to the gear set 320. Since the teeth around the crank 410 mesh with the gear set 320, the gear set 320 can drive the crank 410 to rotate. This process requires overcoming the force of the reset element 450. The rotation of the crank 410 drives the connecting rod 420 to push the slider 440 to move, pushing the brake pad 100 until it presses against the brake disc 200, generating braking force through friction. It should be noted that the crank 410 does not need to complete a full revolution, but only needs to move at most half a revolution. The connection point A between the crank 410 and the connecting rod 420 only needs to move from the far right to the far left in the diagram, meaning that the stroke at point B determines the maximum stroke of the slider 440.

[0057] When the brake needs to be released, under the control of the controller 500, the clutch 330 disengages, and the reduction gear set 320 separates from the motor, but the crank 410 remains engaged with the gear set 320. At this time, the restoring force generated by the reset member 450 drives the slider 440 to move. During this process, the restoring force generated by the reset member 450 can overcome the friction and inertial force between the crank 410 slider 440 assembly and the gear set 320. During this process, the motor does not need to reverse, avoiding excessive heat generated by frequent forward and reverse rotation and reducing motor heating.

[0058] It should be understood that the controller 500 can be a motor controller 500, a vehicle controller 500, or a separately configured controller. This utility model does not impose a single requirement in this regard.

[0059] Furthermore, brake pads 100 should be provided on both sides of the brake disc 200. The brake pads 100 on both sides of the brake disc 200 are connected by a transmission mechanism. When one brake pad 100 approaches the brake disc 200, the other brake pad 100 is simultaneously approached by the transmission mechanism.

[0060] It should be understood that the transmission mechanism can be a gear transmission mechanism, a connecting rod 420 structure, or other transmission structures, and this utility model does not make any specific requirements or descriptions for it.

[0061] Because the electromechanical actuator with the above structure has the advantages of simple structure, small space occupation, fast response speed and low heat generation, the automobile provided by this utility model can improve the braking performance of the automobile by setting the electromechanical actuator with the above structure, and can simulate the "pump braking" effect.

[0062] The embodiments of the present utility model have been described in detail above with reference to the accompanying drawings. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present utility model.

Claims

1. An electromechanical actuator for a braking system, used to drive the brake pads (100) of the braking system to clamp or disengage from the brake disc (200); characterized in that The electromechanical actuator includes a drive assembly (300) and a crank (410) slider (440) assembly. The crank (410) slider (440) assembly includes a crank (410), a connecting rod (420), a limiting groove (430), a slider (440), and a reset member (450). The crank (410) is connected to the drive assembly (300) in a transmission manner. The two ends of the connecting rod (420) are respectively connected to the crank (410) and the sliding connecting rod. The slider (440) is connected to the limiting groove (430). The limiting groove (430) has a through groove (431). The slider (440) is connected to a reset protrusion (441). The reset protrusion (441) extends out of the limiting groove (430) through the through groove (431). The reset member (450) is connected to the reset protrusion (441). The brake pad (100) is connected to the slider (440).

2. The electromechanical actuator of a brake system according to claim 1, characterized in that, There are two reset protrusions (441) located on opposite sides of the slider (440). Two through slots (431) are adapted to be provided on the limiting groove (430). There are two reset members (450) adapted to be connected to the reset protrusions (441) one by one.

3. The electromechanical actuator of a brake system according to claim 1, characterized in that, The reset member (450) is located on the side close to the brake disc (200).

4. The electromechanical actuator of the braking system according to claim 1, characterized in that, The reset member (450) is located on the side away from the brake disc (200).

5. The electromechanical actuator of the braking system according to any one of claims 1-4, characterized in that, The reset component (450) is a helical spring.

6. The electromechanical actuator of a brake system according to claim 1, wherein The crank (410) is configured as a disc-shaped structure, and the crank (410) is connected to the drive end of the drive assembly (300) via gear transmission.

7. The electromechanical actuator of a brake system according to claim 6, characterized in that, The drive assembly (300) includes a driver (310) and a gear set (320), and the peripheral edge of the crank (410) is formed with teeth; The driving gear of the gear set (320) is connected to the drive shaft of the driver (310), and the driven gear of the gear set (320) meshes with the teeth of the crank (410).

8. The electromechanical actuator of a brake system according to claim 7, characterized in that, The gear set (320) is configured as a reduction planetary gear.

9. The electromechanical actuator of a brake system according to claim 7, wherein A clutch (330) is also provided between the drive gear of the gear set (320) and the drive shaft of the driver (310).

10. The electromechanical actuator of a brake system according to claim 9, characterized in that, The electromechanical actuator further includes a controller (500), the clutch (330) is configured as an electromagnetic clutch (330), and the driver (310) is configured as a motor; The controller (500) is electrically connected to the electromagnetic clutch (330) and the motor, respectively.

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