CN112443594B - Brake-by-wire system and vehicle - Google Patents

Brake-by-wire system and vehicle Download PDF

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Publication number
CN112443594B
CN112443594B CN201910817307.3A CN201910817307A CN112443594B CN 112443594 B CN112443594 B CN 112443594B CN 201910817307 A CN201910817307 A CN 201910817307A CN 112443594 B CN112443594 B CN 112443594B
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China
Prior art keywords
brake
thrust
cable
wheel
clutch
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CN201910817307.3A
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Chinese (zh)
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CN112443594A (en
Inventor
赵飞林
李小刚
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BYD Co Ltd
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BYD Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • F16D55/02—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
    • B60T1/065—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels employing disc
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • F16D55/02—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members
    • F16D55/22—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads
    • F16D55/224—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members
    • F16D55/225—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads
    • F16D55/226—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads in which the common actuating member is moved axially, e.g. floating caliper disc brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D66/00—Arrangements for monitoring working conditions, e.g. wear, temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/02—Fluid pressure
    • F16D2121/04—Fluid pressure acting on a piston-type actuator, e.g. for liquid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/18—Electric or magnetic
    • F16D2121/24—Electric or magnetic using motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/02—Fluid-pressure mechanisms
    • F16D2125/06—Pistons
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/02—Fluid-pressure mechanisms
    • F16D2125/08—Seals, e.g. piston seals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
    • F16D2125/34—Mechanical mechanisms converting rotation to linear movement or vice versa acting in the direction of the axis of rotation
    • F16D2125/40—Screw-and-nut
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/44—Mechanical mechanisms transmitting rotation
    • F16D2125/46—Rotating members in mutual engagement
    • F16D2125/50—Rotating members in mutual engagement with parallel non-stationary axes, e.g. planetary gearing

Abstract

The utility model relates to a line control actuating system and vehicle, this system includes disc brake and cable controlling means, and first motor is used for driving the piston to move towards first brake block and make first brake block compress tightly the brake disc, and thrust subassembly threaded connection is in the rotating ring, and the rotating ring drives thrust subassembly and moves along the axis of rotating ring; the cable control device comprises a second motor, a clutch and a screw rod mechanism, wherein the screw rod mechanism comprises a first screw rod and a nut sleeved on the first screw rod, the lead angle of the screw rod mechanism is larger than the self-locking angle of the screw rod mechanism, one end of the cable is connected with a rotating ring, the other end of the cable is connected with the first screw rod, the clutch is used for connecting or disconnecting the transmission connection between the second motor and the nut, when the clutch is in a connection state, the second motor drives the nut to rotate, so that the first screw rod can overcome the elastic force of a reset spring by pulling the rotating ring through the cable to rotate, and when the clutch is in a separation state, the rotating ring rotates and resets under the elastic force action of the reset spring.

Description

Brake-by-wire system and vehicle
Technical Field
The present disclosure relates to the field of vehicle braking technologies, and in particular, to a brake-by-wire system and a vehicle using the same.
Background
In a traditional hydraulic or pneumatic braking system, the obvious defects of complex gas-liquid pipelines, difficult maintenance, complex arrangement structure, slow braking dynamic response, lower braking comfort performance and the like exist. For example, in a hydraulic brake system, a rebound vibration phenomenon occurs in a brake pedal when an anti-lock brake system is operated, which affects brake comfort. For another example, the conventional hydraulic brake system employs relatively large-sized components of the conventional hydraulic brake system, such as a vacuum brake booster, a brake master cylinder, and an oil reservoir, which not only have the problems of complicated structure and assembly, large size, and difficulty in maintenance, but also have the problems of the need to periodically replace hydraulic oil and periodically check whether there is hydraulic oil leakage due to the arrangement of a hydraulic brake line and a brake fluid for connecting the corresponding components in the system.
In view of the above problems, in recent years, the brake-by-wire system has gradually replaced the hydraulic or pneumatic brake system. The brake-by-wire system has the advantages of simple structure, fast dynamic brake response and good brake comfort performance, but once a control circuit of the brake-by-wire system fails, the brake-by-wire system loses the brake capability and has lower reliability.
Disclosure of Invention
The purpose of the disclosure is to provide a brake-by-wire system and a vehicle using the same, wherein the brake-by-wire system has the advantages of simple structure, fast dynamic braking response, high reliability and good safety performance.
In order to achieve the above object, the present disclosure provides a brake-by-wire system including a disc brake and a cable operating device, the disc brake including a caliper body, a first brake pad, a brake disc, a piston, a first motor, a rotating ring, a thrust assembly, a return spring, and a cable, the first motor being configured to drive the piston to move toward the first brake pad and press the first brake pad against the brake disc, the thrust assembly being threadedly connected to the rotating ring, the rotating ring being circumferentially and axially lockingly mounted on the caliper body, the rotating ring driving the thrust assembly to move along an axis of the rotating ring when the rotating ring rotates;
the cable control device comprises a second motor, a clutch and a screw rod mechanism, the screw rod mechanism comprises a first screw rod and a nut sleeved on the first screw rod, the lead angle of the screw rod mechanism is larger than the self-locking angle of the screw rod mechanism, one end of the cable is connected with the rotating ring, the other end of the cable is connected with the first screw rod, the clutch is used for connecting or disconnecting the transmission connection between the second motor and the nut, when the clutch is in a connection state, the second motor drives the nut to rotate, so that the first screw rod moves along the axis of the nut, the rotating ring is pulled by the cable to overcome the elastic force of the reset spring and rotate, so that the thrust assembly deviates from the first brake block to move, when the clutch is in a separation state, the rotating ring rotates and resets under the elastic force action of the reset spring, such that the thrust assembly moves toward the first brake pad and urges the first brake pad against the brake disc.
Optionally, the brake-by-wire system has a service braking state in which the clutch is in an engaged state and the first motor drives the piston to move toward the first brake pad, and an emergency braking state in which the clutch is in a disengaged state and the return spring drives the rotating ring to rotate and return so that the rotating ring drives the piston to move toward the first brake pad.
Optionally, the disc brake further includes a thrust nut and a thrust screw, one end of the thrust screw circumferentially and lockingly abuts against the piston, the other end of the thrust screw and the thrust nut form a screw nut pair, and the first motor is configured to drive the thrust nut to rotate, so that the thrust screw moves along an axis of the thrust nut and pushes the piston.
Optionally, the thrust assembly includes a thrust rod and a thrust spring, the thrust rod is axially movably and circumferentially mounted on the brake caliper body in a locking manner, one end of the thrust rod is sleeved on the thrust nut in a hollow manner, the outer peripheral surface of the thrust rod is in threaded connection with the inner peripheral surface of the rotating ring, the other end of the thrust rod extends into the piston, the thrust screw rod is slidably inserted into the thrust rod and abuts against the piston, and the thrust spring is used for applying an elastic force to the thrust rod to enable the thrust rod to move towards the piston.
Optionally, an elastic sealing ring is arranged between the piston and the caliper body, the thrust assembly further comprises a gap adjusting screw rod, the thrust rod is provided with a thread groove extending along the axial direction of the thrust rod, the inner surface of the thread groove is provided with an internal thread, an external thread is formed on the peripheral surface of the clearance adjusting screw rod, one end of the clearance adjusting screw rod is abutted against the piston, the other end of the clearance adjusting screw rod and the thread groove form a screw pair, the thread lead angle of the screw pair is larger than the self-locking angle of the screw pair, and a clearance is arranged between the internal thread and the external thread in the axial direction of the clearance adjusting screw rod, a clearance adjusting spring is arranged in the piston and used for applying elastic force to the clearance adjusting screw rod to enable the clearance adjusting screw rod to abut against the piston, a sleeve is formed in the clearance adjusting screw rod, and one end of the thrust screw rod penetrates through the sleeve in a sliding mode and abuts against the piston.
Optionally, an end surface of the clearance adjusting screw abutting against the piston is formed as a friction end surface, and/or a surface of the piston abutting against the clearance adjusting screw is formed as a friction surface.
Optionally, the clearance adjusting screw is formed in a T shape and includes a rod portion and a head portion, the rod portion is connected to the threaded groove, the head portion abuts against the piston, a first bearing is sleeved on the rod portion in a hollow manner, and the first bearing is clamped between the clearance adjusting spring and the head portion.
Optionally, the piston is provided with a first circumferential locking structure, the first brake pad is formed with a second circumferential locking structure, and when the piston abuts against the first brake pad, the first circumferential locking structure and the second circumferential locking structure cooperate with each other to enable the piston to circumferentially and lockingly abut against the first brake pad.
Optionally, an anti-wear pad is disposed between the rotating ring and the caliper body.
Optionally, a pull arm is disposed on the rotating ring, the pull cable is connected to the pull arm, and the return spring is configured to apply an elastic force to the pull arm to return the pull arm.
Optionally, cable controlling means still includes transmission shaft and drive mechanism, the second motor is used for the drive the transmission shaft rotates, the transmission shaft passes through drive mechanism connect in the nut, the clutch is used for engaging or breaking drive mechanism with the transmission between the nut is connected when the clutch is in the engaged state, the transmission shaft passes through drive mechanism drive the nut rotates, so that first lead screw pulling the cable when the clutch is in the disengagement state, the nut for drive mechanism idle running and release the cable.
Optionally, the transmission mechanism includes a driving wheel and a driven wheel, the driving wheel is sleeved on the transmission shaft, the driven wheel is sleeved on the nut in an empty state and is selectively connected to the nut in a transmission manner through the clutch, and the driving wheel is meshed with the driven wheel.
Optionally, the clutch includes clutch pulley and friction pulley, but clutch pulley axial displacement and circumference locking ground suit are in on the nut, the friction pulley is located the clutch pulley with between the follow driving wheel, the empty cover of friction pulley is in on the nut and be connected to the clutch pulley, work as the clutch pulley orientation the action wheel removes, just the friction pulley supports when pushing against from the driving wheel, the clutch is in the engaged state, work as the clutch pulley deviates from the action wheel removes, just the friction pulley with when following the driving wheel interval, the clutch is in the disengagement state.
Optionally, the cable operating device further comprises an operating lever for operating the clutch pulley to move, and one end of the operating lever is connected to the clutch pulley.
Optionally, the operating lever comprises a shift lever and a connecting rod connected between the shift lever and the clutch wheel, and the shift lever is used for operating the clutch wheel to move away from the driving wheel.
Optionally, the cable operating device further comprises a worm wheel and a worm which are meshed with each other, the worm wheel is used for driving the transmission shaft to rotate, and the second motor is used for driving the worm to rotate.
Optionally, the cable operating device further comprises a gearbox, an output shaft of the second motor is connected with an input shaft of the gearbox, and an output shaft of the gearbox is connected with the worm.
Optionally, the disc brake is plural, the plural disc brakes are used for braking a vehicle left wheel and a vehicle right wheel respectively, the cable manipulation device further includes a cable balancer that divides the cable into a first portion connected to the rotary ring on the disc brake for braking the vehicle left wheel and a second portion connected to the rotary ring on the disc brake for braking the vehicle right wheel.
Optionally, the number of the disc brakes is multiple, the multiple disc brakes are respectively used for braking a left wheel of the vehicle and a right wheel of the vehicle, the screw mechanism further includes a second screw rod in threaded connection with the nut, the first screw rod and the second screw rod are arranged oppositely, a thread direction of the first screw rod is opposite to a thread direction of the second screw rod, the number of the pull cables is two, one pull cable is connected between the first screw rod and the rotating ring on the disc brake for braking the left wheel of the vehicle, and the other pull cable is connected between the second screw rod and the rotating ring on the disc brake for braking the right wheel of the vehicle.
Optionally, the cable control device further comprises a housing, the nut is circumferentially and axially lockingly disposed in the housing, and a second bearing is disposed between the nut and the housing.
Optionally, the disc brake further comprises a speed reducer, and the first motor drives the thrust nut to rotate through the speed reducer.
Optionally, the disc brake is a floating caliper disc brake, the floating caliper disc brake further includes a second brake pad disposed in the brake caliper body, the first brake pad and the second brake pad are respectively located on two sides of the brake disc, and the second brake pad is mounted on the brake caliper body.
According to another aspect of the present disclosure, a vehicle is provided that includes the brake-by-wire system described above.
Through the technical scheme, any one of the first motor and the rotating ring can be used as a power source for service braking, and the other one can be used as emergency braking, namely as a power source for providing braking force when the power source for service braking fails.
And when the clutch in the cable control device is connected with the transmission connection between the second motor and the nut, the first lead screw pulls the cable to move along the axis of the nut and drives the rotating ring to drive the thrust assembly to move away from the first brake block, and the first brake block does not provide braking force. When the clutch in the cable control device is disconnected with the transmission connection between the second motor and the nut, the cable is released, the return spring drives the rotating ring to rotate so as to drive the thrust assembly to move towards the first brake block, and the first brake block is pushed to press the brake disc, so that the vehicle brake is realized. That is, or, the cable is arranged such that when it is in a tensioned state in which it is pulled, the first brake pad does not provide a braking force to the brake disc; when the inhaul cable is in a released state, the first brake block provides braking force for the brake disc, in other words, when the inhaul cable is loosened, the first brake block can press the brake disc, compared with the situation that the inhaul cable is pulled, the inhaul cable is easier to loosen, the first brake block can output the braking force without providing large moment, and the brake cable has strong operability.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
fig. 1 is a schematic structural view of a disc brake of a brake-by-wire system according to an embodiment of the present disclosure;
FIG. 2 is a schematic structural view of a cable operating device of the brake-by-wire system according to an embodiment of the present disclosure, showing a first lead screw;
FIG. 3 is a schematic structural view of a cable control device of a brake-by-wire system according to another embodiment of the present disclosure, showing a first lead screw and a second lead screw;
FIG. 4 is a schematic block diagram of a hydraulic drive unit of a brake-by-wire system coupled to a vehicle control according to one embodiment of the present disclosure, wherein two cables are shown;
fig. 5 is a schematic diagram of a hydraulic drive unit of a brake-by-wire system incorporated into a vehicle control according to an embodiment of the present disclosure, in which only one cable is shown and divided into a first part and a second part by a cable balancer.
Description of the reference numerals
101 brake caliper body of 100 disc brake
102 first brake pad 103 brake disc
104 piston 1041 gap adjusting spring
105 rotating ring 106 first motor
107 return spring 108 pull cable
1081 first part 1082 second part
109 draw arm 110 anti-wear pad
120 thrust assembly 121 thrust rod
1211 thread groove 122 thrust spring
123 thrust nut 124 elastic sealing ring
125 clearance adjusting screw 1251 rod
1252 head 126 first bearing
127 thrust screw 128 speed reducer
130 second brake pad
300 cable operating device 301 second motor
3011 output shaft 302 clutch of second electric machine
3021 Clutch wheel 3022 Friction wheel
3023 Lever 30231 Lever
30232 connecting rod 303 lead screw mechanism
3031 first lead screw 3032 nut
3033 second lead screw 304 drive shaft
305 drive mechanism 3051 drive wheel
3052 driven wheel 308 worm gear
309 worm 310 gearbox
3101 the output shaft 320 cable balancer of the gear box
340 second bearing
400 vehicle left wheel 500 vehicle right wheel
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
In the present disclosure, the use of directional terms such as "inner and outer" refers to the inner and outer of the corresponding component profiles, unless otherwise stated.
As shown in fig. 1 to 5, the present disclosure provides a brake-by-wire system that may be used for braking of vehicles, such as passenger cars, commercial vehicles, trains, subways, light rails, trams, and the like. The brake-by-wire system includes a disc brake 100 and a cable operating device 300, the disc brake 100 includes a caliper body 101, a first brake pad 102, a brake disc 103, a piston 104, a first motor for driving the piston 104 to move toward the first brake pad 102 and press the first brake pad 102 against the brake disc 103 to output a braking force, a rotating ring 105, a thrust assembly 120, a return spring, and a cable; the thrust assembly 120 is screwed to the rotating ring 105, the rotating ring 105 is mounted on the caliper body 101 in a manner of circumferential rotation and axial locking, when the rotating ring 105 rotates, the rotating ring 105 drives the thrust assembly 120 to move along the axis of the rotating ring 105, so that the thrust assembly 120 pushes the piston 104 to move towards the first brake pad 102 and the first brake pad 102 presses the brake disc 103 to output a braking force. That is, the first motor and the rotating ring 105 can both push the piston 104 to move, so that the piston 104 pushes the first brake pad 102 to move and press the brake disc 103, thereby realizing braking.
Wherein, the cable operating device 300 comprises a second motor 301, a clutch 302 and a lead screw mechanism 303, the lead screw mechanism 303 comprises a first lead screw 3031 and a nut 3032 sleeved on the first lead screw 3031, the lead screw mechanism 303 has a lead screw angle larger than a self-locking angle thereof, one end of the cable is connected with the rotating ring 105, the other end of the cable is connected with the first lead screw 3031, the clutch 302 is used for connecting or disconnecting the transmission connection between the second motor 301 and the nut 3032, when the clutch 302 is in a connection state, the second motor 301 drives the nut 3032 to rotate, so that the first lead screw 3031 moves along the axis of the nut 3032, and the rotating ring 105 is pulled by the cable to rotate against the elastic force of a return spring, so that the thrust assembly 120 moves away from the first brake block 102, when the clutch 302 is in a disconnection state, the rotating ring 105 rotates and returns under the elastic force of the return spring, so that the thrust assembly 120 moves towards the first brake block 102, and pushes the first brake pad 102 against the brake disc 103. That is, when the clutch 302 is in the engaged state, the first motor may drive the piston 104 to push the first brake pad 102 to press against the brake disc 103 and output the braking force, and when the clutch 302 is in the disengaged state, the cable manipulation device 300 and the rotating ring 105 may drive the piston 104 to push the first brake pad 102 to press against the brake disc 103 and output the braking force.
Through the technical scheme, any one of the first motor 106 and the rotating ring 105 can be used as a power source for service braking, and the other can be used as emergency braking, namely, the power source for providing braking force when the power source for service braking fails, so that when the power source for service braking fails, mechanical clamping stagnation and the like occur to any one of the first motor 106 and the rotating ring 105, the other can also normally provide braking force to realize braking, and therefore the reliability and safety performance of the braking system provided by the disclosure are effectively improved.
Also, when the clutch 302 in the cable management device 300 engages the drive connection between the second motor 301 and the nut 3032, the first lead screw 3031 pulls the cable 108 along the axis of the nut 3032 and drives the rotating ring 105 to drive the thrust assembly 120 to move away from the first brake pad 102, and the first brake pad 102 does not provide a braking force. When the clutch 302 in the cable operating device 300 disconnects the transmission connection between the second motor 301 and the nut 3032, the cable 108 is released, and the return spring 107 drives the rotating ring 105 to rotate so as to drive the thrust assembly 120 to move towards the first brake pad 102 and push the first brake pad 102 to press the brake disc 103, thereby realizing the braking of the vehicle. That is, or, the cable 108 is provided such that when it is in a tensioned state in which it is pulled, the first brake pad 102 does not provide a braking force to the brake disc 103; when the cable 108 is in a released state, the first brake pad 102 provides a braking force to the brake disc 103, in other words, when the cable 108 is released, the first brake pad 102 can press the brake disc 103, compared with pulling the cable 108, the cable 108 is easier to release, the first brake pad 102 can output the braking force without providing a large moment, and the cable 108 has strong operability.
Here, it should be noted that the term "pull" mentioned above and below is understood to mean that the first lead screw 3031 applies a certain traction force to the cable 108, and the traction force is of a magnitude that can elastically deform the above-mentioned return spring 107; correspondingly, the term "release" mentioned above and below is to be understood as the above-mentioned loss of the traction force which elastically deforms the return spring 107.
Alternatively, in one embodiment provided by the present disclosure, the brake-by-wire system has a service braking state and an emergency braking state, in the service braking state, the clutch 302 is in the engaged state, the second motor 301 can drive the nut 3032 to rotate, so that the first lead screw 3031 moves along the axis of the nut 3032, and the rotating ring 105 can be pulled by the cable 108 to rotate against the elastic force of the return spring 107, so that the thrust assembly 120 can move away from the first brake pad 102, at the moment the thrust assembly 120 does not drive the piston 104 to move, and the first motor 106 drives the piston 104 to move towards the first brake pad 102 and output the braking force. In the emergency braking state, the clutch 302 is in a separated state to disconnect the transmission connection between the second motor 301 and the nut 3032, the first lead screw 3031 releases the cable 108, the return spring 107 drives the rotating ring 105 to rotate and return, so that the rotating ring 105 drives the piston 104 to move towards the first brake block 102, so that the first brake block 102 presses the brake disc 103, and emergency braking is realized, and the first motor 106 does not drive the piston 104 to move. Thus, when the first motor 106 is in failure, the rotating ring 105 can be rotated by operating the cable operating device 300, so that the thrust assembly 120 provides a braking force, and emergency braking is realized.
Further, in order to enable the first motor 106 to drive the piston 104 to move, the disc brake 100 further includes a thrust nut 123 and a thrust screw 127, one end of the thrust screw 127 is circumferentially and lockingly abutted to the piston 104, the other end of the thrust screw forms a screw nut pair with the thrust nut 123, the first motor 106 is used for driving the thrust nut 123 to rotate, and the thrust nut 123 converts the rotation moment into a linear moment, so that the thrust screw 127 moves along the axis of the thrust nut 123 and pushes the piston 104.
Further, the thrust assembly 120 includes a thrust rod 121 and a thrust spring 122, the thrust rod 121 is mounted on the caliper body 101 in an axially movable and circumferentially locked manner, one end of the thrust rod 121 is hollow sleeved on the thrust nut 123 and the outer circumferential surface thereof is in threaded connection with the inner circumferential surface of the rotating ring 105 to form a screw nut pair, for example, the outer circumferential surface of the thrust rod 121 and the inner circumferential surface of the rotating ring 105 may be formed as a ball screw nut pair, the friction force of the ball screw nut pair is small, the operation is smooth, and the thrust rod 121 can be moved smoothly in the axial direction. The other end of the thrust rod 121 extends into the piston 104, the thrust screw 127 is slidably disposed through the thrust rod 121 and abuts against the piston 104, and the thrust spring 122 is configured to apply an elastic force to the thrust rod 121 to move the thrust rod towards the piston 104. Because the thrust rod 121 is sleeved on the thrust nut 123, the thrust rod 121 and the thrust nut 123 can rotate relatively, and the thrust screw 127 is slidably arranged through the thrust rod 121, the thrust screw 127 can move axially relative to the thrust rod 121.
That is, in the service braking state, the first motor 106 drives the thrust nut 123 to rotate relative to the thrust rod 121, so that the thrust screw 127 moves axially along the axis of the thrust nut 123 relative to the thrust rod 121, so as to push the piston 104 to move toward the first brake pad 102, and in the service braking state, the thrust rod 121 remains stationary, i.e., does not move axially. When the first motor 106 fails or the thrust nut 123 and the thrust screw 127 are mechanically stuck, the disc brake 100 may enter an emergency braking state in which the rotary ring 105 is controlled to rotate so that the rotary ring 105 drives the thrust rod 121 to axially move along its axis relative to the thrust screw 127, thereby pushing the piston 104 toward the first brake pad 102, and in the emergency braking state, the thrust nut 123 does not rotate and the thrust screw 127 does not axially move.
Alternatively, to facilitate the arrangement of the thrust spring 122, an annular mounting plate 1212 extending in the radial direction of the thrust rod 121 may be formed on the outer circumferential surface of the thrust rod 121, one end of the thrust spring 122 abuts against the caliper body 101, and the other end abuts against the annular mounting plate 1212, and the thrust spring 122 applies an elastic force to the thrust rod 121 to move the thrust rod 121 toward the first brake pad 102, so that the thrust rod 121 has a sufficient driving force during the axial movement, and the movement of the thrust rod 121 is further smooth.
As shown in fig. 1, an elastic seal ring 124 is provided between the piston 104 and the caliper body 101 so that the piston 104 can return when the brake is released, and the elastic seal ring 124 is used to move the piston 104 in a direction away from the first brake pad 102 and return when the brake is released. Specifically, since the elastic sealing ring 124 has elastic deformation characteristics, when the first motor 106 pushes the piston 104 to move towards the first brake pad 102 through the thrust screw 127, or when the rotating ring 105 pushes the piston 104 to move towards the first brake pad 102 through the thrust assembly 120, the elastic sealing ring 124 deforms and stores elastic force for moving the piston 104 away from the first brake pad 102, and when the pushing force applied to the piston 104 by the thrust assembly 120 or the thrust screw 127 disappears or decreases, the piston 104 moves away from the first brake pad 102 to return under the elastic force of the elastic sealing ring 124, so as to release the brake.
In addition, when the first brake pad 102 is worn due to friction with the brake disc 103 and the brake clearance between the first brake pad 102 and the brake disc 103 is increased, the elastic sealing ring 124 may also function to automatically adjust the position of the piston 104 and compensate for the brake clearance. Specifically, during braking, if an excessive braking gap is not generated between the first brake pad 102 and the brake disc 103, the piston 104 can move to a position where the first brake pad 102 presses the brake disc 103 within the elastic deformation range of the elastic sealing ring 124, at this time, no relative movement is generated between the piston 104 and the elastic sealing ring 124, and after braking is finished, the piston 104 can return to its initial position under the elastic force of the elastic sealing ring 124. When braking, if an excessive braking gap is generated between the first brake pad 102 and the brake disc 103, the piston 104 needs to move a further distance to overcome the excessive braking gap between the first brake pad 102 and the brake disc 103, so that the first brake pad 102 presses the brake disc 103. That is, the piston 104 cannot move the first brake pad 102 to a position capable of pressing the brake disc 103 within the elastic deformation range of the elastic sealing ring 124, and at this time, the piston 104 continues to move toward the first brake pad 102 under the pushing force of the thrust screw 127 or the thrust assembly 120, so that the piston 104 and the elastic sealing ring 124 generate relative displacement until the piston 104 moves to a position capable of moving the first brake pad 102 to a position capable of pressing the brake disc 103. After braking, the piston 104 moves away from the first brake pad 102 under the elastic force of the elastic sealing ring 124, but due to the relative displacement between the piston 104 and the elastic sealing ring 124 generated during the previous braking process, the piston 104 cannot return to its initial position under the elastic force of the elastic sealing ring 124, that is, the piston 104 can only return to a position closer to the first brake pad 102 relative to its initial position, so as to compensate for the excessive braking gap between the first brake pad 102 and the brake disc 103, and the braking response speed is not slowed down due to the wear of the first brake pad 102.
Further, after the position of the piston 104 is automatically adjusted, in order to adjust the position of the thrust assembly 120 accordingly, so as to avoid the increase of the clearance between the thrust assembly 120 and the piston 104 and the influence of the braking response speed, the thrust assembly 120 further includes a clearance adjusting screw 125, the thrust rod 121 is formed with a thread groove 1211 extending along the axial direction thereof, an internal thread is formed on the inner surface of the thread groove 1211, an external thread is formed on the outer peripheral surface of the clearance adjusting screw 125, one end of the clearance adjusting screw 125 abuts against the piston 104, the other end of the clearance adjusting screw 125 forms a screw pair with the thread groove 1211, the lead angle of the screw pair is larger than the self-locking angle thereof, a clearance is formed between the internal thread and the external thread in the axial direction of the clearance adjusting screw 125, a clearance adjusting spring 1041 is arranged in the piston 104, the clearance adjusting spring 1041 is used for applying an elastic force to the clearance adjusting screw 125 to abut against the piston 104, and a sleeve is formed in the clearance adjusting screw 125, one end of the thrust screw 127 is slidably disposed through the sleeve and abuts against the piston 104. Here, the clearance between the internal thread and the external thread in the axial direction of the clearance adjustment screw 125 means that the pitch of the internal thread is not equal to the pitch of the external thread, that is, each turn of the external thread is not sandwiched between two adjacent turns of the internal thread, and a clearance is provided between each turn of the external thread and two adjacent turns of the internal thread, that is, the clearance adjustment screw 125 can move axially against the clearance by an external force.
Thus, when braking, if an excessive braking gap is not generated between the first brake pad 102 and the brake disc 103, since the gap adjustment spring 1041 is disposed in the piston 104, and the gap adjustment spring 1041 is used for applying an elastic force to the gap adjustment screw 125 to make the gap adjustment screw abut against the piston 104, when the piston 104 moves towards the first brake pad 102, the gap adjustment screw 125 axially moves against the gap between the external thread and the internal thread of the thread groove 1211 under the elastic force of the gap adjustment spring 1041, that is, the gap adjustment screw 125 moves towards the first brake pad 102 synchronously with the piston 104, and the gap adjustment screw 125 always abuts against the piston 104. When the braking is released, the piston 104 is returned by the elastic force of the elastic sealing ring 124, and the gap adjusting screw 125 is axially moved against the gap between its outer thread and the inner thread of the thread groove 1211 and returned to its original position by the push of the piston 104. In other words, when an excessive braking clearance is not generated between the first brake pad 102 and the brake disc 103, the clearance adjustment screw 125 can be axially moved due to a clearance between its external thread and the internal thread of the threaded groove 1211 and always maintain a state of abutting against the piston 104, both during braking and during releasing braking.
When braking, if excessive braking clearance is generated between the first brake pad 102 and the brake disc 103, when the clearance adjusting screw 125 has completely overcome the clearance between the external thread and the internal thread of the thread groove 1211 (i.e. each circle of external thread and the adjacent internal thread are already in the abutting state) during the movement of the piston 104, but the piston 104 has not moved to a position where the first brake pad 102 can abut against the brake disc 103, at this time, the piston 104 will continue to move towards the first brake pad 102 under the force of the thrust screw 127 and gradually generate clearance with the clearance adjusting screw 125, the friction force between the clearance adjusting screw 125 and the piston 104 gradually decreases, the clearance adjusting spring 1041 is compressed by the clearance adjusting screw 125, since the thread lead angle of the thread pair formed by the clearance adjusting screw 125 and the thread groove 1211 is greater than the self-locking angle thereof (i.e. the thread pair is a non-self-locking thread pair), when the gap between the gap-adjusting screw 125 and the piston 104 increases to a certain extent, the gap-adjusting screw 125 moves closer to the piston 104 along the axis of the threaded groove 1211 under the elastic force of the gap-adjusting spring 1041, thereby reducing the distance between the gap-adjusting screw 125 and the piston 104 until the gap-adjusting screw abuts against the piston 104 again, that is, the gap-adjusting screw 125 extends a certain distance relative to the threaded groove 1211. When the brake is released, as described above, since the piston 104 moves relative to the elastic sealing ring 124 during the braking process, the piston 104 cannot return to its initial position under the elastic force of the elastic sealing ring 124, that is, the piston 104 can only return to a position closer to the first brake pad 102 relative to its initial position, and during the return of the piston 104, the piston 104 applies a force to the gap-adjusting screw 125 to move it away from the first brake pad 102, so that the gap-adjusting screw 125 directly moves axially and returns to its original position against the gap between its outer thread and the inner thread of the thread groove 1211. In other words, after the braking clearance is adjusted, the adjusted positions of the piston 104 and the clearance adjusting screw 125 are both closer to the first brake pad 102 than the initial position thereof, and the piston 104 and the clearance adjusting screw 125 are also in a butting state after adjustment, so that the thrust assembly 120 can directly push the piston 104 to move without overcoming any clearance during emergency braking, and the situation that the position of the thrust assembly 120 is not adaptively adjusted along with the change of the position of the piston 104, which results in the increase of the clearance between the thrust assembly 120 and the piston 104 and influences the response speed of emergency braking is avoided.
To ensure that the gap-adjusting screw 125 does not rotate or stop rotating when it abuts against the inner wall of the piston 104 to avoid excessive gap adjustment, the abutting end surface of the gap-adjusting screw 125 and the piston 104 is formed as a friction end surface, and/or the abutting surface of the piston 104 and the gap-adjusting screw 125 is formed as a friction surface. The friction end surface and/or the friction surface may be formed as an uneven roughened surface to increase the frictional force between the gap-adjusting screw 125 and the piston 104, and when the gap-adjusting screw 125 abuts against the piston 104, the circumferential rotation of the gap-adjusting screw 125 relative to the piston 104 may be restricted.
As shown in fig. 1, the gap adjusting screw 125 is formed in a T shape and includes a stem portion 1251 and a head portion 1252, the stem portion 1251 is connected to a threaded groove 1211, for example, an outer circumferential surface of the stem portion 1251 may be formed with an external thread which can be fitted with an internal thread in the threaded groove 1211 to thereby achieve connection of the stem portion 1251 to the thrust rod 121, and the stem portion 1251 may be axially movable in the threaded groove 1211 of the thrust rod 121. The head 1252 abuts against the piston 104, the rod 1251 is sleeved with the first bearing 126, and the first bearing 126 is clamped between the gap adjusting spring 1041 and the head 1252, so that abrasion of the gap adjusting screw 125 to the gap adjusting spring 1041 in the circumferential rotation process is reduced, and the service life is prolonged.
Optionally, the piston 104 is provided with a first circumferential locking structure, and the first brake pad 102 is provided with a second circumferential locking structure, and when the piston 104 abuts against the first brake pad 102, the first circumferential locking structure and the second circumferential locking structure cooperate with each other to enable the piston 104 to circumferentially and lockingly abut against the first brake pad 102, so as to prevent the rotation of the gap-adjusting screw 125 from driving the piston 104 to rotate.
In an alternative embodiment, the end surface of the piston 104 for abutting against the first stop block 102 may be formed with a plurality of protrusions extending towards the first stop block 102, and correspondingly, the end surface of the first stop block 102 abutting against the piston 104 may be formed with grooves for matching with the protrusions, and the protrusions of the piston 104 are inserted into the grooves of the first stop block 102 to realize circumferential locking of the piston 104. However, the present disclosure is not limited to a specific type of the first circumferential locking structure and the second circumferential locking structure, and other types of circumferential locking structures may be used to achieve circumferential locking of the piston 104.
In one embodiment provided by the present disclosure, a pull arm 109 may be disposed on the rotating ring 105, the pulling cable 108 is connected to the pull arm 109, and the return spring 107 may be configured to apply an elastic force to the pull arm 109 to return the pull arm. First, the rotating ring 105 may be circumferentially rotatably mounted on the caliper body 101 by the mounting arms 140, and in order to avoid wear to the rotating ring 105, an anti-wear pad 110 may be provided between the rotating ring 105 and the caliper body 101 during assembly to reduce wear of the rotating ring 105 during rotation. The rotating ring 105 may be provided with a pull arm 109, for example, the pull arm 109 may be fixed on the outer wall of the rotating ring 105 along the radial direction of the rotating ring 105, and may be fixed on the outer wall of the rotating ring 105 by a fastening connection or welding method. The return spring 107 may be sleeved on the outer wall of the rotating ring 105, and the return spring 107 is fixedly connected to the pull arm 109. The pull arm 109 can be connected to the cable 108, when the cable 108 is pulled, the cable 108 can make the pull arm 109 rotate against the elastic force of the return spring 107 and drive the rotating ring 105 to rotate, so as to make the thrust assembly 120 move away from the first brake block 102, in the process, the return spring 107 is elastically deformed, and at this time, the thrust assembly 120 does not output braking force. When the cable 108 is released, the return spring 107 returns from the deformed state to the original undeformed state, and during the deformation return, the elastic force of the return spring 107 can drive the pull arm 109 and the rotating ring 105 to rotate, so that the thrust assembly 120 moves towards the first brake pad 102, and further the first brake pad 102 presses the brake disc 103, thereby realizing the braking of the vehicle.
As shown in fig. 2 and 3, the cable manipulating device 300 further comprises a transmission shaft 304 and a transmission mechanism 305, the second motor 301 is used for driving the transmission shaft 304 to rotate, the transmission shaft 304 is connected to the nut 3032 through the transmission mechanism 305, the clutch 302 is used for engaging or disengaging the transmission connection between the transmission mechanism 305 and the nut 3032, when the clutch 302 is in an engaged state, the transmission shaft 304 drives the nut 3032 to rotate through the transmission mechanism 305, so that the first lead screw 3031 pulls the cable 108, and when the clutch 302 is in a disengaged state, the nut 3032 idles relative to the transmission mechanism 305 and releases the cable 108.
When the clutch 302 is in the engaged state, the transmission shaft 304 can drive the nut 3032 to rotate through the transmission mechanism 305, and the nut 3032 drives the first lead screw 3031 to move axially and pull the cable 108 during the rotation, for example, in the direction of the drawing of fig. 2, the first lead screw 3031 can move in the right direction and further pull the cable 108 to move in the right direction. As will be appreciated, when the cable 108 is pulled, the cable 108 rotates the pull arm 109 against the resilient force of the return spring 107 and the rotating ring 105 to move the thrust assembly 120 away from the first brake pad 102, the first brake pad 102 being spaced from the brake disc 103 and providing no braking force to the brake disc 103. In this process, the return spring 107 is elastically deformed.
When the clutch 302 is in the disengaged state, the nut 3032 idles against the drive mechanism 305 and the drive shaft 304 and releases the cable 108. It should be noted that, when the clutch 302 is in the disengaged state, the transmission shaft 304 cannot drive the nut 3032 to rotate through the transmission mechanism 305, and the nut 3032 rotates relative to the transmission mechanism 305 and the transmission shaft 304, that is, the first lead screw 3031 cannot apply traction to the cable 108 any more, at this time, since the other end of the cable 108 is connected to the rotating ring 105 through the pull arm 109, the return spring 107 has a tendency to recover its original state due to elastic deformation when the cable 108 is pulled, and when the first lead screw 3031 cannot apply traction to the cable 108 any more, that is, when the first lead screw 3031 releases the cable 108, the return spring 107 can recover its deformation. In the process that the return spring 107 recovers to deform, the return spring 107 drives the rotating ring 105 and the pull arm 109 to rotate, and further drives the cable 108 to move, and since the lead angle of the lead screw mechanism 303 may be larger than the self-locking angle thereof, the cable 108 drives the first lead screw 3031 to move along the axial direction of the nut 3032, and further enables the nut 3032 to idle relative to the transmission mechanism 305 and the transmission shaft 304. On the other hand, the elastic force of the return spring 107 during the deformation recovery process can drive the pull arm 109 and the rotating ring 105 to rotate, so that the thrust assembly 120 moves towards the first brake pad 102, and further the first brake pad 102 presses the brake disc 103, thereby realizing the emergency braking of the vehicle.
As shown in fig. 2 and 3, the transmission mechanism 305 includes a driving wheel 3051 and a driven wheel 3052, the driving wheel 3051 is sleeved on the transmission shaft 304, the driven wheel 3052 is sleeved on the nut 3032 and is selectively and drivingly connected to the nut 3032 through a clutch 302, and the driving wheel 3051 and the driven wheel 3052 are engaged with each other. Through setting up drive mechanism 305 as the cooperation mode of action wheel 3051 and follow driving wheel 3052, simple structure makes things convenient for the assembly installation. In other embodiments, the driving pulley 3051 and the driven pulley 3052 can be driven by a belt or a chain.
Referring to fig. 2 and 3, as an embodiment, the clutch 302 includes a clutch wheel 3021 and a friction wheel 3022, the clutch wheel 3021 is axially movable and circumferentially lockingly sleeved on the nut 3032, for example, the clutch wheel 3021 may be circumferentially lockingly sleeved on the nut 3032 by splines and rotate along with the nut 3032. The friction wheel 3022 is located between the clutch wheel 3021 and the driven wheel 3052, the friction wheel 3022 is loosely sleeved on the nut 3032 and is connected to the clutch wheel 3021, that is, the friction wheel 3022 is connected with the clutch wheel 3021 in a circumferential locking manner, and the friction wheel 3022 rotates synchronously with the clutch wheel 3021.
When the clutch wheel 3021 moves towards the driving wheel 3051 and the friction wheel 3022 abuts against the driven wheel 3052, the clutch 302 is engaged, and the specific operation process is as follows: since driven wheel 3052 is fitted over nut 3032, when clutch 302 is not engaged, nut 3032 cannot be rotated even if driven wheel 3052 is rotated by second motor 301, and driven wheel 3052 is in an idle state. When the friction wheel 3022 abuts against the driven wheel 3052, the driven wheel 3052 drives the friction wheel 3022 to rotate, and drives the clutch wheel 3021 to rotate through the friction wheel 3022, and the clutch wheel 3021 drives the nut 3032 to rotate because the clutch wheel 3021 is circumferentially locked and sleeved on the nut 3032. In other words, the driven wheel 3052 is originally in an idle state sleeved on the nut 3032, and the torque of the driven wheel 3052 is transmitted to the nut 3032 under the action of the coupling of the clutch wheel 3021 and the friction wheel 3022, that is, the driven wheel 3052 can drive the nut 3032 to rotate, the first lead screw 3031 applies traction to the cable 108, and the rotating ring 105 can be pulled by the cable 108 to rotate against the elastic force of the return spring 107, so that the thrust assembly 120 can move away from the first brake pad 102, and no braking force is applied to the brake disc 103.
When the clutch wheel 3021 moves away from the driver 3051 and the friction wheel 3022 is spaced apart from the driven wheel 3052, the clutch 302 is in a disengaged state. The specific working process is as follows: when friction wheel 3022 is spaced from driven wheel 3052, driven wheel 3052 cannot rotate nut 3032, meaning driven wheel 3052 idles relative to nut 3032. Even if the nut 3032 cannot be rotated by the output torque of the second motor 301, the first lead screw 3031 cannot apply traction to the cable 108, the cable 108 is released, and the return spring 107 can drive the pull arm 109 and the rotating ring 105 to rotate, so that the thrust assembly 120 moves towards the first brake pad 102, and the first brake pad 102 is further pressed against the brake disc 103, thereby achieving braking of the vehicle.
Further, the cable operating device 300 further includes an operating lever 3023 for operating the clutch wheel 3021 to move, one end of the operating lever 3023 is connected to the clutch wheel 3021, and the other end of the operating lever 3023 can be directly or indirectly disposed in an area (for example, a passenger compartment) where an occupant can operate, so that the occupant can operate the operating lever 3023 to drive the clutch wheel 3021 and the friction wheel 3022 thereon to move away from or close to the driven wheel 3052 along the axial direction of the nut 3032 to realize braking or releasing braking of the vehicle.
As shown in fig. 2 and 3, in one embodiment provided as the present disclosure, the lever 3023 may include a lever 30231 and a connecting rod 30232 connected between the lever 30231 and the clutch wheel 3021, and the lever 30231 is used to operate the clutch wheel 3021 to move away from the driver 3051. Specifically, one end of the lever 30231 is an operating end of an occupant in the vehicle, the other end of the lever 30231 is rotatably connected to the connecting rod 30232, a rotating shaft may be disposed in the middle of the lever 30231, and the operating end is held by the occupant and a certain force is applied, for example, in the direction shown in fig. 2, the occupant applies a downward force to the operating end, so that the lever 30231 may rotate around the rotating shaft, the operating end moves downward to drive the connecting rod 30232 to move to the right side in the direction shown in the drawing, the connecting rod 30232 is fixedly connected to the clutch wheel 3021, the clutch wheel 3021 also moves to the right side in the direction shown in the drawing, in this process, the clutch wheel 3021 moves away from the driven wheel 3052, and as described above, the driven wheel 3052 idles relative to the nut 3032. Even if the nut 3032 cannot be rotated by the output torque of the second motor 301, the first lead screw 3031 cannot apply traction to the cable 108, the cable 108 is released, and the return spring 107 can drive the pull arm 109 and the rotating ring 105 to rotate, so that the thrust assembly 120 moves towards the first brake pad 102, and the first brake pad 102 is further pressed against the brake disc 103, thereby realizing emergency braking of the vehicle.
As shown in fig. 2 and 3, the cable manipulating device 300 further includes a worm wheel 308 and a worm 309 engaged with each other, the worm wheel 308 is used for driving the transmission shaft 304 to rotate, and the second motor 301 is used for driving the worm 309 to rotate. Specifically, worm gear 308 may be disposed coaxially with drive shaft 304 and may drive shaft 304 to rotate synchronously, such as by being keyed or by welding worm gear 308 to drive shaft 304. The worm 309 may also be connected to the output shaft of the output torque, for example, the worm 309 may be welded to the output shaft coaxially, or the worm 309 may be sleeved on the output shaft of the output torque and rotate synchronously therewith, and the specific connection manner is not limited in this disclosure. Further, when the clutch 302 is in the engaged state, the second motor 301 outputs a torque to apply a traction force to the cable 108 via the driver 3051, the driver 3052, the nut 3032, and the first lead screw 3031, and the first brake pad 102 is spaced apart from the brake disk 103 and does not apply a braking force to the brake disk 103. After a certain traction force is applied to the inhaul cable 108, the second motor 301 can be powered off, and by utilizing the self-locking characteristic between the worm wheel 308 and the worm 309, a certain traction force can be continuously applied to the inhaul cable 108, so that the second motor 301 is prevented from continuously working, the utilization rate of the second motor 301 is reduced, and the service life is prolonged.
Specifically, as shown in fig. 2 and 3, the cable manipulating device 300 further includes a gear box 310, an output shaft 3011 of the second motor 301 is connected to an input shaft of the gear box 310, and an output shaft 3101 of the gear box 310 is connected to a worm. The rotating speed and the torque output by the output shaft 3011 of the second motor 301 are changed by arranging the gearbox 301 so as to be suitable for the normal work of the cable control device 300, and the cable control device is reasonable in design and strong in applicability.
As shown in fig. 5, in one embodiment, the disc brake 100 may be provided in plurality, and a plurality of disc brakes 100 may be respectively used to brake the vehicle left wheel 400 and the vehicle right wheel 500. The cable management device 300 further includes a cable balancer 320, the cable balancer 320 divides the cable 108 into a first portion 1081 and a second portion 1082, and the traction forces on the first portion 1081 and the second portion 1082 are the same in magnitude, so that the same magnitude of braking force can be applied to the plurality of disc brakes 100, thereby achieving balanced braking of the respective wheels. The first portion 1081 is connected to the rotary ring 105 on the disc brake 100 for braking the left wheel 400 of the vehicle, and the second portion 1082 is connected to the rotary ring 105 on the disc brake 100 for braking the right wheel 500 of the vehicle. In an alternative embodiment, the disc brake 100 may be two, one may be used to brake the front left wheel of the vehicle and the other may be used to brake the front right wheel of the vehicle. To achieve emergency braking of the vehicle. In another alternative embodiment, the disc brake 100 may be four, two of which may be used to brake the front left wheel and the front right wheel of the vehicle, and the other two of which may be used to brake the rear left wheel and the rear right wheel of the vehicle, and accordingly, two cable balancers 320 may be provided, which provides better braking effect.
In another embodiment, as shown in fig. 4, the disc brake 100 may be multiple, multiple disc brakes 100 may be used for braking the vehicle left wheel 400 and the vehicle right wheel 500, respectively, the screw mechanism 303 may further include a second screw 3033 in threaded connection with a nut 3032, the first screw 3031 and the second screw 3033 may be disposed opposite to each other, the thread direction of the first screw 3031 is opposite to the thread direction of the second screw 3033, two cables 108 are provided, one cable 108 is connected between the first screw 3031 and the rotating ring 105 on the disc brake 100 for braking the vehicle left wheel 400, the other cable 108 is connected between the second screw 3033 and the rotating ring 105 on the disc brake 100 for braking the vehicle right wheel 500, and the first screw 3031 and the second screw 3033 move along the axial direction of the nut 3032 during emergency braking through the first screw 3031 and the second screw 3033, and the movement directions of the first lead screw 3031 and the second lead screw 3033 are opposite, so that the first lead screw 3031 and the second lead screw 3033 can respectively apply the same torque to the two cables 108.
The cable management device 300 may further include a housing (not shown) to protect the internal structure, the nut 3032 may be circumferentially and axially locked within the housing, and a second bearing 340 may be disposed between the nut 3032 and the housing to ensure that the nut 3032 can circumferentially rotate without interfering with the housing, which is a reasonable arrangement.
Further, the parking brake of the vehicle may be realized by the cable management device 300 described above. When the vehicle is to be braked in a parking mode, the clutch 302 is disengaged, the nut 3032 and the driven wheel 3052 can idle relative to the nut 3032, the nut 3032 cannot be driven to rotate even if the second motor 301 outputs torque, the first lead screw 3031 does not apply traction to the cable 108, the return spring 107 can drive the pull arm 109 and the rotating ring 105 to rotate, so that the thrust assembly 120 moves towards the first brake block 102, the first brake block 102 is further pressed against the brake disc 103, and the parking brake of the vehicle is realized.
Optionally, the disc brake 100 further includes a speed reducer 128, the first motor 106 drives the thrust nut 123 to rotate through the speed reducer 128, and the speed reducer 128 is used for reducing the speed and increasing the distance of the output torque of the first motor 106.
Alternatively, the disc brake 100 may be a fixed caliper disc brake or a floating caliper disc brake, and the floating caliper disc brake may further include a second brake pad 130 disposed in the caliper body 101, the first brake pad 102 and the second brake pad 130 may be respectively located at both sides of the brake disc 103, and the second brake pad 130 is mounted on the caliper body 101, so that the floating caliper disc brake is more conveniently disposed close to the wheel hub, and more effectively improves the braking effect.
In summary, the brake-by-wire system provided by the present disclosure has at least the following advantages: the mechanical connection is less, a hydraulic brake pipeline and brake fluid are not used, the quality of the whole vehicle can be effectively reduced, the problems of hydraulic oil replacement and hydraulic oil leakage do not exist, the environment is protected, and the safety performance is high; when the first motor 106 fails, economic braking can be realized through the inhaul cable 108, the rotating ring 105 and the thrust assembly 120, and the safety performance is high; thirdly, the structure is compact, the volume is small, the arrangement is easy, and the space of the passenger compartment is increased to the maximum extent.
According to another aspect of the present disclosure, there is also provided a vehicle including the brake-by-wire system described above.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims (11)

1. A wire control brake system is characterized by comprising a disc brake (100) and a cable operating device (300), wherein the disc brake (100) comprises a brake caliper body (101), a first brake block (102), a brake disc (103), a piston (104), a first motor (106), a rotating ring (105), a thrust assembly (120), a return spring (107) and a cable (108), the first motor (106) is used for driving the piston (104) to move towards the first brake block (102) and enabling the first brake block (102) to press the brake disc (103), the thrust assembly (120) comprises a thrust rod (121), the thrust rod (121) is mounted on the brake caliper body (101) in an axially movable and circumferential locking manner, the outer peripheral surface of one end of the thrust rod (121) is in threaded connection with the inner peripheral surface of the rotating ring (105), the rotating ring (105) is mounted on the caliper body (101) in a circumferentially rotatable and axially lockable manner, and when the rotating ring (105) rotates, the rotating ring (105) drives the thrust rod (121) to move along the axis of the rotating ring (105);
the cable operating device (300) comprises a second motor (301), a clutch (302) and a lead screw mechanism (303), wherein the lead screw mechanism (303) comprises a first lead screw (3031) and a nut (3032) sleeved on the first lead screw (3031), the lead screw mechanism (303) has a lead angle larger than a self-locking angle thereof, one end of a cable (108) is connected with the rotating ring (105), the other end of the cable is connected with the first lead screw (3031), the clutch (302) is used for connecting or disconnecting the transmission connection between the second motor (301) and the nut (3032), when the clutch (302) is in a connection state, the second motor (301) drives the nut (3032) to rotate, so that the first lead screw (3031) moves along the axis of the nut (3032), and the rotating ring (105) is pulled to rotate by the cable (108) to overcome the elastic force of the return spring (107), thereby, the thrust rod (121) moves away from the first brake block (102), when the clutch (302) is in a separation state, the rotating ring (105) rotates and resets under the elastic force of the return spring (107), so that the thrust rod (121) moves towards the first brake block (102) and pushes the first brake block (102) to press the brake disc (103).
2. A brake-by-wire system according to claim 1, having a service braking state in which the clutch (302) is in an engaged state and the first motor (106) drives the piston (104) towards the first brake pad (102), and an emergency braking state in which the clutch (302) is in a disengaged state and the return spring (107) drives the rotating ring (105) to rotate and return such that the rotating ring (105) drives the piston (104) towards the first brake pad (102).
3. The brake-by-wire system according to claim 1 or 2, characterized in that the disc brake (100) further comprises a thrust nut (123) and a thrust screw (127), one end of the thrust screw (127) circumferentially lockingly abuts against the piston (104), the other end forms a screw-nut pair with the thrust nut (123), and the first motor (106) is used for driving the thrust nut (123) to rotate so as to move the thrust screw (127) along the axis of the thrust nut (123) and push the piston (104).
4. The brake-by-wire system according to claim 3, wherein the thrust assembly (120) comprises a thrust spring (122), one end of the thrust rod (121) is sleeved on the thrust nut (123) in a hollow manner, the other end of the thrust rod (121) extends into the piston (104), the thrust screw (127) is slidably arranged through the thrust rod (121) and abuts against the piston (104), and the thrust spring (122) is used for applying an elastic force to the thrust rod (121) to enable the thrust rod to move towards the piston (104).
5. The brake-by-wire system according to claim 4, wherein an elastic sealing ring (124) is disposed between the piston (104) and the caliper body (101), the thrust assembly (120) further comprises a gap adjusting screw (125), a thread groove (1211) extending along an axial direction of the thrust rod (121) is formed on the thrust rod, an internal thread is formed on an inner surface of the thread groove (1211), an external thread is formed on an outer circumferential surface of the gap adjusting screw (125), one end of the gap adjusting screw (125) abuts against the piston (104), the other end of the gap adjusting screw and the thread groove (1211) form a screw pair, a thread lead angle of the screw pair is larger than a self-locking angle of the screw pair, a gap is formed between the internal thread and the external thread in the axial direction of the gap adjusting screw (125), and a gap adjusting spring (1041) is disposed in the piston (104), the clearance adjusting spring (1041) is used for applying an elastic force to the clearance adjusting screw rod (125) to enable the clearance adjusting screw rod to abut against the piston (104), a sleeve is formed in the clearance adjusting screw rod (125), and one end of the thrust screw rod (127) penetrates through the sleeve in a sliding mode and abuts against the piston (104).
6. The brake-by-wire system according to claim 1, wherein the cable manipulation device (300) further comprises a transmission shaft (304) and a transmission mechanism (305), the second motor (301) is used for driving the transmission shaft (304) to rotate, the transmission mechanism (305) comprises a driving wheel (3051) and a driven wheel (3052), the driving wheel (3051) is sleeved on the transmission shaft (304), the driven wheel (3052) is sleeved on the nut (3032) in an empty way, the driving wheel (3051) is meshed with the driven wheel (3052), the clutch (302) is used for engaging or disengaging the transmission connection between the driven wheel (3052) and the nut (3032), when the clutch (302) is in an engaged state, the transmission shaft (304) drives the nut (3032) to rotate through the transmission mechanism (305) so that the first cable lead screw (3031) pulls the first cable (108), when the clutch (302) is in a separated state, the nut (3032) idles relative to the transmission mechanism (305) and releases the cable (108).
7. The brake-by-wire system according to claim 6, wherein the clutch (302) includes a clutch wheel (3021) and a friction wheel (3022), the clutch wheel (3021) is axially movable and is sleeved on the nut (3032) in a circumferential locking manner, the friction wheel (3022) is positioned between the clutch wheel (3021) and the driven wheel (3052), the friction wheel (3022) is sleeved on the nut (3032) in an empty way and is connected with the clutch wheel (3021), when the clutch wheel (3021) moves towards the driving wheel (3051) and the friction wheel (3022) abuts against the driven wheel (3052), the clutch (302) is in an engaged state, when the clutch wheel (3021) moves away from the driving wheel (3051) and the friction wheel (3022) is spaced from the driven wheel (3052), the clutch (302) is in a disengaged state.
8. The brake-by-wire system according to claim 7, wherein the cable manipulation device (300) further comprises a manipulation lever (3023) for manipulating the movement of the clutch wheel (3021), and one end of the manipulation lever (3023) is connected to the clutch wheel (3021).
9. The brake-by-wire system according to claim 6, wherein the cable operator (300) further comprises a worm wheel (308) and a worm (309) which are engaged with each other, the worm wheel (308) being configured to drive the transmission shaft (304) to rotate, and the second motor (301) being configured to drive the worm (309) to rotate.
10. The brake-by-wire system according to claim 1, wherein the disc brake (100) is plural, a plurality of the disc brakes (100) are used for braking a vehicle left wheel (400) and a vehicle right wheel (500), respectively, the cable manipulation device (300) further includes a cable balancer (320), the cable balancer (320) divides the cable (108) into a first portion (1081) and a second portion (1082), the first portion (1081) is connected with the rotary ring (105) on the disc brake (100) for braking the vehicle left wheel (400), the second portion (1082) is connected with the rotary ring (105) on the disc brake (100) for braking the vehicle right wheel (500), or;
a plurality of disc brakes (100), wherein the disc brakes (100) are respectively used for braking a left wheel (400) and a right wheel (500) of the vehicle, the screw rod mechanism (303) further comprises a second screw rod (3033) in threaded connection with the nut (3032), the first lead screw (3031) and the second lead screw (3033) are arranged oppositely, the thread direction of the first lead screw (3031) is opposite to the thread direction of the second lead screw (3033), the number of the cables (108) is two, one cable (108) is connected between the first lead screw (3031) and the rotating ring (105) on the disc brake (100) for braking the left wheel (400) of the vehicle, and the other cable (108) is connected between the second lead screw (3033) and the rotating ring (105) on the disc brake (100) for braking the right wheel (500) of the vehicle.
11. A vehicle characterized by comprising the brake-by-wire system according to any one of claims 1 to 10.
CN201910817307.3A 2019-08-30 2019-08-30 Brake-by-wire system and vehicle Active CN112443594B (en)

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