Parking lock mechanism, electromechanical brake system and integrated brake control system

Abstract

This application relates to the field of automotive component technology, providing a parking lock mechanism, an electromechanical braking system, and an integrated braking control system. The parking lock mechanism includes: a support wheel, fixedly and loosely fitted around the locked shaft, the support wheel having a pin hole extending through its inner and outer circumferences, the pin hole extending in a direction intersecting the radial direction; a switch wheel, rotatably fitted around the support wheel, the inner circumference of the switch wheel having a first cam groove communicating with the pin hole; and a resilient pin member housed in the pin hole, a first end of the resilient pin member contacting the bottom of the first cam groove, and a second end contacting the bottom wall of the pin hole and the locked shaft, wherein the bottom wall of the pin hole is located on the inner circumference of the support wheel. This application can reliably lock the locked shaft in any rotational phase, and can achieve clamping compensation without unlocking operation when the locking force of the parking lock mechanism weakens, significantly improving safety, reliability, and assembly efficiency.

Description

Technical Field

[0001] This application relates to the field of automotive parts technology, and more specifically, to parking lock mechanisms, electromechanical braking systems, and integrated braking control systems. Background Technology

[0002] In electromechanical braking systems, gear transmission mechanisms and ball screw structures are typically used to convert the torque output by the motor into the braking clamping force of the brake caliper. Since ball screws lack self-locking capability, a locking mechanism is required for parking. (Refer to...) Figure 1 As shown, a ratchet and pawl locking mechanism is commonly used for parking. The ratchet 110 is installed on the shaft that needs to be locked in the transmission mechanism. The electromagnetic switch 130 is used to operate the pawl 120 to engage with the ratchet 110 and lock it, thereby realizing the parking function. When the electromagnetic switch 130 operates the pawl 120 to disengage from the ratchet 110, the transmission mechanism is unlocked and the parking is released.

[0003] The problem with using a ratchet and pawl locking mechanism for parking is that when parking is required after braking, the phase of the locked shaft is random, while the locking phase of the ratchet and pawl is fixed. Therefore, there is a possibility that the pawl 120 may not accurately engage with the ratchet 110. Specifically, refer to... Figure 1 As shown, assuming the clockwise direction of ratchet 110 is the braking clamping direction of the braking system: if the right side of pawl 120 contacts the left side of the right ratchet first, the locking force is greater than the actual required force, then parking is safe, but it is not conducive to the life of the mechanism; if the left side of pawl 120 contacts the right side of the left ratchet first, the locking force is less than the actual required force, and the parking will loosen and the vehicle will slip; if pawl 120 collides with the top of the ratchet of ratchet 110, parking will not be possible and the life of the mechanism will be affected.

[0004] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this application, and therefore may include information that does not constitute prior art known to those skilled in the art. Utility Model Content

[0005] This application provides a parking locking mechanism capable of reliably locking the locked shaft in any rotational phase, as well as an electromechanical braking system and an integrated braking control system configured with the parking locking mechanism.

[0006] According to one aspect of this application, a parking locking mechanism is provided, comprising: a load-bearing wheel, fixedly and loosely sleeved on the outside of a locked shaft, the load-bearing wheel having a pin hole extending through its inner and outer circumferences, the pin hole extending in a direction intersecting the radial direction; a switch wheel, rotatably sleeved on the outside of the load-bearing wheel, the inner circumference of the switch wheel having a first cam groove communicating with the pin hole; and an elastic pin member received in the pin hole, a first end of the elastic pin member contacting the bottom of the first cam groove, and a second end contacting the bottom of the pin hole and the locked shaft, wherein the bottom of the pin hole is located on the inner circumference of the load-bearing wheel.

[0007] The load-bearing wheel has a pin hole that runs through its inner and outer circumference and extends in a direction that intersects with the radial direction, so that the pin hole and the tangent of the locked shaft form an acute angle, forming a wedge structure. The thrust of the elastic pin component is converted into a clamping force through the wedge constraint to lock the locked shaft. Moreover, the wedge structure can be formed at any rotation phase of the locked shaft without the need for a specific engagement point.

[0008] The first cam groove of the switch wheel has a gradually changing depth. The first end of the elastic pin component can slide in the first cam groove, serving as a lock and unlock switch. As the switch wheel rotates: when the shallower bottom of the first cam groove abuts against the first end of the elastic pin component, the elastic pin component is compressed and moves towards the narrow end of the wedge structure, causing the second end of the elastic pin component to press against the bottom of the groove of the locked shaft and pin hole, thus locking the locked shaft; when the deeper bottom of the first cam groove contacts the first end of the elastic pin component, the elastic pin component is released, exiting the state of tight contact with the bottom of the groove of the locked shaft and pin hole, thereby releasing the pressure between the locked shaft and the bearing wheel, allowing the locked shaft to rotate freely. The wedge structure also generates a self-amplifying effect: in the locked state, the locked shaft tends to move further in the locking direction under the action of the elastic pin component, thereby driving the elastic pin component to move further in the locking direction, increasing the frictional locking force between the locked shaft and the bearing wheel, improving the locking effect, and thus enhancing parking safety.

[0009] In the locked state, if changes in external environmental factors such as temperature cause the parking lock mechanism to lose its effective locking force, unlocking via the parking lock mechanism is unnecessary. Instead, the locked shaft can be rotated in the opposite direction of locking using the motor of the braking system or other suitable power source (the braking clamping direction of the braking system is designed to be opposite to the locking direction of the parking lock mechanism). This pushes the elastic pin component out of its tight contact with the bottom wall of the locked shaft and pin hole, releasing the pressure between the locked shaft and the load-bearing wheel. This allows the power source to overcome the initial torque, drive the locked shaft to transmit the braking clamping torque, and achieve parking clamping. Thus, utilizing the unidirectional locking design of the parking lock mechanism, it supports re-clamping by the power source without requiring the elastic pin component to unlock, avoiding frequent unlocking-locking operations of the elastic pin component, simplifying the control process, reducing wear on the parking lock mechanism, and enabling uninterrupted parking clamping by overcoming only a small initial torque.

[0010] In some embodiments, the bottom wall of the pin hole is formed as a second cam groove, the deeper bottom of which connects to the pin hole. The engagement of the second cam groove with the second end of the resilient pin member enables more reliable locking and unlocking.

[0011] In some embodiments, the first end of the elastic pin member is formed as an arc end, and the bottom of the first cam groove is formed as an arc-shaped groove bottom; and / or, the second end of the elastic pin member is formed as an arc end, and the bottom wall of the pin hole is formed as an arc-shaped groove bottom. By utilizing the arc end of the elastic pin member to engage with the arc-shaped groove bottom of the pin hole / the arc-shaped groove bottom of the first cam groove, a smooth and stable contact engagement is achieved, making the parking lock / unlock process stable and reliable.

[0012] In some embodiments, the elastic pin component includes: a locking spring; a guide pin connected to a first end of the locking spring and in contact with the bottom of the first cam groove; and a locking pin connected to a second end of the locking spring and in contact with the bottom wall of the pin hole and the locked shaft. The locking spring, locking pin, and guide pin work together to form the elastic pin component, facilitating its processing, adjustment, and assembly.

[0013] In some embodiments, the parking locking mechanism further includes: a timing pulley, fixedly sleeved on the locked shaft; wherein the load-bearing wheel is loosely sleeved on the timing pulley, and the second end of the elastic pin member contacts and engages with the timing pulley. The continuous circumferential friction surface of the timing pulley, in conjunction with the elastic pin member, further ensures reliable locking of the locked shaft at any rotational phase.

[0014] According to another aspect of this application, an electromechanical braking system is provided, comprising: a ball screw and a transmission mechanism; a parking lock mechanism as described in any of the above embodiments; wherein, the screw shaft of the ball screw serves as the locked shaft, the output shaft of the transmission mechanism is connected to the locked shaft, and the load-bearing wheel of the parking lock mechanism is fixed to the housing of the transmission mechanism.

[0015] According to another aspect of this application, an integrated braking control system is provided, which is configured with a parking lock mechanism as described in any of the above embodiments.

[0016] The electromechanical braking system / integrated braking control system is equipped with the parking lock mechanism mentioned above, which can reliably lock the locked shaft in any rotation phase after the brake clamping is engaged. Furthermore, in the event of weakening of the locking force of the parking lock mechanism, clamping compensation without unlocking operation can be achieved through motor / hydraulic drive, significantly improving safety and reliability.

[0017] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0019] Figure 1 A schematic diagram of the ratchet and pawl locking mechanism is shown.

[0020] Figure 2 This document shows a schematic diagram of the parking lock mechanism in an embodiment of this application.

[0021] Figure 3 and Figure 4 This diagram illustrates the structure of the parking lock mechanism in a real-world application scenario, as shown in the embodiments of this application.

[0022] Figure 5 This diagram shows a partial cross-sectional view of the electromechanical braking system in an embodiment of this application.

[0023] Figure 6 This diagram shows a partial exploded structure of the electromechanical braking system in an embodiment of this application. Detailed Implementation

[0024] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0025] The accompanying drawings are merely illustrative of this application and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar structures, and therefore, repeated descriptions of them will be omitted.

[0026] The use of terms such as "first," "second," and similar words in the specific description does not indicate any order, quantity, or importance, but is merely used to distinguish different components. The terms "clockwise," "counterclockwise," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application 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, and therefore should not be construed as a limitation of this application. Furthermore, in the description of this application, unless otherwise expressly specified and limited, the term "connection" should be interpreted broadly, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be a connection within two components.

[0027] It should be noted that, unless otherwise specified, the embodiments of this application and the features in different embodiments can be combined with each other.

[0028] Figure 2 The structure of the parking lock mechanism in the embodiment of this application is illustrated. (Refer to...) Figure 2 As shown in the embodiment of this application, the parking locking mechanism includes:

[0029] The load-bearing wheel 100 is fixed and spaced outside the locked shaft 200. The load-bearing wheel 100 is provided with a pin hole 110 that passes through its inner circumference and outer circumference. The pin hole 110 extends in a direction that intersects with the radial direction.

[0030] The switch wheel 300 is rotatably sleeved on the outside of the load-bearing wheel 100. The inner circumference of the switch wheel 300 is provided with a first cam groove 310, which is connected to the pin hole 110.

[0031] The elastic pin component 400 is housed in the pin hole 110. The first end 400a of the elastic pin component 400 is in contact with the bottom 311 of the first cam groove 310, and the second end 400b is in contact with the bottom wall 111 of the pin hole 110 and the locked shaft 200. The bottom wall 111 of the pin hole 110 is located on the inner circumference of the load-bearing wheel 100.

[0032] The load-bearing wheel 100 can be fixed to the housing of the transmission mechanism or other suitable fixed components to provide support for the locking force. The load-bearing wheel 100 has a pin hole 110 extending through its inner and outer circumference and in a direction intersecting the radial direction, such that the pin hole 110 forms an acute angle with the tangent of the locked shaft 200. This tangent refers to the tangent passing through the intersection of the elastic pin member 400 and the locked shaft 200. Thus, the pin hole 110 and the tangent of the locked shaft 200 form a wedge-shaped structure S. Through the wedge constraint, the thrust of the elastic pin member 400 is converted into a clamping force to lock the locked shaft 200. The wedge-shaped structure S can be formed at any rotational phase of the locked shaft 200 (the locked shaft 200 has a continuous outer circumference) without requiring a specific engagement point. The diameter of the pin hole 110 can be greater than or equal to the diameter of the elastic pin member 400, serving a limiting function and allowing the elastic pin member 400 to move. The through-hole design of the pin hole 110 also facilitates the assembly of the elastic pin component 400, which can be directly inserted into the pin hole 110.

[0033] The first cam groove 310 of the switch wheel 300 has a gradually changing groove depth, and the first end 400a of the elastic pin member 400 can slide in the first cam groove 310 to play the role of locking and unlocking. As the switch wheel 300 rotates: when the shallower bottom 311a of the first cam groove 310 abuts against the first end 400a of the elastic pin member 400, the elastic pin member 400 is compressed and moves toward the narrow end of the wedge structure S, causing the second end 400b of the elastic pin member 400 to press against the bottom wall 111 of the locked shaft 200 and the pin hole 110, thus locking the locked shaft 200; when the deeper bottom 311b of the first cam groove 310 contacts the first end 400a of the elastic pin member 400, the elastic pin member 400 is released, exiting the state of tight contact with the bottom wall 111 of the locked shaft 200 and the pin hole 110, thereby releasing the pressure between the locked shaft 200 and the load-bearing wheel 100, and the locked shaft 200 can rotate freely. The wedge-shaped structure S also generates a self-amplifying force effect: in the locked state, the locked shaft 200 tends to move further in the locking direction under the action of the elastic pin member 400, thereby driving the elastic pin member 400 to move further in the locking direction, increasing the frictional locking force between the locked shaft 200 and the load-bearing wheel 100, improving the locking effect, and thus enhancing parking safety. The switch wheel 300 can be driven by the electromagnetic switch 500 to rotate clockwise / counterclockwise to switch between locked and unlocked states, but this is not a limitation.

[0034] In the locked state, if changes in external ambient temperature or other factors cause thermal expansion and contraction of the parking lock mechanism, resulting in the loss of effective locking force, then unlocking is not required through the parking lock mechanism. Instead, the motor of the braking system or other suitable power source (such as hydraulic) can be used to drive the locked shaft 200 to rotate in the opposite direction of locking (the braking clamping direction of the braking system is designed to be opposite to the locking direction of the parking lock mechanism). The locked shaft 200 then pushes the elastic pin component 400 out of the state of tight contact with the locked shaft 200 and the bottom wall 111 of the pin hole 110, thereby releasing the pressure between the locked shaft 200 and the bearing wheel 100. This allows the power source to overcome the initial torque, drive the locked shaft to transmit the braking clamping torque, and achieve parking clamping. Thus, by utilizing the one-way locking design of the parking lock mechanism, the power source can be re-clamped without the need for the elastic pin component 400 to perform unlocking, avoiding frequent unlocking-locking operations of the elastic pin component 400, simplifying the control process and reducing wear on the parking lock mechanism. Furthermore, the power source only needs to overcome a small initial torque to transmit the clamping force, achieving uninterrupted parking clamping.

[0035] Therefore, the parking locking mechanism of this application, through the innovative design of the wedge structure S and the cam groove switch, can reliably lock the locked shaft 200 in any rotation phase. Moreover, in the case of the parking locking mechanism clamping force decay, the one-way locking design can achieve clamping compensation without unlocking operation. It is significantly superior to the traditional ratchet and pawl locking mechanism in terms of safety, reliability and assembly efficiency.

[0036] Figure 3 and Figure 4 The diagram illustrates the structure of the parking lock mechanism in a real-world application scenario, combined with... Figures 2 to 4As shown, in a practical application scenario, the parking lock mechanism specifically has a locked state, a first unlocked state, and a second unlocked state. In the locked state, the electromagnetic switch 500 drives the switch wheel 300 to rotate in a first clockwise (counterclockwise) direction. The shallower bottom 311a of the first cam groove 310 slides towards the first end 400a of the elastic pin member 400, compressing the elastic pin member 400. This causes the second end 400b of the elastic pin member 400 to wedge between the bottom wall 111 of the pin hole 110 and the locked shaft 200, pressing them together to generate a frictional locking force, thereby locking the locked shaft 200. In the locked state, the locked shaft 200 has a tendency to move in a first clockwise (counterclockwise) direction. This tendency drives the elastic pin member 400 to further press against the bottom wall 111 of the pin hole 110 and the locked shaft 200, enhancing the frictional locking force between the locked shaft 200 and the load-bearing wheel 100. In the first unlocked state, the locked shaft 200 is driven by the power source of the braking system to rotate in a second clockwise direction, which is opposite to the first clockwise direction. The locked shaft 200 pushes the elastic pin member 400 in the direction of releasing the pressure between the locked shaft 200 and the bearing wheel 100, thereby releasing the elastic pin member 400 from the state of tight contact with the locked shaft 200 and the bottom wall 111 of the pin hole 110, thus releasing the locked shaft 200. In the second unlocked state, the electromagnetic switch 500 drives the switch wheel 300 to move in a second clockwise direction. The deeper groove bottom 311b of the first cam groove 310 slides towards the first end 400a of the elastic pin member 400, causing the elastic pin member 400 to release, thereby releasing the pressure between the locked shaft 200 and the bearing wheel 100, and restoring the locked shaft 200 to a free state.

[0037] Continue to combine Figures 2 to 4 As shown, in some embodiments, the bottom wall 111 of the pin hole 110 is formed in the shape of a second cam groove, and the deeper bottom 111a of the second cam groove connects to the pin hole 110. More reliable locking and unlocking is achieved through the cooperation of the second cam groove with the second end 400b of the elastic pin member 400.

[0038] Specifically, as the switch wheel 300 rotates: when the shallower bottom 311a of the first cam groove 310 abuts against the first end 400a of the elastic pin member 400, the elastic pin member 400 is compressed, and the second end 400b of the elastic pin member 400 weds into the shallower bottom 111b of the second cam groove and the locked shaft 200, thus locking the locked shaft 200 and the bearing wheel 100. This state corresponds to the locking state described above. When the deeper bottom 311b of the first cam groove 310 contacts the first end 400a of the elastic pin member 400, the elastic pin member 400 is released, and the second end 400b of the elastic pin member 400 retracts into the deeper bottom 111a area of ​​the second cam groove, thereby releasing the pressure between the locked shaft 200 and the bearing wheel 100. This state corresponds to the second unlocking state described above. As the locked shaft 200 rotates: the elastic pin member 400 is driven to further wedge into the shallower groove bottom 111b of the second cam groove and the locked shaft 200, enhancing the frictional locking force between the locked shaft 200 and the bearing wheel 100, which corresponds to the locked state described above; or, the elastic pin member 400 is pushed back to the deeper groove bottom 111a area of ​​the second cam groove, thereby releasing the pressure between the locked shaft 200 and the bearing wheel 100, which corresponds to the first unlocked state described above.

[0039] In some embodiments, the first end 400a of the elastic pin member 400 is formed as an arc end, and the bottom 311 of the first cam groove 310 is formed as an arc-shaped bottom; and / or, the second end 400b of the elastic pin member 400 is formed as an arc end, and the bottom wall 111 of the pin hole 110 is formed as an arc-shaped bottom wall. By utilizing the arc end of the elastic pin member 400 to engage with the arc-shaped bottom wall of the pin hole 110 / the arc-shaped bottom of the first cam groove 310, a smooth and stable contact engagement is achieved, making the parking lock / unlock process stable and reliable.

[0040] In some embodiments, the elastic pin component 400 includes: a locking spring 410; a guide pin 420, connected to a first end of the locking spring 410 and in contact with the bottom 311 of the first cam groove 310; and a locking pin 430, connected to a second end of the locking spring 410 and in contact with the bottom wall 111 of the pin hole 110 and the locked shaft 200. The locking pin 430 may be formed as a ball or roller structure, and / or the guide pin 420 may be formed as a pin structure with a rounded end. The elastic pin component 400 is formed by the cooperation of the locking spring 410, the locking pin 430, and the guide pin 420, facilitating the processing, adjustment, and assembly of the elastic pin component 400.

[0041] In other embodiments, the elastic pin member 400 may also be formed as an integral member, or the elastic pin member 400 may be composed of other components, as long as its two ends can reliably cooperate with the switch wheel 300, the load-bearing wheel 100 and the locked shaft 200 respectively, and have a certain elasticity to achieve buffered and stable locking.

[0042] In some embodiments, the parking locking mechanism further includes: a timing pulley 600, fixedly sleeved outside the locked shaft 200; wherein, a load-bearing pulley 100 is loosely sleeved outside the timing pulley 600, and the second end 400b of the elastic pin member 400 contacts and engages with the timing pulley 600. The timing pulley 600 and the locked shaft 200 can be fixed together by a spline or a pin to stably transmit the locking force. The continuous circumferential friction surface of the timing pulley 600, in cooperation with the elastic pin member 400, further ensures reliable locking of the locked shaft 200 at any rotational phase.

[0043] Furthermore, the locking effect of the aforementioned parking lock mechanism can be optimized by adjusting the following parameters: Tension of the locking spring 410: The locking force can be adjusted by replacing springs with different stiffnesses; Outer diameter of the synchronous pulley 600: Adjusting the outer diameter of the synchronous pulley 600 controls the friction contact area and the gap with the locking pin 430, thereby adjusting the locking force; Inclination angle of the pin hole 110: Used to balance the locking force and unlocking sensitivity; the stronger the locking force, the greater the re-clamping resistance; Number of pin holes 110, elastic pin components 400, and first cam grooves 310: For example, multiple sets can be arranged circumferentially on the load-bearing wheel 100 and the switch wheel 300 to improve locking uniformity and reliability, and multiple sets distribute the load, increasing system redundancy. Through multi-parameter adjustable design, it can adapt to different working conditions, improving the applicability and reliability of the parking lock mechanism.

[0044] In summary, the parking locking mechanism of this application not only solves the problem of random phase locking of the locked shaft 200, but also achieves the following beneficial effects: realizing a self-amplifying force effect to improve safety; no need to actively unlock when re-clamping, improving controllability; easy assembly of the elastic pin component 400; and improved adjustability through optimization of parameters such as spring tension and tilt angle.

[0045] Figure 5 This diagram illustrates a partial cross-sectional view of the electromechanical braking system. Figure 6 The diagram illustrates a partial explosion structure of an electromechanical braking system, with reference to... Figure 5 and Figure 6 As shown, this application embodiment also provides an electromechanical braking system, including a ball screw 700 and a transmission mechanism (not specifically shown in the figure), as well as a parking lock mechanism described in any of the above embodiments; wherein, the screw shaft of the ball screw 700 serves as the locked shaft 200, the output shaft of the transmission mechanism is connected to the locked shaft 200, and the load-bearing wheel 100 of the parking lock mechanism is fixed to the housing of the transmission mechanism.

[0046] The Electronic Mechanical Brake (EMB) system is equipped with the aforementioned parking lock mechanism, which can reliably lock the locked shaft 200 in any rotational phase after the brake clamping is engaged. Furthermore, in the event of a decrease in the clamping force of the parking lock mechanism, clamping compensation without unlocking can be achieved through motor drive, significantly improving safety and reliability.

[0047] Specifically, in combination Figures 2 to 6 As shown, the clockwise direction of the synchronous pulley 600 and the locked shaft 200 is designed as the braking clamping direction of the EMB. When the EMB clamps and brakes (the EMB brakes by the motor driving the ball screw 700 through the transmission mechanism, i.e., the locked shaft 200 moves clockwise, pushing out the nut 710 to clamp the brake disc and achieve braking), if parking is required at this time, the control solenoid switch 500 is pushed counterclockwise to push the switch wheel 300, making the first cam groove 310 shallower. When the bottom 311a of the groove slides to contact the guide pin 420, the locking spring 410 is compressed, pressing the locking pin 430 against the shallower bottom 111b of the second cam groove. Due to the wedge-shaped structure S between the pin hole 110 and the synchronous wheel 600, a positive pressure is generated between the elastic pin member 400 and the synchronous wheel 600. The frictional locking force between the elastic pin member 400 and the synchronous wheel 600 prevents the synchronous wheel 600 and the locked shaft 200 from moving clockwise, thus achieving a locking effect. After locking, since the synchronous wheel 600 has a tendency to move counterclockwise relative to the load-bearing wheel 100, this tendency will drive the elastic pin member 400 to further wedge into the wedge-shaped structure S between the pin hole 110 and the synchronous wheel 600. As a result, the positive pressure between the synchronous wheel 600 and the elastic pin member 400 tends to increase, and the frictional locking force will also increase accordingly, further improving the locking effect. After parking, if changes in the ambient temperature cause thermal expansion and contraction that affect the locking force, the EMB motor will re-clamp the vehicle. Unlocking is not required by the parking lock mechanism. The motor will drive the locked shaft 200 to rotate clockwise, causing the synchronous wheel 600 to move clockwise and drive the locking pin 430 to move towards the deeper bottom 111a of the second cam groove. This reduces the positive pressure between the elastic pin component 400 and the synchronous wheel 600. At this time, the motor can overcome the initial torque and further drive the locked shaft 200 to transmit the re-clamping torque to the nut 710. When the parking brake needs to be released, the electromagnetic switch 500 pulls the switch wheel 300 to rotate clockwise, causing the deeper groove bottom 311b of the first cam groove 310 to slide into contact with the guide pin 420, releasing the tension of the locking spring 410. This causes the locking pin 430 to release the synchronous pulley 600, releasing the positive pressure between the elastic pin member 400 and the synchronous pulley 600. Consequently, the locked shaft 200 is released, and the motor can then drive the locked shaft 200 to move counterclockwise, causing the nut 710 to retract and release the brake disc.

[0048] This application also provides an integrated brake control (IBC) system, which is equipped with a parking lock mechanism as described in any of the above embodiments. It can reliably lock the locked shaft in any rotational phase after the brake is clamped, and can achieve clamping compensation without unlocking operation through hydraulic drive when the clamping force of the parking lock mechanism decays, thus significantly improving safety and reliability.

[0049] The IBC can also be configured with a ball screw and a transmission mechanism, where the ball screw shaft serves as the locked shaft, the output shaft of the transmission mechanism is connected to the locked shaft, and the load-bearing wheel of the parking lock mechanism is fixed to the housing of the transmission mechanism. During operation, the IBC also has a locked state, a first unlocked state, and a second unlocked state, as described above.

[0050] The above description, in conjunction with specific preferred embodiments, provides a further detailed explanation of this application and should not be construed as limiting the specific implementation of this application to these descriptions. For those skilled in the art, various simple deductions or substitutions can be made without departing from the concept of this application, and all such modifications or substitutions should be considered within the scope of protection of this application.

Claims

1. A parking lock mechanism, characterized in that, include: A load-bearing wheel is fixedly and spaced around the locked shaft. The load-bearing wheel is provided with a pin hole that passes through its inner circumference and outer circumference. The pin hole extends in a direction that intersects with the radial direction. A switch wheel is rotatably fitted outside the load-bearing wheel. The inner circumference of the switch wheel is provided with a first cam groove, which communicates with the pin hole. An elastic pin member is accommodated in the pin hole. The first end of the elastic pin member is in contact with the bottom of the first cam groove, and the second end is in contact with the bottom wall of the pin hole and the locked shaft. The bottom wall of the pin hole is located on the inner circumference of the load-bearing wheel.

2. The parking locking mechanism as described in claim 1, characterized in that, The bottom wall of the pin hole is formed as a second cam groove, and the deeper bottom of the second cam groove is connected to the pin hole.

3. The parking locking mechanism as described in claim 1 or 2, characterized in that, As the switch wheel rotates: when the shallower bottom of the first cam groove abuts against the first end of the elastic pin member, the elastic pin member is compressed, and the second end of the elastic pin member abuts against the bottom wall of the locked shaft and the pin hole; When the deeper bottom of the first cam groove contacts the first end of the elastic pin member, the elastic pin member is released, and the pressure between the locked shaft and the load-bearing wheel is released. As the locked shaft rotates, the elastic pin member is driven to further press against the bottom wall of the locked shaft and the pin hole, or the elastic pin member is pushed to release the pressure between the locked shaft and the load-bearing wheel.

4. The parking locking mechanism as described in claim 3, characterized in that, The parking locking mechanism has a locked state, a first unlocked state, and a second unlocked state; In the locked state, the switch wheel rotates in the first clockwise direction, the shallower bottom of the first cam groove slides toward the first end of the elastic pin member, the elastic pin member is compressed, and the second end of the elastic pin member abuts against the bottom wall of the pin hole and the locked shaft. In the first unlocked state, the locked shaft rotates in a second clockwise direction, which is opposite to the first clockwise direction, and the elastic pin member moves in the direction of releasing the pressure between the locked shaft and the bearing wheel; In the second unlocked state, the switch wheel moves in the second clockwise direction, the deeper bottom of the first cam groove slides toward the first end of the elastic pin member, the elastic pin member is released, and the pressure between the locked shaft and the load-bearing wheel is released.

5. The parking locking mechanism as described in claim 1 or 2, characterized in that, The first end of the elastic pin member is formed as an arc end, and the bottom of the first cam groove is formed as an arc-shaped groove bottom; and / or, the second end of the elastic pin member is formed as an arc end, and the bottom wall of the pin hole is formed as an arc-shaped bottom wall.

6. The parking locking mechanism as described in claim 1, characterized in that, The resilient pin component includes: Locking spring; A guide pin connects to the first end of the locking spring and engages with the bottom of the first cam groove. A locking pin connects to the second end of the locking spring and engages with the bottom wall of the pin hole and the locked shaft.

7. The parking locking mechanism as described in claim 6, characterized in that, The locking pin is formed as a ball or roller structure, and / or the guide pin is formed as a pin structure with a rounded end.

8. The parking locking mechanism as described in claim 1, characterized in that, Also includes: The timing pulley is fixedly sleeved outside the locked shaft; The load-bearing wheel is fitted outside the synchronous wheel, and the second end of the elastic pin member is in contact with the synchronous wheel.

9. The parking locking mechanism as described in claim 1, characterized in that, The load-bearing wheel is fixed to the housing of the transmission mechanism, and the output shaft of the transmission mechanism is connected to the locked shaft.

10. The parking locking mechanism as described in claim 1, characterized in that, The switch wheel is driven to rotate by an electromagnetic switch.

11. An electromechanical braking system, characterized in that, include: Ball screws and transmission mechanisms; The parking locking mechanism as described in any one of claims 1 to 10; In this configuration, the ball screw shaft serves as the locked shaft, the output shaft of the transmission mechanism is connected to the locked shaft, and the load-bearing wheel of the parking locking mechanism is fixed to the housing of the transmission mechanism.

12. An integrated braking control system, characterized in that, It is equipped with a parking lock mechanism as described in any one of claims 1 to 10.

Images