CN109990021B - Disc brake and vehicle with same - Google Patents

Disc brake and vehicle with same Download PDF

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Publication number
CN109990021B
CN109990021B CN201711483670.3A CN201711483670A CN109990021B CN 109990021 B CN109990021 B CN 109990021B CN 201711483670 A CN201711483670 A CN 201711483670A CN 109990021 B CN109990021 B CN 109990021B
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CN
China
Prior art keywords
motor shaft
brake
locking
disc
gear
Prior art date
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Active
Application number
CN201711483670.3A
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Chinese (zh)
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CN109990021A (en
Inventor
刘苏丽
莫永才
王铁君
李传博
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BYD Co Ltd
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BYD Co Ltd
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Publication date
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Priority to CN201711483670.3A priority Critical patent/CN109990021B/en
Publication of CN109990021A publication Critical patent/CN109990021A/en
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Publication of CN109990021B publication Critical patent/CN109990021B/en
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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00Parts or details
    • F16D65/02Braking members; Mounting thereof
    • F16D65/04Bands, shoes or pads; Pivots or supporting members therefor
    • F16D65/092Bands, shoes or pads; Pivots or supporting members therefor for axially-engaging brakes, e.g. disc brakes
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00Parts or details
    • F16D65/14Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00Type of actuator operation force
    • F16D2121/14Mechanical
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00Type of actuator operation force
    • F16D2121/18Electric or magnetic
    • F16D2121/24Electric or magnetic using motors

Abstract

The invention discloses a disc brake and a vehicle with the same, wherein the disc brake comprises: a clamp body; the linear motor comprises a primary stage and a secondary stage, the primary stage is fixedly connected with the clamp body, and the secondary stage is provided with a first motor shaft; an electric locking part configured to selectively lock or unlock the first motor shaft; and a first brake pad, the first motor shaft adapted to push against the first brake pad and the linear motor capable of driving the first brake pad toward a brake disc secured to a wheel when the first motor shaft is released. Therefore, the mechanical electronic disc brake does not need an external hydraulic brake control component, is compact in structure and convenient to arrange, and has higher brake response speed and more sensitive response.

Description

Disc brake and vehicle with same
Technical Field
The invention relates to the technical field of vehicles, in particular to a disc brake and a vehicle with the disc brake.
Background
In the related technology, the brakes of the vehicles mostly adopt air pressure or hydraulic braking pipelines, so that the quality of the whole vehicle is high, the braking response is delayed, the braking efficiency is low, the hydraulic oil needs to be replaced periodically, and meanwhile, the risk of leakage of the hydraulic oil exists, and the environment friendliness is not facilitated. When the brake is damaged, the brake is inconvenient to maintain and difficult to disassemble and assemble. The brake pedal generates rebound vibrations during braking of the vehicle. Further, the above-described brake is not applicable to a line control system, and thus it is urgently required to design a disc brake suitable for a line control brake system.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the above-mentioned problems in the prior art. Therefore, the invention provides the disc brake which is high in brake response speed, simple in structure and small in size.
The invention also provides a vehicle with the disc brake.
A disc brake according to an embodiment of the present invention includes: a clamp body; the linear motor comprises a primary stage and a secondary stage, the primary stage is fixedly connected with the clamp body, and the secondary stage is provided with a first motor shaft; an electric locking part configured to selectively lock or unlock the first motor shaft; and a first brake block, wherein the first motor shaft is suitable for pushing the first brake block, and the linear motor can drive the first brake block to move towards a brake disc fixed on a wheel when the first motor shaft is loosened.
According to the disc brake provided by the embodiment of the invention, when the electric locking part is locked, the linear motor is controlled to drive the first brake pad to move towards the brake disc, and then the friction force is applied to the brake disc to prevent or slow down the movement of the brake disc, so that service braking is realized.
According to the disc brake of one embodiment of the present invention, the electric locking part includes a rotary electric machine, a transmission mechanism, and a lock member, the rotary electric machine passes through the transmission mechanism to drive the lock member to move toward the first motor shaft, and the lock member is configured to gradually lock the first motor shaft when moving toward the first motor shaft and gradually release the first motor shaft when moving away from the first motor shaft.
In some embodiments, the locking member is provided with a movable clamping portion configured to clamp or release the first motor shaft in a radial direction of the first motor shaft.
Optionally, the electric locking component further includes a limiting member, the limiting member is connected to the primary stage of the linear motor, the limiting member is opposite to the locking member in the radial direction of the first motor shaft, and when the locking member moves toward the first motor shaft, the clamping portion is pushed by the limiting member to hoop the first motor shaft.
In one embodiment, the limiting member is engaged with the clamping portion wedge, and the limiting member has a wedge surface therein, and the wedge surface gradually inclines closer to the first motor shaft in an axial direction extending from the locking member to the first motor shaft.
Optionally, drive mechanism includes the reduction gear and rotates the piece, rotate the piece and be connected with the reduction gear just but rotate a pivot ground and connect on the pincers body, the locking piece with rotate the piece through screw drive or through gear engagement, the locking piece with the locating part is followed the axial sliding fit of first motor shaft.
In a specific embodiment, the rotating member and the locking member are formed together as any one of a screw-nut mechanism, a rack-and-pinion mechanism, and a ball screw mechanism, and at least one of the transmission mechanism formed by the rotating member and the locking member and the speed reducer is formed as a self-locking mechanism.
In a specific embodiment, the rotating member is a screw rod, the locking member is a threaded sleeve, the screw rod is provided with an annular flange, the screw rod abuts against the inner wall of the caliper body through a thrust bearing, and the screw rod is axially positioned through a retaining ring and the annular flange together.
In one embodiment, the locking member is sleeved on the first motor shaft and spaced apart from the first motor shaft, the locking member is sandwiched between the limiting member and the first motor shaft,
in one embodiment, the clamping portion is a plurality of balls, and the plurality of balls are distributed along the circumferential direction of the locking member.
Furthermore, the lateral wall of locking piece has the installation through-hole, ball movably inlays to be established in the installation through-hole and movable to at least part stretch into in the locking piece.
In a specific embodiment, the limiting member is a limiting sleeve body, the limiting sleeve body is provided with a non-circular guide hole, the outer wall of the locking member is provided with a non-circular guide profile, and the guide profile is in sliding fit with the guide hole.
In a specific embodiment, the rotating electrical machine is a rotating electrical machine, the rotating electrical machine has a second motor shaft, the speed reducer is a multi-stage gear transmission mechanism, the multi-stage gear transmission mechanism comprises a transmission gear set and a planetary gear transmission mechanism, the transmission gear set comprises an input gear and an output gear, and the input gear is fixedly connected with the second motor shaft.
Further, the planetary gear transmission mechanism includes: the rack is fixedly connected with the clamp body, and an inner gear ring is arranged in the rack; the sun gear is fixedly connected with the output gear and can be pivotally connected to the rack; a planetary gear between the inner gear ring and the sun gear and respectively engaged with the sun gear and the inner gear ring; and the planet carrier is provided with a plurality of first connecting shafts and a second connecting shaft which is coaxially arranged with the sun gear, the first connecting shafts are in pivot connection with the planet gears, and the second connecting shafts are fixedly connected with the electric locking component.
In a specific embodiment, the speed reducer is any one of a chain transmission, a gear transmission, a belt transmission, and a worm transmission.
In some embodiments, the primary is cylindrical, the secondary pole is located within the primary, the stop is fixedly connected to the primary within the primary, the lock member and the secondary are axially opposed to each other on the first motor shaft, the lock member is opposed to the first motor shaft on one end of the first motor shaft and the brake pad is connected to the first motor shaft on the other end of the first motor shaft.
According to the disc brake of one embodiment of the present invention, the caliper body has a mounting cavity and a first open opening and a second open opening which communicate with the mounting cavity, the first open opening is located at an end portion of the caliper body, the second open opening is located at a side wall of the caliper body, the linear motors are all provided in the mounting cavity, a portion of the electric locking member protrudes into the caliper body from the first open opening to be connected with the first motor shaft, and the brake disc protrudes into the mounting cavity from the second open opening.
In some embodiments, the disc brake further comprises a dust cover, the first motor shaft is adapted to be coupled against the first brake pad by a brake pressure block, the dust cover is disposed adjacent to an end of the mounting cavity facing the second open opening, and the dust cover is coupled to the brake pressure block and the caliper body, respectively.
The disc brake according to one embodiment of the present invention further includes a second brake pad fixed in the caliper body, the second brake pad being disposed opposite to the first brake pad with a receiving space defined therebetween for receiving the brake disc.
In some embodiments, the linear motor housing drives the first brake disk toward and away from a brake disk affixed to the wheel when the first motor shaft is loosened.
According to a second aspect embodiment of the invention, a vehicle includes the disc brake of the above embodiment.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a diagrammatic view of the mechanism of a disc brake according to an embodiment of the present invention;
FIG. 2 is a cross-sectional schematic view of a disc brake according to an embodiment of the present invention;
FIG. 3 is a schematic view of an assembly of a rotor, a locking member and a limiter of a disc brake according to an embodiment of the present invention;
FIG. 4 is a schematic view of the assembly of the rotor and the locking member of the disc brake according to the embodiment of the present invention;
FIG. 5 is a schematic view of a portion of an electrically powered component of a disc brake according to an embodiment of the present invention;
fig. 6 is an assembly view of a linear motor, a caliper body, a lock member, a stopper member, etc. of a disc brake according to an embodiment of the present invention;
fig. 7 is a perspective view of a disc brake according to an embodiment of the present invention;
fig. 8 is an assembly view of a first motor shaft, a brake pressure block and a first brake pad of the disc brake according to the embodiment of the present invention.
Reference numerals:
in the disc brake 100, a disc brake is provided,
a pincer body 10, a mounting cavity 11, a first open hole 12, a second open hole 13,
a linear motor 20, a primary 21, a secondary 22, a first motor shaft 23,
an electric locking member 30, a rotary motor 31, a second motor shaft 311, a locking member 32, a guide profile 321, a mounting through hole 321, a clamping portion 33, a limiting member 34, a wedge surface 341, a guide hole 342, a speed reducer 35, a transmission gear set 351, an input gear 3511, an output gear 3512, a planetary gear transmission mechanism 352, a frame 3521, a main housing 3521a, a first end cover 3521b, a second end cover 3521c, an internal gear 3522, a sun gear 3523, a planetary gear 3524, a planetary carrier 3525, a first connecting shaft 3525a, a second connecting shaft 3525b, a rotating member 36, an annular flange 361, a thrust bearing 37, a retaining ring 38,
a first retaining piece 40, a positioning post 41, a second retaining piece 50,
a brake pressing block 60, a copper sleeve 61, a positioning groove 62,
a dust cover 70 is provided on the outer surface of the body,
a brake disk 80.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
At present, a wire control brake system is a brand new brake mechanism, and is an innovation on the functions of a brake driving mechanism and a touch device. The wire control brake system cancels a traditional hydraulic brake system, a motor provides a brake energy, an electric signal is used for transmitting the brake intention of a driver, and an actuating mechanism is an electronic mechanical brake actuator. When the vehicle brakes, a driver steps on a brake pedal with a pedal feel simulator, and a pedal travel signal CAN be transmitted to a Controller through a Controller Area Network (CAN) bus. The controller receives the speed of the vehicle, the current of the motor and the position signal of the rotor at the same time, and sends out a control signal through comprehensive calculation and analysis. The power driving circuit provides current with corresponding magnitude and direction to a driving part of an electromechanical brake actuator (such as a drum brake or a disc brake) according to a control signal of the controller, so that the movement direction, the thrust magnitude and the movement speed of the driving part are controlled. In this way, the driving component drives an actuator (such as a parking brake actuator or a service brake actuator) to generate braking force to be transmitted to the wheels to brake.
In order to realize the brake-by-wire of an automobile and remove intermediate variables (such as hydraulic pressure, air pressure and the like) so as to improve the driving performance of an automobile brake system, the invention provides an electromechanical brake actuator.
Meanwhile, the pedal simulation mechanism feeds back the "feel of the foot" similar to that of the conventional brake system to the driver through the change of the pedal force according to various states of the vehicle, the road, the brake system, and the like. The active control braking system collects signals such as motor current, brake disc clamping force and wheel speed through a sensor and feeds the signals back to the braking controller in real time, and the whole braking process forms closed-loop control so as to ensure that excellent braking effect is obtained. The brake system can be integrated with the electronic control function of the whole vehicle, and necessary braking force is applied or adjusted when needed, so that integration of the ABS, the TCS, the ESP and a braking energy feedback system is realized.
A disc brake 100 according to an embodiment of the invention is described below with reference to fig. 1 to 8.
As shown in fig. 1 and 2, a disc brake 100 according to an embodiment of the present invention includes: the linear motor caliper includes a caliper body 10, a linear motor 20, an electric locking member 30, and a first brake pad 40.
The caliper body 10 can provide a receiving space for mounting other parts, and the caliper body 10 may be a fixed caliper body 10 fixed with respect to the vehicle body or a floating caliper body 10 floating with respect to the vehicle body.
The linear motor 20 includes a primary 21 and a secondary 22, the primary 21 may include an iron core and an induction coil, the secondary 22 may be a magnet capable of being electromagnetically coupled with the primary 21, and the secondary 22 is gap-fitted with the primary 21. When the induction coil is energized, the secondary 22 is linearly movable under the influence of the magnetic field of the induction coil, and when the induction coil is de-energized, the secondary 22 is moved in a direction opposite to the initial direction of movement (the direction of movement of the secondary 22 when the induction coil is energized).
The primary 21 is fixedly connected with the caliper body 10, the secondary 22 is provided with a first motor shaft 23, the secondary 22 and the first motor shaft 23 are slidably arranged on the primary 21, the first motor shaft 23 is suitable for pushing against a first brake block 40, and the first brake block 40 is slidably arranged on the caliper body 10. Specifically, the first brake block 40 is a friction plate, the first motor shaft 23 may be in interference fit with the motor secondary 22 through the copper sleeve 61, and the first motor shaft 23 is in clearance fit with the primary 21, so that the first motor shaft 23 can transmit the axial thrust of the secondary 22. Thus, when the primary 21 is powered, the first motor shaft 23 of the secondary 22 can push the first brake pad 40 to move toward the brake disc 80, and when the first brake pad 40 moves toward the brake disc 80 to be attached to the brake disc 80, the movement of the brake disc 80 can be slowed or stopped by friction force, so that the wheel fixedly connected to the brake disc 80 can be braked.
Wherein the electric locking part 30 is configured to selectively lock or unlock the first motor shaft 23, and the linear motor 20 can drive the first brake pad 40 to move toward the brake disc 80 fixed on the wheel when the first motor shaft 23 is unlocked. That is, the electric locking member 30 can be switched between a locked state of locking the first motor shaft 23 and an unlocked state of releasing the first motor shaft 23. When the electric locking member 30 is switched to the locked state, the first motor shaft 23 of the linear motor 20 is locked, and the secondary 22, the first motor shaft 23, and the brake pads are not movable.
When the electric locking part 30 is switched to the unlocking state, the first motor shaft 23 of the linear motor 20 is unlocked and is free to move, and the first motor shaft 23 can be controlled to move towards the brake disc 80 by controlling the primary 21 of the linear motor 20 to be electrified. When the linear motor 20 is controlled to be electrified, the first motor shaft 23 moves towards the brake disc 80 and is attached to the brake disc 80, so that service braking can be realized; when the linear motor 20 is controlled to be de-energized, the first motor shaft 23 is pushed away by the brake disc 80, and the brake can be released.
According to the disc brake 100 of the embodiment of the invention, when the electric locking part 30 is unlocked, the linear motor 20 is controlled to drive the first brake pad 40 to move towards the brake disc 80, and then the friction force is applied to the brake disc 80 to prevent or slow down the movement of the brake disc 80, so as to realize service braking, when parking braking is required, the linear motor 20 is controlled to perform service braking on the brake disc 80, so that the first brake pad 40 translates to a proper displacement to enable the brake disc 80 to obtain a proper braking force, and then the electric locking part 30 is controlled to lock the first motor shaft 23, so that the mechanical electronic disc brake 100 does not need to be externally connected with a hydraulic brake control part, and has the advantages of compact structure, convenient arrangement, higher brake response speed and more sensitive response.
It will be appreciated that the linear motor 20 may drive the first brake pad 40 away from the brake disc 80 secured to the wheel when the first motor shaft 23 is released to further enhance the reliability and stability of the braking and release process.
For example, the supply and release of the braking force of the brake disc 23 by the first motor shaft 23 can be achieved by the following ways:
a. the engagement and disengagement of the first motor shaft 23 with the brake disk 80 is controlled by controlling the power-on and power-off of the linear motor 20. Specifically, when the primary coil is energized, the first motor shaft 23 begins to drive the first brake pad 40 to move closer to the brake disc 80 and frictionally couple with the brake disc 80; when the coil of the primary 21 loses power, the first motor shaft 23 stops driving the first brake block 40 to clamp the brake disc 80, the friction force of the first brake block 40 on the brake disc 80 is lost, the brake disc 80 continues rotating and pushes away the first motor shaft 23, and the brake can be released;
b. the first motor shaft 23 is reset by a reset mechanism after the linear motor 20 is powered off by integrating a structure (such as a reset spring) for resetting the first motor shaft 23 on the linear motor 20 or by arranging a reset mechanism outside the linear motor 20.
According to the disc brake 100 of one embodiment of the present invention, the disc brake 100 further includes a second brake pad 50, the first brake pad 40 is slidably disposed on the caliper body 10 along the axial direction of the first motor shaft 23, the second brake pad 50 is fixedly disposed in the caliper body 10, and the second brake pad 50 is disposed opposite to the first brake pad 40 and defines a receiving space therebetween for receiving the brake disc 80.
At this time, the caliper 10 of the disc brake 100 is floating, and when the linear motor 20 drives the first brake pad 40 to move toward the second brake pad 50, the first brake pad 40 first comes into contact with the brake disc 80 located between the first brake pad 40 and the second brake pad 50 to generate a braking frictional force, and then the caliper 10 and the second brake pad 50 move toward the brake disc 80 and the first brake pad 40 by a reaction force.
Of course, the present invention is not limited thereto, the number of the electric locking members 30, the first brake pads 40, and the linear motors 20 may be two, two first brake pads 40 may be disposed opposite to each other with a space defined therebetween for mounting the brake disc 80, and the movement of each of the two first brake pads 40 is driven by the corresponding linear motor 20 and is locked by the electric locking members 30. Thus, when service braking is required, the two electric locking parts 30 are controlled to release the first motor shaft 23 of the corresponding linear motor 20, the two linear motors 20 work and drive the first brake pads 40 adjacent to the two linear motors to move towards the other brake pad, namely, the two first brake pads 40 are driven to move towards each other and clamp the brake disc 80 to realize braking on the wheel, and conversely, when the two linear motors 20 are de-energized, the two first brake pads 40 are pushed away by the brake disc 80 and move in the opposite direction to realize releasing of braking on the wheel.
As shown in fig. 2, the electric locking member 30 includes a rotary electric machine 31, a transmission mechanism through which the rotary electric machine 31 passes to move the lock member 32 toward or away from the first motor shaft 23, and a lock member 32 configured to gradually lock the first motor shaft 23 when moving toward the first motor shaft 23 and gradually unlock the first motor shaft 23 when moving away from the first motor shaft 23. Therefore, the rotating motor 31 works and drives the locking piece 32 to move towards the first motor shaft 23 along the axial direction of the first motor shaft 23 through the transmission mechanism, the locking piece 32 gradually tightens and locks the first motor shaft 23, and the first motor shaft 23 stops driving the first brake block 40; when the first motor shaft 23 needs to be unlocked, the rotating motor 31 is controlled to drive the locking piece 32 to move away from the first motor shaft 23 along the axial direction of the first motor shaft 23 through the transmission mechanism, and at the moment, the locking piece 32 gradually releases the first motor shaft 23, so that the first motor shaft 23 is unlocked.
In a preferred embodiment, the locking member 32 is provided with a movable clamping portion 33 (see fig. 4), and the clamping portion 33 is configured to clamp or unclamp the first motor shaft 23 in a radial direction of the first motor shaft 23. Thus, the clamping portion 33 can move toward the first motor shaft 23 in the radial direction of the first motor shaft 23 to clamp the first motor shaft 23 when the locking member 32 moves toward the first motor shaft 23, and the clamping portion 33 can move away from the first motor shaft 23 in the radial direction of the first motor shaft 23 to release the first motor shaft 23 when the locking member 32 moves away from the first motor shaft 23.
In order to make the force applied to the first motor shaft 23 more uniform and smooth, as shown in fig. 3 and 4, the clamping portion 33 may be a plurality of balls distributed along the circumferential direction of the locking member 32. Further, referring to fig. 4, the side wall of the locking member 32 has a mounting through hole 321, and the ball is movably embedded in the mounting through hole 321 and is movable to at least partially protrude into the locking member 32. When the lock member 32 moves toward the first motor shaft 23, the plurality of balls are each driven to pass radially through the inner wall of the lock member 32 to clamp the first motor shaft 23; conversely, when the lock 32 is moved away from the first motor shaft 23, the plurality of balls can be driven to move radially away from the first motor shaft 23 to release the first motor shaft 23.
Referring to fig. 1 and 3, the electric locking member 30 further includes a limiting member 34, the limiting member 34 is connected to the primary shaft 21 of the linear motor 20, the limiting member 34 is opposite to the locking member 32 in a radial direction of the first motor shaft 23, and the clamping portion 33 is pushed by the limiting member 34 to hoop the first motor shaft 23 when the locking member 32 moves toward the first motor shaft 23. That is, the stopper 34 is provided on the primary 21 of the linear motor 20, and the clamping portion 33 can clamp or unclamp the first motor shaft 23 by the stopper 34.
When the stopper 34 is not in contact with the clamping portion 33, the clamping portion 33 is always in a state of releasing the first motor shaft 23. In some embodiments, the clamping portion 33 can be reset radially away from the first motor shaft 23 during the gradual release of the clamping portion 33 by the retaining member 34.
Thus, when the locking member 32 is driven by the rotating motor 31 and the transmission mechanism to move in the axial direction toward the first motor shaft 23, the balls are gradually pushed by the limiting member 34 and move inward in the radial direction of the first motor shaft 23 to clamp the first motor shaft 23 and lock the first motor shaft 23; when the locking member 32 is driven to move away from the first motor shaft 23 in the axial direction, the balls gradually disengage from the limiting member 34 and move outward in the radial direction of the first motor shaft 23 to release the first motor shaft 23 to unlock the first motor shaft 23.
As shown in fig. 3, the limiting member 34 is wedge-fitted to the clamping portion 33, and the limiting member 34 has a wedge surface 341 therein, and the wedge surface 341 is inclined toward the first motor shaft 23 in an axial direction extending from the stopper 32 toward the first motor shaft 23. That is, when the locking member 32 moves in the axial direction toward the first motor shaft 23, the wedge surface 341 of the limiting member 34 presses the balls to gradually move in the radial direction and hoop the first motor shaft 23, and when the locking member 32 moves in the axial direction away from the first motor shaft 23, the pressing action of the wedge surface 341 of the limiting member 34 on the balls gradually decreases until it disappears, so that the balls return to move in the radial direction outward and release the first motor shaft 23. Therefore, the clamping part 33 is driven to move by adopting a wedge matching mode, so that the structure is compact, the space occupation is reduced, and the transmission is more stable.
In some embodiments, the primary 21 is cylindrical, the secondary pole is located in the primary 21, the limiting member 34 is fixedly connected with the primary 21 in the primary 21, the locking member 32 and the secondary 22 are opposite to each other in the axial direction of the first motor shaft 23, the locking member 32 is opposite to the first motor shaft 23 at one end of the first motor shaft 23, and the brake pad is connected with the first motor shaft 23 at the other end of the first motor shaft 23. The locking member 32 is sleeved on the first motor shaft 23, the first motor shaft 23 is spaced apart from the locking member 32, the locking member 32 is sandwiched between the limiting member 34 and the first motor shaft 23, the limiting member 34 can be a limiting sleeve body, the limiting sleeve body is provided with a non-circular guide hole 342, the outer wall of the locking member 32 is provided with a non-circular guide profile 321, and the guide profile 321 is in sliding fit with the guide hole 342.
Specifically, as shown in fig. 3, the locking member 32 is sleeved on the first motor shaft 23 at one end of the first motor shaft 23, the limiting member 34 is embedded in the primary 21 and is axially opposite to and spaced apart from the secondary 22, and the locking member 32 is in clearance fit with the first motor shaft 23 and is in sliding fit with the guide hole 342 of the limiting member 34 through the guide profile 321. The wedge surface 341 may be formed in a truncated cone shape, and the guide hole 342 of the stopper 34 is connected to one end of the wedge surface 341.
The shape of the guiding hole 342 can be selected in many ways, and specifically, the cross section of the guiding hole 342 can be a non-circular shape formed by the arc surface and the plane surface shown in fig. 4, and can also be other non-circular shapes, such as an oval shape, a polygon shape, and the like. Accordingly, the guide profile 321 of the locking member 32 is inserted into the guide hole 342, the outer wall of the locking member 32 may be cylindrical, and the guide profile 321 is a partial outer wall removed from one end of the locking member 32 to form a cutting plane corresponding to a flat portion of the inner hole of the guide hole 342 when the locking member 32 is inserted into the retaining member 34, as shown in fig. 3.
In this way, the non-circular guide hole 342 and the guide profile 321 can not only provide a guide for the movement of the locking member 32 along the axial direction of the first motor shaft 23, but also prevent the locking member 32 from rotating around the first motor shaft 23, so that the clamping portion 33 can stably clamp or release the first motor shaft 23 under the pushing action of the limiting member 34 and the movement of the locking member 32.
As shown in fig. 5 and 6, the transmission mechanism includes a speed reducer 35 and a rotating member 36, the rotating member 36 is connected to the speed reducer 35, the rotating member 36 is pivotally connected to the caliper body 10, the locking member 32 is in threaded transmission or gear engagement with the rotating member 36, and the locking member 32 is in sliding engagement with the limiting member 34 in the axial direction of the first motor shaft 23. Therefore, the speed reducer 35 reduces the rotation speed output by the rotating motor 31, and transmits power to the rotating member 36, and the rotating member 36 is engaged with the locking member 32 to convert the rotational motion of the rotating member 36 into the linear motion of the locking member 32.
It will be appreciated that the speed reducer 35 is any one or combination of a chain drive, a gear drive, a belt drive, and a worm drive, and the rotary member 36 and the locking member 32 are collectively formed as any one of a lead screw-nut mechanism, a rack and pinion mechanism, and a ball screw mechanism. At least one of the transmission mechanism formed by the rotating element 36 and the locking element 32 and the speed reducer 35 is formed as a self-locking mechanism, so as to avoid the phenomenon that the first motor shaft 23 is pushed by the brake disc 80 after being locked and is reset, and effectively realize the holding of the clamping force.
In the embodiment shown in fig. 5, the rotating member 36 is a threaded rod, the locking member 32 is a threaded sleeve, the threaded rod has an annular flange 361, the threaded rod is used for stopping the annular flange 361 against the inner wall of the caliper body 10 through the thrust bearing 37, and the threaded rod is axially positioned through the retainer ring 38 and the annular flange 361.
Thus, when the thrust bearing 37 is in clearance fit with the screw rod so that the screw rod rotates, the thrust bearing 37 can also rotate, the friction resistance is reduced, the torque loss is reduced, the retainer ring 38 is sleeved outside the mounting groove of the screw rod on the caliper body 10 to prevent the screw rod from sliding into the inner cavity of the caliper body 10, the retainer ring 38 and the annular flange 361 jointly axially position the screw rod to prevent the screw rod from moving along the axial direction, and the screw rod drives the screw sleeve more smoothly and stably.
Specifically, the connection mode of the screw rod and the threaded sleeve is threaded connection, so that the threaded sleeve can move axially when the screw rod rotates, meanwhile, the screw rod nut mechanism has a self-locking function, when the threaded sleeve is not acted by external force, the screw rod can keep the original position, the threaded sleeve is in clearance fit with the ball and in clearance fit with the first motor shaft 23, and the threaded sleeve is in clearance fit with the limiting part 34 through a profile. Thus, when the rotary motor 31 drives the screw rod to rotate through the reducer 35, the screw sleeve moves in the axial direction under the action of the screw rod, the limiting piece 34 presses the ball to clamp the first motor shaft 23, or the limiting piece 34 releases the ball to release the first motor shaft 23, so that parking or parking release is realized.
As shown in fig. 5 and 7, the caliper body 10 has a mounting cavity 11 and a first open opening 12 and a second open opening 13 communicated with the mounting cavity 11, the first open opening 12 is located at an end of the caliper body 10, the second open opening 13 is located at a side wall of the caliper body 10, the linear motors 20 are all located in the mounting cavity 11, a portion of the electric locking member 30 extends into the caliper body 10 from the first open opening 12 to be connected with the first motor shaft 23, and the brake disc 80 extends into the mounting cavity 11 from the second open opening 13. Thus, the disc brake 100 is more compact in structure and convenient to arrange.
In some embodiments, the disc brake 100 further includes a dust cover 70, the first motor shaft 23 is adapted to be pushed against the first brake pad 40 by the brake pressing block 60, the dust cover 70 is disposed adjacent to an end of the mounting cavity 11 facing the second open opening 13, and the dust cover 70 is connected with the brake pressing block 60 and the caliper body 10, respectively. Therefore, the first open hole 12 and the second open hole 13 increase the installation of the components in the caliper body 10.
In other words, the brake pressing block 60 is in interference fit with the copper sleeve 61, and the brake pressing block 60 is fixedly connected with the first motor shaft 23 through the copper sleeve 61 to transmit the axial thrust; brake briquetting 60 and dust cover 70's hole interference fit, the outer fringe and calliper fixed connection of dust cover 70 to for being in elementary 21 in installation cavity 11, magnetic pole, locating part 34, locking piece 32, the rotation piece 36 provides sealed space through dust cover 70, avoid external dust and impurity to pass through second open mouth 13 and get into in installation cavity 11, realize dustproof and waterproof function, so that disc brake 100 has better operational environment, in order to improve disc brake 100's life. The copper bush 61 has an anti-wear effect, and the brake pressure block 60 can be easily assembled and replaced.
In the specific embodiment shown in fig. 6, the rotating electric machine 31 has a second motor shaft 311, the speed reducer 35 is a multi-stage gear transmission mechanism, the multi-stage gear transmission mechanism comprises a transmission gear set 351 and a planetary gear transmission 352, the transmission gear set 351 comprises an input gear 3511 and an output gear 3512, and the input gear 3511 is fixedly connected with the second motor shaft 311. Specifically, the input gear 3511 is interference-fitted with the second motor shaft 311 to transmit the torque output by the rotary motor 31.
The planetary gear mechanism 352 includes: a frame 3521, a sun gear 3523, a planet gear 3524, and a planet carrier 3525.
The machine frame 3521 is fixedly connected with the caliper body 10, an inner gear ring 3522 is arranged in the machine frame 3521, the sun gear 3523 is fixedly connected with the output gear 3512 and is pivotally connected to the machine frame 3521, and the planet gear 3524 is arranged between the inner gear ring 3522 and the sun gear 3523 and is respectively meshed with the sun gear 3523 and the inner gear ring 3522. The carrier 3525 has a plurality of first connecting shafts 3525a and a second connecting shaft 3525b disposed coaxially with the sun gear 3523, the first connecting shafts 3525a being pivotally connected with the pinion 3524, the second connecting shaft 3525b being fixedly connected with the electric lock member 30.
Specifically, the speed reducer 35, the rotating electric machine 31, and the like, which are located outside the caliper, are integrated by a frame 3521, and the frame 3521 may be fixedly connected to the caliper by bolts, as shown in fig. 7.
The frame 3521 may include a main housing, a first end cap 3521b, and a second end cap 3521c, the main housing is in a sleeve shape, the first end cap 3521b and the second end cap 3521c are respectively and fixedly connected to the main housing at two ends of the main housing, an internal gear ring 3522 in interference fit with the main housing is disposed in the main housing, the output gear 3512 and the sun gear 3523 are formed together, and the output gear 3512 and the sun gear 3521b are in clearance fit with each other through a pivot shaft to support the output gear 3512. The second end cap 3521c is welded to the main housing, and an installation space for accommodating the rotating electric machine 31 is defined between the second end cap 3521c and the main housing, so that the rotating electric machine 31 is embedded in the main housing, and dust and water are prevented and sealing performance is better.
It will be appreciated that the sun gear 3523 may be formed integrally with the output gear 3512, that is, first gear teeth on one gear for meshing with the planet gears 3524 are formed as the sun gear 3523, second gear teeth on the one gear for direct or indirect drive with the input gear 3511 are formed as the output gear 3512, and the first gear teeth and the second gear teeth may be coaxially disposed and spaced apart, which not only facilitates machining of the gears, but also avoids interference with each other when the gear teeth mesh. Thus, the sun gear 3523 is engaged with the output gear 3512 to transmit the torque transmitted from the second motor shaft 311, and at the same time, power can be transmitted to the next-stage planetary gear 3524 through the sun gear 3523.
A plurality of first connecting shafts 3525a of the planetary carrier 3525 respectively pass through each planetary gear 3524 and are in clearance fit with the corresponding planetary gear 3524, so that each planetary gear 3524 can pivot around the corresponding first connecting shaft 3525a, and thus each planetary gear 3524 can revolve around the sun gear while rotating, thereby driving the planetary carrier 3525 to rotate and outputting torque through the second connecting shaft 3525b to drive the screws to synchronously rotate.
As shown in fig. 8, the first motor shaft 23 is connected to the first brake block 40 through a brake pressing block 60, the brake pressing block 60 has a positioning groove 62, and the first brake block 40 has a positioning column 41 matching with the positioning groove 62. Specifically, the number of the positioning columns 41 is at least two, the two positioning columns 41 are uniformly distributed along the circumferential direction of the first motor shaft 23, the positioning grooves 62 may be V-shaped notches distributed at the outer edge of the braking pressing block 60, and the number of the positioning grooves 62 is consistent with the number of the positioning columns 41. Therefore, the positioning column 41 of the first brake block 40 can be in insertion fit with the positioning groove 62 of the brake pressing block 60, so that the first brake block 40 can be positioned on the first motor shaft 23 to prevent the first motor shaft 23 from rotating, the brake pressing block 60 can be conveniently detached and replaced, and the risk that the first brake block 40 is worn eccentrically is reduced.
The operation of the disc brake 100 according to one embodiment of the present invention will be described in detail with reference to fig. 1. The disc brake 100 is capable of performing both service braking and parking braking.
In the process of driving, when driving braking is performed, the linear motor 20 is powered to work, and according to the braking strength signal, the secondary 2211 of the linear motor 20 and the first motor shaft 23 output proper axial thrust to push the brake pad to be close to the brake disc 80 and to be in friction coupling with the brake disc 80, so that the vehicle stops or decelerates, and thus, the driving braking is realized. When the service brake is released, the linear motor 20 is controlled to be powered off.
When the parking brake is executed, the service brake is executed firstly to obtain a proper pushing force (parking force), then the rotating motor 31 is electrified to rotate forwards, and the rotating motor is sequentially connected with the input gear 3511, the output gear 3512, the sun gear 3523, the planetary gear 3524 and the planet carrier 3525 to transmit power to the rotating piece 36 (such as a screw), so that the rotating piece 36 (such as a screw) is driven to rotate and drive the locking piece 32 (such as a screw sleeve) to move rightwards in the limiting piece 34 along the axial direction, the clamping part 33 (such as balls) is in wedge fit with the limiting piece 34 and is in contact with the first motor shaft 23, under the thrust and self-locking functions of the screw-nut mechanism, the clamping part 33 (such as balls) clamps the first motor shaft 23 under the extrusion action of the wedge surface 341 of the limiting piece 34, so that the first motor shaft 23 is kept motionless, at the moment, the linear motor. When the parking brake is released, the rotating motor 31 is controlled to be electrified and reversely rotated, after the transmission of the planetary gear 3524 system, the screw rod and the threaded sleeve, the ball and the threaded sleeve move leftwards together, the first motor shaft 23 is not subjected to the friction resistance action of the ball any more, and the parking is released.
A vehicle according to an embodiment of the present invention includes: the wheel and the disc brake 100 as in the above embodiment,
according to the vehicle of the second aspect of the present invention, with the disc brake 100, not only can the production cost of the vehicle be reduced and the structure of the disc brake 100 be more reasonable, but also the braking effect of the disc brake 100 is better and the braking response speed is faster, and the driving stability and the use safety of the vehicle can be improved.
Wherein, the caliper body 10 can be movably arranged on the wheel, or the caliper body 10 is fixedly connected with the wheel. Thus, the disc brake 100 is a floating caliper disc brake 100 or a fixed caliper disc brake 100.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on those shown in the drawings, and are used merely for convenience of description and for simplicity of description, and do not indicate or imply that the device or element so referred to must have a particular orientation, be constructed in a particular orientation, and be operated, and thus should not be considered as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically connected, electrically connected or can communicate with each other; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples described in this specification can be combined and combined by those skilled in the art.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims (19)

1. A disc brake, comprising:
a clamp body;
the linear motor comprises a primary stage and a secondary stage, the primary stage is fixedly connected with the clamp body, and the secondary stage is provided with a first motor shaft;
an electric locking part configured to selectively lock or unlock the first motor shaft; and
the first brake block is slidably arranged on the clamp body, the first motor shaft is suitable for pushing the first brake block, and the linear motor can drive the first brake block to move towards a brake disc fixed on a wheel when the first motor shaft is loosened; wherein
The electric locking member includes: the locking piece is configured to gradually lock the first motor shaft when moving towards the first motor shaft and gradually loosen the first motor shaft when moving away from the first motor shaft, a movable clamping part is arranged on the locking piece, the clamping part is configured to be capable of clamping or loosening the first motor shaft in the radial direction of the first motor shaft, the limiting part is connected with the primary of the linear motor, the limiting part is opposite to the locking piece in the radial direction of the first motor shaft, and when the locking piece moves towards the first motor shaft, the clamping part is pushed by the limiting part to hoop the first motor shaft.
2. The disc brake of claim 1, wherein the electric locking member further includes a rotary electric machine, a transmission mechanism, the rotary electric machine passing through the transmission mechanism to move the locking member toward the first motor shaft.
3. The disc brake of claim 1, wherein the retainer engages the clamp wedge, the retainer having a wedge surface therein that tapers toward the first motor shaft in an axial direction extending from the locking member toward the first motor shaft.
4. The disc brake of claim 2, wherein the transmission mechanism includes a speed reducer and a rotating member, the rotating member is connected to the speed reducer and is pivotally connected to the caliper body, the locking member is engaged with the rotating member through screw transmission or through a gear, and the locking member is slidably engaged with the limiting member in the axial direction of the first motor shaft.
5. The disc brake of claim 4, wherein the rotating member and the locking member are formed together as any one of a screw-nut mechanism, a rack-and-pinion mechanism, and a ball screw mechanism, and at least one of the mechanism of the rotating member and the locking member and the speed reducer is formed as a self-locking mechanism.
6. The disc brake of claim 4, wherein the rotary member is a threaded rod and the locking member is a threaded sleeve, the threaded rod having an annular flange that is stopped against the inner wall of the caliper body by a thrust bearing and that is axially positioned by a retaining ring and the annular flange together.
7. The disc brake of claim 4, wherein the locking member is sleeved over the first motor shaft and spaced apart, the locking member being sandwiched between the retaining member and the first motor shaft.
8. The disc brake of claim 4, wherein the clamping portion is a plurality of balls, and the plurality of balls are distributed in a circumferential direction of the locking member.
9. The disc brake of claim 8, wherein the side wall of the locking member has a mounting through-hole, and the ball is movably nested within the mounting through-hole and is movable to extend at least partially into the locking member.
10. The disc brake of claim 4, wherein the retainer is a retainer sleeve having a non-circular guide hole, and the outer wall of the latch member has a non-circular guide profile that slidably engages the guide hole.
11. The disc brake of claim 4, wherein the rotating electrical machine has a second motor shaft, the speed reducer is a multi-stage gear transmission including a transmission gear set and a planetary gear transmission, the transmission gear set includes an input gear and an output gear, and the input gear is fixedly connected to the second motor shaft.
12. The disc brake of claim 11, wherein the planetary gear train comprises:
the rack is fixedly connected with the clamp body, and an inner gear ring is arranged in the rack;
the sun gear is fixedly connected with the output gear and can be pivotally connected to the rack;
a planetary gear between the inner gear ring and the sun gear and respectively engaged with the sun gear and the inner gear ring; and the planet carrier is provided with a plurality of first connecting shafts and a second connecting shaft which is coaxially arranged with the sun gear, the first connecting shafts are in pivot connection with the planet gears, and the second connecting shafts are fixedly connected with the rotating piece.
13. The disc brake of claim 4, wherein the speed reducer is any one of a chain drive, a gear drive, a belt drive, and a worm drive.
14. The disc brake of claim 1, wherein the primary is cylindrical, the secondary is located within the primary, the retainer is fixedly coupled to the primary within the primary, the locking member and the secondary are axially opposed to each other along the first motor shaft, the locking member is opposed to the first motor shaft at one end of the first motor shaft and the brake pad is coupled to the first motor shaft at the other end of the first motor shaft.
15. The disc brake of claim 1, wherein the caliper body has a mounting cavity and first and second open openings communicating with the mounting cavity, the first open opening being located at an end of the caliper body, the second open opening being located at a side wall of the caliper body, the linear motors being each provided in the mounting cavity, a portion of the electric locking member projecting from the first open opening into the caliper body to be connected with the first motor shaft, and the brake disc projecting from the second open opening into the mounting cavity.
16. The disc brake of claim 15, further comprising a dust cover, the first motor shaft adapted to be urged against the first brake pad by a brake pressure block, the dust cover disposed adjacent an end of the mounting cavity facing the second open mouth, the dust cover coupled to the brake pressure block and the caliper body, respectively.
17. The disc brake of any one of claims 1 to 16, further comprising a second brake pad, the caliper body being a floating caliper body, the second brake pad being secured within the caliper body, the second brake pad being disposed opposite the first brake pad and defining a receiving space therebetween for receiving the brake disc.
18. The disc brake of any one of claims 1-16, wherein the linear motor drives the first brake pad toward movement away from a brake disc secured to a wheel when the first motor shaft is released.
19. A vehicle, characterized in that it comprises a disc brake according to any one of claims 1-18.
CN201711483670.3A 2017-12-29 2017-12-29 Disc brake and vehicle with same Active CN109990021B (en)

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4418397C2 (en) * 1994-05-26 1997-08-28 Continental Ag Electric braking system for vehicles
US6315092B1 (en) * 1997-11-21 2001-11-13 Continental Teves Ag & Co., Ohg Electromechanically actuated disc brake
JP3750747B2 (en) * 1993-09-21 2006-03-01 株式会社曙ブレーキ中央技術研究所 Electric brake device
DE102007000637A1 (en) * 2006-11-08 2008-05-15 Zf Friedrichshafen Ag Locking device actuating apparatus for use in e.g. car, has permanent magnet transferring actuating element into operating condition, which permits engagement of locking elements with piston element in non-energized condition of actuator
JP2008232344A (en) * 2007-03-22 2008-10-02 Kayaba Ind Co Ltd Electric brake
CN103909918A (en) * 2012-12-28 2014-07-09 现代自动车株式会社 Motor driven brake system
CN104412012A (en) * 2012-07-04 2015-03-11 奥迪股份公司 Actuator for activating a parking lock

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3750747B2 (en) * 1993-09-21 2006-03-01 株式会社曙ブレーキ中央技術研究所 Electric brake device
DE4418397C2 (en) * 1994-05-26 1997-08-28 Continental Ag Electric braking system for vehicles
US6315092B1 (en) * 1997-11-21 2001-11-13 Continental Teves Ag & Co., Ohg Electromechanically actuated disc brake
DE102007000637A1 (en) * 2006-11-08 2008-05-15 Zf Friedrichshafen Ag Locking device actuating apparatus for use in e.g. car, has permanent magnet transferring actuating element into operating condition, which permits engagement of locking elements with piston element in non-energized condition of actuator
JP2008232344A (en) * 2007-03-22 2008-10-02 Kayaba Ind Co Ltd Electric brake
CN104412012A (en) * 2012-07-04 2015-03-11 奥迪股份公司 Actuator for activating a parking lock
CN103909918A (en) * 2012-12-28 2014-07-09 现代自动车株式会社 Motor driven brake system

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