ELECTRONIC BRAKE SYSTEM, VEHICLE WITH SUCH A SYSTEM AND METHOD FOR OPERATION OF THE SAME

Abstract

Electronic braking system comprising: a piston (110) provided in a brake caliper housing (100) for pressing a pad plate (10); a nut (201) configured to move the piston (110) forward or backward; a spindle (200) configured to move the nut (201) forward or backward by rotation, and having a first groove (321) formed to be recessed into an outer surface of the same; a rotation limiting unit (300) with a first projection (211) formed to protrude from a position corresponding to the first groove (321) to allow or block rotation of the spindle (200), and being firmly inserted into the first groove (321), and a body (310) located between the brake caliper housing (100) and the spindle (200), surrounding an outer circumferential surface of the spindle (200);and a drive unit (400) configured to move the rotation limiting unit (300) forward or backward into a position in which rotation of the spindle (200) is permitted or blocked, wherein an outer circumferential surface of the body (310) is coupled to an inner circumferential surface of a support element (120) of the brake caliper housing (100) so that rotation of the rotation limiting unit (300) relative to the brake caliper housing (100) is prevented.

Description

BACKGROUND 1. Area The present disclosure relates to an electronic braking system, and in particular to an electronic braking system that stably maintains a parking brake state while a parking brake is applied in a vehicle incorporating this system, and to a method for operating the same. 2. Description of the state of the art A braking system for performing braking is necessarily fitted to a vehicle, and the braking system requires a parking brake function to maintain a stopped state of the vehicle when it is parked, in addition to a service brake function to provide braking force in a driving situation of the vehicle. Conventional parking brakes primarily use a foot brake, activated by pressing a pedal, and a hand brake, activated by pulling a lever. However, the problem is that pulling and operating a parking brake lever requires considerable force, leading to back injuries and arm strain, especially for drivers who frequently park and stop a vehicle. Furthermore, because the parking brake lever is located in the center of a console, its use of interior space is limited. Therefore, a method for implementing an electromechanical parking brake was recently developed, which uses an actuator to generate a braking force with the help of a motor by receiving the driver's intention to apply the parking brake as an electrical signal in the form of a button press. An electromechanical braking system (EMB) designed to generate braking force using an electronically controlled motor as its energy source can have a simpler design than a hydraulic brake, as it does not generate braking force using hydraulic pressure and can optimally implement an integrated vehicle chassis control system along with various electronic control devices. During the application of the vehicle's parking brake, a holding unit, such as a piston and nut spindle of a caliper brake and a parking brake shoe of a drum brake, maintains a braking force. However, even if the locking unit maintains the force of the parking brake, the vehicle's parking brake will be released if there is a reason preventing it from being held, such as an external impact or parking on an incline, and thus the vehicle could move. Alternatively, if the energy of the electronic braking system is switched off, the vehicle's parking brake will be released because the frictional force between a pad and a disc is reduced, and thus the parked vehicle could move. To prevent the vehicle from moving even when the parking brake is engaged, stones or supports are placed between or behind the wheels, but this problem was not directly solved with conventional parking brakes, so a solution was needed. Patent document 2 discloses an electromechanical braking system that is able to compensate for wear independently when a brake pad is worn down and that can be used as a parking mode by maintaining stable power even when the power supply is switched off. Patent document 3 relates to a parking brake for a vehicle and a method for compensating for brake pad wear. Patent document 4 relates to an electric vehicle braking device. [State of the art document] [Patent document] (Patent Document 1) Korean Patent Publication KR 10 2011 0 057 764 A (June 1, 2011) (Patent Document 2) KR 10 1 511 437 B1 (Patent Document 3) DE 10 2006 012 076 A1 (Patent Document 4) DE 10 2019 207 209 A1 DEMOLITION One embodiment of the present disclosure aims to provide an electronic braking system capable of generating a braking force by means of a rotation limiting unit that limits the rotation of a spindle, and a vehicle incorporating this unit. One embodiment of the present disclosure is also directed to provide an electronic braking system that can distribute a rotational force of a spindle acting on a rotation limiting unit to a brake caliper housing via a support element provided in the brake caliper housing, thus preventing the rotational force of the spindle from being concentrated on a drive unit and a vehicle containing it. One embodiment of the present disclosure is also directed to provide an electronic braking system that can generate a braking force by providing an actuator configured to transfer energy to a spindle and a separate drive unit, and by bringing a rotation limiting unit into close contact with the spindle and a vehicle containing it. One embodiment of the present disclosure also aims to provide an electronic braking system that can reduce power consumption and improve the reliability of the brakes, as well as a vehicle that incorporates this system. According to one aspect of an embodiment of the present disclosure, an electronic braking system comprising a piston provided in a brake caliper housing for pressing a pad plate, a nut configured for moving the piston forward or backward, a spindle configured for moving the nut forward or backward by rotation and having a stepped section formed on its outer surface, a rotation limiting unit connected to or disconnected from the spindle to permit or block rotation of the spindle, and a drive unit configured to move the rotation limiting unit into a position in which rotation of the spindle is permitted or blocked, wherein the rotation limiting unit comprises a body surrounding an outer circumferential surface of the spindle and a connecting element provided on the body.to come into close contact with or be separated from the stepped section. The stepped section or connecting element may have at least one first projection, and the respective other part, i.e., the connecting element or the stepped section, may have a first groove connected to the first projection. The first groove can be designed so that it is recessed in an axial direction of the spindle. The brake caliper housing may include a support element that surrounds an outer circumferential surface of the body. The support element may have a second groove designed to be recessed in the axial direction of the spindle, and the body may have a second projection designed to protrude from a position corresponding to the second groove. According to another aspect of the embodiment of the present disclosure, an electronic braking system is provided, comprising a piston provided in a brake caliper housing for pressing a pad plate, a nut configured to move the piston forward or backward, a spindle configured to move the nut forward or backward by rotation and having a first groove configured to be recessed into an outer surface thereof, a rotation limiting unit having a first projection configured to protrude from a position corresponding to the first groove to permit or block rotation of the spindle and being firmly inserted into the first groove, and a drive unit configured to move the rotation limiting unit forward or backward into a position in which rotation of the spindle is permitted or blocked. The spindle can include a stepped section containing the first groove and provided on an outer surface of the spindle, and the rotation limiting unit can include a body surrounding an outer circumferential surface of the spindle and a connecting element containing the first projection and provided on the body to come into close contact with or be separated from the stepped section. The first groove can be designed so that it is recessed in an axial direction of the spindle. The drive unit may include a motor configured to generate power and a reduction gearbox connected to a rotating shaft of the motor to transmit a driving force to the rotation limiting unit. The rotation limiting unit may also include a connecting part that is provided and set up on the body to receive the driving force from the drive unit. The reduction gear can include a worm gear connected to the motor's rotating shaft and a worm shaft whose outer side is connected to the worm gear and whose inner side is connected to the connecting part. The connecting part can be connected to the worm shaft to absorb the driving force of the motor and can rotate around the axial direction of the spindle. The connecting part can have a first screw thread formed on an outer circumferential surface of the same, and the worm shaft can have a second screw thread that engages with the first screw thread and is formed in a position corresponding to the first screw thread. The brake caliper housing may contain an elastic element designed to elastically support the worm shaft. The nut can have a cavity in the longitudinal direction and a first screw thread which is screw-coupled to a second screw thread formed on the spindle in a certain section in the longitudinal direction and which is formed on an inner circumferential surface of the cavity. The spindle can comprise a spindle body, a spindle flange designed to extend radially from the spindle body and featuring the stepped section, and a spindle rod with the second screw thread formed on its outer circumferential surface. The stepped section can be designed to extend radially from the outer circumferential surface of the spindle. The body can enclose the spindle body, which is connected to an actuator after it has been guided through a cylinder provided in the brake caliper housing. According to another aspect of the embodiment of the present disclosure, a vehicle with an electronic braking system is provided. According to a further aspect of the embodiment of the present disclosure, a method for operating an electronic braking system is provided which, in a parking mode, comprises transmitting a drive force to a spindle by an actuator, so that a nut presses on a piston, as well as transmitting the drive force to a rotation limiting unit by a drive unit and establishing close contact between a connecting element and a stepped section, and, when releasing the parking mode, separating the connecting element from the stepped section and releasing a state in which the nut presses on the piston. When the connecting element is brought into close contact with the stepped section, a first projection formed on a body can be inserted into a first groove formed in the connecting element, and when the connecting element is separated from the stepped section, the first projection can be released from the first groove. When creating a close contact between the connecting element and the stepped section, a second projection formed on a body can be inserted into a second groove formed in a support element to prevent rotation of the body, and when separating the connecting element from the stepped section, the second projection can be released from the second groove. BRIEF DESCRIPTION OF THE DRAWINGS These and / or other aspects of the disclosure will become clearer and more easily understood from the following description of the exemplary embodiments in conjunction with the accompanying drawings: Fig. 1 is a top view of an electronic braking system according to an embodiment of the present disclosure; Fig. 2 is an enlarged view showing a state in which a spindle and a rotation limiting unit of the electronic braking system according to an embodiment of the present disclosure are in close contact with each other; Fig. 3 is an enlarged view showing a state in which the spindle and the rotation limiting unit of the electronic braking system according to an embodiment of the present disclosure are separated from each other; Fig. 4 is a cross-sectional view along line II' in Fig. 1, seen in direction A; and Fig. 5 is a cross-sectional view along line II' in Fig. 1, seen in direction B. DETAILED DESCRIPTION In the following, embodiments of the present disclosure are described in detail with reference to the accompanying drawings. The following explanation is intended to sufficiently convey the spirit of the present disclosure to the person skilled in the art in the field to which it relates. The present disclosure is not limited to the embodiment presented here and may also be given in other forms. To clarify the present disclosure, sections irrelevant to the description are omitted from the drawings, and the dimensions of the components may be slightly exaggerated for better understanding. Fig. 1 is a top view showing an electronic braking system according to an embodiment of the present disclosure, Fig. 2 is an enlarged view showing a state in which a spindle and a rotation limiting unit of the electronic braking system according to an embodiment of the present disclosure are in close contact with each other, Fig. 3 is an enlarged view showing a state in which the spindle and the rotation limiting unit of the electronic braking system according to an embodiment of the present disclosure are separated from each other, Fig. 4 is a cross-sectional view along line II' in Fig. 1, seen in direction A, and Fig. 5 is a cross-sectional view along line II' in Fig. 1, seen in direction B. With reference to Figs. 1, 2, 3, 4 to 5, the electronic braking system according to one embodiment of the present disclosure can comprise a piston 110 provided in a brake caliper housing 100 for pressing a pad 10, a nut 201 coupled to the inside of the piston 110 to move the piston 110 forward or backward, a spindle 200 configured to move the nut 201 forward or backward by rotation and having a stepped section 210 formed on its outer surface, a rotation limiting unit 300 connected to or separated from the spindle 200 to allow or block the rotation of the spindle 200, and a drive unit 400 configured to move the rotation limiting unit 300 to a position in which the rotation of the spindle 200 is allowed or blocked. A pair of lining plates 10 comprises an inner lining plate arranged to contact the piston 110 and an outer lining plate arranged to contact a finger section 102 of the brake caliper housing 100. The pair of lining plates 10 can be installed on a carrier 50 attached to the vehicle body to move forward or backward from either side face of a disc D. A friction lining 11 can be provided on one surface of each lining plate 10 facing the disc D. The brake caliper housing 100 is slidably mounted on the carrier 50. The brake caliper housing 100 can include a cylinder 101 in which the piston 110 is movably housed forwards or backwards. A force conversion unit can be installed behind the cylinder 101 (right side according to Fig. 1), and the finger section 102, which is designed to be bent forwards (left side according to Fig. 1) to actuate the outer pad, can be provided. The cylinder 101 and the finger section 102 can be formed as a single piece. The brake caliper housing 100 can include a support element 120 that surrounds an outer circumferential surface of a body 310 of the rotation limiting unit 300. The support element 120 can include a second groove 121 that is recessed longitudinally along an inner circumferential surface. In addition, the brake caliper housing 100 can include an elastic element 130 that is configured to elastically support a worm shaft 422. The piston 110 can be hollow with an empty interior and designed to slide within the cylinder 101. In particular, the piston 110 can be shaped like a cup-shaped cavity to make contact with the nut 201. The movement of the piston 110 can be converted into a longitudinal movement by the force conversion unit, which receives energy from an actuator 40, causing the piston 110 to move forward or backward. This allows the piston 110 to push the inner pad towards the disc D to effect braking. When the piston 110 moves towards and presses on the inner pad, the caliper housing 100 moves in the opposite direction to the piston due to a reaction force from the piston 110, allowing the finger section 102 to push the outer pad towards the disc D to effect braking. The force conversion unit is designed to receive energy from the actuator 40, which comprises a motor and a reduction gear, to convert a rotational motion into a longitudinal motion and to push the piston 110 towards the inner lining plate. The force conversion unit comprises the nut 201, which is located inside the piston 110 and comes into contact with an inner rear surface of the piston 110, and the spindle 200, which is screw-coupled to the nut 201. The nut 201 is designed to be screw-coupled to the spindle 200 in order to move forward or backward and to come into contact with the piston 110 to limit its rotation. The nut 201 serves to move forward or backward in accordance with the direction of rotation of the spindle 200 and to push or release the piston 110. The nut 201 has a longitudinally hollowed cavity, and a first screw section 201a, which is screw-coupled to a second screw section 204a of the spindle 200 in a specific longitudinal section, is provided on an inner circumferential surface of the cavity. The spindle 200 has one end formed with the second screw section 204a, which is screw-coupled to the first screw section 201a of the nut 201, and the other end connected to the actuator 40, which receives the rotational force of the motor in the actuator 40. The spindle 200 can be rotated by receiving the rotational force of the motor, and the nut 201 can be moved forward or backward by the second screw section 204a, which is screw-coupled to the first screw section 201a. Depending on the direction of rotation of the spindle 200 by the motor, the nut 201 can move forward or backward, pushing or releasing the piston 110. In particular, the spindle 200 can comprise a spindle body 202, a spindle flange 203 extending radially from the spindle body 202, and a spindle rod 204 with a second screw section 204a formed on an outer circumferential surface thereof. The spindle body 202 can be connected to the actuator 40 after passing through the cylinder 101 of the brake caliper housing 100 to absorb the rotational force of the motor, and the spindle flange 203 and the spindle rod 204 can be arranged inside the piston 110. By providing a bearing 220 between the spindle flange 203 and the cylinder 101, the spindle 200 can be rotatably and stably supported in the cylinder 101. The stepped section 210 can be formed on the outer surface of the spindle 200 and extend radially from the outer surface of the spindle 200. The stepped section 210 can be formed at a position corresponding to a connecting element 320 of the rotation limiting unit 300. The rotation of the spindle 200 can be limited by bringing the connecting element 320 of the rotation limiting unit 300 into close contact with the stepped section 210. A braking condition of the vehicle is a condition in which the nut 201 presses on the piston 110, and the nut 201 can prevent the piston 110 from being released by bringing the connecting element 320 into contact with the stepped section 210 to limit the rotation of the spindle 200. Therefore, it is possible to improve the reliability of the brakes.The stepped section 210 can be designed to extend radially from the outer circumferential surface of the spindle 200, and in particular it can be provided to extend radially from the outer circumferential surface of the spindle body 202. The stepped section 210 may have a first projecting projection 211. The first projection 211 may be formed on a surface facing the connecting element 320. The first projection 211 may be inserted into a first groove 321 formed in the connecting element 320, and when inserted, the first projection 211 may be engaged by both side ends of the first groove 321 to limit the rotation of the spindle 200. The positions of the first projection and the first groove are not restricted, and conversely, the first groove may be formed in the stepped section 210 and the first projection on the connecting element 320. In other words, either the stepped section 210 or the connecting element 320 may have at least one first projection, and the respective other part may contain the first groove connected to the first projection.The first projection can be designed to protrude in an axial direction of the spindle, and the first groove can be designed to be recessed in the axial direction of the spindle 200. The first projection 211 and the first groove 321 can be designed as a ratchet to allow unidirectional rotation of the spindle 200 and to limit rotation in a direction opposite to the unidirectional rotation when the first projection 211 is inserted into the first groove 321. When the rotation limiting unit 300 and the spindle 200 are connected, only unidirectional rotation of the spindle 200 can be permitted to prevent movement of the nut 201 without it being fixed by rotation of the spindle 200 in the opposite direction. This improves the reliability of the locking mechanism of the spindle 200 of the rotation limiting unit 300. In the state where the rotation limiting unit 300 is in close contact with the spindle 200 and the first projection 211 is inserted into the rotation limiting unit 300, the spindle 200 cannot rotate in the opposite direction, so that the state in which the nut 201 presses against the piston 110 can be maintained. Conversely, the spindle 200 can rotate in the opposite direction when the rotation limiting unit 300 is separated from the spindle 200 and the first projection 211 comes out of the first groove 321, so that it is possible to release the state in which the nut 201 presses against the piston 110. The rotation limiting unit 300 can be connected to the spindle 200 to limit the rotation of the spindle 200. The rotation limiting unit 300 can be located downstream of the power conversion unit. The rotation limiting unit 300 can comprise a body 310 that surrounds the outer circumferential surface of the spindle 200, with the connecting element 320 provided on one side of the body 310 to come into close contact with the stepped section 210 of the spindle 200, and a connecting part 330 that is provided on the other side of the body 310 and locks with the drive unit 400. The body 310 is located between the brake caliper housing 100 and the spindle 200 and is designed to surround the outer circumferential surface of the spindle 200. The body 310 within the brake caliper housing 100 can be designed to surround the outer circumferential surface of the spindle 200, thus eliminating the need for a separate space for the rotation limiting unit 300. This allows for improved space utilization within the brake caliper housing 100. In particular, the body 310 can enclose the spindle body 202, which is connected to the actuator 40, after it has passed through the cylinder 101 of the brake caliper housing 100. Since the body 310 can move forwards or backwards in the support element 120 surrounding the rotation limiting unit 300, the body 310 cannot deviate from a path of the rotation limiting unit 300 in the support element 120 and can come into close contact with the spindle 200 or be separated from it. The body 310 can have a second projection 311, which is configured to project along the outer circumferential surface at the position corresponding to the second groove 121, which is configured to be recessed along the inner circumferential surface of the support element 120. When the body 310 of the rotation limiting unit 300 moves into the support element 120, the second projection 311 is inserted into the second groove 121. When the second projection 311 is inserted into the second groove 121 and the body 310 is to be rotated, the second projection 311 can be engaged by both end faces of the second groove 121, thus preventing the body 310 from rotating.When the connecting element 320 comes into close contact with the stepped section 210 and the first projection 211 is inserted into the first groove 321, the body 310, the connecting element 320, and the stepped section 210 are prevented from rotating together. This allows the position of the nut 201 to be fixed by preventing the rotation of the spindle 200. Therefore, the reliability of the brakes is improved. If, in addition, the spindle 200 is limited by the rotation limiting unit 300, the rotational force of the spindle 200 is transferred via the second projection 311 and the second groove 121 to the support element 120, and the brake caliper housing 100 absorbs the rotational force. Since the rotational force of the spindle 200 can be prevented from being concentrated on the drive unit 400, it is not necessary to design the brake caliper housing 100 with higher rigidity on the side where the drive unit 400 is mounted, and it is possible to increase the service life of the drive unit 400. This allows for design and cost advantages. The connecting element 320 is provided on the body 310 and comes into close contact with the stepped section 210 of the spindle 200. The connecting element 320 can come into close contact with the stepped section 210 to limit the rotation of the spindle 200. To improve the reliability of the locking mechanism for the spindle 200 of the rotation limiting unit 300, the connecting element 320 can include a first groove 321 formed in the outer surface of the connecting element, and the first groove 321 can be formed in the surface facing the stepped section 210. The first projection 211 formed on the stepped section 210 can be inserted into the first groove 321, and the rotation of the spindle 200 can be limited in the inserted and connected state.Conversely, the first groove 321 can be formed in the stepped section 210 and the first projection 211 on the connecting element 320, thus also providing a connection structure. It is possible to improve the reliability of the locking mechanism for the spindle 200 of the rotation limiting unit 300 by designing the first projection 211 and the first groove 321 in the form of a ratchet. The first projection 211 can be designed to protrude in the axial direction of the spindle 200, and the first groove 321 can be designed to be recessed in the axial direction of the spindle 200. The connecting element 330 can be provided on the body 310 and receive a drive force from the drive unit 400. In particular, the connecting element 330 can be locked to the worm shaft 422 of the motor to receive the drive force of the motor and can rotate about the axial direction of the spindle 200. The connecting element 330 can rotate and the rotation limiting unit 300 can move in the axial direction of the spindle 200. Therefore, the connecting element 320 can come into close contact with the stepped section 210 or be separated from it. The connecting part 330 can have a first screw thread 331 provided on an outer circumferential surface. The first screw thread 331 can engage with a second screw thread 422b provided on an inner circumferential surface of the worm gear 422, and the driving force transmitted from the motor 410 to the worm shaft 422 via a worm 421 can be transmitted to the connecting part 330. Furthermore, the first screw thread 331 of the connecting part 330 and the second screw thread 422b of the worm shaft 422 can engage with each other, thus forming a self-locking structure in which the positions of the worm 421 and the connecting part 330 are fixed even when the driving force from the motor is not transmitted from the worm 421 to the worm shaft 422.Therefore, it is possible to improve the limiting force of the rotary limiting unit 300 with respect to the spindle 200 by supporting the rotary limiting unit 300 with a large force. The drive unit 400 can include the motor 410, which is set up to generate power, and a reduction gearbox 420, which transmits the drive force to the rotation limiting unit 300 and is connected to a rotary shaft 411 of the motor 410. The 410 motor can be powered by activating a switch on the driver's seat and converts electrical energy into mechanical rotational energy. The parking mode, controlled by the switch's activation signal, can be managed by the vehicle's electronic control unit (ECU). The reduction gear 420 can include the worm 421, which is connected to the rotary shaft 411 of the motor 410, and the worm shaft 422, which has an outer surface connected to the worm 421 and an inner surface connected to the connecting part 330 of the rotation limiting unit 300. The drive force of the motor 410 can be transmitted via the reduction gear 420 to the rotation limiting unit 300 to limit the rotation of the spindle 200. The worm 421 rotates around the rotating shaft 411 of the motor 410. The worm shaft 422, which is connected to the worm 421, rotates and changes its direction of rotation to a direction perpendicular to the rotating shaft 411 of the motor 410. At this point, a toothing 421a formed on the worm 421 and a toothing 442a formed on the worm wheel 422 are in mesh with each other, and the driving force of the motor 410 is transmitted via the worm 421 to the worm shaft 422. The worm shaft 422 transmits the driving force of the motor 410 to the connecting part 330 via the second screw thread 422b, which engages in the first screw thread 331 formed on an outer circumferential surface of the connecting part 330. At this point, the worm shaft 422 and the connecting part 330 can be provided with a self-locking structure. The worm shaft 422 can be elastically supported by the elastic element 130 provided in the brake caliper housing 100. The drive force can be transmitted via the worm shaft 422 to the connecting part 330, and when the rotation limiting unit 300 comes into close contact with or separates from the spindle 200, a reaction force can be exerted on the worm shaft 422. At this point, the elastic element 130 can elastically support the worm shaft 422 in a direction opposite to the reaction force exerted on the worm shaft 422. Therefore, it is possible to keep the position of the worm shaft 422 in the brake caliper housing 100 constant, and it is possible to maintain this fixed position uniformly when the rotation limiting unit 300 moves forward or backward.Therefore, it is possible to maintain the positions and the distance of movement in which the rotary limiting unit 300 moves forward or backward uniformly, and it is possible to improve the reliability of the damping of the rotary limiting unit 300 with respect to the spindle 200. Additionally, the electronic braking system can be mounted on the vehicle to implement the parking brake force and ensure braking safety. The following describes a method for operating the electronic braking system according to an embodiment of the present disclosure. The electronic braking system according to an embodiment of the present disclosure can be operated in a parking mode to maintain the vehicle's parking brake state and can be operated such that the parking mode is released by releasing the vehicle's parking brake. First, when a driver activates a parking switch or similar device for the vehicle's parking brake, the actuator 40 works to transmit a driving force to the spindle 200. As the spindle 200 rotates, the nut 201 moves axially, and the nut 201 presses on the piston 110, thus braking. The rotation limiting unit 300 is designed to come into close contact with the spindle 200 or to be separated from it by receiving the drive force from the drive unit 400, which is separate from the actuator 40. The drive unit 400 receives an electrical signal from the ECU or similar device to generate energy via the motor 410 and to move the rotation limiting unit 300 via the reduction gear 420. In parking mode, the drive unit 400 receives the electrical signal from the ECU or similar device and generates the drive force through the motor 410. The rotation limiting unit 300 receives the drive force via the connecting part 330, which is locked to the reduction gear 420, and comes into close contact with the spindle 200. The connecting element 320 can come into close contact with the stepped section 210, and the first projection 211 formed on the stepped section 210 can be inserted into the first groove 321 formed in the connecting element 320 to limit the spindle 200 and thereby prevent the vehicle's parking brake from being released.At this point, the second projection 311 formed on the body 310 can be inserted into the second groove 121 to prevent the rotation limiting unit 300 from rotating together with the spindle 200, thus preventing the vehicle's parking brake from being released. When the parking mode is released, the rotation limiting unit 300 receives the drive force via the connecting part 330, which is locked to the reduction gear 420, and is disconnected from the spindle 200. At this point, the rotary shaft 411 of the motor 410 rotates in the opposite direction to that in parking mode. The connecting element 320 is disconnected from the stepped section 210, so that the first projection 211 comes out of the first groove 321. The connection between the rotation limiting unit 300 and the spindle 200 is released, allowing the spindle 200 to rotate again. After the parking mode is released, the spindle 200, which receives the drive force from the actuator 40, rotates and moves the nut 201 backward, releasing the pressure on the piston 110, thus releasing the vehicle's parking brake.At this point, the second projection 311, which is formed on the body 310, can be released from the second groove 121. As described above, according to one embodiment of the present disclosure, the electronic braking system can limit the rotation of the spindle 200 by means of the rotation limiting unit 300, thereby preventing the brake from being released in the parking brake state. At this point, the spindle 200 is limited by the rotation limiting unit 300, and the rotational force of the spindle 200 can be distributed via the support element 120 to the brake caliper housing 100, thus preventing the rotational force of the spindle 200 from being concentrated on the drive unit 400.Since the separate drive unit 400 can be provided, the rotation limiting unit 300 can be brought into close contact with the spindle 200 or the rotation limiting unit 300 can be separated from the spindle 200, it is also possible to reduce power consumption without constantly applying power in park mode, and to bring the rotation limiting unit 300 into contact with the spindle 200 in park mode with a strong axial force. An electronic braking system and a vehicle according to an embodiment of the present disclosure, comprising this system, can generate a braking force by means of a rotation limiting unit that limits the rotation of a spindle. An electronic braking system and a vehicle according to an embodiment of the present disclosure, comprising this system, can distribute a rotational force of a spindle acting on a rotation limiting unit via a support element to a brake caliper housing, thereby preventing the rotational force of the spindle from being concentrated on the drive unit. An electronic braking system and a vehicle according to an embodiment of the present disclosure, comprising this system, can generate a braking force by providing an actuator configured to transfer energy to a spindle and a separate drive unit and to bring a rotation limiting unit into close contact with the spindle. An electronic braking system and a vehicle according to an embodiment of the present disclosure, which includes this system, can reduce power consumption and improve the reliability of the brakes. As described above, although the present disclosure has been described with reference to limited embodiments and drawings, it is understood that the present disclosure is not limited thereto and that various modifications and variations are possible by those skilled in the art working in the field of the present disclosure within the technical spirit of the present disclosure and a corresponding scope of the claims to be described below.

Claims

Electronic braking system comprising: a piston (110) provided in a brake caliper housing (100) for pressing a pad plate (10); a nut (201) configured to move the piston (110) forward or backward; a spindle (200) configured to move the nut (201) forward or backward by rotation, and having a first groove (321) formed to be recessed into an outer surface of the same; a rotation limiting unit (300) with a first projection (211) formed to protrude from a position corresponding to the first groove (321) to allow or block rotation of the spindle (200), and being firmly inserted into the first groove (321), and a body (310) located between the brake caliper housing (100) and the spindle (200), surrounding an outer circumferential surface of the spindle (200);and a drive unit (400) configured to move the rotation limiting unit (300) forward or backward into a position in which rotation of the spindle (200) is permitted or blocked, wherein an outer circumferential surface of the body (310) is coupled to an inner circumferential surface of a support element (120) of the brake caliper housing (100) so that rotation of the rotation limiting unit (300) relative to the brake caliper housing (100) is prevented. Electronic braking system according to claim 1, wherein the spindle (200) has a stepped section (210) which includes the first groove (321) and is provided on an outer surface of the spindle (200), and the rotation limiting unit (300) comprises a connecting element (320) which includes the first projection (211) and is provided on the body (310) to come into close contact with or be separated from the stepped section (210). Electronic braking system according to claim 1 or 2, wherein the first groove (321) is designed such that it is recessed in an axial direction of the spindle (200). Electronic braking system according to one of claims 1 to 3, wherein the drive unit (400) comprises: a motor (410) configured to generate power; and a reduction gear (420) connected to a rotating shaft (411) of the motor (410) to transmit a driving force to the rotation limiting unit (300). Electronic braking system according to one of claims 1 to 4, wherein the rotation limiting unit (300) further comprises a connecting part (330) which is provided and arranged on the body (310) to receive the driving force from the drive unit (400). Electronic braking system comprising: a piston (110) provided in a brake caliper housing (100) for pressing a pad plate (10); a nut (201) configured to move the piston (110) forward or backward; a spindle (200) configured to move the nut (201) forward or backward by rotation, and having a first groove (321) formed to be recessed into an outer surface thereof; a rotation limiting unit (300) with a first projection (211) formed to protrude from a position corresponding to the first groove (321) to allow or block rotation of the spindle (200), and being firmly inserted into the first groove (321), and a body (310) surrounding an outer circumferential surface of the spindle (200);and a drive unit (400) configured to move the rotation limiting unit (300) forward or backward into a position in which the rotation of the spindle (200) is permitted or blocked, wherein the drive unit (400) comprises: a motor (410) configured to generate power; and a reduction gear (420) connected to a rotating shaft (411) of the motor (410) to transmit a driving force to the rotation limiting unit (300), wherein the rotation limiting unit (300) further comprises a connecting part (330) provided on the body (310) and configured to receive the driving force from the drive unit (400); wherein the reduction gear (420) comprises: a worm gear (421) connected to the rotating shaft of the motor (410); and a worm shaft (422) with an outer side connected to the worm (421) and an inner side connected to the connecting part (330). Electronic braking system according to claim 6, wherein the connecting part (330) is connected to the worm shaft (422) to receive the driving force of the motor (410) and to rotate about an axial direction of the spindle (200). Electronic braking system according to one of claims 5 to 7, wherein the connecting part (330) has a first screw thread (331) formed on an outer circumferential surface of the same, and the worm shaft (422) has a second screw thread (422b) which engages with the first screw thread (331) formed at a position corresponding to the first screw thread. Electronic braking system according to one of claims 6 to 8, wherein the brake caliper housing (100) contains an elastic element (130) which is arranged to elastically support the worm shaft (422). Electronic braking system according to claim 1, wherein the support element (120) has a second groove (121) which is designed to be recessed in an axial direction of the spindle (200), and the body (310) has a second projection which is designed to protrude from a position corresponding to the second groove (121). Electronic braking system according to one of claims 2 to 10, wherein the stepped section (210) is designed such that it extends radially from the outer circumferential surface of the spindle (200). Method for operating an electronic braking system, the method comprising: transmitting a drive force to a spindle (200) in a parking mode by an actuator, so that a nut (201) presses on a piston (110); transmitting the drive force by a drive unit (400) to a rotation limiting unit (300) and establishing close contact between a connecting element (320) and a stepped section (210);and the separation of the connecting element (320) from the stepped section (210) when the parking mode is released and a state is released in which the nut (201) presses on the piston (110), wherein, in establishing close contact between the connecting element (320) and the stepped section (210), an outer circumferential surface of a body (310) of the rotation limiting unit (300) is coupled with an inner circumferential surface of a support element (120) of the brake caliper housing (100), so that rotation of the rotation limiting unit (300) relative to the brake caliper housing (100) is prevented. Method according to claim 12, wherein: in producing a close contact between the connecting element (320) and the stepped section (210), a first projection (211) formed on the body (310) is inserted into a first groove (321) formed in the connecting element (320); and in separating the connecting element (320) from the stepped section (210), the first projection (211) is released from the first groove (321). Method according to claim 12 or 13, wherein: when producing a close contact between the connecting element (320) and the stepped section (210), a second projection (311) formed on the body (310) is inserted into a second groove (121) formed in the support element (120) to prevent rotation of the body (310); and when separating the connecting element (320) from the stepped section (210), the second projection (311) is released from the second groove (121).

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