Braking mechanism, braking system, and vehicle

Abstract

A braking mechanism (100), comprising: fixing portions (14), a driving mechanism (13), a first piston (210), a second piston (212), and elastic components (202). The first piston (210) and the second piston (212) are arranged on two sides of a brake disc (211), respectively, both the first piston (210) and the second piston (212) are in transmission connection with the driving mechanism (13), and the driving mechanism (13) is connected to the fixing portions (14) by means of the elastic components (202). The driving mechanism (13) is used for driving the first piston (210) to move in a first direction and for driving the second piston (212) to move towards the brake disc (211) in a second direction, the first direction being opposite to the second direction. The elastic components (202) are used for driving the first piston (210) and the second piston (212) to move in the second direction when the brake disc (211) is in contact with the first piston (210); or are used for driving the first piston (210) and the second piston (212) to move in the first direction when the brake disc (211) is in contact with the second piston (212). Therefore, the forces acting on the two sides of the brake disc (211) are balanced, which avoids eccentric wear, and improves the braking performance. In addition, the present invention further relates to a braking system and a vehicle.

Description

Braking mechanism, braking system and vehicle

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office on October 24, 2023, with application number 202311398472.2 and application name “Braking Mechanism, Braking System and Vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The embodiments of the present application relate to the field of vehicle technology, and in particular to a braking mechanism, a braking system, and a vehicle. Background Art

[0003] The electronic parking brake system (EPB) transforms the traditional mechanical handbrake into an electronically controlled handbrake, and can also combine parking brake technology with service brake technology.

[0004] The braking mechanism of EPB includes: a driving mechanism, and a first piston and a second piston arranged on both sides of the brake disc. The driving mechanism can push the first piston and the second piston to move toward each other, so that the first piston and the second piston are locked with the brake disc of the vehicle to achieve braking.

[0005] However, when the brake disc receives different clamping forces from the first piston and the second piston, for example, one of the first piston and the second piston is in contact with the brake disc and the other is not, the brake disc only receives the clamping force from the first piston or the second piston. The forces on both sides are uneven, causing uneven wear on both sides of the brake disc. The side of the brake disc in contact with the piston wears more, which in turn leads to inconsistent clamping forces on both sides, affecting the braking effect.

[0006] Summary of the Invention

[0007] The embodiments of the present application provide a braking mechanism, a braking system, and a vehicle, which solve the problem that the braking mechanism is prone to uneven wear.

[0008] To achieve the above objectives, the present invention adopts the following technical solutions:

[0009] According to a first aspect of an embodiment of the present application, a braking mechanism is provided, comprising: a fixing portion, a driving mechanism, a first piston, a second piston and an elastic component; the first piston and the second piston are respectively arranged on both sides of a brake disc, and the first piston and the second piston are both transmission-connected to the driving mechanism, and the driving mechanism is connected to the fixing portion through the elastic component; the driving mechanism is used to drive the first piston in a first direction and to drive the second piston in a second direction toward the brake disc; wherein the first direction and the second direction are opposite; the elastic component is used to drive the driving mechanism, the first piston and the second piston to move in the second direction when the brake disc contacts the first piston; or, the elastic component is used to drive the driving mechanism, the first piston and the second piston to move in the first direction when the brake disc contacts the second piston. Therefore, when the first piston or the second piston contacts the brake disc and produces eccentric wear, the reaction force of the brake disc on the first piston or the second piston is transmitted to the driving mechanism through the first piston or the second piston in turn, and then transmitted to the elastic component by the driving mechanism. The elastic component can drive the driving mechanism, the first piston and the second piston to move in opposite directions as a whole, so that the forces on both sides of the brake disc are balanced, avoiding eccentric wear caused by contact between the first piston or the second piston and the brake disc, and improving the braking performance.

[0010] In one optional implementation, the piston's moving torque is less than a triggering threshold of the elastic component. When the first and second pistons are not in contact with the brake disc, the elastic component is in a compressed state. If there is a deviation in the distance between the first and second pistons and the brake disc, and the first or second piston contacts the brake disc, the contact force between the piston and the brake disc increases. Once the contact force reaches a certain threshold, exceeding the triggering force of the elastic component, it pushes the first and second pistons to move in a direction opposite to the contact force.

[0011] In one optional implementation, the drive mechanism includes a transmission shaft and a first transmission assembly. The transmission shaft is drivingly connected to the output shaft of the motor, which is fixedly connected to the fixed portion. The first transmission assembly is configured to convert the rotational motion of the transmission shaft into linear motion and transmit it to the first piston. Thus, the transmission shaft of the drive mechanism is drivingly connected to the output shaft of the motor, enabling motor drive. The motor drive mechanism can be used in a parking brake mode.

[0012] In an optional implementation, a first guide portion is provided on the output shaft of the motor, and a first moving portion matching the first guide portion is provided on the transmission shaft. The first guide portion can drive the first moving portion to rotate with the transmission shaft, and the first moving portion can move along the first guide portion, and the extension direction of the first guide portion is parallel to the first direction. Thus, by providing the first guide portion and the first moving portion between the output shaft of the motor and the transmission shaft, the transmission connection between the transmission shaft and the output shaft of the motor can be achieved through the cooperation of the first guide portion and the first moving portion, so that the torque output by the motor can be transmitted to the transmission shaft. In addition, when the driving mechanism, the first piston and the second piston move relative to the fixed portion under the action of the elastic component, the transmission shaft can move relative to the output shaft of the motor along with the driving mechanism.

[0013] In an optional implementation, the first transmission assembly includes: a first gear, a second gear, a first lead screw, and a first lead screw nut; the first gear is sleeved on the transmission shaft, the second gear is sleeved on the first lead screw, the first gear and the second gear are meshed, the first lead screw nut is threadedly connected to the first lead screw, and the first piston is connected to the first lead screw nut; the first gear and the second gear are used to transmit the rotational motion of the transmission shaft to the first lead screw nut through the first lead screw, and the first lead screw nut is used to convert the rotational motion of the first lead screw into linear motion and drive the first piston to move. Thus, the first transmission assembly can convert the rotational motion of the transmission shaft into linear motion and transmit it to the first piston.

[0014] In one optional implementation, the braking mechanism further includes a second screw drivingly connected to the transmission shaft, the second screw drivingly connected to the second piston, and the first and second screws having threads that rotate in opposite directions. Thus, driven by the first and second screws, the first and second pistons can move toward each other to brake the wheel or move away from each other to release wheel lock.

[0015] In an optional implementation, the brake mechanism further includes: a first housing, the transmission shaft is connected to the first housing via a first bearing, and the first lead screw is connected to the first housing via a second bearing. Thus, the first housing can be used to fix the transmission shaft and the first lead screw.

[0016] In an optional implementation, the first housing is connected to the fixing portion via the elastic component, so that the first housing can drive the driving mechanism to move relative to the fixing portion under the action of the elastic component.

[0017] In one optional implementation, the fixing portion includes a second guide portion, the first housing being movably connected to the first housing via the second guide portion, the first housing being able to move relative to the fixing portion along the second guide portion, and the second guide portion extending in a direction parallel to the first direction. Thus, the provision of the second guide portion can prevent the first housing from floating within the fixing portion.

[0018] In one optional implementation, the drive mechanism includes a hydraulic line and a second cavity connected to the hydraulic line. The first piston is disposed in the second cavity and is configured to move in the first direction when brake fluid is introduced into the second cavity through the hydraulic line. Thus, the drive mechanism can achieve hydraulic drive and service braking.

[0019] In an optional implementation, the fixing portion includes a fourth guide portion, the first piston is disposed in the fourth guide portion, and the first piston is movable along the fourth guide portion, thereby preventing the first piston from floating in the fourth guide portion.

[0020] In an optional implementation, the brake mechanism further includes a second housing connected to the drive mechanism, the second housing being at least partially disposed within the fourth guide portion, the second housing, the third guide portion, and the first piston forming a second cavity. Thus, when brake fluid is introduced into the second cavity, the first piston is pushed to move, thereby achieving braking.

[0021] In one optional implementation, the first lead screw nut includes a third guide portion, and the first piston includes a second moving portion. The third guide portion can drive the second moving portion to rotate with the first lead screw nut, and the second moving portion can move along the third guide portion. The third guide portion extends in a direction parallel to the first direction. Thus, under the action of hydraulic oil, the first piston can move relative to the lead screw nut, thereby achieving braking.

[0022] In one optional implementation, a first seal is provided between the third guide portion and the second housing, and a second seal is provided between the first piston and the third guide portion. This prevents brake fluid from leaking through the gap between the third guide portion and the second housing, as well as the gap between the first piston and the third guide portion, thereby improving sealing performance.

[0023] A second aspect of an embodiment of the present application provides a braking system comprising a controller and the aforementioned braking mechanism. The controller is electrically connected to the driving mechanism and configured to control the driving mechanism to drive the first piston and the second piston toward or away from the brake disc. Thus, the braking system employing the aforementioned braking mechanism can prevent uneven wear of the brake disc and improve braking performance.

[0024] A third aspect of the present application provides a vehicle comprising a wheel and the above-described braking system, wherein the wheel is fixedly connected to the brake disc of the braking system. Thus, the vehicle employing the above-described braking system can prevent uneven wear of the brake disc and improve braking performance.

[0025] An embodiment of the present application provides a braking mechanism, a braking system and a vehicle, wherein the braking mechanism includes: a fixing portion, a driving mechanism, a first piston, a second piston and an elastic component; the first piston and the second piston are respectively arranged on both sides of the brake disc, and the first piston and the second piston are both transmission-connected to the driving mechanism, and the driving mechanism is connected to the fixing portion through the elastic component; the driving mechanism is used to drive the first piston in a first direction and drive the second piston in a second direction toward the brake disc; wherein the first direction and the second direction are opposite.

[0026] In some embodiments, the drive mechanism includes: a transmission shaft, a first gear, a second gear, a first lead screw, and a first lead screw nut. The transmission shaft is in transmission connection with the output shaft of the motor, the motor is fixedly connected to the fixed portion, the first gear is sleeved on the transmission shaft, the second gear is sleeved on the first lead screw, the first gear and the second gear are meshed, the first lead screw nut is threadedly connected to the first lead screw, and the first piston is connected to the first lead screw nut; the first gear and the second gear are used to transmit the rotational motion of the transmission shaft to the first lead screw nut through the first lead screw, and the first lead screw nut is used to convert the rotational motion of the first lead screw into linear motion and drive the first piston to move. Thus, the drive mechanism can convert the rotational motion of the motor output shaft into linear motion and transmit it to the first piston, thereby realizing motor drive, and the motor drive mechanism can be used in parking brake mode. The drive mechanism includes: a motor drive mechanism for parking brake scenarios and a hydraulic drive mechanism for service brake scenarios.

[0027] In some embodiments, the drive mechanism includes a hydraulic line and a second cavity connected to the hydraulic line. The first piston is disposed in the second cavity and is configured to move in the first direction when brake fluid is introduced into the second cavity through the hydraulic line. Thus, the drive mechanism can achieve hydraulic drive and service braking. The motor drive mechanism can drive the movement of both pistons using a single motor, improving drive efficiency and enabling fixed caliper braking during operation.

[0028] The elastic component is used to drive the drive mechanism, the first piston and the second piston to move in the second direction when the brake disc contacts the first piston and causes eccentric wear; or the elastic component is used to drive the drive mechanism, the first piston and the second piston to move in the first direction when the brake disc contacts the second piston and causes eccentric wear. Thus, in the driving braking or parking braking scenario, when the first piston or the second piston contacts the brake disc and causes eccentric wear, the reaction force of the brake disc on the first piston or the second piston is sequentially transmitted to the drive mechanism through the first piston or the second piston in contact with the brake disc, and then transmitted to the elastic component by the drive mechanism. The elastic component undergoes elastic deformation driven by the reaction force, and then can drive the drive mechanism, the first piston and the second piston to move as a whole in the opposite direction of the eccentric wear, so that the forces on both sides of the brake disc are balanced, eccentric wear is avoided, and braking performance is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] FIG1 is a schematic structural diagram of a vehicle;

[0030] FIG2 is a schematic structural diagram of a braking system provided in an embodiment of the present application;

[0031] FIG3 is a schematic structural diagram of a braking mechanism;

[0032] FIG4 is a schematic diagram of a module of a braking mechanism provided in an embodiment of the present application;

[0033] FIG5 is a schematic structural diagram of a braking mechanism provided in an embodiment of the present application;

[0034] FIG6 is a schematic structural diagram of the first housing in FIG5 ;

[0035] FIG7 is a schematic diagram of the brake mechanism in FIG5 in a parking brake state;

[0036] FIG8 is a schematic diagram of the brake mechanism in FIG5 in a state of partial wear;

[0037] FIG9 is a schematic diagram of the brake mechanism in FIG5 after releasing the eccentric wear state;

[0038] FIG10 is a schematic structural diagram of a braking mechanism provided in an embodiment of the present application;

[0039] FIG11 is a schematic diagram of the braking mechanism in FIG10 in a service braking state;

[0040] FIG12 is a flow chart of a control method for a braking mechanism provided in an embodiment of the present application. DETAILED DESCRIPTION

[0041] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments.

[0042] In the following, the terms "first," "second," etc. are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the quantity of the technical features indicated. Therefore, a feature specified as "first," "second," etc. may explicitly or implicitly include one or more of the features.

[0043] In addition, in this application, directional terms such as "up", "down", "left", "right", "horizontal" and "vertical" are defined relative to the orientation of the components in the drawings. It should be understood that these directional terms are relative concepts. They are used for relative description and clarification, and they can change accordingly according to changes in the orientation of the components in the drawings.

[0044] In this application, unless otherwise clearly specified and limited, the term "connection" should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection or an indirect connection through an intermediate medium.

[0045] In order to make the purpose, technical solutions and advantages of this application clearer, this application will be further described in detail below with reference to the accompanying drawings.

[0046] The present application provides a braking system that can be applied to the control systems of vehicles such as smart cars, connected cars, new energy vehicles, and self-driving cars.

[0047] FIG1 is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. The vehicle may include a body 1, wheels 2, and a brake mechanism 100. The brake mechanism 100 may act on the wheels 2 to provide braking force to the vehicle to stop the vehicle while it is in motion. It should be noted that FIG1 only schematically illustrates some components included in the vehicle, and the actual shape, size, position, and structure of these components are not limited by FIG1 and the following figures. In some embodiments, the vehicle may also include a powertrain, a transmission system, and other devices, which will not be described in detail here.

[0048] Figure 2 is a system architecture diagram of an electromechanical braking system provided in an embodiment of the present application. As shown in Figure 2, the electromechanical braking system 10 includes a braking mechanism 100 and a control system 12. The control system 12 may include a pedal travel sensor 4, an electric parking brake (EPB) button 5, and a controller 108. The pedal travel sensor 4 is connected to the vehicle's pedal 3, and the pedal travel sensor 4 and the EPB button 5 are both signal-connected to the controller 108. The controller 108 is connected to the braking mechanism 100.

[0049] The working process of the electronic mechanical braking system 10 is described below with reference to FIG2 :

[0050] When the vehicle is in motion, when the user steps on the pedal 3, the pedal travel sensor 4 receives a signal and transmits it to the controller 108. The controller 108 receives the signal and controls the braking mechanism 100 to start the braking mode to achieve driving braking.

[0051] When the vehicle is off, if the user presses the electronic parking brake system button 5, a braking signal is transmitted to the controller 108. The controller 108 receives the signal and controls the brake mechanism 100 to activate the braking mode, implementing the parking brake. This allows the system to automatically park the vehicle even if the driver forgets to apply the parking brake when the vehicle is off. Even if the driver forgets to release the parking brake when starting the vehicle, the parking brake is automatically released. This prevents the vehicle from rolling back when starting on a slope, making driving more intelligent, simple, and safer, and reducing the risk of accidents.

[0052] Braking mechanisms can be categorized as hydraulic or electromechanical, depending on the braking method. Compared to hydraulic brakes, electromechanical brakes lack brake fluid and offer advantages such as faster response, reliable performance, safety, and environmental friendliness. An EMB (Electromechanical Braking Mechanism) is a mechanical structure that uses a wheel-end motor to drive a reducer, thereby converting a rotational motion into linear motion. It boasts a simple layout, fast response, and high efficiency. Therefore, it better meets the evolving needs of automotive safety and efficiency, particularly in the electrification of vehicles.

[0053] Figure 3 is a structural diagram of a braking mechanism. As shown in Figure 3, the braking mechanism includes: a driving mechanism 13 and a piston 210. The driving mechanism 13 can push the piston to move, so that the piston 210 and the brake disc 211 are locked to achieve parking braking. The locking can be released by reversing the motor.

[0054] However, in the above-mentioned brake mechanism, one motor drives one piston, which is prone to eccentric wear and the brake mechanism cannot achieve floating adjustment.

[0055] To this end, an embodiment of the present application provides an improved braking mechanism. As shown in FIG4 , the braking mechanism 100 includes: a fixing portion 14 , a driving mechanism 13 , a first piston 210 , a second piston 212 , and an elastic component 202 .

[0056] In some embodiments, the brake disc 211 is mounted on the hub of the wheel 2. The first piston 210 and the second piston 212 are respectively disposed on either side of the brake disc 211. The first piston 210 and the second piston 212 are both in transmission connection with the drive mechanism 13. The drive mechanism 13 is configured to drive the first piston 210 and the second piston 212 toward each other to squeeze the brake disc 211.

[0057] One end of the elastic component 202 can be connected to the fixing portion 14 , and the other end can be connected to the driving mechanism 13 .

[0058] In some embodiments, the fixing portion 14 is connected to the vehicle body 1 to provide a structurally stable connection.

[0059] In other embodiments, the fixing portion is the vehicle body 1 .

[0060] In some embodiments, a first caliper (not shown in the figure) is connected to the side of the first side wall 2101 facing the second side wall 2121, and its side facing the second side wall 2121 forms a first friction surface. A second caliper (not shown in the figure) is fixedly connected to the side of the second side wall 2121 facing the first side wall 2101, and its side facing the first side wall 2101 forms a second friction surface. A portion of the brake disc 211 is located between the first friction surface and the second friction surface. The first piston 210 and the second piston 212 can move relative to the brake disc 211, that is, the first piston 210 and the second piston 212 can drive the first caliper and the second caliper to move toward the brake disc 211.

[0061] In some embodiments, under the action of the driving mechanism 13, the first piston 210 can approach the brake disc 211 along a first direction, and the second piston 212 can approach the brake disc 211 along a second direction. The first direction is opposite to the second direction.

[0062] When at least one of the first piston 210 and the second piston 212 contacts the brake disc 211, the brake disc 211 receives a clamping force from the first direction and / or the second direction. If the clamping force in the first direction is different from the clamping force in the second direction, it is easy to cause uneven wear on both sides of the brake disc 211, and then cause inconsistent clamping force on both sides, affecting the braking effect.

[0063] In this embodiment, when at least one of the first piston 210 and the second piston 212 contacts the brake disc 211, for example, when the brake disc 211 contacts the first piston 210 and causes uneven wear, the brake disc 211 receives a clamping force from the first direction, and the elastic component 202 can drive the driving mechanism 13 to move in the second direction, and the first piston 210 and the second piston 212 move accordingly, so that the forces on both sides of the brake disc 211 are consistent, thereby improving the braking performance.

[0064] Alternatively, when the brake disc 211 contacts the second piston 212 and causes uneven wear, the brake disc 211 receives a clamping force from the second direction, and the elastic component 202 can drive the driving mechanism 13 to move in the first direction, and the first piston 210 and the second piston 212 move accordingly, so that the forces on both sides of the brake disc 211 are consistent, thereby improving the braking performance.

[0065] The braking mechanism provided in the embodiment of the present application has a driving mechanism 13 that is transmission-connected with the first piston 210 and the second piston 212, and the driving mechanism 13 is connected to the fixing portion 14 through the elastic component 202. When the first piston 210 or the second piston 212 contacts the brake disc 211 and produces eccentric wear, the reaction force of the brake disc 211 on the first piston 210 or the second piston 212 is transmitted to the driving mechanism 13 through the first piston 210 or the second piston 212 in turn, and is transmitted to the elastic component 202 by the driving mechanism 13. The elastic component 202 undergoes elastic deformation under the push of the reaction force, which can drive the driving mechanism 13, the first piston 210 and the second piston 212 to move as a whole in the opposite direction of the eccentric wear, so that the forces on both sides of the brake disc 211 are balanced, thereby avoiding eccentric wear and improving the braking performance.

[0066] The present embodiment does not limit the structures of the first piston 210 and the second piston 212. In some embodiments, the first piston 210 includes a first sidewall 2101, and the second piston 212 includes a second sidewall 2121. The first sidewall 2101 and the second sidewall 2121 are disposed opposite each other, are aligned along the x-direction, and are relatively fixed to each other.

[0067] In some embodiments, with continued reference to FIG4 , the first piston 210 may further include a third sidewall 2102 and a fourth sidewall 2103 disposed opposite each other along the y-direction. The first sidewall 2101 is connected at both ends to the third sidewall 2102 and the fourth sidewall 2103, respectively, to form a generally frame-shaped first piston 210. This facilitates relative fixation between the third sidewall 2102 and the fourth sidewall 2103, maintaining overall structural stability. The structure of the second piston 212 can be referenced to that of the first piston 210 and will not be further described here.

[0068] The present embodiment does not limit the structure of the elastic component 202. In some embodiments, the elastic component 202 may be an adjustment spring whose axis is parallel to the axes of the first piston 210 and the second piston 212. The adjustment spring can elastically deform along its axis, contracting or extending to drive the first housing 203 to move.

[0069] In some embodiments, the elastic component 202 includes a first elastic component 2021 and a second elastic component 2022 . The first elastic component 2021 and the second elastic component 2022 are symmetrically arranged on both sides of the first housing 203 with respect to the brake disc 211 .

[0070] Therefore, the elastic component 202 is symmetrically arranged with respect to the brake disc 211 , and can drive the first housing 203 to move along the axial direction.

[0071] In some embodiments, the piston's moving torque is less than the triggering threshold of the elastic component 202. For example, when the first and second pistons 210, 212 are not in contact with the brake disc 211, the elastic component 202 is in a compressed state. If there is a deviation in the distance between the first and second pistons 210, 212 and the brake disc 211, and the first and second pistons 210, 212 come into contact with the brake disc 211, the contact force between the pistons and the brake disc 211 increases. Once the contact force reaches a certain threshold, exceeding the triggering force of the elastic component 202, the first and second pistons 210, 212, are pushed to move in a direction opposite to the contact force.

[0072] In some embodiments, the brake mechanism can implement both parking and service braking. The drive mechanism 13 includes a motor drive mechanism. This motor drive mechanism can be used for parking braking. When the vehicle is turned off, the user presses the electronic parking brake system button, transmitting a brake signal to the controller. The controller receives the signal and controls the brake mechanism to activate braking mode. The motor drive mechanism drives the first piston 210 and the second piston 212 toward the brake disc 211, implementing parking braking.

[0073] The structure of the motor drive mechanism and the fixing portion 14 is described below with reference to Figure 5 . As shown in Figure 5 , the motor drive mechanism includes a transmission shaft 104 and a first transmission assembly. The transmission shaft 104 is connected to the output shaft of the motor 101 via a reducer 102 . The reducer 102 is used to reduce the driving force output by the motor 101 and increase the torque before outputting it to the transmission shaft 104 .

[0074] In some embodiments, the motor 101 is fixedly connected to the fixing portion 14 , and the first transmission assembly is used to convert the rotational motion of the transmission shaft 104 into linear motion and transmit it to the first piston 210 .

[0075] Thus, the transmission shaft of the drive mechanism is in transmission connection with the output shaft of the motor, thereby realizing motor drive, and the motor drive mechanism can be used in a parking brake mode.

[0076] The embodiment of the present application does not limit the connection method between the motor 101 and the fixing part 14. In some embodiments, the fixing part 14 is provided with a pinion bearing 103, for example, and the output shaft of the motor 101 is rotatably connected to the pinion bearing 103.

[0077] In this embodiment, when the parking brake is applied, the torque of the motor 101 is transmitted to the transmission shaft 104. When eccentric wear occurs, the transmission shaft 104 moves axially relative to the fixed part 14 under the action of the elastic component 202, so that the transmission shaft 104 can rotate with the output shaft of the motor 101 and can move along the axial direction relative to the output shaft of the motor 101.

[0078] To this end, in some embodiments, a first guide portion 1021 is provided on the output shaft of the motor 101, and a first moving portion 1041 matching the first guide portion 1021 is provided on the transmission shaft 104. The first guide portion 1021 can drive the first moving portion 1041 to rotate with the transmission shaft 104, and the first moving portion 1041 can move along the first guide portion 1021, and the extension direction of the first guide portion 1021 is parallel to the first direction.

[0079] In this way, the first guide portion 1021 and the first moving portion 1041 cooperate to achieve a transmission connection between the transmission shaft 104 and the output shaft of the motor 101, so that the torque output by the motor 101 is transmitted to the transmission shaft 104. Furthermore, when the first housing 203 moves within the fixed portion 14, the transmission shaft 104 can move with the first housing 203 relative to the output shaft of the motor 101.

[0080] In some embodiments, the first guide portion 1021 may be a guide rail, and the first moving portion 1041 may be a bump that matches the guide rail.

[0081] In other embodiments, the first guide portion 1021 may be an internal spline, and the first moving portion 1041 may be an external spline. For example, the first end of the output shaft of the motor 101 may have a first mounting hole, the first mounting hole being arranged along a first direction, and the inner wall of the first mounting hole having an internal spline. The first end of the transmission shaft 104 may extend into the first mounting hole, and the outer wall of the first end of the transmission shaft 104 may have an external spline that matches the internal spline. Thus, through the cooperation of the internal and external splines, the transmission shaft 104 can rotate with the output shaft of the motor 101 and can move along the axial direction relative to the output shaft of the motor 101.

[0082] The present embodiment does not limit the structure of the fixing portion 14. In some embodiments, the fixing portion 14 is a housing disposed outside the drive mechanism 13, the first piston 210, and the second piston 212 to protect the drive mechanism 13, the first piston 210, and the second piston 212.

[0083] For example, as shown in Figure 6, the fixing portion 14 includes three parts: a first fixing shell 201, a second fixing shell 216 and a third fixing shell 208, wherein the first fixing shell 201 is arranged on the right side of the driving mechanism 13, the second fixing shell 216 is arranged on the left side of the driving mechanism 13, and the third fixing shell 208 is arranged between the first fixing shell 201 and the second fixing shell 216, and is respectively connected to the first fixing shell 201 and the second fixing shell 216.

[0084] In some embodiments, the first stationary housing 201 includes a fifth sidewall 2011, and the second stationary housing 216 includes a sixth sidewall 2161. The fifth sidewall 2011 and the sixth sidewall 2161 are disposed opposite each other along the x-direction. The fifth sidewall 2011 is connected to the first elastic component 202, and the sixth sidewall 2161 is connected to the second elastic component.

[0085] The first stationary housing 201 further includes a seventh sidewall 2012 and an eighth sidewall 2013 disposed opposite each other along the y-direction. The ends of the fifth sidewall 2011 are connected to the first end of the seventh sidewall 2012 and the first end of the eighth sidewall 2013, respectively, so that the first stationary housing 201 is generally cylindrical or frame-shaped. This facilitates relative fixation between the seventh sidewall 2012 and the eighth sidewall 2013, maintaining a stable overall structure.

[0086] The second stationary housing 216 further includes a ninth sidewall 2162 and a tenth sidewall 2163 disposed opposite each other along the y-direction. The sixth sidewall 2161 has two ends connected to the first end of the ninth sidewall 2162 and the first end of the tenth sidewall 2163, respectively, so that the second stationary housing 216 is generally cylindrical or frame-shaped. This ensures that the ninth sidewall 2162 and the tenth sidewall 2163 are relatively fixed to each other, maintaining a stable overall structure.

[0087] The present embodiment does not limit the shape of the third stationary housing 208. In some embodiments, the third stationary housing 208 can have a cylindrical or frame-shaped structure. For example, as shown in FIG6 , the third stationary housing 208 includes an eleventh sidewall 2081, a twelfth sidewall 2082, and a thirteenth sidewall 2083 spaced apart along the y-direction.

[0088] The first end of the eleventh side wall 2081 is connected to the second end of the seventh side wall 2012, and the second end of the eleventh side wall 2081 is connected to the second end of the ninth side wall 2162. The first end of the thirteenth side wall 2083 is connected to the second end of the eighth side wall 2013, and the second end of the thirteenth side wall 2083 is connected to the second end of the tenth side wall 2163.

[0089] The thirteenth side wall 2083 is provided with an opening, and the brake disc 211 is at least partially installed in the fixing portion 14 through the opening.

[0090] The eleventh side wall 2081 and the thirteenth side wall 2083 may be arranged in a cylindrical or frame shape. The twelfth side wall 2082 is located in the area enclosed by the eleventh side wall 2081 and the thirteenth side wall 2083.

[0091] The twelfth side wall 2082 and the thirteenth side wall 2083 may be arranged in a cylindrical shape or a frame shape.

[0092] In some embodiments, the first transmission assembly includes: a first gear 106, a second gear 206, a first lead screw 205, and a first lead screw nut 209. The first gear 106 is sleeved on the transmission shaft 104, the second gear 206 is sleeved on the first lead screw 205, the first gear 106 and the second gear 206 are meshed, the first lead screw nut 209 is threadedly connected to the first lead screw 205, and the first piston 210 is connected to the first lead screw nut 209.

[0093] To achieve the connection between the drive mechanism and the fixed portion 14, in some embodiments, the brake mechanism further includes a first housing 203, which is disposed in the fixed portion 14. The first piston 210 and the second piston 212 are in transmission connection with the drive mechanism, which is connected to the first housing 203. The first housing 203 is connected to the fixed portion 14 via an elastic component 202, so that the first piston 210 and the second piston 212 are movably mounted in the fixed portion 14. In this way, when the first piston 210 or the second piston 212 contacts the brake disc 211 and causes uneven wear, the reaction force of the brake disc 211 on the first piston 210 or the second piston 212 is transmitted to the elastic component 202 in sequence through the drive mechanism 13 and the first housing 203. Under the action of this reaction force, the elastic component 202 can drive the first housing 203 to move in the second direction, and the drive mechanism 13, the first piston 210 and the second piston 212 move accordingly, so that the forces on both sides of the brake disc 211 are uniform, thereby improving braking performance.

[0094] In some embodiments, the fixing portion 14 further includes: a second guide portion 2010, the first shell 203 is movably connected to the fixing portion 14 through the second guide portion 2010, the first shell 203 can move relative to the fixing portion 14 along the second guide portion 2010, and the extension direction of the second guide portion 2010 is parallel to the first direction.

[0095] Therefore, by providing the second guide portion 2010 , the first housing 203 can drive the first piston 210 and the second piston 212 to move along the second guide portion 2010 , thereby preventing the first housing 203 from floating in other directions within the fixing portion 14 .

[0096] In some embodiments, the second guide portion 2010 can be a guide rail, and a protrusion is provided on the first shell 203, and the protrusion matches the guide rail, or the second guide portion 2010 is a first spline, and a second spline is provided on the first shell 203, and the first spline and the second spline match.

[0097] In other embodiments, the shape of the first shell 203 matches the inner wall of the fixing portion 14. For example, the first shell 203 can be a cylindrical structure, and the fixing portion 14 can have a tubular structure, which is sleeved on the first shell 203 and can then slide left and right along the fixing portion 14.

[0098] In some embodiments, the first transmission assembly is connected to the first housing 203 .

[0099] The connection between the first housing 203 and the first transmission assembly will be described below with reference to FIG. 5 .

[0100] As shown in FIG. 5 , the transmission shaft 104 is connected to the first housing 203 via the first bearing 105 , and the first lead screw 205 is connected to the first housing 203 via the second bearing 204 .

[0101] The first bearing 105 can be fixedly mounted on the first housing 203, with the axis of the first bearing 105 coaxially arranged with the axis of the transmission shaft 104. The transmission shaft 104 is rotatably mounted within the first bearing 105. The second bearing 204 can be fixedly mounted on the first housing 203, with the axis of the second bearing 204 coaxially arranged with the axis of the first lead screw 205. The first lead screw 205 is rotatably mounted within the second bearing 204.

[0102] The first housing 203 may be provided with a first bearing chamber and a second bearing chamber, the first bearing 105 may be provided in the first bearing chamber, the second bearing 204 may be provided in the second bearing chamber, and the outer ring of the first bearing 105 is fixedly connected to the inner wall of the first bearing chamber, the inner ring of the first bearing 105 is rotatably connected to the transmission shaft 104, the outer ring of the second bearing 204 is fixedly connected to the inner wall of the second bearing chamber, and the inner ring of the second bearing 204 is rotatably connected to the first screw 205.

[0103] During parking braking, the controller 108 controls the motor 101 to work, and the torque output by the motor 101 is transmitted to the drive shaft 104 through the reducer 102, and then transmitted to the first gear 106 through the drive shaft 104. The first gear 106 transmits the rotational motion of the drive shaft 104 to the meshing second gear 206, driving the drive shaft 104, the first gear 106 and the second gear 206 to rotate, and the second gear 206 drives the first screw 205 to rotate. The first screw nut 209 is used to convert the rotational motion of the first screw 205 into linear motion, pushing the first screw nut 209 to move along the first screw 205, and the first screw nut 209 drives the first piston 210 to move.

[0104] Similarly, under the action of the transmission shaft 104, the second screw 213 rotates accordingly, and the second screw nut is used to convert the rotational motion of the second screw 213 into linear motion, pushing the second screw nut to move along the second screw 213, and the second screw nut drives the second piston 212 to move.

[0105] FIG7 is a schematic diagram of the brake mechanism in FIG5 in a parking brake state. As shown in FIG7 , both the first piston 210 and the second piston 212 are in contact with the brake disc 211 to implement parking brake.

[0106] In some embodiments, the thread rotation directions of the first screw 205 and the second screw 213 are opposite. For example, the first screw 205 is right-handed and the second screw is left-handed. The first screw 205 and the second screw 213 respectively drive the corresponding screw nuts forward, and then push the first piston 210 and the second piston 212 forward respectively to achieve parking braking.

[0107] In order to prevent the first piston 210 from shaking in the y direction, a guide portion may be provided in the first housing to limit the movement of the first piston 210 in the y direction.

[0108] In some embodiments, the third fixed housing 208 may serve as a guide portion, and the first piston 210 is disposed in the third fixed housing 208 , and the first piston 210 may be able to move along the third fixed housing 208 .

[0109] The shape of the first piston 210 matches the inner wall of the third fixed shell 208 . For example, the first piston 210 can be a cylindrical structure, and the third fixed shell 208 can be a tubular structure, which is sleeved on the first shell 203 and can slide left and right along the fixed part 14 .

[0110] In some embodiments, referring to FIG8 , during the parking brake operation, when there is a deviation in the distance between the first piston 210 and the second piston 212 and the brake disc, for example, when the second piston 212 contacts the brake disc 211 while the first piston 210 does not, the contact force F1 between the second piston 212 and the brake disc 211 increases under the drive of the motor 101 . After the contact force F1 reaches a certain threshold and exceeds the triggering force of the elastic component 202 , the reaction force of the brake disc on the second piston 212 is transmitted to the elastic component 202 via the drive mechanism 13 and the fourth housing 215 . The elastic component 202 can drive the fourth housing 215 to move in the second direction, and the drive mechanism 13 , the first piston 210 , and the second piston 212 move accordingly. That is, the reaction force of the brake disc 211 pushes the portion indicated by the dashed box in the figure to move in the direction M. At this time, the fourth housing 215 moves in the direction M within the fixing portion 14 , and the transmission shaft 104 can move in the direction M relative to the output shaft of the motor 101 along with the first housing 203 .

[0111] Before the portion in the dotted box in FIG8 moves in the direction M, the size of the first elastic component is d1, the size of the second elastic component is d2, and the size of the transmission shaft 104 and the output shaft of the motor 101 that match is L1.

[0112] As shown in Figure 9, after the part in the dotted box moves in the direction M to the equilibrium position, the size of the first elastic component is d3, the size of the second elastic component is d4, and the size of the transmission shaft 104 and the output shaft of the motor 101 is L2, wherein d3 is greater than d1, d4 is less than d2, and L2 is less than L1. In this way, after the entire dotted box moves in the direction M, the first piston 210 contacts the brake disc 211 to achieve simultaneous braking on both sides. During this process, the contact pressures of the first piston 210 and the second piston 212 with the brake disc 211 are basically the same, which can be equal to the starting threshold of the elastic component 202, and can well achieve bilateral braking, eliminate the influence of eccentric wear in parking brake and the problem of large deviation of parking brake force in the dual parking system, so that the forces on both sides of the brake disc 211 are consistent, thereby improving braking performance.

[0113] 8 and 9 illustrate the case where the second piston 212 contacts the brake disc 211 and causes eccentric wear. When the first piston 210 contacts the brake disc 211 and causes eccentric wear, the modulation process of the elastic component can refer to the above description and will not be repeated here.

[0114] The braking mechanism provided in the embodiment of the present application, by providing an elastic component 202, can drive the first piston 210 and the second piston 212 to move when the forces on both sides of the brake disc 211 are uneven, so that the forces on both sides of the brake disc 211 are balanced, avoiding uneven wear and improving braking performance.

[0115] The structure of the hydraulic drive mechanism is described below with reference to Figure 10 . As shown in Figure 10 , the drive mechanism also includes a hydraulic drive mechanism, which can be used for service braking. During driving, when the user depresses the pedal, the pedal travel sensor receives a signal and transmits it to the controller. The controller receives the signal and controls the brake mechanism to activate braking mode. The hydraulic drive mechanism 13 drives the first piston 210 and the second piston 212 toward the brake disc 211, achieving service braking.

[0116] 10 , the hydraulic drive mechanism includes: a hydraulic pipeline, and the brake mechanism further includes: a second housing 207 , and the second housing 207 is connected to the first housing 203 .

[0117] In some embodiments, the second shell 207 is partially located in the third fixed shell 208, and the second shell 207, the first piston 210, the first screw nut 209 and the third fixed shell 208 are arranged to form a first cavity. The first cavity is connected to the hydraulic pipeline, and the first piston 210 is used to move along the first screw nut 209 when the hydraulic pipeline introduces brake oil into the first cavity.

[0118] In some embodiments, as shown in FIG10 and FIG11 , a through hole 2090 is provided in the first lead screw nut 209 . When the hydraulic line introduces brake fluid into the first cavity, the brake fluid can pass through the through hole 2090 into the gap between the first lead screw nut 209 and the first piston 210 , pushing the first piston 210 to move along the first lead screw nut 209 .

[0119] In some embodiments, the braking mechanism further includes: a third housing 214 and a fourth housing 215 , the fourth housing 215 is connected to the transmission mechanism, and the third housing 214 and the fourth housing 215 are connected.

[0120] In some embodiments, the third shell 214 is partially located in the third fixed shell 208, and the third shell 214, the second piston 212 and the third fixed shell 208 are arranged to form a second cavity. The second cavity is connected to the hydraulic pipeline, and the second piston 212 is used to move along the second screw nut when the hydraulic pipeline introduces brake oil into the second cavity.

[0121] In some embodiments, the hydraulic drive mechanism further includes: a first solenoid valve 301 , a first hydraulic pipeline 304 and a second hydraulic pipeline 305 .

[0122] The first solenoid valve 301 is connected to the inner cavity of the first piston 210 through the first hydraulic pipeline 304, and the hydraulic oil can push the first piston 210 to move. The first solenoid valve 301 is connected to the inner cavity of the second piston 212 through the second hydraulic pipeline 305, and the hydraulic oil can push the second piston 212 to move.

[0123] In some embodiments, the first solenoid valve 301 is connected to the controller 108. When the parking brake is applied, the controller 108 responds to the brake signal and introduces hydraulic oil into the inner cavity of the first piston 210 and the inner cavity of the second piston 212 through the first solenoid valve 301, pushing the first piston 210 and the second piston 212 to move.

[0124] In some embodiments, the first solenoid valve 301 is a normally open solenoid valve. For example, when the driver depresses the brake pedal, under normal conditions, the controller 108 can control the drive pump to generate hydraulic pressure and simultaneously connect the oil circuits between the first hydraulic line 304 and the internal cavity of the first piston 210, and between the second hydraulic line 305 and the internal cavity of the second piston 212. This allows the hydraulic pressure generated by the drive pump to be supplied to the wheel brakes, causing the wheel brakes to apply braking. When power is off, the first solenoid valve 301 is in the open state due to the power outage. The oil circuits between the first hydraulic line 304 and the internal cavity of the first piston 210, and between the second hydraulic line 305 and the internal cavity of the second piston 212, are connected. When the user depresses the brake pedal, the hydraulic pressure generated by the brake pedal is supplied to the hydraulic drive mechanism.

[0125] In some embodiments, the hydraulic drive mechanism further includes: an oil tank 302, a second solenoid valve 303, and a pressure sensor 107. The oil tank 302 is connected to the hydraulic line via the second solenoid valve 303. The second solenoid valve 303 and the first solenoid valve 301 are connected to the controller 108 via a signal line. The pressure sensor 107 is connected to the hydraulic line and is used to measure the pressure in the hydraulic line and feed the signal back to the controller 108.

[0126] In some embodiments, the second solenoid valve 303 is a normally closed solenoid valve. When powered on, the normally open solenoid valve is in an open state, thereby connecting the oil circuit between the brake mechanism and the oil tank 302 .

[0127] In this way, the controller 108 can control the second solenoid valve 303 to open or close based on the pressure signal detected by the pressure sensor 107. For example, when the controller 108 determines that the hydraulic pressure is insufficient based on the pressure signal detected by the pressure sensor 107, the controller 108 can control the second solenoid valve 303 to open, thereby replenishing brake fluid into the hydraulic line through the oil tank 302. When the controller 108 determines that the hydraulic pressure is excessive based on the pressure signal detected by the pressure sensor 107, the controller 108 can control the second solenoid valve 303 to open, thereby allowing excess brake fluid in the hydraulic line to flow to the oil tank 302.

[0128] In some embodiments, the first screw nut 209 includes: a fourth guide portion 2091, and the first piston 210 includes: a second moving portion 2100. The fourth guide portion 2091 can drive the second moving portion 2100 to rotate with the first screw nut 209, and the second moving portion 2100 can move along the fourth guide portion 2091, and the extension direction of the fourth guide portion 2091 is parallel to the first direction.

[0129] In this way, the fourth guide portion 2091 cooperates with the second moving portion 2100 to achieve a transmission connection between the first screw nut 209 and the first piston 210. During parking braking, the torque output by the motor 101 can be transmitted to the first piston 210 through the first screw nut 209. During service braking, brake fluid is introduced into the first cavity, and the first piston 210 is pushed by the brake fluid, allowing it to move along the fourth guide portion 2091.

[0130] In some embodiments, the fourth guide portion 2091 may be a guide rail, and the second moving portion 2100 may be a bump that matches the guide rail.

[0131] In other embodiments, the fourth guide portion 2091 may be an internal spline, and the second moving portion 2100 may be an external spline. For example, the first piston 210 may have a second mounting hole, the second mounting hole being arranged along the first direction, and the inner wall of the second mounting hole having an internal spline. The first lead screw nut 209 may extend into the second mounting hole, and the outer wall of the first lead screw nut 209 may have an external spline that matches the internal spline.

[0132] In some embodiments, during service braking, if there is a deviation in the distance between the first piston 210 and the second piston 212 and the brake disc 211, for example, when the second piston 212 contacts the brake disc 211 while the first piston 210 does not, the hydraulic drive mechanism increases the contact force between the second piston 212 and the brake disc 211. When the contact force reaches a certain threshold, exceeding the trigger force of the elastic component 202, the reaction force of the brake disc 211 on the second piston 212 is transmitted to the elastic component 202 via the drive mechanism and the third housing 214. The elastic component 202 can drive the third housing 214 to move in the second direction, and the drive mechanism, the first piston 210, and the second piston 212 move accordingly. In other words, the reaction force of the brake disc 211 pushes a portion of the fixed portion 14 to move in a direction opposite to the contact force. At this time, the transmission shaft 104 can move relative to the output shaft of the motor 101 along with the third housing 214.

[0133] In this way, after the part in the fixing part 14 moves, the first piston 210 contacts the brake disc 211, realizing simultaneous braking on both sides. During this process, the contact pressure of the first piston 210 and the second piston 212 with the brake disc 211 is basically the same, which can be equal to the starting threshold of the elastic component 202. It can well realize bilateral braking, eliminate the influence of eccentric wear in parking brake and the problem of large deviation of parking braking force in the dual parking system, make the force on both sides of the brake disc 211 consistent, and improve braking performance.

[0134] The above embodiment is described by taking the case where the second piston 212 contacts the brake disc 211 and causes eccentric wear as an example. When the first piston 210 contacts the brake disc 211 and causes eccentric wear, the modulation process of the elastic component can refer to the above description and will not be repeated here.

[0135] The braking mechanism provided in the embodiment of the present application, by providing an elastic component 202, can drive the first piston 210 and the second piston 212 to move when the forces on both sides of the brake disc 211 are uneven, so that the forces on both sides of the brake disc 211 are balanced, avoiding uneven wear and improving braking performance.

[0136] In some embodiments, to prevent brake fluid leakage from the second cavity, seals may be provided between the components that enclose the second cavity. For example, a first seal 221 is provided between the second housing 207 and the first lead screw 205, and between the fourth housing 215 and the second lead screw 213. This prevents brake fluid from leaking from the gaps between the second housing 207 and the first lead screw 205, and between the fourth housing 215 and the second lead screw 213.

[0137] For example, a second seal 222 is provided between the second housing 207 and the third fixed housing 208, and between the fourth housing 215 and the third fixed housing 208. In this way, the brake fluid can be prevented from leaking from the gaps between the second housing 207 and the third fixed housing 208, and between the fourth housing 215 and the third fixed housing 208.

[0138] For example, a third sealing member 224 is provided between the first piston 210 and the third fixed housing 208. In this way, leakage of the brake fluid from the gap between the first piston 210 and the third fixed housing 208 can be avoided.

[0139] In other embodiments, a fourth seal 223 may be provided between the first fixed shell 201 and the third fixed shell 208 , and between the second fixed shell 216 and the third fixed shell 208 , to prevent external impurities from entering the fixed portion 14 , thereby better protecting the internal structure of the fixed portion 14 .

[0140] An embodiment of the present application provides a braking mechanism, a braking system and a vehicle, wherein the braking mechanism includes: a fixing portion, a driving mechanism, a first piston, a second piston and an elastic component; the first piston and the second piston are respectively arranged on both sides of the brake disc, and the first piston and the second piston are both transmission-connected to the driving mechanism, and the driving mechanism is connected to the fixing portion through the elastic component; the driving mechanism is used to drive the first piston in a first direction and drive the second piston in a second direction toward the brake disc; wherein the first direction and the second direction are opposite.

[0141] In some embodiments, the drive mechanism includes: a transmission shaft, a first gear, a second gear, a first lead screw, and a first lead screw nut. The transmission shaft is in transmission connection with the output shaft of the motor, the motor is fixedly connected to the fixed portion, the first gear is sleeved on the transmission shaft, the second gear is sleeved on the first lead screw, the first gear and the second gear are meshed, the first lead screw nut is threadedly connected to the first lead screw, and the first piston is connected to the first lead screw nut; the first gear and the second gear are used to transmit the rotational motion of the transmission shaft to the first lead screw nut through the first lead screw, and the first lead screw nut is used to convert the rotational motion of the first lead screw into linear motion and drive the first piston to move. Thus, the drive mechanism can convert the rotational motion of the motor output shaft into linear motion and transmit it to the first piston, thereby realizing motor drive, and the motor drive mechanism can be used in parking brake mode. The drive mechanism includes: a motor drive mechanism for parking brake scenarios and a hydraulic drive mechanism for service brake scenarios.

[0142] In some embodiments, the drive mechanism includes a hydraulic line and a second cavity connected to the hydraulic line. The first piston is disposed in the second cavity and is configured to move in the first direction when brake fluid is introduced into the second cavity through the hydraulic line. Thus, the drive mechanism can achieve hydraulic drive and service braking. The motor drive mechanism can drive the movement of both pistons using a single motor, improving drive efficiency and enabling fixed caliper braking during operation.

[0143] The elastic component is used to drive the drive mechanism, the first piston and the second piston to move in the second direction when the brake disc contacts the first piston and causes eccentric wear, or the elastic component is used to drive the drive mechanism, the first piston and the second piston to move in the first direction when the brake disc contacts the second piston and causes eccentric wear. Thus, in the driving braking or parking braking scenario, when the first piston or the second piston contacts the brake disc and causes eccentric wear, the reaction force of the brake disc on the first piston or the second piston is sequentially transmitted to the drive mechanism through the first piston or the second piston in contact with the brake disc, and then transmitted to the elastic component by the drive mechanism. The elastic component undergoes elastic deformation driven by the reaction force, and then can drive the drive mechanism, the first piston and the second piston to move as a whole in the opposite direction of the eccentric wear, so that the forces on both sides of the brake disc are balanced, eccentric wear is avoided, and the braking performance is improved.

[0144] In some embodiments, the present application also provides a method for controlling a braking mechanism, as shown in FIG12 , and comprising the following steps:

[0145] S101. Control the corresponding driving mechanism to operate according to the user's braking instruction.

[0146] In some embodiments, before executing user instructions, a system check can also be performed. For example, the status of the controller, motor, hydraulic and other units can be checked to determine the system safety and functional selectivity. The pressure sensor can also be calibrated and the motor angle sensor can be initialized and calibrated.

[0147] The user's instructions include: a service brake instruction obtained by the controller when the user steps on the pedal, and a parking brake instruction obtained by the controller when the user presses the electronic parking brake system button.

[0148] In some embodiments, a corresponding operating mode may be selected according to a user's braking instruction.

[0149] The working modes of the brake mechanism include: parking brake mode and service brake mode.

[0150] The controlling of the corresponding driving mechanism according to the user's braking instruction includes:

[0151] When the user steps on the pedal, the pedal travel sensor receives a signal and transmits it to the controller. The controller receives the signal and controls the brake mechanism to turn on the service brake mode.

[0152] Among them, in the parking brake mode, the controller 108 controls the motor 101 to work, and the torque output by the motor 101 is transmitted to the drive shaft 104 through the reducer 102, and then transmitted to the first gear 106 through the drive shaft 104. The first gear 106 transmits the rotational motion of the drive shaft 104 to the meshing second gear 206, driving the drive shaft 104, the first gear 106 and the second gear 206 to rotate, and the second gear 206 drives the first screw 205 to rotate. The first screw nut 209 is used to convert the rotational motion of the first screw 205 into linear motion, pushing the first screw nut 209 to move along the first screw 205, and the first screw nut 209 drives the first piston 210 to move.

[0153] Similarly, under the action of the transmission shaft 104, the second screw 213 rotates accordingly, and the second screw nut is used to convert the rotational motion of the second screw 213 into linear motion, pushing the second screw nut to move along the second screw 213, and the second screw nut drives the second piston 212 to move.

[0154] Alternatively, when the user presses the button of the electronic parking brake system, a braking signal is transmitted to the controller, which receives the signal and controls the braking mechanism to turn on the parking brake mode.

[0155] In the service braking mode, the controller 108 controls the hydraulic drive mechanism to drive the hydraulic oil into the cavities of the first piston 210 and the second piston 212 , pushing the first piston 210 and the second piston 212 to move.

[0156] S102. Obtain the real-time status of the braking mechanism through sensors.

[0157] In some embodiments, the sensors include: a pressure sensor for a hydraulic drive mechanism, and a motor angle sensor for a motor drive mechanism.

[0158] The real-time signal includes: the pressure of the hydraulic pipeline acquired in real time by the pressure sensor, and the rotation angle of the motor 101 acquired in real time by the motor angle sensor.

[0159] S103. When the real-time state acquired by the sensor is consistent with the target state, the driving mechanism is turned off.

[0160] In some embodiments, obtaining a real-time signal of the braking mechanism through a sensor, and shutting down the driving mechanism when the real-time signal is consistent with a target signal, includes:

[0161] The controller obtains the rotation angle of the motor 101 through the motor angle sensor, and compares the motor rotation angle obtained by the motor angle sensor with the target angle. When the motor rotation angle is consistent with the target angle, the controller controls the motor to stop working.

[0162] Alternatively, the controller obtains the pressure of the hydraulic pipeline through a pressure sensor and compares the pipeline pressure obtained by the pressure sensor with the target pressure. When the pipeline pressure is consistent with the target pressure, the solenoid valve is controlled to close.

[0163] This enables electronic parking brakes. When the vehicle is turned off, even if the driver forgets to apply the parking brake, the system automatically parks the vehicle. When starting the vehicle, even if the driver forgets to release the parking brake, the parking brake is automatically released. This prevents the vehicle from rolling back when starting on a slope, making driving more intelligent, simpler, and safer, and reducing the risk of accidents.

[0164] The electronic parking system can adopt the above-mentioned braking mechanism. By setting an elastic component, it can drive the first piston and the second piston to move when the force on both sides of the brake disc is uneven, so that the force on both sides of the brake disc is balanced, avoiding uneven wear and improving braking performance.

[0165] An embodiment of the present application also provides a controller, which can be a vehicle controller, for example, a vehicle brake controller, which can be used to execute the above-mentioned brake control method, which can make the piston contact with the brake disc to achieve vehicle braking.

[0166] It is understandable that, in order to implement the functions of any of the above-mentioned embodiments, the braking system includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should easily realize that, in combination with the units and algorithm steps of the various examples described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0167] The embodiments of the present application can divide the braking system into functional modules. For example, each functional module can be divided into corresponding functional modules, or two or more functions can be integrated into a processing module. The above-mentioned integrated modules can be implemented in the form of hardware or software functional modules. It should be noted that the division of modules in the embodiments of the present application is schematic and is only a logical functional division. In actual implementation, other division methods may be used.

[0168] It should also be understood that the various modules in the braking system can be implemented in software and / or hardware, without specific limitation. In other words, the electronic device is presented in the form of functional modules. "Module" here can refer to an application-specific integrated circuit (ASIC), circuits, processors and memories that execute one or more software or firmware programs, integrated logic circuits, and / or other devices that can provide the aforementioned functionality.

[0169] In an optional manner, when data transmission is implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is implemented in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from one website, computer, server or data center to another website, computer, server or data center via a wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) method. The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server or data center that includes one or more available media. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a digital video disk (DVD)), or a semiconductor medium (e.g., a solid state disk (SSD)).

[0170] The steps of the method or algorithm described in conjunction with the embodiments of the present application can be implemented in hardware or by executing software instructions by a processor. The software instructions can be composed of corresponding software modules, and the software modules can be stored in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, mobile hard disk, CD-ROM or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor so that the processor can read information from the storage medium and write information to the storage medium. Of course, the storage medium can also be an integral part of the processor. The processor and the storage medium can be located in an ASIC. In addition, the ASIC can be located in an electronic device. Of course, the processor and the storage medium can also exist in the braking system as discrete components.

[0171] The above is only a specific embodiment of the present application, but the scope of protection of this application is not limited to this. Any changes or substitutions within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A braking mechanism, characterized in that: include: A fixing portion (14), a driving mechanism (13), a first piston (210), a second piston (212) and an elastic component (202); The first piston (210) and the second piston (212) are respectively arranged on both sides of the brake disc (211), and the first piston (210) and the second piston (212) are both transmission-connected to the driving mechanism (13), and the driving mechanism (13) is connected to the fixing part (14) via the elastic component (202); The driving mechanism (13) is used to drive the first piston (210) to move along a first direction, and to drive the second piston (212) to move toward the brake disc (211) along a second direction; wherein the first direction and the second direction are opposite; The elastic component (202) is used to drive the driving mechanism (13), the first piston (210) and the second piston (212) to move in the second direction when the brake disc (211) contacts the first piston (210); Alternatively, the elastic component (202) is used to drive the driving mechanism (13), the first piston (210) and the second piston (212) to move in the first direction when the brake disc (211) contacts the second piston (212).

2. The brake mechanism according to claim 1, characterized in that: The driving mechanism (13) comprises: a transmission shaft (104) and a first transmission assembly, wherein the transmission shaft (104) is connected to the output shaft of the motor (101), the motor (101) is fixedly connected to the fixing portion (14), and the first transmission assembly is used to convert the rotational motion of the transmission shaft (104) into linear motion and transmit it to the first piston (210).

3. The brake mechanism according to claim 2, characterized in that: A first guide portion (1021) is provided on the output shaft of the motor (101), and a first moving portion (1041) matching the first guide portion (1021) is provided on the transmission shaft (104); the first guide portion (1021) can drive the first moving portion (1041) to rotate along with the transmission shaft (104), and the first moving portion (1041) can move along the first guide portion (1021); and the extension direction of the first guide portion (1021) is parallel to the first direction.

4. The brake mechanism according to claim 2 or 3, characterized in that: The first transmission assembly comprises: a first gear (106), a second gear (206), a first lead screw (205) and a first lead screw nut (209); The first gear (106) is sleeved on the transmission shaft (104), the second gear (206) is sleeved on the first lead screw (205), the first gear (106) and the second gear (206) are meshed, the first lead screw nut (209) is threadedly connected to the first lead screw (205), and the first piston (210) is connected to the first lead screw nut (209); The first gear (106) and the second gear (206) are used to transmit the rotational motion of the transmission shaft (104) to the first screw nut (209) through the first screw (205); the first screw nut (209) is used to convert the rotational motion of the first screw (205) into linear motion and drive the first piston (210) to move.

5. The brake mechanism according to claim 4, characterized in that: The braking mechanism further comprises: a second lead screw (213) drivingly connected to the transmission shaft (104), the second lead screw (213) drivingly connected to the second piston (212), and the first lead screw (205) and the second lead screw (213) having opposite thread rotation directions.

6. The brake mechanism according to claim 4 or 5, characterized in that: The braking mechanism further comprises: a first housing (203); the transmission shaft (104) is connected to the first housing (203) via a first bearing (105); and the first lead screw (205) is connected to the first housing (203) via a second bearing (204).

7. The brake mechanism according to claim 6, characterized in that: The first shell (203) is connected to the fixing portion (14) via the elastic component (202).

8. The brake mechanism according to claim 7, characterized in that: The fixing portion (14) comprises: a second guide portion (2010); the first shell (203) is movably connected to the fixing portion (14) via the second guide portion (2010); the first shell (203) can move relative to the fixing portion (14) along the second guide portion (2010); and the extension direction of the second guide portion (2010) is parallel to the first direction.

9. The brake mechanism according to any one of claims 1 to 8, characterized in that: The driving mechanism (13) comprises: a hydraulic pipeline and a second cavity connected to the hydraulic pipeline, the first piston (210) is arranged in the second cavity, and the first piston (210) is used to move along the first direction when brake oil is introduced into the second cavity from the hydraulic pipeline.

10. The brake mechanism according to claim 9, characterized in that: The driving mechanism (13) comprises: a third guide portion (2091), the first piston (210) is sleeved on the third guide portion (2091), and the first piston (210) can move along the third guide portion (2091), and the extension direction of the third guide portion (2091) is parallel to the first direction.

11. The brake mechanism according to claim 9 or 10, characterized in that: The fixing portion (14) comprises a fourth guide portion, the first piston (210) is arranged in the fourth guide portion, the first piston (210) is movable along the fourth guide portion, and the extension direction of the fourth guide portion is parallel to the first direction.

12. The brake mechanism according to claim 11, characterized in that: The braking mechanism further comprises: a second shell (207), the second shell (207) being connected to the driving mechanism (13), the second shell (207) being at least partially disposed in the fourth guide portion, and the second shell (207), the fourth guide portion and the first piston (210) forming the second cavity.

13. The brake mechanism according to claim 11 or 12, characterized in that: A first sealing member is provided between the fourth guide portion and the second housing (207); and a second sealing member is provided between the first piston (210) and the fourth guide portion.

14. A braking system, characterized in that: It comprises a controller and a braking mechanism as described in any one of claims 1 to 13, wherein the controller is electrically connected to the driving mechanism (13), and the controller is used to control the driving mechanism (13) to drive the first piston (210) and the second piston (212) to approach or move away from the brake disc (211).

15. A vehicle, characterized in that: It comprises a wheel and a braking system as claimed in claim 14, wherein the wheel is fixedly connected to the brake disc (211) of the braking system.

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