A noise-reducing electronic mechanical brake system for a vehicle
By setting an elastomeric groove between the end face teeth meshing parts of the electromechanical braking system, the rigid collision of the end face teeth is buffered, which solves the wear and noise problems during driving and parking braking and improves the durability of the braking system.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- SUZHOU CAR TECHNOLOGY INTELLIGENT CONTROL TECHNOLOGY CO LTD
- Filing Date
- 2025-12-19
- Publication Date
- 2026-07-28
AI Technical Summary
In electromechanical braking systems, long-term collisions between the end face protrusions of the service and parking brakes lead to wear and noise problems, affecting service life.
An elastomer groove is provided between the meshing end face teeth to buffer the rigid collision of the end face teeth and avoid direct contact that would generate noise.
It effectively reduces wear and noise on the end face teeth, and extends the service life of the secondary worm gear and brake gear.
Smart Images
Figure CN224566580U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of automotive electromechanical brake technology, specifically to a noise-reducing vehicle electromechanical braking system. Background Technology
[0002] Electromechanical braking systems eliminate the traditional hydraulic braking force transmission method, directly driving the brakes via a brake motor to clamp the vehicle's brake discs or drums, thereby achieving braking. Its main advantages include short braking response time, high control precision, energy saving and environmental friendliness, enabling more efficient energy recovery and superior braking performance.
[0003] Electromechanical braking systems consist of two components: service brakes and parking brakes. To adapt to different application scenarios in passenger cars, commercial vehicles, or multi-purpose vehicles, electromechanical braking systems are developing towards lightweight and compact designs, redundant safety designs, and intelligent and integrated technologies.
[0004] Patent No.: CN119796151A is an invention patent applied for between the applicants. It discloses an electromechanical parking brake system with mutually coupled and redundant driving and parking brakes. The system includes a brake assembly, a driving brake motor and gear reduction mechanism assembly with a driving brake secondary reduction output gear, a gear system bearing bracket connected to the brake assembly, an ECU controller assembly, and a parking brake motor and gear reduction mechanism assembly with a parking brake secondary reduction input worm gear. A secondary reduction gear system mounting shaft is rotatably mounted on the gear system bearing bracket. The driving brake secondary reduction output gear and the parking brake secondary reduction input worm gear are jointly assembled on the secondary reduction gear system mounting shaft. The parking brake secondary reduction input worm gear and the driving brake secondary reduction output gear are coupled, realizing the independent safety redundancy function of driving brake and parking brake. However, the applicant discovered that during operation, noise is generated when the protrusion on the spoke end face of the parking secondary reduction input worm gear and the concave block on the spoke end face of the service brake secondary reduction output gear collide. Under long-term use, the protrusion and concave block will wear down due to repeated collisions, affecting their service life. Summary of the Invention
[0005] This invention proposes a noise-reducing vehicle electromechanical braking system to solve the problem of wear and significant noise caused by repeated collisions between end face protrusions during driving and parking.
[0006] This utility model discloses an optimized end-face tooth scheme for an electromechanical braking system that couples driving and parking brakes. When using end-face teeth to transmit torque for vehicle braking and parking, there is a problem of excessive end-face tooth collision noise. The end-face teeth make direct contact and undergo rigid collisions during engagement, generating significant noise and degrading the user experience. The purpose of this utility model is to utilize an elastomer as a buffer against rigid collisions of the end-face teeth, preventing direct impacts and thus avoiding excessive noise.
[0007] This optimized design incorporates elastic body grooves between the end-face teeth and the meshing components, housing the elastic body within them. When the meshing components need to transmit torque using the end-face teeth, and the teeth are about to collide, the end-face teeth first contact and compress the elastic body before the actual collision occurs. Because the elastic body is compressed before the tooth collision, this compression buffers the direct impact, reducing the significant noise caused by direct collisions.
[0008] Specifically, the technical solution of this utility model is: a noise-reducing vehicle electromechanical braking system, including a service brake assembly and a parking brake assembly, and a coupling shaft. A secondary worm gear and a brake gear are sleeved on the coupling shaft. The secondary worm gear is rotatably connected to the coupling shaft, and the brake gear is fixedly connected to the coupling shaft. The parking brake assembly is connected to the secondary worm gear, and the service brake assembly is connected to the brake gear. At least one first protrusion is provided on the end face of the secondary worm gear near the brake gear, and a second protrusion is provided on the end face of the brake gear near the secondary worm gear. The first and second protrusions abut and disconnect from each other as the secondary worm gear and the brake gear rotate to achieve intermittent coupling. An elastic element is also fixedly provided on the brake gear. The second protrusion and the elastic element are on the same circumference and abut against each other. The elastic element is used to buffer the rigid collision between the first and second protrusions.
[0009] Preferably, the spokes of the brake gear are provided with mounting grooves, and the elastic element is fixedly installed in the mounting grooves.
[0010] Preferably, when the number of the first bump and the second bump is greater than one, the first bump and the second bump are respectively rotationally symmetrical about the coupling axis.
[0011] Preferably, the number of the first bump and the second bump is two.
[0012] Preferably, the service braking assembly includes a service brake motor and a service transmission gear. The output shaft of the service brake motor is provided with an output gear, which meshes with the service transmission gear, and the service transmission gear meshes with the brake gear.
[0013] Preferably, the parking brake assembly includes a parking brake motor, a first-stage worm gear, a first-stage worm wheel, and a second-stage worm gear. The first-stage worm gear is fixedly connected to the output shaft of the parking brake motor, the first-stage worm gear meshes with the first-stage worm wheel, the first-stage worm wheel is coaxial with the second-stage worm gear, and the second-stage worm gear meshes with the second-stage worm wheel.
[0014] Preferably, it also includes a planetary gear set and a planet carrier, a sun gear is provided on the coupling shaft, the sun gear meshes with the planetary gear set, the planet carrier is connected to the planetary gear set, a drive shaft is provided at the center of the planet carrier, and a spline groove is provided on the drive shaft.
[0015] The beneficial effects of this utility model are: This invention achieves intermittent coupling between the secondary worm gear and the brake gear by setting a first protrusion and a second protrusion that can influence each other on the spoke end faces of the secondary worm gear and the brake gear. At the same time, by setting an elastic element between the first protrusion and the second protrusion, the wear and noise generated when the first protrusion and the second protrusion collide can be effectively buffered, thereby extending the service life of the secondary worm gear and the brake gear. Attached Figure Description
[0016] Figure 1 This is an exploded view of the overall structure of this utility model; Figure 2 This is an exploded schematic diagram of the connection structure between the two-stage worm gear and the brake gear of this utility model; Figure 3 This is a schematic diagram of the connection of the elastic element of this utility model; Figure 4 This is an exploded schematic diagram of the connection structure between the coupling shaft and the planetary gear set and planet carrier of this utility model.
[0017] The names and numbers of the components in the attached diagram are as follows: 1. Coupling shaft; 2. Second-stage worm gear; 21. First protrusion; 3. Brake gear; 31. Second protrusion; 32. Mounting groove; 4. Service brake motor; 5. Output gear; 6. Service transmission gear; 7. Parking brake motor; 8. First-stage worm; 9. First-stage worm gear; 10. Second-stage worm (10); 11. Planetary gear set; 12. Planetary carrier; 13. Drive shaft; 14. Elastic element. Detailed Implementation
[0018] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can be arranged and designed in various different configurations. The following detailed description of the embodiments of this utility model provided in the accompanying drawings is not intended to limit the scope of the claimed utility model, but merely to illustrate selected embodiments of the utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without inventive effort are within the scope of protection of this utility model.
[0019] Unless otherwise defined, the technical or scientific terms used in this disclosure shall have the ordinary meaning understood by a person skilled in the art to which this disclosure pertains. The words “comprising” or “including” and similar terms used in this disclosure mean that the element or object preceding the word covers the element or object listed after the word and its equivalents, without excluding other elements or objects. The words “connected” or “linked” and similar terms are not limited to physical or mechanical connections, but may also include electrical connections, whether direct or indirect. “Up,” “down,” “left,” “right,” etc., are used only to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.
[0020] Example
[0021] like Figures 1-3As shown, this utility model provides a noise-reducing vehicle electromechanical braking system, including a service brake assembly and a parking brake assembly, and a coupling shaft 1. A secondary worm gear 2 and a brake gear 3 are sleeved on the coupling shaft 1. The secondary worm gear 2 is rotatably connected to the coupling shaft 1, and the brake gear 3 is fixedly connected to the coupling shaft 1. The parking brake assembly is connected to the secondary worm gear 2, and the service brake assembly is connected to the brake gear 3. At least one first protrusion 21 is provided on the end face of the secondary worm gear 2 near the brake gear 3, and a second protrusion 31 is provided on the end face of the brake gear 3 near the secondary worm gear 2. The first protrusion 21 and the second protrusion 31 abut against each other and disconnect from each other as the secondary worm gear 2 and the brake gear 3 rotate to achieve intermittent coupling. An elastic element 14 is also fixedly provided on the brake gear 3. The second protrusion 31 and the elastic element 14 are on the same circumference and abut against each other. The elastic element 14 is used to buffer the rigid collision between the first protrusion 21 and the second protrusion 31. When parking brake or service brake combined with parking brake is required, the parking brake assembly controls the rotation of the secondary worm gear 2. When the first protrusion 21 and the second protrusion 31 are about to collide, the first protrusion 21 will first contact the elastic element 14. The two ends of the elastic element 14 are elastically compressed by the forces of the first protrusion 21 and the second protrusion 31 to buffer the impact. As the secondary worm gear 2 continues to rotate, the first protrusion 21 continuously transmits torque to the second protrusion 31 to increase the parking force. In the above process, by setting the elastic element 14, the wear and noise problems caused by the direct collision between the first protrusion 21 and the second protrusion 31 can be avoided.
[0022] Specifically, the spokes of the brake gear 3 are provided with mounting grooves 32, and the elastic element 14 is fixedly installed in the mounting grooves 32. The elastic element 14 and the brake gear 3 are detachably fixedly connected, such as by screws, which facilitates subsequent maintenance and replacement.
[0023] Specifically, when the number of the first protrusion 21 and the second protrusion 31 is greater than one, the first protrusion 21 and the second protrusion 31 are respectively rotationally symmetrical about the coupling axis 1, that is, they bisect the circumference. This ensures that when the first protrusion 21 and the second protrusion 31 transmit torque in contact, the force points are uniform and the force is stable.
[0024] Specifically, the number of the first protrusion 21 and the second protrusion 31 is two, which means that the brake gear 3 can rotate freely within an angle range of 180°.
[0025] Specifically, such as Figure 1As shown, the service braking assembly includes a service brake motor 4 and a service transmission gear 6. An output gear 5 is mounted on the output shaft of the service brake motor 4. The output gear 5 meshes with the service transmission gear 6, and the service transmission gear 6 meshes with the brake gear 3. During service braking, the service brake motor 4 provides the service braking torque, which is transmitted sequentially through the output gear 5, the service transmission gear 6, and the brake gear 3 to the coupling shaft 1, and then output from the coupling shaft 1 to the brake piston for vehicle braking.
[0026] Specifically, the parking brake assembly includes a parking brake motor 7, a primary worm gear 8, a primary worm wheel 9, and a secondary worm gear 1010. The primary worm gear 8 is fixedly connected to the output shaft of the parking brake motor 7. The primary worm gear 8 meshes with the primary worm wheel 9. The primary worm wheel 9 and the secondary worm gear 1010 are coaxial. The secondary worm gear 1010 meshes with the secondary worm wheel 2. During parking brake operation, the parking brake motor 7 provides braking torque, which is transmitted sequentially through the primary worm gear 8, the primary worm wheel 9, the secondary worm gear 1010, and the secondary worm wheel 2 to the coupling shaft 1. The torque is then output from the coupling shaft 1 to the brake piston for vehicle braking, and the primary worm wheel 9 and the secondary worm wheel 2 provide self-locking.
[0027] Specifically, such as Figure 1 and Figure 4 As shown, it also includes a planetary gear set 11 and a planet carrier 12. A sun gear is mounted on the coupling shaft 1, meshing with the planetary gear set 11. The planet carrier 12 is connected to the planetary gear set 11. A drive shaft 13 is located at the center of the planet carrier 12, and a splined groove is provided on the drive shaft 13. The planetary gear system further reduces speed and increases torque on the coupling shaft 1, improving braking torque and enhancing braking stability. The splined groove is used for subsequent brake piston transmission connection.
[0028] Working principle and process: When parking brake or service brake combined with parking brake is applied, the parking brake motor 7 provides braking torque. The torque is reduced and increased by the worm gear pair of the first-stage worm gear 9 and the worm gear pair of the second-stage worm gear 2 before being transmitted to the second-stage worm gear 2. During the rotation of the second-stage worm gear 2, the first protrusion 21 located on the end face of the second-stage worm gear 2 will abut against the elastic element 14. After being buffered by the elastic block, the braking torque is transmitted to the second protrusion 31, which in turn drives the brake gear 3 and the coupling shaft 1 to rotate. Finally, after being reduced and increased by the planetary gear system, the torque is transmitted to the subsequent brake piston to squeeze the brake pads for braking.
[0029] The above description is a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the technical scope disclosed in this utility model, based on the technical solution and concept of this utility model, should be covered within the protection scope of the claims of this utility model.
Claims
1. A noise-reducing vehicle electromechanical braking system, comprising a service brake assembly and a parking brake assembly, characterized in that: It also includes a coupling shaft (1), on which a secondary worm gear (2) and a brake gear (3) are sleeved. The secondary worm gear (2) is rotatably connected to the coupling shaft (1), and the brake gear (3) is fixedly connected to the coupling shaft (1). The parking brake assembly is connected to the secondary worm gear (2), and the service brake assembly is connected to the brake gear (3). The end face of the secondary worm gear (2) near the brake gear (3) is provided with at least one first protrusion (21), and the end face of the brake gear (3) near the secondary worm gear (2) is provided with a corresponding second protrusion (31). The first protrusion (21) and the second protrusion (31) abut against each other and disconnect from each other as the secondary worm gear (2) and the brake gear (3) rotate to achieve intermittent coupling. An elastic element (14) is also fixedly provided on the brake gear (3). The second protrusion (31) and the elastic element (14) are on the same circumference and abut against each other. The elastic element (14) is used to buffer the rigid collision between the first protrusion (21) and the second protrusion (31).
2. The noise-reducing vehicle electromechanical braking system according to claim 1, characterized in that: The brake gear (3) has a mounting groove (32) on its spokes, and the elastic element (14) is fixedly installed in the mounting groove (32).
3. A noise-reducing vehicle electromechanical braking system according to claim 1 or 2, characterized in that: When the number of the first bump (21) and the second bump (31) is greater than one, the first bump (21) and the second bump (31) are respectively rotationally symmetrical about the coupling axis (1).
4. The noise-reducing vehicle electromechanical braking system according to claim 3, characterized in that: The number of the first bump (21) and the second bump (31) is two.
5. A noise-reducing vehicle electromechanical braking system according to any one of claims 1, 2, and 4, characterized in that: The vehicle braking assembly includes a vehicle braking motor (4) and a vehicle transmission gear (6). The output shaft of the vehicle braking motor (4) is provided with an output gear (5). The output gear (5) meshes with the vehicle transmission gear (6), and the vehicle transmission gear (6) meshes with the brake gear (3).
6. A noise-reducing vehicle electromechanical braking system according to any one of claims 1, 2, and 4, characterized in that: The parking brake assembly includes a parking brake motor (7), a first-stage worm (8), a first-stage worm wheel (9), and a second-stage worm (10). The first-stage worm (8) is fixedly connected to the output shaft of the parking brake motor (7). The first-stage worm (8) meshes with the first-stage worm wheel (9). The first-stage worm wheel (9) and the second-stage worm (10) are coaxial. The second-stage worm (10) meshes with the second-stage worm wheel (2).
7. A noise-reducing vehicle electromechanical braking system according to any one of claims 1, 2, and 4, characterized in that: It also includes a planetary gear set (11) and a planet carrier (12). The coupling shaft (1) is provided with a sun gear, which meshes with the planetary gear set (11). The planet carrier (12) is connected to the planetary gear set (11). The planet carrier (12) is provided with a drive shaft (13) at its center, and the drive shaft (13) is provided with a spline groove.