A parking mechanism, an electromechanical braking system and a vehicle

Abstract

This utility model discloses a parking mechanism, an electromechanical braking system, and a vehicle. The parking mechanism includes: a ratchet with ratchet teeth, connected to a first drive unit of the electromechanical braking system; a pawl with an abutment portion capable of abutting the ratchet teeth; a transmission component including a worm gear and a worm, the worm gear meshing with the worm and connected to the pawl, used to drive the abutment portion away from or towards the ratchet teeth; and a second drive unit connected to the worm, used to drive the worm to rotate forward or backward. When the second drive unit drives the worm to rotate forward, the worm gear rotates backward to drive the abutment portion to abut the ratchet teeth, and the ratchet rotates to the locked position, switching the parking mechanism to the locked state. When the ratchet rotates forward to the unlocked position, the second drive unit drives the worm to rotate backward, and the worm gear rotates forward to drive the abutment portion to no longer abut the ratchet teeth, switching the parking mechanism to the unlocked state. This utility model can achieve parking and unlocking functions at a low cost and has good reliability.

Description

Technical Field

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

[0002] With the increasing demands for vehicle electrification, intelligentization, and advanced autonomous driving, brake-by-wire systems are gradually becoming a significant development trend in the automotive industry. Electromechanical brakes, as a key component, are playing an increasingly important role. Currently, most electromechanical brakes use an electric motor as a power source, achieving speed reduction and torque increase through a gear system. However, due to the lack of a self-locking mechanism in the transmission system, parking functionality cannot be achieved when the vehicle is stationary or power is off. Therefore, a reliable and safe parking device needs to be designed.

[0003] Existing parking devices typically employ electromagnet assemblies and ratchet-pawl assemblies to achieve parking functionality. The electromagnet's operation relies on an electromagnetic field, resulting in a short actuation time during actual operation, causing significant impact on the ratchet pawl. This leads to low reliability of the parking device, significant and difficult-to-eliminate noise during operation, unstable performance at low temperatures, poor tolerance to wheel-side vibration, and a lack of spatial advantages and high cost. Utility Model Content

[0004] The purpose of this invention is to solve the problem of low reliability in existing parking devices. This invention provides a parking mechanism that can achieve both parking and unlocking functions at a lower cost, while maintaining good reliability.

[0005] To solve the above-mentioned technical problems, this utility model discloses a parking mechanism that can switch between a locked state and an unlocked state. The parking mechanism includes:

[0006] A ratchet, including ratchet teeth, is used to connect to a first drive unit of an electromechanical braking system and is capable of rotating forward or backward to switch between a locked position and an unlocked position;

[0007] A pawl includes an abutting portion capable of abutting against the ratchet teeth;

[0008] The transmission component includes a worm gear and a worm, the worm gear meshing with the worm and the worm gear being connected to the pawl, for driving the abutment portion to move away from or toward the ratchet tooth;

[0009] The second drive unit is connected to the worm gear and is used to drive the worm gear to rotate forward or in reverse. When the second drive unit drives the worm gear to rotate forward, the worm wheel rotates in reverse to drive the abutment part to abut against the ratchet. The ratchet rotates to the locking position, and the parking mechanism switches to the locking state.

[0010] When the ratchet rotates clockwise to the unlocked position, the second drive unit drives the worm gear to rotate counterclockwise, and the worm gear rotates clockwise to drive the abutment part to not abut against the ratchet, and the parking mechanism switches to the unlocked state.

[0011] Using the above technical solution, the second drive unit is connected to the worm gear and can be used to drive the worm gear to rotate forward or backward. When the second drive unit drives the worm gear to rotate forward, the worm wheel rotates backward so that the drive abutment part abuts against the ratchet, and the ratchet rotates backward to the locked position, switching the parking mechanism to the locked state. When the ratchet rotates forward to the unlocked position, the second drive unit drives the worm gear to rotate backward, and the worm wheel rotates forward so that the drive abutment part does not abut against the ratchet, switching the parking mechanism to the unlocked state. The second drive unit only needs to drive the worm gear to rotate forward or backward. The low speed and low torque rotation of the worm gear input to the second drive unit can be converted into high torque and low speed output when the worm gear drives the worm wheel. Therefore, the second drive unit only needs to provide a small amount of power to generate a sufficiently large thrust. The second drive unit can be a small motor with low power (e.g., 5W to 10W), and only the small motor needs to be controlled to achieve forward or reverse rotation. There is no need for the complex current control of the electromagnet, which can effectively reduce costs. Compared with the prior art, this solution uses mechanical transmission and is not affected by the low temperature attenuation of the electromagnetic field.

[0012] Because there is no impact contact when the worm and worm wheel mesh, their operation is smooth and vibration is low, which improves the reliability of the parking mechanism and reduces its operating noise. The line contact characteristic of the worm and worm wheel also enhances transmission stability. Furthermore, the worm gear transmission has self-locking properties; the worm can drive the worm wheel, but the worm wheel cannot drive the worm in the reverse direction. This ensures that the parking function remains safe and stable even when the vehicle is stationary or power is off.

[0013] According to another specific embodiment of the present invention, a parking mechanism is disclosed. The worm gear includes a meshing part and a connecting part. The meshing part is disposed on the side of the connecting part. The connecting part is coaxially connected to the other end of the pawl. The meshing part meshes with the worm. Along the circumferential direction, the meshing part can switch between a first position and a second position. When the meshing part switches from the second position to the first position, the meshing part reverses. When the meshing part switches from the first position to the second position, the meshing part rotates forward.

[0014] By adopting the above technical solution, the meshing part is located on the side of the connecting part. Separating the meshing part from the connecting part avoids axial space occupation and facilitates the arrangement of the parking mechanism. Furthermore, transmitting force to the meshing part via the worm gear prevents the pawl from directly deforming under stress, thus improving the pawl's service life.

[0015] According to another specific embodiment of the present invention, a parking mechanism is disclosed, wherein the transmission component includes a first stop portion and a second stop portion. Along the circumferential direction, the first stop portion and the second stop portion are spaced apart at both ends of the engagement portion. In the first position, the engagement portion abuts against the first stop portion, and in the second position, the engagement portion abuts against the second stop portion.

[0016] Using the above technical solution, the transmission component includes a first stop and a second stop. In the first position, the meshing part abuts against the first stop, and in the second position, the meshing part abuts against the second stop. This allows for precise control of the worm gear's switching between the first and second positions, preventing excessive rotation of the worm gear from causing excessive rotation of the pawl and damaging components such as the pawl and ratchet.

[0017] According to another specific embodiment of the present invention, a parking mechanism is disclosed, including a support portion, one end of which is used to connect with the housing of an electromechanical braking system. Along a first direction, a connecting portion is sleeved on the support portion, and a pawl is connected to the support portion, with the connecting portion and the pawl spaced apart.

[0018] By adopting the above technical solution, the support part can absorb vibration energy, isolate wheel edge vibration, and ensure the meshing stability between the worm gear, pawl, and ratchet.

[0019] According to another specific embodiment of the present invention, a parking mechanism is disclosed. The pawl includes a body and a rotating shaft. The abutment portion is provided at one end of the body, and the other end of the body is provided with a shaft hole. The rotating shaft is provided at the support portion. Along the first direction, the rotating shaft passes through the shaft hole and is connected to the support portion.

[0020] Using the above technical solution, one end of the main body is provided with an abutment part, and the other end is connected to the support part through a rotating shaft. Since it is only necessary to overcome the weight of the pawl and the friction between the pawl and the rotating shaft, and the worm gear has the effect of speed reduction and torque increase, the power requirement of the second drive part is low. For example, a small motor can be selected, which makes the cost lower.

[0021] According to another specific embodiment of the present invention, a parking mechanism is disclosed, including an axial limiting part, which is disposed at one end of the support part. Along the first direction, the rotating shaft passes through one end of the support part, and along the second direction, the axial limiting part is connected to the rotating shaft.

[0022] By adopting the above technical solution, the axial limiting part can prevent the rotating shaft from moving axially, making the rotation of the pawl more stable.

[0023] According to another specific embodiment of the present utility model, the present utility model discloses a parking mechanism, including an axial torsion spring, the axial torsion spring being sleeved on the support portion, one end of the axial torsion spring being connected to the engagement portion, and the other end being connected to the body.

[0024] When the engaging part is reversed to the first position, the axial torsion spring drives the abutting part to abut against the ratchet; when the engaging part is rotated to the second position, the axial torsion spring drives the abutting part not to abut against the ratchet.

[0025] By employing the above technical solution, the axial torsion spring drives the contact part, achieving a flexible connection between the pawl and the worm gear. This absorbs the impact from the top of the ratchet teeth, reducing noise. Furthermore, when the clamping force of the ratchet and pawl is insufficient (for example, when the vehicle slips on a slope, the clamping force decreases), simply controlling the ratchet to reverse will automatically release the axial torsion spring, causing the pawl to engage in the next tooth gap. During the clamping process, there is no need for the second drive unit to be powered again, thus reducing energy consumption.

[0026] The present invention also discloses an electromechanical braking system, the electromechanical braking system comprising:

[0027] The parking mechanism in any of the above embodiments;

[0028] A first drive unit, connected to the ratchet, is used to drive the ratchet to rotate forward or backward to switch between a locked position and an unlocked position.

[0029] According to another specific embodiment of the present invention, an electromechanical braking system is disclosed, including a housing, the housing including a mounting groove, the parking mechanism including a support portion, one end of the support portion being disposed in the mounting groove, for preventing the support portion from rotating in the circumferential direction.

[0030] With the above technical solution, one end of the support is located in the mounting groove to prevent the support from rotating in the circumferential direction, which can further increase the stability of the connection between the support and the shell.

[0031] The present invention also discloses a vehicle, which includes at least the electromechanical braking system described in any of the above embodiments. Attached Figure Description

[0032] Figure 1 A schematic diagram of an electromechanical braking system provided in an embodiment of this application is shown.

[0033] Figure 2 A three-dimensional schematic diagram of the electromechanical braking system provided in an embodiment of this application is shown.

[0034] Figure 3 A color three-dimensional schematic diagram of the electromechanical braking system provided in an embodiment of this application is shown.

[0035] Figure 4 A schematic diagram of the parking mechanism provided in the embodiment of this application in the locked state is shown.

[0036] Figure 5 This diagram illustrates the parking mechanism provided in the embodiment of this application in the unlocked state.

[0037] Figure 6 An exploded view of the parking mechanism provided in an embodiment of this application is shown.

[0038] Figure 7 An exploded view of the electromechanical braking system provided in an embodiment of this application is shown.

[0039] Figure 8 A cross-sectional view of the parking mechanism provided in an embodiment of this application is shown.

[0040] Figure 9 A three-dimensional schematic diagram of the parking mechanism provided in the embodiments of this application is shown.

[0041] Figure 10 A color three-dimensional schematic diagram of the parking mechanism provided in the embodiments of this application is shown. Detailed Implementation

[0042] The following specific embodiments illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. Although the description of this utility model will be presented in conjunction with preferred embodiments, this does not mean that the features of this utility model are limited to this embodiment. On the contrary, the purpose of describing the utility model in conjunction with the embodiments is to cover other options or modifications that may be derived based on the claims of this utility model. To provide a deep understanding of this utility model, many specific details will be included in the following description. This utility model may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of this utility model, some specific details will be omitted in the description. It should be noted that, without conflict, the embodiments and features in the embodiments of this utility model can be combined with each other.

[0043] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0044] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the utility model product is usually placed in during use. They are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the utility model.

[0045] The terms “first”, “second”, etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0046] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

[0047] To make the objectives, technical solutions, and advantages of this utility model clearer, the embodiments of this utility model will be described in further detail below with reference to the accompanying drawings.

[0048] In some embodiments, see Figure 1 , Figure 2This application provides a vehicle including an electromechanical braking system. The electromechanical braking system includes a parking mechanism 10, a first drive unit (not shown in the figure), a housing 20, and a gear transmission system 30, with the first drive unit and the gear transmission system 30 connected. The parking mechanism 10 includes a ratchet 11 and a pawl 12. The first drive unit is connected to the ratchet 11 and is used to drive the ratchet 11 to rotate clockwise or counterclockwise to switch between a locked position and an unlocked position. This application does not limit the direction of the ratchet 11's clockwise or counterclockwise rotation; for example, clockwise rotation of the ratchet 11 can mean clockwise rotation, and counterclockwise rotation of the ratchet 11 can mean counterclockwise rotation.

[0049] For example, the first drive unit is a permanent magnet synchronous motor. In the locked position, the pawl 12 can engage with the ratchet 11, and in the unlocked position, the pawl 12 can disengage from the ratchet 11.

[0050] In some embodiments, see Figure 1 , Figure 2 The gear transmission system 30 includes a first-stage gear 31, a second-stage gear 32, and a third-stage gear (not shown in the figure). The second-stage gear 32 is located between the first-stage gear 31 and the third-stage gear, along the second direction Y (the radial direction of the gear). The parking mechanism 10 is located above the second-stage gear 32, which avoids occupying space in the axial direction of the gears, making the electromechanical braking system more compact. The parking mechanism 10 is no longer a bottleneck in the axial dimension of the entire electromechanical braking system, which can greatly shorten the axial dimension space and facilitate the layout. Understandably, the ratchet 11 can be fixedly connected to any stage gear, and the embodiments of this application do not limit this.

[0051] In some embodiments, see Figure 3 , Figure 4 , Figure 5 The parking mechanism 10 can switch between a locked state and an unlocked state. The ratchet 11 includes ratchet teeth 111, and the pawl 12 includes an abutment portion 121 that can abut against the ratchet teeth 111. Exemplarily, the parking mechanism 10 includes a transmission member 13 and a second drive unit 18. The transmission member 13 includes a worm gear 131 and a worm 132. Along the second direction Y, the worm gear 131 is located below the worm 132, meshes with the worm 132, and is connected to the pawl 12, for driving the abutment portion 121 to move away from or towards the ratchet teeth 111. Exemplarily, both the worm gear 131 and the worm 132 are made of plastic, which can further reduce noise and wear without affecting power transmission.

[0052] For example, the second drive unit 18 is connected to the worm gear 132 and is used to drive the worm gear 132 to rotate forward or reverse. When the second drive unit 18 drives the worm gear 132 to rotate forward, the worm wheel 131 rotates in the opposite direction Q to drive the abutment part 121 to abut against the ratchet 111. The ratchet 111 rotates to the locked position, and the parking mechanism 10 switches to the locked state (e.g., Figure 4 (As shown). When the ratchet 11 rotates clockwise to the unlocked position, the second drive unit 18 drives the worm gear 132 to rotate counterclockwise, and the worm wheel 131 rotates clockwise in direction E to drive the abutment part 121 to disengage from the ratchet 111, and the parking mechanism 10 switches to the unlocked state (as shown). Figure 5 (As shown). Exemplarily, the second drive unit 18 includes a motor, and the worm gear 132 is the output shaft of the motor. The second drive unit 18 is transversely placed inside the housing 20, and the second drive unit 18 includes a connector for direct connection to the vehicle's control circuit board.

[0053] Using the above technical solution, the second drive unit 18 is connected to the worm gear 132 and can be used to drive the worm gear 132 to rotate forward or reverse. When the second drive unit 18 drives the worm gear 132 to rotate forward, the worm wheel 131 rotates in reverse to drive the abutment part 121 to abut against the ratchet 111, and the ratchet 11 rotates to the locked position, and the parking mechanism 10 switches to the locked state. When the ratchet 11 rotates forward to the unlocked position, the second drive unit 18 drives the worm gear 132 to rotate in reverse, and the worm wheel 131 rotates forward to drive the abutment part 121 to not abut against the ratchet 111, and the parking mechanism 10 switches to the unlocked state. The second drive unit 18 only needs to drive the worm gear 132 to rotate forward or backward. The low speed and low torque rotation of the worm gear 132 input to the second drive unit 18 can be converted into high torque and low speed output when the worm gear 132 drives the worm wheel 131. Therefore, the second drive unit 18 only needs to provide a small power (e.g., any one of 5W to 10W, such as 5W, 6W, 7.5W, 8W, 10W, etc.) to generate a sufficiently large thrust. The second drive unit 18 can be a small motor, etc., and only the small motor needs to be controlled to achieve forward or reverse rotation. There is no need for the complex current control of the electromagnet, which can effectively reduce costs. Compared with the prior art, this solution uses mechanical transmission and is not affected by the low temperature attenuation of the electromagnetic field.

[0054] Because there is no impact contact when the worm 132 and worm wheel 131 mesh, their operation is smooth and vibration is low, which improves the reliability of the parking mechanism 10 and reduces its operating noise. Due to the line contact characteristics of the worm 132 and worm wheel 131, the transmission stability and vibration resistance are also enhanced. Furthermore, the transmission between the worm wheel 131 and worm 132 has a self-locking property; that is, the worm 132 can drive the worm wheel 131, but the worm wheel 131 cannot drive the worm 132 in the reverse direction. This ensures that the parking function can still be safely and stably maintained even when the vehicle is stationary or the power is off.

[0055] In some embodiments, see Figure 6 , Figure 7 , Figure 8 The worm gear 131 includes a meshing portion 1311 and a connecting portion 1312. The meshing portion 1311 is located on the side of the connecting portion 1312, and the connecting portion 1312 is connected to the pawl 12. The meshing portion 1311 meshes with the worm 132. Along the circumferential direction R, the meshing portion 1311 can switch between a first position and a second position. When the meshing portion 1311 switches from the second position to the first position, the meshing portion 1311 rotates in reverse; when the meshing portion 1311 switches from the first position to the second position, the meshing portion 1311 rotates forward. Exemplarily, along the first direction X, the connecting portion 1312 includes a through first connecting hole 13121. The meshing portion 1311 is fan-shaped. It is understood that the embodiments of this application are not limited in this respect; for example, it can also be semi-circular.

[0056] In some embodiments, see Figure 6 , Figure 7 , Figure 8 The transmission member 13 includes a first stop portion 133 and a second stop portion 134. Along the circumferential direction R, the first stop portion 133 and the second stop portion 134 are spaced apart at both ends of the engagement portion 1311. In a first position, the engagement portion 1311 abuts against the first stop portion 133 (e.g., ...). Figure 4 As shown), in the second position, the engaging portion 1311 abuts against the second stop portion 134 (as shown). Figure 4 (As shown). For example, the first stop portion 133 and the second stop portion 134 are interference-fitted into the housing 20, and both the first stop portion 133 and the second stop portion 134 are stop pins extending along the first direction X.

[0057] In some embodiments, see Figure 6 , Figure 7 , Figure 8 The parking mechanism 10 includes a support portion 14, one end of which is connected to the housing 20 of the electromechanical braking system. A connecting portion 1312 is sleeved on the support portion 14 along the first direction X. The support portion 14 passes through a first connecting hole 13121. A pawl 12 is connected to the support portion 14, and the connecting portion 1312 and the pawl 12 are spaced apart. Exemplarily, the support portion 14 includes a second connecting hole 141, which extends through the support portion 14 along the first direction X. The housing 20 includes a mounting groove 21, and one end of the support portion 14 is press-fitted into the mounting groove 21 to keep the support portion 14 stationary in the circumferential direction R, further increasing the stability of the connection between the support portion 14 and the housing 20.

[0058] In some embodiments, see Figure 8 , Figure 9 , Figure 10 and combined Figure 6The pawl 12 includes a body 122 and a rotating shaft 123. An abutment portion 121 is located at one end of the body 122, and a shaft hole 1221 is provided at the other end of the body 122. The rotating shaft 123 is located at a support portion 14, and the other end of the body 122 is connected to the support portion 14 via the rotating shaft 123. Exemplarily, along a first direction X, the rotating shaft 123 passes through the shaft hole 1221 and connects to the support portion 14, and the rotating shaft 123 sequentially passes through the shaft hole 1221 and a second connecting hole 141. In some embodiments, see [reference needed]. Figure 8 , Figure 9 , Figure 10 The parking mechanism 10 includes an axial limiting part 15, which is disposed at one end of the support part 14. A rotating shaft 123 extends out of one end of the support part 14 along a first direction X, and is connected to the rotating shaft 123 along a second direction Y. Exemplarily, one end of the rotating shaft 123 extends out of a second connecting hole 141 for connection with the axial limiting part 15. Exemplarily, the axial limiting part 15 includes a retaining ring; along the second direction Y, one end of the retaining ring abuts against the groove wall of the mounting groove 21, and the other end abuts against the rotating shaft 123.

[0059] In some embodiments, the parking mechanism 10 includes a misalignment limiting part 16, which is press-fitted into a groove in the housing 20 to limit the movement of the second drive unit 18 under axial force, preventing the motor shaft of the second drive unit 18 from becoming blocked under a large axial force, thus preventing it from failing to start due to reverse power supply. Exemplarily, the misalignment limiting part 16 is block-shaped.

[0060] In some embodiments, see Figure 8 , Figure 9 , Figure 10 The parking mechanism 10 includes an axial torsion spring 17, which is sleeved on the support portion 14. Along the first direction X, one end 172 of the axial torsion spring 17 is connected to the engagement portion 1311, and the other end 171 is connected to the body 122. When the engagement portion 1311 is reversed to the first position, the axial torsion spring 17 drives the abutment portion 121 to abut against the ratchet 111; when the engagement portion 1311 is rotated to the second position, the axial torsion spring 17 drives the abutment portion 121 not to abut against the ratchet 111.

[0061] The following text, in conjunction with the appendix Figure 3 , Figure 4 , Figure 5 This further explains the implementation process of the parking mechanism's parking and parking release functions.

[0062] When parking is required, the ratchet 11 rotates in the direction of increasing clamping force of the entire transmission system (e.g., clockwise) to the position of the target force magnitude. The second drive unit 18 drives the worm 132 to rotate clockwise. The worm 132 engages with the meshing part 1311, driving the worm wheel 131 to rotate counterclockwise, causing one end of the axial torsion spring 17 to rotate. This generates a spring force that causes the other end of the axial torsion spring 17 to rotate. In turn, the spring force of the axial torsion spring 17 causes the pawl 12 to rotate counterclockwise as well, bringing the abutment part 121 closer to the ratchet 11. The ratchet 11 reverses to the locked position, and a flexible connection is formed between the ratchet 11 and the pawl 12 through the axial torsion spring 17. In practice, the pawl 12 may fall at any position on the ratchet tooth 111 of the ratchet 11. Even when the pawl 12 falls on the tooth tip, the ratchet 11 will reverse at most one tooth. This allows the pawl 12 to enter the tooth gap of the ratchet 11 under the action of the axial torsion spring 17 without the second drive unit 18 being powered on. The transmission system is locked by the self-locking dead angle of the ratchet 11 and the pawl 12.

[0063] To ensure smooth parking despite manufacturing and assembly tolerances, the worm gear 131 will rotate counterclockwise by a certain angle (e.g., any angle between 5° and 8°, such as 5°, 6°, 2°, 7°, 8°, etc.). At this time, the axial torsion spring 17 will be subjected to a torque in the opposite clockwise direction, resulting in deformation. In order not to damage the axial torsion spring 17, a first stop 133 is provided at one end of the meshing part 1311, which can prevent the worm gear 131 from rotating excessively counterclockwise, causing the stall current to rise. The wheel-side control system recognizes that it has reached the position and cuts off the power supply to the second drive unit 18 in time.

[0064] When hot plate re-clamping or slope re-clamping occurs, the second drive unit 18 does not need to be powered on, making control simpler. The ratchet 11 only needs to rotate a certain angle in the direction of increased clamping force in the entire transmission system (e.g., clockwise) so that the pawl 12 can pass over the tooth tip of the ratchet 11 and enter the next or subsequent tooth gap of the ratchet 11. At this time, the axial torsion spring 17 will further bear the clockwise torque. As the pawl 12 passes over the ratchet 11 and prepares to enter the next or subsequent tooth gap, part of the compression of the axial torsion spring 17 will be released, allowing the pawl 12 to smoothly enter the next or subsequent tooth gap of the ratchet 11, thereby achieving re-clamping.

[0065] When parking release is required, ratchet 11 rotates clockwise to the unlock position, releasing the self-locking angle. Then, the second drive unit 18 is energized, driving worm gear 132 to reverse. Worm gear 132 drives worm wheel 131 to rotate clockwise. The spring force of axial torsion spring 17 causes pawl 12 to rotate clockwise as well, moving the abutment part 121 away from ratchet 11, thereby realizing parking release. Finally, worm wheel 131 is restricted from rotating by the second stop part 134, causing the stall current to rise. The system recognizes that worm wheel 131 has rotated to the correct position, thus cutting off the power supply to the second drive unit 18 in time and completing the parking release function.

[0066] Although the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the present invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the present invention to these descriptions. Those skilled in the art can make various changes in form and detail, including some simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A parking mechanism, characterized in that, The parking mechanism is capable of switching between locked and unlocked states, and includes: A ratchet, including ratchet teeth, is used to connect to a first drive unit of an electromechanical braking system and is capable of rotating forward or backward to switch between a locked position and an unlocked position; A pawl includes an abutting portion capable of abutting against the ratchet teeth; The transmission component includes a worm gear and a worm, the worm gear meshing with the worm and the worm gear being connected to the pawl, for driving the abutment portion to move away from or toward the ratchet tooth; The second drive unit is connected to the worm gear and is used to drive the worm gear to rotate forward or in reverse. When the second drive unit drives the worm gear to rotate forward, the worm wheel rotates in reverse to drive the abutment part to abut against the ratchet. The ratchet rotates to the locking position, and the parking mechanism switches to the locking state. When the ratchet rotates clockwise to the unlocked position, the second drive unit drives the worm gear to rotate counterclockwise, and the worm gear rotates clockwise to drive the abutment part to not abut against the ratchet, and the parking mechanism switches to the unlocked state.

2. The parking mechanism as described in claim 1, characterized in that, The worm gear includes a meshing part and a connecting part. The meshing part is located on the side of the connecting part. The connecting part is coaxially connected to the other end of the pawl. The meshing part meshes with the worm. In the circumferential direction, the meshing part can switch between a first position and a second position. When the meshing part switches from the second position to the first position, the meshing part reverses. When the meshing part switches from the first position to the second position, the meshing part rotates forward.

3. The parking mechanism as described in claim 2, characterized in that, The transmission component includes a first stop and a second stop. Along the circumferential direction, the first stop and the second stop are spaced apart at both ends of the engagement portion. In the first position, the engagement portion abuts against the first stop, and in the second position, the engagement portion abuts against the second stop.

4. The parking mechanism as described in claim 3, characterized in that, It includes a support portion, one end of which is used to connect to the housing of an electromechanical braking system. Along a first direction, a connecting portion is sleeved on the support portion, and a pawl is connected to the support portion, with the connecting portion and the pawl spaced apart.

5. The parking mechanism as described in claim 4, characterized in that, The pawl includes a body and a pivot. The abutment is located at one end of the body, and the other end of the body has a pivot hole. The pivot is located at the support and passes through the pivot hole to connect with the support along the first direction.

6. The parking mechanism as described in claim 5, characterized in that, It includes an axial limiting part, which is disposed at one end of the support part. Along the first direction, the rotating shaft passes through one end of the support part, and along the second direction, the axial limiting part is connected to the rotating shaft.

7. The parking mechanism as described in claim 5, characterized in that, It includes an axial torsion spring, which is sleeved on the support portion, with one end of the axial torsion spring connected to the engagement portion and the other end connected to the body; When the engaging part is reversed to the first position, the axial torsion spring drives the abutting part to abut against the ratchet; when the engaging part is rotated to the second position, the axial torsion spring drives the abutting part not to abut against the ratchet.

8. An electromechanical braking system, characterized in that, include: The parking mechanism as described in any one of claims 1-7; A first drive unit, connected to the ratchet, is used to drive the ratchet to rotate forward or backward to switch between a locked position and an unlocked position.

9. The electromechanical braking system as described in claim 8, characterized in that, The system includes a housing, which includes a mounting groove, and a parking mechanism including a support portion, one end of which is disposed in the mounting groove to prevent the support portion from rotating in the circumferential direction.

10. A vehicle, characterized in that, Includes the electromechanical braking system as described in any one of claims 8 or 9.

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