CN112550246A - Electronic parking system, brake device, electronic parking method and vehicle - Google Patents
Electronic parking system, brake device, electronic parking method and vehicle Download PDFInfo
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- CN112550246A CN112550246A CN201910914093.1A CN201910914093A CN112550246A CN 112550246 A CN112550246 A CN 112550246A CN 201910914093 A CN201910914093 A CN 201910914093A CN 112550246 A CN112550246 A CN 112550246A
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- 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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
Abstract
The application provides an electronic parking system, a parking device, an electronic parking method and a vehicle, wherein the electronic parking system comprises: the parking brake system comprises a control module, an electro-hydraulic module, a brake module, a parking execution module and a sensing module; the brake module is connected with the electro-hydraulic module; the parking execution module includes: the brake device comprises a first driving mechanism and a locking mechanism connected with the first driving mechanism, wherein the locking mechanism is connected with a brake module in a matching way; the control module controls the electro-hydraulic module to drive the brake module to move according to the parking signal acquired by the sensing module, and controls the first driving mechanism to drive the locking mechanism to lock the brake module or release the locking of the brake module. The embodiment of the application can reduce the load of the first driving mechanism, can reduce the volume and the weight of the electronic parking system, and is favorable for light-weight design of a vehicle.
Description
Technical Field
The present disclosure relates to vehicle safety technologies, and in particular, to an electronic parking system, a braking device, an electronic parking method, and a vehicle.
Background
With the development of vehicle technology, users pay more and more attention to the safety of vehicles. An EPB (electronic parking Brake system) adopts an electronic control mode to realize parking Brake, and integrates temporary Brake in the driving process and long-time Brake function after parking. EPB can not change the braking effect because of driver's dynamics, therefore has higher security for traditional pull rod handbrake.
In the current EPB system, a brake motor is generally adopted to provide clamping force required by parking for a brake caliper; alternatively, the EPB system is integrated with an ESC (Electronic Stability Controller), and under certain special conditions (e.g., exceeding a limit ramp, or brake heat fading, etc.), clamping force is simultaneously provided to the brake caliper by a hydraulic device and a brake motor of the ESC system to ensure clamping force required for parking.
In practical applications, the clamping force provided by the hydraulic device of the ESC system is usually far lower than the clamping force required by the parking of the brake caliper, and is limited by the product design life, and the number of times of active pressurization of the ESC system is limited, so that the ESC system cannot meet the requirements of all parking times within the service life range of the vehicle. Thus, the auxiliary function of the hydraulic device of the ESC system is limited, and the brake motor still needs to provide a larger clamping force for the brake caliper, namely, the brake motor still needs to bear heavier load; under the condition, the rotating speed of the brake motor is higher, and the vibration frequency and the noise of the brake motor are correspondingly higher, so that the service life of the brake motor is influenced.
In order to overcome the problem of the high rotational speed of the brake motor, a reduction mechanism having a complicated structure, such as a multi-stage gear train, is generally provided between the brake motor and the brake caliper to transmit torque. However, the complicated speed reduction mechanism tends to make the EPB system large in size and heavy, which is disadvantageous for the light weight design of the vehicle.
Disclosure of Invention
In view of this, in order to solve the technical problems that a brake motor needs to bear a heavy load when the existing electronic parking system is parked, the vibration frequency and the noise of the brake motor are high, and the volume of the conventional electronic parking system is large, the embodiment of the present application provides an electronic parking system, a brake device, an electronic parking method, and a vehicle.
In one aspect, an embodiment of the present application discloses an electronic parking system, including: the parking brake system comprises a control module, an electro-hydraulic module, a brake module, a parking execution module and a sensing module; wherein the content of the first and second substances,
the brake module is connected with the electro-hydraulic module;
the parking execution module includes: the brake device comprises a first driving mechanism and a locking mechanism connected with the first driving mechanism, wherein the locking mechanism is connected with the brake module in a matching way;
the control module controls the electro-hydraulic module to drive the brake module to move and controls the first driving mechanism to drive the locking mechanism to execute operation according to the parking signal acquired by the sensing module; the operations include: and locking the brake module or unlocking the brake module.
On the other hand, the embodiment of the present application discloses a braking device, including: a brake module and a parking execution module, wherein,
the parking execution module includes: the brake device comprises a first driving mechanism and a locking mechanism connected with the first driving mechanism, wherein the locking mechanism is connected with the brake module in a matched manner.
In another aspect, an embodiment of the present application discloses an electronic parking method, including:
receiving a parking signal acquired by a sensing module;
according to the parking signal, sending a first control instruction to an electro-hydraulic module, and sending a second control instruction to a first driving mechanism; the first control instruction is used for driving the brake module to move; the second control instruction is used for driving the locking mechanism to execute operation; the operations include: and locking the brake module or unlocking the brake module.
In another aspect, an embodiment of the present application discloses a vehicle, including: the electronic parking system is described above.
In another aspect, an embodiment of the present application discloses a vehicle, including: the braking device is described above.
The embodiment of the application has the following advantages:
according to the embodiment of the application, under the condition that parking is needed, the electro-hydraulic module can drive the brake module to move so as to provide clamping force needed by parking for the brake module; and a locking mechanism is cooperatively connected with the brake module, and when the electrohydraulic module drives the brake module to move, the first driving mechanism may drive the locking mechanism to perform an operation, specifically, the operation may include: and locking the brake module or unlocking the brake module to realize parking or unlocking the parking.
In the embodiment of the present application, since the clamping force of the brake module is provided by the electro-hydraulic module, and the first driving mechanism is configured to drive the locking mechanism to perform the operation, the load of the first driving mechanism can be reduced, so that the load of the first driving mechanism is smaller, and the vibration frequency and the noise of the first driving mechanism are correspondingly smaller.
In addition, in the embodiment of the present application, when the first driving mechanism is lowered, it is possible to avoid providing a speed reduction mechanism with a relatively complicated structure between the first driving mechanism and the locking mechanism to transmit the torque, so that the volume and the weight of the electronic parking system can be reduced, which is beneficial to the light weight design of the vehicle.
Drawings
FIG. 1 is a schematic diagram of an EPB system according to the conventional art;
FIG. 2 is a schematic view of a brake device according to the prior art;
FIG. 3 is a schematic structural diagram of an electronic parking system according to an embodiment of the present application;
FIG. 4 is a schematic structural view of a brake apparatus of the present application;
FIG. 5 is a schematic diagram illustrating a change of a parking flow signal according to an embodiment of the present application;
FIG. 6 is a schematic diagram illustrating a signal change of a parking release process according to an embodiment of the present application;
fig. 7 is a flowchart illustrating steps of an electronic parking method according to an embodiment of the present disclosure.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present application more comprehensible, the present application is described in further detail with reference to the accompanying drawings and the detailed description.
Referring to fig. 1, a schematic structural diagram of an EPB system in the conventional art is shown, and as shown in fig. 1, the EPB system may specifically include: the main controller 10, the EPB sub-controller 11, the brake motor 12, the speed reduction and execution mechanism 13 and the brake caliper 14; the EPB sub-controller 11 is respectively electrically connected with the main controller 10 and the brake motor 12; the output end of the brake motor 12 is connected with the input end of the speed reducing mechanism and execution mechanism 13, and the output end of the speed reducing mechanism and execution mechanism 13 is connected with the brake caliper 14.
In practice, the brake caliper 14 may be fixedly disposed on the vehicle and may clamp or release a brake disc on the rear wheel of the vehicle. Under the condition that parking is needed, the EPB sub-controller 11 may control the brake motor 12 to rotate at a high speed according to a parking signal sent by the main controller 10, the deceleration and execution mechanism 13 may convert a high rotation speed of the brake motor 12 into a high torque output, pressurize the brake caliper 14, provide a clamping force required for parking for the brake caliper 14, and clamp a brake disc of a vehicle through the brake caliper 14 to achieve parking.
Alternatively, the conventional EPB system can be integrated with an ESC system, as shown in fig. 1, the ESC system integrated into the EPB can include: the system comprises an ESC sub-controller 15, an ESC motor pump 16, an ESC valve body 17, a brake master cylinder 18 and a liquid storage device 19, wherein the ESC sub-controller 15 is electrically connected with a main controller 10 in the EPB system, and the ESC valve body is respectively connected with the ESC sub-controller 15, the ESC motor pump 16, the brake master cylinder 18 and a brake caliper 14; the master cylinder 18 is connected to a reservoir 19. In addition, in the conventional ESC system, the master cylinder 18 may be connected to a pedal 21 of the vehicle through a vacuum booster 20.
In practical applications, under some special conditions (for example, exceeding a limit slope, or brake heat fading, etc.), the ESC sub-controller 15 may control the solenoid valve in the ESC valve 17 to open according to a parking signal sent by the main controller 10, and control the ESC motor pump 16 to pump hydraulic oil from the brake master cylinder 18 to the side of the brake caliper 14 to pressurize the brake caliper 14, so as to provide a clamping force required for parking to the brake caliper 14.
However, due to the poor pressurization capability of the ESC motor pump 16, conventional ESC systems provide a much lower clamping force to the brake caliper 14 than is required when the brake caliper 14 is parked. Thus, even if the ESC system assists the EPB system in providing clamping force to the brake caliper 14 under certain special circumstances, the brake motor 12 is still burdened.
Referring to fig. 2, which shows a schematic structural view of a conventional brake apparatus, as shown in fig. 2, the conventional brake apparatus may include: a brake motor 12, a speed reduction and execution mechanism 13 and a brake caliper 14; wherein, the brake caliper 14 may include a brake piston 141 and a caliper body 142; the output end of the brake motor 12 is connected with the input end of the speed reducing mechanism and execution mechanism 13, and the output end of the speed reducing mechanism and execution mechanism 13 is connected with the brake piston 141 of the brake caliper 14.
In practical applications, since the brake motor 12 is required to bear heavy load, the rotation speed of the brake motor 12 is often high, and the vibration frequency and noise of the brake motor 12 are correspondingly high, thereby affecting the service life of the brake motor 12. Furthermore, since the rotational speed of the brake motor 12 is high, a reduction and actuator 13 having a complicated structure, such as a multi-stage gear set, is required between the brake motor 12 and the brake caliper 14 to convert the high rotational speed of the brake motor 12 into a high torque output. However, the complicated deceleration and actuator 13 is liable to make the EPB system large in size and heavy, which is disadvantageous for the light weight design of the vehicle.
The embodiment of the application provides an electronic parking system, a parking device, an electronic parking method and a vehicle, aiming at the technical problem of heavy load of a brake motor in the prior art.
Example one
Referring to fig. 3, a schematic structural diagram of an electronic parking system according to an embodiment of the present application is shown, and as shown in fig. 3, the electronic parking system may include: the parking system comprises a control module 100, an electro-hydraulic module 200, a braking module 300, a parking execution module 400 and a sensing module 500;
the brake module 300 is connected with the electro-hydraulic module 200;
the parking execution module 400 may include: a first driving mechanism 410 and a locking mechanism 420 connected to the first driving mechanism 410, wherein the locking mechanism 420 is connected to the brake module 300;
the control module 100 controls the electro-hydraulic module 200 to drive the brake module 300 to move and controls the first driving mechanism 410 to drive the locking mechanism 420 to perform an operation according to the parking signal acquired by the sensing module 500; the above operations may include: the locking of the brake module 300 is performed or the locking of the brake module 300 is released.
In the embodiment of the application, since the electro-hydraulic module 200 is connected with the brake module 300, in the case that parking is required, the brake module 300 can be driven by the electro-hydraulic module 200 to move, so as to provide clamping force required by parking for the brake module 300.
The parking performing module 400 may include: the first driving mechanism 410 and the locking mechanism 420 connected with the first driving mechanism 410, the locking mechanism 420 is cooperatively connected with the brake module 300, and in the case that the electrohydraulic module 200 drives the brake module 300 to move, the first driving mechanism 410 may drive the locking mechanism 420 to perform an operation, specifically, the operation may include: the brake module 300 is locked or the brake module 300 is unlocked to achieve parking or release parking.
In the embodiment of the present application, since the clamping force of the brake module 300 is provided by the electro-hydraulic module 200, the first driving mechanism 410 only needs to drive the locking mechanism 420 to perform the above-mentioned operation, so that the load of the first driving mechanism 410 can be reduced, and the vibration frequency and noise of the first driving mechanism 410 can be reduced.
In addition, a speed reducing mechanism with a complicated structure can be avoided from being arranged between the first driving mechanism 410 and the locking mechanism 420 to transmit torque, so that the electronic parking system has a small volume and light weight, and is beneficial to light weight design of a vehicle.
In practical applications, the control module 100, the electro-hydraulic module 200, the braking module 300, the parking actuation module 400, and the sensing module 500 may be fixed to a vehicle chassis for braking the wheels. Of course, the specific locations of the control module 100, the electro-hydraulic module 200, the brake module 300, the parking actuation module 400, and the sensing module 500 may not be limited.
In the embodiment of the present application, the brake module 300 may be a module that directly acts on a brake disc of a hub of a vehicle and stops the vehicle from rotating, and specifically, the brake module 300 may be a brake caliper or the like. The electro-hydraulic module 200 may then apply pressure to the brake module 300 via the hydraulic oil to provide the brake module 300 with the clamping force described above during parking.
In the embodiment of the present application, the parking execution module 400 may be used to lock the brake module 300 or unlock the brake module 300. To lock or unlock the brake module 300, the parking execution module 400 may include: a first drive mechanism 410, and a locking mechanism 420 connected to the first drive mechanism 410.
In practical applications, the locking mechanism 420 has a function of mechanical locking, and the locking mechanism 420 can lock or unlock the brake module 300 through a matching connection with the brake module 300. The first driving mechanism 410 may be a power device such as a motor. Since the clamping force of the brake module 300 is provided by the electrohydraulic module 200, and the first driving mechanism 410 is only used for driving the locking mechanism 420 to lock the brake module 300 or unlock the brake module 300, the first driving mechanism 410 can use a low-rotation-speed high-torque dc motor, which not only reduces the cost and the weight, but also improves the durability, the operation time, the reduction ratio, the transmission path, the spatial arrangement size, and the like to different degrees.
Referring to fig. 4, which shows a schematic structural view of a braking apparatus of the present application, as shown in fig. 3 and 4, the braking apparatus may include: a brake module 300 and a parking performing module 400, wherein the parking performing module 400 may include: the brake device comprises a first driving mechanism 410 and a locking mechanism 420 connected with the first driving mechanism 410, wherein the locking mechanism 420 is connected with the brake module 300 in a matching way.
As shown in fig. 4, the locking mechanism 420 may include: a screw 421 and a nut 422 connected to the screw 421; the screw 422 is connected to the first driving mechanism 410; the screw sleeve 422 is matched and connected with the brake module 300; the equivalent friction angle of the screw 421 may be greater than the lead angle.
In the embodiment of the application, the equivalent friction angle can be used for representing the corresponding friction angle of the screw when different friction forms are finally converted into the most common inclined plane slide block form. The lead angle can be a lead angle, and particularly refers to an included angle between a tangent line of a spiral line on the medium-diameter cylinder and a plane perpendicular to the axis of the thread; the thread lead angle can influence the self-locking and the looseness prevention of the thread, and generally, the smaller the thread lead angle is, the better the self-locking capability is.
In practical application, an internal thread can be arranged in the screw sleeve 422, an external thread can be arranged outside the screw 421, and the screw sleeve 422 can be sleeved on the screw 421 to realize meshing connection between the two. Because the equivalent friction angle of the screw 421 is larger than the lead angle, under the condition of meshing connection between the screw 421 and the screw sleeve 422, the meshing connection between the screw 421 and the screw sleeve 422 can meet the self-locking condition, and therefore the function of mechanical locking can be realized. Since the screw sleeve 422 is connected with the brake module 300 in a matching manner, a mechanical locking function of the brake module 300 can be realized through a mechanical locking function between the screw 421 and the screw sleeve 422.
Specifically, since the screw 421 is connected to the first driving mechanism 410, in a situation that parking is required, the electro-hydraulic module 200 can drive the brake module 300 to move, and after a clamping force required during parking is achieved, the first driving mechanism 410 can drive the screw 421 to rotate so that the threaded sleeve 422 abuts against the brake module 300, so as to lock the brake module 300. In the event that parking release is required, the first drive mechanism 410 may drive the screw 421 to rotate back in reverse such that the nut 422 moves away from the brake module 300 to unlock the brake module 300, facilitating movement of the brake module 300 to release clamping force.
Alternatively, the brake module 300 may include: a brake piston 310, and a clamping member 320 connected to the brake piston 310; wherein, the brake piston 310 is connected with the screw sleeve 422 in a matching way.
In practical applications, the clamping member 320 and the brake piston 310 in the brake module 300 may be disposed on a brake disc of a vehicle hub, and the brake piston 310 may be connected to the electrohydraulic module 200, and the brake piston 310 may move toward the clamping member 320 and clamp the brake disc with the clamping member 320 under the driving of the electrohydraulic module 200.
Specifically, as the brake piston 310 is in fit connection with the threaded sleeve 422, in the case of parking is required, after the electrohydraulic module 200 drives the brake piston 310 to move to the target position during parking, the brake piston 310 can be locked by controlling the threaded sleeve 422 to abut against the brake piston 310, so that the brake piston 310 can be kept at the target position, and parking is achieved.
Optionally, the central line of the screw 421 coincides with the central line of the brake piston 310, and in practical applications, because the screw 422 is sleeved on the screw 421 and engaged with the screw 421, under the condition that the central line of the screw 421 coincides with the central line of the brake piston 310, the central line of the screw 422 coincides with the central line of the brake piston 310, so that the locking acting force applied to the brake piston 310 by the screw 422 can be more balanced, and further, the locking reliability of the screw 422 on the brake piston 310 can be improved.
Optionally, the locking mechanism 420 may further include: a spline 423 connected between the screw 421 and the first driving mechanism 410, that is, the screw 421 is connected to the output end of the first driving mechanism 410 via the spline 423, and directly transmits the output torque to the screw 421.
Alternatively, the first driving mechanism 410 may be a driving motor, an output terminal of the driving motor is connected to an output shaft, the output shaft is parallel to the screw 421, and a terminal of the output shaft and a terminal of the screw 421 are driven by a synchronous pulley. The driving motor and the screw 421 can be arranged in different axes, which is beneficial to the axial space arrangement of the brake module 300 and can reduce the adjustment proportion of the rotating speed of the driving motor.
Further, the first driving mechanism 410 may be a driving motor, an output terminal of the driving motor is connected to an output shaft, the output shaft is parallel to the screw 421, and the end of the output shaft and the end of the screw 421 are transmitted through a speed reducing mechanism, so that the driving motor and the screw are arranged in different axes, which is beneficial to the axial spatial arrangement of the braking module 300, and the adjustment ratio of the rotation speed of the driving motor is further reduced, which is beneficial to the type selection of the driving motor.
A specific example of an operation process of an electronic parking system according to an embodiment of the present application is provided below.
In the event parking is required, the brake piston 310 of the brake module 300 may be first driven by the electro-hydraulic module 200 toward the clamping member 320 to provide the brake module 300 with the clamping force required to park the vehicle. During the process of moving the brake piston 310, the first driving mechanism 410 can be further controlled to drive the screw 421 to rotate, the screw 422 is driven to translate through the rotation of the screw 421, the screw 422 is in spline connection with the inner surface of the brake piston 310, the brake piston 310 limits the rotation of the screw 422, so that the rotation is converted into linear reciprocating motion, the screw 422 can move towards the clamping member 320 along with the brake piston 310, the position of the brake piston 310 is not changed until the clamping force between the brake piston 310 and the clamping member 320 reaches the clamping force required during parking, and the screw 422 can be abutted against the brake piston 310 to lock the brake piston 310. The electro-hydraulic module 200 may then be released and the clamping force required to park the vehicle may be maintained by the locking mechanism 400.
In the case that parking needs to be released, the brake piston 310 may be controlled to move by the electro-hydraulic module 200 to provide a force corresponding to the clamping force required for parking the vehicle, so that the locking mechanism 400 is no longer under the pressure of the brake module 300; then the first driving mechanism 410 drives the screw 421 to rotate back in a reverse direction, so that the screw sleeve 422 is far away from the brake module 300 to release the locking of the brake module 300; the electro-hydraulic module 200 is then released.
As can be seen from the above example, during parking and parking, the clamping force of the brake module 300 is provided by the electro-hydraulic module 200, and the first driving mechanism 410 may be used to drive the locking mechanism 420 to lock the brake module 300 or to unlock the brake module 300. Thus, it is possible to reduce the load of the first drive mechanism 410, and to reduce the vibration frequency and noise of the first drive mechanism 410. In addition, a speed reducing mechanism with a complicated structure can be avoided from being arranged between the first driving mechanism 410 and the locking mechanism 420 to transmit torque, so that the electronic parking system has a small volume and light weight, and is beneficial to light weight design of a vehicle.
Optionally, the electro-hydraulic module 200 may include: a driving device 210, a valve body 220, a brake master cylinder 230, an electro-hydraulic master cylinder 240 and a liquid storage device 250; the driving device 210 is electrically connected with the control module 100, and drives the electro-hydraulic master cylinder 240 to move according to a control command of the control module 100; the brake master cylinder 230 and the electro-hydraulic master cylinder 240 are connected to a reservoir device 250; the first end of the valve body 220 is connected with the brake master cylinder 230, the second end of the valve body 220 is connected with the electro-hydraulic master cylinder 240, and the third end of the valve body 220 is connected with the brake module 230. In practical applications, a solenoid valve is disposed in the valve body 220, and the solenoid valve in the valve body 220 can be used to close the first end of the valve body 220 when the driving device 210 drives the electro-hydraulic master cylinder 240 to move.
In this embodiment of the application, when the sensing module 500 acquires a parking signal, the control module 100 may control the solenoid valve in the valve body 220 to close the first end of the valve body 220, and control the driving device 210 to pressurize the hydraulic oil in the electro-hydraulic master cylinder 240, so as to transmit the hydraulic action of the driving device 210 on the electro-hydraulic master cylinder 240 to the brake module 300, so as to pressurize the brake module 300, so that the brake module 300 obtains a clamping force required for parking. Meanwhile, the control module 100 may also control the first driving mechanism 410 to drive the locking mechanism 420 to move, so as to lock the brake module 300. Then, the control module 100 controls the driving device 210 to release the pressure of the hydraulic oil in the electro-hydraulic master cylinder 240, and the mechanical locking action of the locking mechanism 420 maintains the current required parking force, thereby completing the parking process.
Under the condition that parking needs to be released, when the sensing module 500 acquires a parking release signal, the control module 100 may control the electromagnetic valve in the valve body 220 to close the first end of the valve body 220, and control the driving device 210 to pressurize hydraulic oil in the electro-hydraulic master cylinder 240, so as to transmit the hydraulic action of the driving device 210 on the electro-hydraulic master cylinder 240 to the brake module 300, so as to pressurize the brake module 300 until the pressure reaches a clamping force required for parking. Then, the control module 100 may control the first driving mechanism 410 to reverse to control the locking mechanism 420 to release the locking of the brake module 300. Finally, the control module 100 controls the driving device 210 to release the pressure of the hydraulic oil in the electro-hydraulic master cylinder, thereby completing the parking releasing process.
Further, the driving device 210 may include: a second driving mechanism, a speed reducing mechanism and a ball screw mechanism; wherein, the input end of the second driving mechanism is electrically connected with the control module 100; the output end of the second driving mechanism is connected with the input end of the speed reducing mechanism; the ball screw mechanism may include: the screw rod and the nut engaged with the screw rod, the nut is connected with the output end of the speed reducing mechanism, and the screw rod is connected with the electro-hydraulic piston in the electro-hydraulic master cylinder 240. In practical applications, the rotation speed of the second driving mechanism may be high, the speed reducing mechanism may convert the high rotation speed output of the second driving mechanism into a high torque output, the ball screw mechanism may convert the high torque rotational motion of the speed reducing mechanism into a linear motion with a large driving force, and the electro-hydraulic piston in the electro-hydraulic master cylinder 240 is connected to the screw, so the ball screw mechanism may provide a large pressure to the electro-hydraulic master cylinder 240 to pressurize the electro-hydraulic master cylinder 240, and pressurize the brake module 300 by pressurizing the electro-hydraulic master cylinder 240.
In the above-mentioned electro-hydraulic module in the embodiment of the present application, since the driving device 210 can provide a relatively large pressure to the electro-hydraulic master cylinder 240, correspondingly, the electro-hydraulic master cylinder 240 can provide a relatively large pressure to the brake module 300, so that the brake module 300 can obtain a clamping force required for parking.
Specifically, for traditional motor pressure building mode, the electricity liquid module 200 in this application embodiment can promote single pressure building ability, specifically, the single pressure building ability of electricity liquid module 200 can be more than or equal to 16Mpa, is greater than the equivalent hydraulic pressure 13Mpa of the required clamp force when the rear wheel parking of vehicle, and the adaptability is stronger. Moreover, the electro-hydraulic module 200 may also increase the build-up speed. In the embodiment of the application, the 10Mpa pressure building time of the electro-hydraulic module 200 can be less than or equal to 200ms, so that the action time is shortened, and the pressure building efficiency is improved. In addition, compared with the traditional motor voltage build-up mode, the voltage build-up endurance capacity of the electro-hydraulic module 200 is strong, the voltage build-up endurance times are more than or equal to 220 ten thousand, and the requirements on the driving and parking braking times within the service life range of the whole vehicle are far greater.
Referring to fig. 5, a schematic diagram of a parking flow signal variation of the embodiment of the present application is shown, where a denotes a clamping force required for parking (kN), B denotes a hydraulic pressure (kN), C denotes an electric current (a) through the first drive mechanism, and D denotes a mechanical clamping force (kN).
Specifically, the current is a driving current of the first driving mechanism 410, the mechanical clamping force is a force of the first driving mechanism 410 driving the locking mechanism 420 to move forward, and the hydraulic pressure is a hydraulic oil pressure borne by the brake module 300. As shown in fig. 5, at each parking, the first driving mechanism 410 is powered at T1, and the current of the first driving mechanism 410 rises and simultaneously activates the driving device 210 to start increasing the mechanical pressure to the electro-hydraulic master cylinder 240, and converts the mechanical pressure into hydraulic pressure and transmits the hydraulic pressure to the brake module 300 through hydraulic oil.
At T2, after the hydraulic pressure experienced by the brake module 300 reaches the clamping force required to park the vehicle, the brake piston 310 in the brake module 300 is pushed to the parking required position and the hydraulic pressure is increased to the parking force required, stopping pressurization and maintaining the current hydraulic pressure. The mechanically lockable nut 422 is then pushed against the brake piston 310 by the first drive mechanism 410 and, at T3, is pushed against the current position of the brake piston 310 and abuts, as a result of the nut 422 abutting against the brake piston 310, a slightly increased mechanical clamping force is generated, and a continuously increasing current signal is generated. Based on the current signal at T3, the power supply to the first drive mechanism 410 may be stopped and the hydraulic pressure of the electro-hydraulic module 200 may be released to release the electro-hydraulic module 200, and the parking may be achieved by the mechanical locking action of the screw 421 and the nut 422 against the brake piston 310.
Referring to fig. 6, a schematic diagram of a signal change of a parking release process according to an embodiment of the present application is shown, where a denotes a clamping force (kN) required for parking, B denotes a hydraulic pressure (kN), C denotes an electric current (a) passing through a first driving mechanism, and D denotes a mechanical clamping force (kN).
As shown in fig. 6, at each parking, the first driving mechanism 410 is powered at T4 to control the first driving mechanism 410 to reverse direction, the current of the first driving mechanism 410 is increased, and the driving device 210 is started to increase the mechanical pressure to the electrohydraulic master cylinder 240, convert the mechanical pressure to hydraulic pressure and transmit the hydraulic pressure to the brake module 300 through hydraulic oil, and make the hydraulic pressure borne by the brake module 300 greater than the parking clamping force of the current parking state, so that the brake piston 310 slightly moves forward to release the locking mechanism 420.
At T5, when the current is decreased from the loaded current to the unloaded current, the abutting contact between the nut 422 and the brake piston 310 is released, that is, the lock of the brake piston 300 by the lock mechanism 400 is released, and the resistance force generated by the brake piston 310, which is no longer received by the first drive mechanism 410, is released, so that the mechanical clamping force is decreased. The first driving mechanism 410 continues to rotate reversely without load until T6, and the first driving mechanism 410 stops moving under the action of the back electromotive force to retract the threaded sleeve 422 to the normal release position, so that the position of the threaded sleeve 422 does not affect the retraction displacement of the brake piston 310, and the drag brake is prevented from being caused. Meanwhile, the driving device 210 starts to release pressure at the position T6, and the hydraulic pressure of the electro-hydraulic master cylinder 240 on the brake piston 310 is released, so that the brake piston 310 normally returns, and the parking release is realized.
In addition, the electronic parking system in the embodiment of the present application may further include: the pedal 600, the foot feeling simulator 700, and the master cylinder 220 are connected in this order.
In summary, in the electronic parking system provided in the embodiment of the present application, since the electro-hydraulic module is connected to the brake module, the brake module can be driven by the electro-hydraulic module to move when parking is required, so as to provide a clamping force required for parking for the brake module. The parking execution module may include: the brake device comprises a first driving mechanism and a locking mechanism connected with the first driving mechanism, wherein the locking mechanism is cooperatively connected with the brake module, and when the electrohydraulic module drives the brake module to move, the first driving mechanism can drive the locking mechanism to perform operation, and specifically, the operation can comprise: and locking the brake module or unlocking the brake module to realize parking or unlocking the parking.
In the embodiment of the present application, since the clamping force of the brake module is provided by the electro-hydraulic module, and the first driving mechanism is configured to drive the locking mechanism to perform the operation, the load of the first driving mechanism can be reduced, so that the load of the first driving mechanism is smaller, and the vibration frequency and the noise of the first driving mechanism are correspondingly smaller.
In addition, in the embodiment of the present application, when the first driving mechanism is lowered, it is possible to avoid providing a speed reduction mechanism with a relatively complicated structure between the first driving mechanism and the locking mechanism to transmit the torque, so that the volume and the weight of the electronic parking system can be reduced, which is beneficial to the light weight design of the vehicle.
Example two
The embodiment of the present application further provides a braking device, and the braking device may specifically include: braking module and parking execution module, wherein, above-mentioned parking execution module specifically includes: the brake device comprises a first driving mechanism and a locking mechanism connected with the first driving mechanism, wherein the locking mechanism is connected with the brake module in a matching way.
Alternatively, in the braking device, the locking mechanism may include: the screw rod and the thread sleeve are in threaded connection with the screw rod; wherein, the screw rod is connected with the output end of the first driving mechanism;
the threaded sleeve is matched and connected with the brake module;
the equivalent friction angle of the screw is greater than the lead angle.
Optionally, in the braking device, the braking module may include: a brake piston and a clamp connected to the brake piston; wherein, the brake piston is connected with the threaded sleeve in a matching way.
Alternatively, in the above-described brake device, a center line of the screw coincides with a center line of the brake piston;
the brake piston is provided with a sleeving hole, and the shape of the sleeving hole is matched with that of the threaded sleeve.
Alternatively, in the braking device, the locking mechanism may further include: and a spline connected between the screw and the first drive mechanism.
In this embodiment, the specific working process of the braking device just needs to refer to the braking device shown in fig. 4 in the first embodiment, which is not described herein again.
In an embodiment of the present application, the parking execution module may include: the brake device comprises a first driving mechanism and a locking mechanism connected with the first driving mechanism, wherein the locking mechanism is connected with the brake module in a matching way. In the case that parking or parking release is required, the first driving mechanism may drive the locking mechanism to perform an operation, specifically, the operation may include: and locking the brake module or unlocking the brake module to realize parking or unlocking the parking.
In the embodiment of the present application, since the clamping force of the brake module is provided by the electro-hydraulic module, and the first driving mechanism is configured to drive the locking mechanism to perform the operation, the load of the first driving mechanism can be reduced, so that the load of the first driving mechanism is smaller, and the vibration frequency and the noise of the first driving mechanism are correspondingly smaller.
In addition, in the embodiment of the present invention, when the first driving mechanism is lowered, it is possible to avoid providing a speed reduction mechanism having a complicated structure between the first driving mechanism and the locking mechanism to transmit the torque, so that the volume and weight of the braking device can be reduced, which is advantageous for the light weight design of the vehicle. .
EXAMPLE III
Referring to fig. 7, a flowchart illustrating steps of an electronic parking method provided in an embodiment of the present application may specifically include:
step 701: and receiving the parking signal acquired by the sensing module.
Step 702: according to the parking signal, sending a first control instruction to the electro-hydraulic module, and sending a second control instruction to the first driving mechanism; the first control instruction is used for driving the brake module to move; the second control instruction is used for driving the locking mechanism to execute operation; the above operations include: and locking the brake module or unlocking the brake module.
According to the electronic parking method, when the parking signal acquired by the sensing module is received, the electro-hydraulic module is controlled through the first control instruction to drive the brake module to operate to achieve the clamping force required by parking, meanwhile, the first driving mechanism is controlled through the second control instruction to drive the locking mechanism to lock the brake module, then the electro-hydraulic module stops acting on the brake module, and the clamping force required by parking can be provided through the locking mechanism to maintain the parking state. In the parking process, as the clamping force of the brake module is provided by the electro-hydraulic module, the first driving mechanism only needs to drive the locking mechanism to lock the brake module, and the first driving mechanism is used for driving the locking mechanism to execute the operation, the load of the first driving mechanism can be reduced, the load of the first driving mechanism is smaller, and the vibration frequency and the noise of the first driving mechanism are correspondingly smaller. In addition, in the embodiment of the present application, when the first driving mechanism is lowered, it is possible to avoid providing a speed reduction mechanism with a relatively complicated structure between the first driving mechanism and the locking mechanism to transmit the torque, so that the volume and the weight of the electronic parking system can be reduced, which is beneficial to the light weight design of the vehicle.
And under the condition of receiving the parking releasing signal collected by the sensing module, the electro-hydraulic module is controlled by the first control instruction to drive the brake module to run to achieve the clamping force required by parking, meanwhile, the first driving mechanism is controlled by the second control instruction to drive the locking mechanism to release the locking of the brake module, after the locking is released, the vehicle is still in the parking state due to the action of the brake module of the electro-hydraulic module, the electro-hydraulic module is continuously controlled to stop acting on the brake module, the parking state can be released, and the parking releasing process is completed. In the parking process, the clamping force of the brake module is still provided by the electro-hydraulic module, and the first driving mechanism only needs to drive the locking mechanism to execute the operation of unlocking the brake module, so that the load of the first driving mechanism can be reduced, the load of the first driving mechanism is smaller, and the vibration frequency and the noise of the first driving mechanism are correspondingly smaller.
In this embodiment, the specific implementation process of the electronic parking method may refer to the electronic parking system in the first embodiment, which is not described herein again.
In summary, the electronic parking method according to the embodiment of the present application includes at least the following advantages:
in the embodiment of the application, when a parking signal acquired by a sensing module is received, an electro-hydraulic module is controlled to drive a braking module to operate to achieve the clamping force required by parking through a first control instruction, meanwhile, a first driving mechanism is controlled to drive a locking mechanism to lock the braking module through a second control instruction, then the electro-hydraulic module stops acting on the braking module, and the clamping force required by parking can be provided through the locking mechanism to maintain the parking state. Since the clamping force of the brake module is provided by the electro-hydraulic module and the first driving mechanism is used for driving the locking mechanism to execute the operation, the load of the first driving mechanism can be reduced, so that the load of the first driving mechanism is smaller, and the vibration frequency and the noise of the first driving mechanism are correspondingly smaller. In addition, in the embodiment of the present application, when the first driving mechanism is lowered, it is possible to avoid providing a speed reducing mechanism with a complicated structure between the first driving mechanism and the locking mechanism to transmit torque, so that the volume and weight of the electronic parking system for executing the electronic parking method can be reduced, which is beneficial to light weight design of a vehicle.
The embodiment of the application also provides a vehicle, wherein the vehicle can comprise the electronic parking system. In practical applications, the vehicle may further include a chassis, and the electronic parking system may be disposed on the chassis.
The embodiment of the application also provides a vehicle, wherein the vehicle can comprise the braking device.
Technical details and advantages of the vehicle have been described in detail in the electronic parking system and the brake device, and will not be described herein.
The embodiments in the present specification are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.
Claims (15)
1. An electronic parking system, comprising: the parking brake system comprises a control module, an electro-hydraulic module, a brake module, a parking execution module and a sensing module; wherein the content of the first and second substances,
the brake module is connected with the electro-hydraulic module;
the parking execution module includes: the brake device comprises a first driving mechanism and a locking mechanism connected with the first driving mechanism, wherein the locking mechanism is connected with the brake module in a matching way;
the control module controls the electro-hydraulic module to drive the brake module to move and controls the first driving mechanism to drive the locking mechanism to execute operation according to the parking signal acquired by the sensing module; the operations include: and locking the brake module or unlocking the brake module.
2. The system of claim 1, wherein the locking mechanism comprises: the screw rod and the screw sleeve are connected with the screw rod; wherein the content of the first and second substances,
the screw is connected with the first driving mechanism;
the threaded sleeve is connected with the brake module in a matched manner;
the equivalent friction angle of the screw is greater than the lead angle.
3. The system of claim 2, wherein the braking module comprises: a brake piston, and a clamp connected to the brake piston; wherein the content of the first and second substances,
the brake piston is connected with the threaded sleeve in a matching mode.
4. The system of claim 3, wherein a centerline of the screw coincides with a centerline of the brake piston;
the brake piston is provided with a sleeving hole, and the shape of the sleeving hole is matched with that of the threaded sleeve.
5. The system of claim 2, wherein the locking mechanism further comprises: a spline connected between the screw and the first drive mechanism.
6. The system of claim 1, wherein the electro-hydraulic module comprises: the brake system comprises a driving device, a valve body, a brake main cylinder, an electro-hydraulic main cylinder and a liquid storage device; wherein the content of the first and second substances,
the driving device is electrically connected with the control module and drives the electro-hydraulic master cylinder to move according to a control command of the control module;
the brake master cylinder and the electro-hydraulic master cylinder are both connected with the liquid storage device;
the first end of the valve body is connected with the brake master cylinder, the second end of the valve body is connected with the electro-hydraulic master cylinder, and the third end of the valve body is connected with the brake module.
7. The system of claim 6, wherein the drive means comprises: a second driving mechanism, a speed reducing mechanism and a ball screw mechanism; wherein the content of the first and second substances,
the input end of the second driving mechanism is electrically connected with the control module;
the output end of the second driving mechanism is connected with the input end of the speed reducing mechanism;
the ball screw mechanism comprises a screw and a nut meshed with the screw, the nut is connected with the output end of the speed reducing mechanism, and the screw is connected with an electro-hydraulic piston in the electro-hydraulic master cylinder.
8. A brake apparatus, comprising: a brake module and a parking execution module, wherein,
the parking execution module includes: the brake device comprises a first driving mechanism and a locking mechanism connected with the first driving mechanism, wherein the locking mechanism is connected with the brake module in a matched manner.
9. The device of claim 8, wherein the locking mechanism comprises: the screw rod and the screw sleeve are in threaded connection with the screw rod; wherein the content of the first and second substances,
the screw is connected with the output end of the first driving mechanism;
the threaded sleeve is connected with the brake module in a matched manner;
the equivalent friction angle of the screw is greater than the lead angle.
10. The apparatus of claim 9, wherein the braking module comprises: a brake piston and a clamping member connected to the brake piston; wherein the content of the first and second substances,
the brake piston is connected with the threaded sleeve in a matching mode.
11. The device of claim 10, wherein a centerline of the screw coincides with a centerline of the brake piston;
and a sleeving hole is formed in the brake piston, and the shape of the sleeving hole is matched with that of the threaded sleeve.
12. The apparatus of claim 9, wherein the locking mechanism further comprises: a spline connected between the screw and the first drive mechanism.
13. An electronic parking method, comprising:
receiving a parking signal acquired by a sensing module;
according to the parking signal, sending a first control instruction to an electro-hydraulic module, and sending a second control instruction to a first driving mechanism; the first control instruction is used for driving the brake module to move; the second control instruction is used for driving the locking mechanism to execute operation; the operations include: and locking the brake module or unlocking the brake module.
14. A vehicle, characterized by comprising: electronic parking system according to one or more of claims 1 to 7.
15. A vehicle, characterized by comprising: braking device according to one or more of claims 8 to 12.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910914093.1A CN112550246A (en) | 2019-09-25 | 2019-09-25 | Electronic parking system, brake device, electronic parking method and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910914093.1A CN112550246A (en) | 2019-09-25 | 2019-09-25 | Electronic parking system, brake device, electronic parking method and vehicle |
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| Publication Number | Publication Date |
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| CN112550246A true CN112550246A (en) | 2021-03-26 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910914093.1A Pending CN112550246A (en) | 2019-09-25 | 2019-09-25 | Electronic parking system, brake device, electronic parking method and vehicle |
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| CN114620020A (en) * | 2022-03-01 | 2022-06-14 | 菲格智能科技有限公司 | Fixed clamp parking method and system for vehicle and vehicle |
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