CN115217870A - Brake caliper, brake system, automobile and design method - Google Patents
Brake caliper, brake system, automobile and design method Download PDFInfo
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- CN115217870A CN115217870A CN202210906330.1A CN202210906330A CN115217870A CN 115217870 A CN115217870 A CN 115217870A CN 202210906330 A CN202210906330 A CN 202210906330A CN 115217870 A CN115217870 A CN 115217870A
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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
- F16D65/00—Parts or details
- F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
- F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
- F16D65/18—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes
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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
- 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
- F16D55/228—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 separate actuating member for each side
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/10—Geometric CAD
- G06F30/15—Vehicle, aircraft or watercraft design
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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
- F16D2055/0004—Parts or details of disc brakes
- F16D2055/0016—Brake calipers
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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
- F16D2055/0004—Parts or details of disc brakes
- F16D2055/0033—Fully-enclosing housings
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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
- F16D2121/00—Type of actuator operation force
- F16D2121/18—Electric or magnetic
- F16D2121/24—Electric or magnetic using motors
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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
- F16D2125/00—Components of actuators
- F16D2125/18—Mechanical mechanisms
- F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
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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
- 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
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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
- F16D2125/00—Components of actuators
- F16D2125/18—Mechanical mechanisms
- F16D2125/44—Mechanical mechanisms transmitting rotation
- F16D2125/46—Rotating members in mutual engagement
- F16D2125/48—Rotating members in mutual engagement with parallel stationary axes, e.g. spur gears
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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
- 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
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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
- F16D2131/00—Overall arrangement of the actuators or their elements, e.g. modular construction
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Abstract
The invention relates to a brake caliper, a brake system, an automobile and a design method, wherein the brake caliper comprises a shell, a brake disc, a brake pad and an actuating assembly arranged in the shell, the actuating assembly comprises a transmission mechanism, a conversion mechanism, a speed reduction mechanism and at least two motors, power output ends of the at least two motors are in transmission connection with a power input end of the speed reduction mechanism through the transmission mechanism, a power output end of the speed reduction mechanism is in transmission connection with a power input end of the conversion mechanism, the conversion mechanism can convert rotary motion of the power input end of the speed reduction mechanism into linear motion of the power output end of the speed reduction mechanism, and the power output end of the conversion mechanism can drive the brake pad to tightly abut against the brake disc in a linear motion mode. According to the invention, through reasonably arranging the structure of the brake caliper, the reliability of the electronic mechanical brake caliper can be improved, the braking safety of an electronic mechanical braking system can be improved, and the dragging force generated by arranging at least two motors on the actuating assembly can be prevented.
Description
Technical Field
The invention relates to an automobile, in particular to a brake caliper, a brake system, an automobile and a design method.
Background
Today, when society, economy and science and technology are rapidly developed, people pursue automobile dynamic property and comfort, and meanwhile concern about automobile safety is higher and higher. The braking performance of the automobile is particularly important, because the braking performance of the automobile is directly related to the safety of life and property, and good braking performance is the basic guarantee for safe driving of the automobile.
The hydraulic brake system widely applied to the existing automobile mainly comprises a brake pedal, a brake master cylinder, a vacuum booster, a hydraulic pipeline, a brake wheel cylinder, a brake and the like. When the automobile is required to be braked, a driver steps on a brake pedal, under the action of a series of mechanical structures and a vacuum booster, oil in a brake master cylinder flows into each wheel cylinder through a brake pipeline at a certain pressure, and finally a disc type or drum type brake is driven to complete braking action, so that the wheels are braked. The hydraulic brake has become a very mature technology after long development, and the existing cars basically adopt a hydraulic brake system.
Although the hydraulic brake system is widely used, the hydraulic brake system has some problems as follows: the hydraulic brake system has more mechanical parts and hydraulic pipelines, the vacuum booster has larger volume, and particularly after the hydraulic brake system integrates the electric control functions of ABS, TCS, ESP and the like, the hydraulic brake system is more complex and has large arrangement and assembly difficulty; the hydraulic oil of the hydraulic braking system needs to be replaced regularly, and the hidden danger of hydraulic oil leakage exists in the using process, so that the environmental pollution is easily caused; for a new energy automobile which is provided with a braking energy recovery system and lacks a power-assisted vacuum source, the hydraulic braking system is limited in use and is difficult to match.
With the development of science and technology, an electronic mechanical brake system with more compact structure, larger output brake force and more reliable operation is produced. Since the above-mentioned problems, which plague hydraulic brake systems, can be solved for many years, electromechanical brake systems have become one of the trends in the research of brake technology. Compared with the traditional hydraulic braking system, the electronic mechanical braking system takes electric energy as an energy source, the motor drives the brake pad to compress the brake disc to realize the braking function, the energy is transmitted by the electric wire, and the data wire transmits signals. The simple structure and high efficiency of the electromechanical braking system greatly improve the braking safety of the automobile.
In order to ensure the braking safety, the automobile braking system needs a certain redundancy, and the electromechanical braking system can not utilize the redundancy structure of the traditional braking system because the mechanical hydraulic connection between a brake pedal and a brake is cancelled, so that the design of the redundancy of the electromechanical braking system is required to be reconsidered from the aspects of structure and control, the reliability of the electromechanical braking system is ensured, and the braking safety is further ensured.
Disclosure of Invention
The invention aims to provide a brake caliper, a brake system, an automobile and a design method, which are beneficial to improving the braking safety.
The brake caliper is characterized by further comprising an actuating assembly arranged in the shell, wherein the actuating assembly comprises a transmission mechanism, a conversion mechanism, a speed reducing mechanism and at least two motors, power output ends of the at least two motors are in transmission connection with power input ends of the speed reducing mechanism through the transmission mechanism, power output ends of the speed reducing mechanism are in transmission connection with power input ends of the conversion mechanism, the conversion mechanism can convert rotary motion of the power input ends of the speed reducing mechanism into linear motion of the power output ends of the conversion mechanism, and the power output ends of the conversion mechanism do linear motion and can drive the brake pads to abut against the brake disc.
Optionally, two brake pads are disposed on two sides of the brake disc, and two actuating assemblies are disposed in the housing, one of the actuating assemblies being capable of driving one of the brake pads against the brake disc, and the other of the actuating assemblies being capable of driving the other of the brake pads against the brake disc.
Optionally, the brake caliper is a fixed brake caliper.
Optionally, at least two motors are respectively arranged on the periphery of the conversion mechanism, and the central axes of the at least two motors are parallel to the central axis of the conversion mechanism.
Optionally, the transmission mechanism is an ordinary gear train transmission mechanism.
Optionally, the transmission mechanism includes at least two motor output gears, at least two duplicate gears, a third transmission gear, and a transmission output shaft connected to the third transmission gear, at least two of the motor output gears are respectively installed on the motor output shafts of at least two of the motors, at least two of the duplicate gears are respectively provided with a first transmission gear and a second transmission gear, at least two of the first transmission gears are respectively engaged with at least two of the motor output gears, at least two of the second transmission gears are both engaged with the third transmission gear, and the transmission output shaft is in transmission connection with the power input end of the reduction mechanism.
Optionally, the number of teeth of the third transmission gear is greater than the number of teeth of the second transmission gear.
Optionally, the conversion mechanism is a reverse planetary roller screw.
Optionally, the speed reducing mechanism is a two-stage planetary gear speed reducing mechanism.
Optionally, at least two of the motors are brushless dc motors.
Optionally, the stator of the brushless dc motor surrounds the periphery of the rotor of the brushless dc motor, the permanent magnet of the brushless dc motor is disposed on the rotor of the brushless dc motor, and the stator of the brushless dc motor is matched with the motor mounting hole on the housing.
Optionally, the housing includes a caliper housing and a reduction box housing fixedly connected to the caliper housing, the conversion mechanism and the at least two motors are both disposed in the caliper housing, and the transmission mechanism and the reduction mechanism are both disposed in the reduction box housing.
Optionally, the actuating assembly further comprises a piston disposed in the housing in a manner capable of moving along a straight line, the piston being disposed between a power output end of the conversion mechanism and the brake pad, the power output end of the conversion mechanism driving the brake pad against the brake disc by pushing the piston.
The invention provides a brake system comprising a brake caliper according to any one of the above.
An automobile comprising a brake caliper according to any one of the preceding claims.
The design method of the brake caliper is used for designing the brake caliper, the conversion mechanism is a planetary roller screw, and the speed reduction mechanism is a planetary gear speed reduction mechanism; the method comprises the following steps:
s1, calculating the maximum clamping force of a brake caliper and the time for eliminating a disc clearance according to vehicle parameters, wherein the disc clearance is a clearance between a brake disc and a brake pad;
s2, checking the braking capacity of the brake caliper according to the regulation requirement;
s3, primarily selecting the transmission ratio and the lead of the planetary roller screw, and calculating the rated dynamic load of the planetary roller screw;
s4, determining the structural shape of the planetary roller screw and selecting the planetary roller screw;
s5, calculating the driving torque, the transmission efficiency and the transmission ratio of the planetary roller screw;
s6, checking the strength of the planetary roller screw, and checking the strength of the planetary roller screw according to the parameters of the whole vehicle;
s7, judging whether the strength of the planetary roller screw meets the requirement, if not, returning to S3 to adjust the transmission ratio and the lead of the planetary roller screw until the strength of the planetary roller screw meets the requirement, calculating the maximum driving torque of the planetary roller screw, and selecting the transmission ratio of a planetary gear speed reducing mechanism;
s8, selecting a type and checking strength of the planet wheel speed reducing mechanism;
s9, calculating the output power, the rotating speed and the torque of the motor;
s10, selecting a type of the motor;
s11, determining technical parameters and structural dimensions of the brake caliper, determining a brake caliper reduction ratio and output characteristics of a motor through reverse deduction from the maximum clamping force of the brake caliper based on the design results of S1-S10, and determining the technical parameters and the structural dimensions of the brake caliper;
and S12, manufacturing a brake caliper sample piece, and performing strength checking and test verification.
According to the invention, through reasonably arranging the structure of the brake caliper, the reliability of the electronic mechanical brake caliper can be improved, the braking safety of an electronic mechanical braking system can be improved, and the problem of drag force generated by arranging at least two motors on the actuating assembly can be reduced or eliminated.
Drawings
FIG. 1 is a schematic structural view of a brake caliper according to an embodiment;
FIG. 2 is an enlarged view of portion A of FIG. 1;
FIG. 3 is a flow chart of a method of designing a brake caliper according to an embodiment;
FIG. 4 is a functional logic diagram of a braking system according to an embodiment;
FIG. 5 is a table of information for additional function modules, in accordance with an exemplary embodiment;
FIG. 6 is a schematic diagram of a reverse planetary roller screw according to an embodiment;
FIG. 7 is a schematic diagram of a reverse planetary roller screw according to an embodiment.
In the figure: 1-a brake caliper housing; 2-a brake disc; 3, a brake block; 4, a motor; 5, a transmission mechanism; 6-a speed reduction mechanism; 7-planetary roller screw; 8-a piston; 9-reduction gearbox housing; 10-copper sheathing;
41-a stator; 42-a rotor;
51-motor output gear; 52-intermediate shaft; 53-a first transmission gear; 54 — a second drive gear; 55-third transmission gear; 56-transmission output shaft;
61-a first sun gear; 62-a first annulus gear; 63-a first planet; 64 — a first carrier; 65 — a second sun gear; 66-a second annulus gear; 67 — second planet wheel; 68 — a second planet carrier;
71-a lead screw; 72-roller; 73-a nut; 74-roller gear; 75-roller planet carrier.
Detailed Description
The invention will be further described with reference to the accompanying drawings.
The brake caliper shown in fig. 1 and 2 comprises a housing, a brake disc 2, a brake pad 3, and an actuating assembly disposed in the housing, wherein the actuating assembly comprises a transmission mechanism 5, a conversion mechanism, a speed reduction mechanism 6, and two motors 4, power output ends of the two motors 4 are in transmission connection with a power input end of the speed reduction mechanism 6 through the transmission mechanism 5, a power output end of the speed reduction mechanism 6 is in transmission connection with a power input end of the conversion mechanism, the conversion mechanism can convert a rotary motion of the power input end into a linear motion of the power output end, and the power output end of the conversion mechanism can drive the brake pad 3 to abut against the brake disc 2 to achieve braking.
By adopting the technical scheme, the brake is realized by driving one brake pad 3 by the two motors 4, and the two motors 4 are safe backups for each other, so that the reliability of the brake caliper can be improved, and the braking safety of an electronic mechanical braking system can be improved;
the two motors 4 perform speed reduction and torque increase through the same speed reduction mechanism 6, on one hand, the motor has the advantages of simple structure and few parts, and is beneficial to controlling the cost and reducing the failure rate;
on the other hand, if each motor is provided with one speed reducing mechanism for reducing speed and increasing torque, and then the torque output by the two speed reducing mechanisms is transmitted to the converting mechanism through the transmission mechanism, because the two motors are difficult to ensure synchronous rotation, the speed reducing mechanism corresponding to the later-rotating motor can block the first-rotating motor from driving the later-rotating motor, so that larger drag force can be generated, and especially when the two speed reducing mechanisms adopt the planetary gear speed reducing mechanisms, the larger drag force can be easily generated; therefore, the scheme that each motor is provided with one speed reducing mechanism and the torque output by the two speed reducing mechanisms is transmitted to the converting mechanism through the transmission mechanism is difficult to implement practically and meet the use requirement of a real vehicle; and adopt two motors 4 to carry out the scheme of speed reduction increase square through same reduction gears 6, can alleviate or eliminate actuating assembly and produce the problem of dragging force because of setting up two motors 4, can also alleviate or eliminate the problem that the dragging force appears when realizing safe backup, promoting the redundancy, can satisfy the operation requirement of real car, can the actual application on real car.
In some embodiments, two brake pads 3 are disposed on two sides of the brake disc 2, and two actuating assemblies are disposed in the housing, one actuating assembly can drive one brake pad 3 to tightly abut against the brake disc 2, the other actuating assembly can drive the other brake pad 3 to tightly abut against the brake disc 2, and the two brake pads 3 are used to clamp the brake disc 2 to achieve braking. Through setting up two braking pieces 3 to utilize two actuating components to act on two braking pieces 3 respectively, on the one hand, can promote the brake force of braking pincers, promote the brake performance of braking pincers, on the other hand, two actuating components are each other safe backup, can promote the reliability of braking pincers, can improve electronic machinery braking system's braking security. In a specific embodiment, the two brake pads 3 are disposed on the side closer to the vehicle exterior and the side closer to the vehicle interior with respect to the brake disc 2, respectively, and the two actuating units are disposed on the side closer to the vehicle exterior and the side closer to the vehicle interior with respect to the brake disc 2, respectively.
In a preferred embodiment, the brake caliper is a fixed brake caliper, which can be used as a service brake caliper. In the fixed brake caliper, a shell is fixedly connected with a vehicle body, two brake pads 3 are respectively arranged on two sides of a brake disc 2, two actuating assemblies are arranged in the shell, one actuating assembly can drive one brake pad 3 to tightly abut against the brake disc 2, the other actuating assembly can drive the other brake pad 3 to tightly abut against the brake disc 2, and the two brake pads 3 are utilized to clamp the brake disc 2 to realize braking.
In some embodiments, the two motors 4 of each actuating assembly are respectively arranged on the periphery of the switching mechanism, and the central axes of the two motors 4 are parallel to the central axis of the switching mechanism. Through the position of reasonable setting motor 4, can reduce the volume of braking pincers, reduce drive mechanism 5 and 6 the degree of difficulty of arranging of reduction gears. Obviously, in other embodiments, the number of the motors 4 may be set according to actual requirements.
In some embodiments, the transmission 5 is an ordinary transmission; the two motors 4 are in transmission connection with the speed reducing mechanism 6 through the gear train transmission mechanism, so that the problem that the actuating assembly generates drag force due to the arrangement of the two motors 4 is favorably reduced or eliminated. As a specific example, the transmission mechanism 5 includes two motor output gears 51, two duplicate gears, a third transmission gear 55, and a transmission output shaft 56 connected to the third transmission gear 55, the two motor output gears 51 are respectively mounted on the motor output shafts of the two motors 4, the two duplicate gears are respectively provided with a first transmission gear 53 and a second transmission gear 54, the two first transmission gears 53 are respectively meshed with the two motor output gears 51, the two second transmission gears 54 are respectively meshed with the third transmission gear 55, and the transmission output shaft 56 is in transmission connection with the power input end of the speed reducing mechanism 6. In particular implementations, first transfer gear 53 and second transfer gear 54 are connected by intermediate shaft 52 to form a dual gear. In particular, the gears may be keyed to the shaft to effect synchronous rotation. The intermediate shaft 52, the motor output shaft, and the transmission output shaft 56 may all be rotatably mounted in the housing by bearings. With the above arrangement, a single transmission mechanism 5 can be used to transmit power between at least two motors 4 and the reduction mechanism 6. The dual gears are used for transmission between the motor output gear 51 and the third transmission gear 55, so that the arrangement difficulty of the transmission mechanism 5 can be reduced, and the generation of dragging force can be prevented. And the ordinary gear train transmission mechanism can transmit larger torque, and can meet the use requirement of the automobile with larger self weight.
Preferably, the number of teeth of the third transmission gear 55 is greater than that of the second transmission gear 54, so that the transmission mechanism 5 can play a role in reducing speed and increasing torque, and the requirement on the transmission ratio of the reduction mechanism 6 can be reduced
In some embodiments the conversion mechanism is a planetary roller screw capable of converting rotary motion to linear motion, preferably a counter-rotating planetary roller screw 7 in order to prevent jamming of the planetary roller screw. As a specific example, as shown in fig. 6 and 7, the reverse planetary roller screw 7 includes a screw 71, a nut 73, and a plurality of rollers 72, the plurality of rollers 72 are respectively screw-engaged with the screw 71 and the nut 73, and both ends of the rollers 72 are provided with roller gears 74, an inner circumferential surface of the nut 73 is provided with an inner ring gear engaged with each roller gear 74 or an outer circumferential surface of the screw 71 is provided with an outer ring gear engaged with each roller gear 74, the nut 73 is slidably engaged with a slide hole in the housing and circumferentially fixed, the screw 71 is connected to and synchronously rotated with a power output end of the reduction mechanism 6, and the reverse planetary roller screw 7 is used for a roller carrier 75 for holding the position of each roller 72. When the screw 71 rotates, the rollers 72 perform planetary-like motion in the circumferential direction, and can revolve and rotate, and simultaneously, the rotary motion of the screw 71 is converted into the linear reciprocating motion of the nut 73 through screw transmission. The roller gears 74 are arranged at the two ends of the roller 72, so that the roller 72, the screw 71 and the nut 73 are meshed and driven synchronously by the roller gears 74 and roll purely at the pitch circle, and the interference phenomenon caused by the slippage of the individual roller 72 can be avoided. The screw transmission is a mechanical transmission mode for transmitting power and motion by utilizing the engagement of a screw rod and the screw rod, and can be divided into force transmission screw transmission, conduction screw transmission and adjustment screw transmission according to the working characteristics, the force transmission screw transmission is suitable for occasions with intermittent working and low working speed, can generate larger axial thrust by smaller input torque, is stable in transmission and meets the design requirements of electronic mechanical actuating mechanisms. The screw drive mechanism may be further divided into a slide screw mechanism and a roller screw mechanism according to the difference in the form of friction between the screw and the nut. The sliding lead screw pair has low transmission efficiency, easy self-locking and abrasion, axial movement during reciprocating motion and low transmission precision. The roller screw mechanism is a screw transmission mechanism which is characterized in that a proper roller is arranged between a screw rod and a nut screwing spiral groove as an intermediate transmission body, the roller can repeatedly and circularly move in a closed loop through a roller return channel, and the sliding contact of the screw rod and the nut in the relative movement process is changed into rolling contact under the action of a roller chain, namely rolling friction replaces sliding friction. The planetary roller screw mainly has the following advantages: the transmission efficiency of the planetary roller screw is high, and is up to 90% -98%, which is 2-4 times of that of the traditional sliding screw system, so that larger thrust can be obtained with smaller moment, and the movement is reversible, namely, the linear movement can be converted into the rotary movement; the planet roller screw is stable in motion, is in point contact rolling motion, has small friction resistance and high sensitivity in work, does not shake when started, and does not creep at low speed, so that the micro-feeding can be precisely controlled; the planetary roller screw has high precision, the temperature rise in the motion of the planetary roller screw is small, and the axial clearance can be eliminated by pre-tightening and the screw can be pre-stretched to compensate the thermal elongation, so that higher positioning precision and repeated positioning precision can be obtained; the planetary roller screw has high durability, the roller rolling contact part is processed by hardening (HRC 58-63) and precisely ground, the circular motion process belongs to pure rolling, and the relative abrasion is very little, so the planetary roller screw has higher service life and precision retentivity; the planetary roller screw has high reliability, and compared with other mechanical or hydraulic transmission, the planetary roller screw has low failure rate and simpler maintenance, only needs general lubrication and dust prevention, and can work under the non-lubrication state in special occasions. The planetary roller screw, which has no backlash and high rigidity, allows the rollers to come into optimal contact with the grooves for easy operation. If proper pretightening force is added, the back clearance is eliminated, the roller has better rigidity, the elastic deformation among the roller, the nut and the screw rod is reduced, and higher precision is achieved.
In some embodiments, the reduction mechanism 6 is a planetary gear reduction mechanism. The planetary gear speed reducing mechanism can play a role in reducing speed and increasing torque, the transmission ratio of the planetary gear speed reducing mechanism is generally larger, and the volume of the planetary gear speed reducing mechanism is far smaller than that of a common cylindrical gear speed reducer on the premise of the same transmission ratio; and the power input end and the power output end of the planetary gear speed reducing mechanism have the characteristic of coaxiality, and the planetary gear speed reducing mechanism has stable motion, strong shock resistance and strong vibration resistance. The planetary gear speed reducing mechanism has the following advantages: the transmission ratio range is large, the bearing capacity is strong, the size is small, the weight is light, the transmission is stable, the efficiency is high, the work is reliable, and the service life is long. Preferably, the reduction mechanism 6 may employ a two-stage planetary gear reduction mechanism in order to achieve a larger gear ratio. In specific implementation, the two-stage planetary gear reduction mechanism comprises a first sun gear 61, a first ring gear 62, a first planet carrier 64, a plurality of first planet gears 63, a second sun gear 65, a second ring gear 66, a second planet carrier 68 and a plurality of second planet gears 67, wherein the first ring gear 62 and the second ring gear 66 are fixedly connected in the housing, the first sun gear 61 is connected with the power output end of the transmission mechanism 5 and rotates synchronously, the plurality of first planet gears 63 are rotatably mounted on the first planet carrier 64, the plurality of first planet gears 63 are engaged between the first ring gear 62 and the first sun gear 61, the second sun gear 65 is connected with the first planet carrier 64 and rotates synchronously, the plurality of second planet gears 67 are rotatably mounted on the second planet carrier 68, the plurality of second planet gears 67 are engaged between the second planet gears 66 and the second sun gear 65, the second planet carrier 68 is connected with the power input end of the reverse planetary roller screw 7 and rotates synchronously, the first sun gear 61 serves as the power input part of the planetary carrier mechanism 6, and the second planet carrier 68 serves as the power output part of the reduction mechanism 6.
In some embodiments, both motors 4 are brushless dc motors. The brushless DC motor uses electronic commutation to replace the brush and commutator, without spark and abrasion, so it has high reliability and long service life. Brushless dc motors are much smaller in weight and size than brushed dc motors, reducing the weight by about 70%, while the moment of inertia can be reduced by about 40% to 50%. Furthermore, the brushless dc motor also has a linear torque speed characteristic similar to that of a general dc motor. The brushless direct current motor can be divided into a plurality of types according to different adopted permanent magnet materials, wherein the rare earth permanent magnet brushless direct current motor has the advantages of large starting torque, strong overload capacity, convenient speed regulation, stable operation, low noise, reliable work and the like, and is an ideal energy-saving, noise-reducing and environment-friendly product; as a preferred example, both motors 4 are rare earth permanent magnet brushless dc motors.
In some embodiments, the stator 41 of the brushless dc motor surrounds the periphery of the rotor 42 of the brushless dc motor, the permanent magnet of the brushless dc motor is disposed on the rotor 42 of the brushless dc motor, the stator 41 of the brushless dc motor is matched with the motor mounting hole on the housing, and the motor output shaft of the brushless dc motor is fixedly connected with the stator 41 of the brushless dc motor. By adopting the scheme, the permanent magnet is arranged on the rotor 42 of the brushless direct current motor, so that the rotor 42 of the brushless direct current motor does not generate heat, thereby reducing the loss of the brushless direct current motor and improving the efficiency. The stator 41 of the brushless dc motor can dissipate heat through the housing, and the heat dissipation condition is improved.
In some embodiments, the housing comprises the caliper housing 1 and the reduction gearbox housing 9 fixedly connected to the caliper housing 1, the conversion mechanism and the two motors 4 are both arranged in the caliper housing 1, the transmission mechanism 5 and the reduction mechanism 6 are both arranged in the reduction gearbox housing 9, the motor output shafts of the two motors 4 extend into the reduction gearbox housing 9, and the second planet carrier 68 of the reduction mechanism extends into the caliper housing 1 or the screw of the conversion mechanism extends into the reduction gearbox housing 9. Through setting up reducing gear box casing 9, utilize reducing gear box casing 9 to come to provide the support for drive mechanism 5 and reduction gears 6, can reduce the arrangement degree of difficulty of drive mechanism 5 and reduction gears 6, have the advantage of being convenient for assemble and dismantlement, when concrete implementation, each shaft member of drive mechanism 5 and reduction gears 6 can adopt swivelling joint's mode to set up in reducing gear box casing 9, swivelling joint's mode can be realized through setting up the bearing between shaft member and reducing gear box casing 9, first ring gear 62 and the second ring gear 66 of reduction gears 6 can be through interference fit's mode fixed connection in reducing gear box casing 9. The brake caliper housing 1 can transmit force during braking, the supporting piston 8 generates braking force, and a hard point or an interface fixedly mounted with the claw of the whole vehicle is provided. A sliding hole and a motor mounting hole are formed in the brake caliper housing 1, a stator 41 of the brushless direct current motor is in interference fit with the motor mounting hole, and a nut 73 of the reverse planetary roller screw 7 is in sliding fit with the sliding hole in the brake caliper housing 1 and is circumferentially fixed. Preferably, a friction-reducing copper bush 10 is arranged between the spindle 71 of the counter-rotating planetary roller screw 7 and the caliper housing 1.
In some embodiments, the actuating assembly further comprises a piston 8 arranged in the housing in such a way as to be able to move along a straight line, the piston 8 being arranged between the power take-off of the conversion mechanism and the brake pad 3, one end of the piston 8 being intended to be in contact with the power take-off of the conversion mechanism, the other end of the piston 8 being intended to be in contact with the brake pad 3, the power take-off of the conversion mechanism driving the brake pad 3 against the brake disc 2 by pushing the piston 8. In particular embodiments, the piston 8 may be arranged to be a sliding fit with a sliding bore in the caliper housing 1.
In some embodiments, the housing, the brake disc 2 and the brake pad 3 may be arranged in a manner similar to that in the prior art, the brake pad 3 may be slidably connected to the housing through a linear motion structure, and the piston 8 is used to push the brake pad 3 to make the brake pad 3 abut against the brake disc 2, so as to achieve braking. Elastic resetting pieces can be arranged between the brake pads 3 and the shell and/or between the piston 8 and the shell, and the elastic resetting pieces can be used for driving the brake pads 3 and/or the piston 8 to reset when braking is released.
By adopting the brake caliper, after the motor 4 generates torque and rotational speed output after being electrified, the transmission mechanism 5 transmits the torque and the rotational speed output and the speed reduction and distance increase mechanism 6 drives the screw rod 71 of the inversion type planet roller screw rod 7 to rotate, thereby pushing the nut 73 to move linearly and pushing the piston 8 out to generate braking force, and the magnitude and the direction of the braking force can be controlled by the magnitude and the direction of the input current of the motor 4.
The invention also provides a brake system, which comprises the brake caliper. As a preferable example, the braking system comprises four brake calipers, a brake pedal, a central controller and an ABS control module, wherein the four brake calipers, the brake pedal, the central controller and the ABS control module are connected through communication lines. The brake pedal may employ an electromechanical pedal simulator.
Compared with the traditional hydraulic braking system, the electromechanical braking system takes electric energy as an energy source, the motor 4 drives the brake pad 3 to press the brake disc 2 to realize the braking function, the energy is transmitted by an electric wire, and a data wire transmits a signal. The simple structure and high efficiency of the electromechanical braking system greatly improve the braking safety of the automobile. Compared with the traditional hydraulic braking system, the electronic mechanical braking system has the following advantages: the mechanical connection is less, no hydraulic brake pipeline is provided, and the quality of the whole vehicle can be effectively reduced; the structure is simple, the volume is small, and the arrangement is easy; mechanical and electrical connection is adopted, so that signal transmission is rapid, braking response is rapid, and response is sensitive; the transmission efficiency is high, and energy is saved; the electronic intelligent control function is strong, the complex electric control functions of ABS, TCS, ESP, ACC and the like can be realized by modifying a software program in the ECU and configuring related parameters, and the electronic intelligent control function is easy to match with a new energy automobile with a braking energy recovery system; the electromechanical braking system adopts a modular structure, is simple to assemble and convenient to maintain; the electronic pedal is adopted, mechanical and hydraulic connection between the brake pedal and the brake actuating mechanism is eliminated, on one hand, the brake pedal does not have rebound vibration when ABS and other actions are executed, and the brake comfort is improved; on the other hand, when the vehicle is collided, the impact force can not be transmitted into the cab through the braking system, so that the passive safety of the vehicle is improved; the hydraulic brake pipeline and the brake fluid are not used, the problems of hydraulic oil replacement and hydraulic oil leakage are solved, the environment is protected, and the electronic mechanical brake system has no unrecoverable part and almost no pollution to the environment; more communication interfaces can be expanded, the integration level of the brake system and the intelligent network connection of the whole vehicle is improved, and the four-wheel brake of the vehicle can be independently controlled, so that higher-level unmanned driving is realized.
The invention further provides an automobile comprising the brake system. In a specific implementation, brake calipers may be provided at all four wheels of the vehicle.
In specific implementation, when an automobile brakes, a driver treads a brake pedal, a signal of a pedal sensor on the brake pedal is sent to a central controller, the central controller analyzes the braking intention of the signal of the pedal sensor, and formulates reasonable braking force by combining a vehicle CAN signal with information such as current vehicle speed, vehicle body motion attitude, real-time road scene and the like and outputs the reasonable braking force to a braking controller of each brake caliper, the braking force of each brake caliper is controlled in real time, and after the braking controller receives a braking force command to the central controller, the braking controller realizes the functions of driving braking and ABS anti-lock braking by controlling the rotating speed and the torque of a motor 4 of the brake caliper, as shown in figure 4, the braking working scene is mainly divided into three modules: the brake system comprises a brake intention identification module, a brake caliper and an ABS control module.
The braking intention recognition module comprises a pedal sensor and a central controller, a driver steps on a braking pedal during braking, the braking intention of the driver is indirectly reflected by signal change of the pedal sensor, and the process of analyzing a sensing signal is the process of recognizing the braking intention. When the automobile runs, on one hand, the central controller or the brake controller can collect signals of the pedal sensors, analyze and decide the signals of the pedal sensors and distribute braking force, on the other hand, the central controller can collect the signals of the sensors on the automobile body, analyze the signals to obtain automobile body posture information, analyze the automobile body posture information to identify braking intention, and in specific implementation, the central controller or the brake controller can also combine the automobile body posture information and the signals of the pedal sensors to identify the intention.
The brake caliper controls the motor 4 of the brake caliper through a brake controller to realize accurate output of braking force and adjustment of brake clearance at the beginning and the end of braking. In order to realize accurate output of the braking force, closed-loop control is needed, the braking force is a key link control physical quantity in closed-loop feedback, and a braking controller can input signals according to driving intentions or a central controller to accurately control the rotating speed and the output torque of the motor 4 and accurately generate corresponding braking force and four-wheel braking force distribution in real time.
And the ABS control module is used for enabling the automobile tire to be in the maximum adhesion coefficient in the braking process so as to realize the shortest braking distance. When the ABS control module is started, the braking system carries out correction repair on the braking force output by the motor 4 of the brake caliper, the tire slip rate is used as a target control quantity, the tire is in the optimal slip rate under the current road surface through a control algorithm, and the tire is in the maximum adhesion coefficient state as far as possible.
After a driver steps on a brake pedal, brake signals such as the acceleration, displacement and pedal force of the pedal are detected through a pedal sensor, a central controller of an automobile receives brake command signals through a vehicle-mounted network, the optimal brake torque required by each wheel in real time is calculated by integrating other sensor signals under the current automobile driving state, torque and rotating speed response is completed after the brake controller receives the control signals, driving torques of four motors 4 of a brake caliper are transmitted and amplified through a transmission mechanism 5 and a speed reducing mechanism 6, a screw 71 of a reverse planetary roller screw 7 is driven to rotate through a second planet carrier 68, a nut 73 of the reverse planetary roller screw 7 is screwed out, a piston 8 is pushed to enable two brake pads 3 to clamp a brake disc 2, and therefore the brake torque is generated. When the ABS is started, the braking system carries out correction repair on the braking force output by the motor 4 of the brake caliper, the tire slip rate is used as a target control quantity, the tire is in the optimal slip rate under the current road surface through a control algorithm, and the tire is in the maximum adhesion coefficient state as far as possible.
Further, as shown in fig. 4, the braking system may also be used in combination with other additional function modules to implement a variety of additional functions, and in particular, the types and functions of the additional function modules that may be used in combination with the braking system are shown in the table of fig. 5.
The brake caliper provided by the invention is used as an actuator for generating braking torque of an automobile, eliminates intermediate media such as brake fluid/gas and the like in a traditional braking system, converts a communication signal distributed to the braking system by a driver braking intention or a central controller into an analog electric signal, can expand more communication interfaces, improves the integration of the braking system and the intelligent network connection of the whole automobile, and can independently control four-wheel braking of the automobile, thereby realizing higher-level unmanned driving and providing a part solution for chassis line control braking.
The brake caliper provided by the invention forms a brake system, eliminates intermediate media such as brake fluid/gas and the like in the traditional brake system, and is convenient to maintain; the brake system has no intermediate medium, is all analog electric signals, and has no leakage problem; the brake system is a communication network, and has no pipeline and gas circuit, so that the brake system is convenient to maintain; the structure is compact, and the required layout space is flexible; the brake caliper is driven by the motor 4, has high response speed, high control precision and wider adjustable range, and can meet various comfort style requirements; the brake system takes current as a conducting medium, and has quick response and high efficiency; the motor 4 has high control precision, and the accuracy and the stability of the output braking force are good; the fault diagnosis capability of the brake system is improved; the system is convenient to integrate with other systems, such as an anti-lock system, an electronic stability program and the like, and only needs to be integrated and operated through software.
As shown in fig. 3, the present invention further provides a method for designing a brake caliper, wherein the brake caliper is any one of the brake calipers described above, the conversion mechanism is a planetary roller screw, and the reduction mechanism is a planetary gear reduction mechanism; the method comprises the following steps:
s1, calculating the maximum clamping force of the brake caliper and the time for eliminating the disc clearance according to the parameters of the whole vehicle, wherein the disc clearance is the clearance between a brake disc and a brake pad.
Specifically, the parameters of the whole vehicle comprise the weight of the whole vehicle, the height of a mass center, the rolling radius of a tire and the effective braking radius of the brake caliper, and the reflecting time of the brake caliper consists of two parts, namely disc clearance eliminating time and braking force increasing time. In addition, the disc clearance of the traditional hydraulic disc brake caliper is generally 0.1mm-0.3mm (0.05 mm-0.15mm on one side), and the time for eliminating the disc clearance is 0.05s-0.15s. Therefore, the invention initially designs the disc clearance (brake clearance) of the brake caliper to be 0.2mm (on both sides), and the time for eliminating the disc clearance is less than or equal to 0.1s.
Specifically, the conventional hydraulic disc brake pushes a piston through hydraulic pressure, and brake pads on two sides of a brake disc are pressed onto the brake disc, so that wheel braking is realized under the action of friction force. The brake caliper designed by the invention realizes the braking of the wheel by driving the brake pad to press the brake disc through the motor. Therefore, the brake caliper must be designed to ensure that at least a clamping force equivalent to the hydraulic pressure of the conventional hydraulic brake system can be generated between the brake pad and the brake disc so as to meet the braking requirement of the vehicle. The maximum hydraulic pressure in the brake pipe of the traditional hydraulic disc brake is usually 8-20MPa, and the diameter of the piston of the traditional hydraulic disc brake is usually 20-50mm. Therefore, the hydraulic pressure P of the traditional hydraulic disc brake is calculated according to the parameters of the whole vehicle max Selecting the diameter phi of a piston of the traditional hydraulic disc brake, and estimating the maximum positive pressure F between a brake pad and a brake disc of the traditional hydraulic disc brake max Determining a maximum clamping force of the caliper; maximum positive pressure of a conventional hydraulic disc brake
Braking moment F on the brake disc of a conventional hydraulic disc brake f ＝u m F max (ii) a Brake torque T of conventional hydraulic disc brake u ＝2F f R b (ii) a Braking force F of a conventional hydraulic disc brake U ＝T u /R t ；
S2, checking the braking capacity of the brake caliper according to the regulation requirement;
the regulations require as shown in the following table
TABLE 2.3 Sedan braking Specification for partial requirements of service brake braking Performance
Specifically, according to the requirements of ZBT24007-89 brake regulations in China, the car is braked at the speed of 80km/h in a full load state, the braking distance is not more than 50.7m, and whether the maximum clamping force determined in S1 and the disc clearance elimination time meet the requirements or not is verified. If the maximum clamping force and the disc clearance elimination time meet the requirements, the vehicle minimum deceleration a can be calculated based on the ZBT24007-89 brake regulation requirements and the maximum clamping force of the brake caliper and the disc clearance elimination time, and the selection of the proper motor rated power is facilitated.
The calculation formula of the minimum deceleration a of the vehicle is as follows:
wherein v is 0 For braking initial velocity, v t The speed 2 seconds after braking was 2 seconds.
Supposing that in the braking process of the automobile, the braking deceleration is completely provided by the road braking force, the minimum road braking force F required by meeting the requirements of the regulations is calculated min ：F min ＝M Is fully loaded a。
S3, initially selecting the transmission ratio and lead of the planetary roller screw, and calculating the rated dynamic load of the planetary roller screw;
specifically, the average axial moving speed of the nut at the stage of eliminating the brake clearance is 2mm/s according to the disc clearance of 0.2mm and the disc clearance elimination time of 0.1s, and then the transmission ratio and the lead of the planetary roller screw are selected to calculate the rated dynamic load of the planetary roller screw.
S4, determining the structural shape of the planetary roller screw and selecting the planetary roller screw;
and selecting a proper structural model of the planetary roller screw according to the transmission ratio and lead of the planetary roller screw and the rated dynamic load of the planetary roller screw, so as to realize the model selection of the planetary roller screw.
S5, calculating the driving torque, the transmission efficiency and the transmission ratio of the planetary roller screw; and calculating and analyzing the planet roller screw selected in the step S4 to obtain the driving torque, the transmission efficiency and the transmission ratio of the planet roller screw.
S6, intensity checking is carried out on the planetary roller screw, and the intensity of the planetary roller screw is checked according to the parameters of the whole vehicle;
specifically, under the action of torque and axial load, the dangerous section of the planetary roller screw is subjected to shear stress and compressive stress, and the strength of the planetary roller screw is checked according to the parameters of the whole vehicle.
S7, judging whether the strength of the planetary roller screw meets the requirement, if not, returning to S3 to adjust the transmission ratio and the lead of the planetary roller screw until the strength of the planetary roller screw meets the requirement, and then selecting the transmission ratio of a planetary gear speed reducing mechanism according to the maximum driving torque of the planetary roller screw calculated by the reduction ratio of a brake caliper and the technical parameters of the planetary roller screw to obtain the maximum continuous locked-rotor torque of the motor; considering that the motor is powered by a vehicle-mounted 12V storage battery, the continuous locked-rotor voltage cannot be larger than 12V; according to the disc clearance and the elimination time, the rotating speed of the motor is more than 288r/min through calculation.
S8, selecting a type and checking strength of the planet wheel speed reducing mechanism; according to the transmission ratio of the planetary gear speed reducing mechanism, requirements of a brake caliper product structure, a chassis installation hard point, a whole vehicle braking load requirement, a rim envelope and the like, the type selection of the planetary gear speed reducing mechanism is carried out, whether the strength of the planetary gear speed reducing mechanism meets the requirements is judged, if the strength of the planetary gear speed reducing mechanism does not meet the requirements, the method returns to the previous step to adjust the technical parameters of the planetary roller screw or adjust the technical parameters of the planetary gear speed reducing mechanism and then carries out the type selection of the planetary gear speed reducing mechanism again until the strength of the planetary gear speed reducing mechanism meets the requirements; when the planetary gear speed reducing mechanism is specifically implemented, if the strength of the planetary gear speed reducing mechanism does not meet the requirement, the design requirement of the transmission ratio of the planetary gear speed reducing mechanism can be reduced, and the design requirement of the transmission ratio of the fixed-axis gear train transmission mechanism can be increased, so that the model selection difficulty of the planetary gear speed reducing mechanism is reduced.
Ordinary gear train transmission mechanism
S9, calculating the output power, the rotating speed and the torque of the motor;
specifically, the output characteristic of the motor is calculated based on the braking load requirement of the whole vehicle, the selected planet wheel speed reducing mechanism and the selected planet roller screw, and then the rated power of the motor is selected.
S10, selecting a motor model; and selecting a proper brushless direct current motor based on the output characteristic of the motor and the rated power of the motor, if the brushless direct current motor which meets the requirement does not exist, returning to the step S9, adjusting the technical parameters of the planetary roller screw, and performing the model selection of the planetary roller screw again and/or adjusting the technical parameters of the planetary gear speed reducing mechanism and performing the model selection of the planetary gear speed reducing mechanism again until the proper brushless direct current motor is selected.
S11, determining technical parameters and structural dimensions of the brake caliper, after S1-S10 are executed, determining a target braking torque of a piston from the maximum clamping force of the brake caliper, further determining a reduction ratio of the brake caliper and an output characteristic of a motor in a reverse thrust manner, and determining the technical parameters and the structural dimensions of the brake caliper based on the braking load requirement of the whole vehicle, a selected planet wheel reduction mechanism, a selected planet roller screw and a selected brushless direct current motor to form a design scheme of the brake caliper;
s12, manufacturing a brake caliper sample piece for test verification; manufacturing a brake caliper sample piece based on a brake caliper design scheme, performing a product bench and/or Demo vehicle test by using the brake caliper sample piece, performing intensity check and function test on the brake caliper sample piece, judging whether the brake caliper sample piece meets design requirements, if not, returning to the previous step to adjust design parameters and newly performing brake caliper design, for example, returning to S9 to adjust technical parameters of a planetary roller screw and perform planetary roller screw model selection again and/or adjust technical parameters of a planetary gear speed reduction mechanism and perform planetary gear speed reduction mechanism model selection again until the brake caliper sample piece meets the design requirements, and completing brake caliper design.
According to the design method of the brake caliper, the maximum clamping force of the brake caliper and the disc clearance elimination time are calculated firstly, then the design parameters of the planet roller screw, the planet gear speed reducing mechanism and the motor are reversely pushed in sequence, the model selection of the planet roller screw, the planet gear speed reducing mechanism and the motor is sequentially carried out, then the technical parameters and the structural size of the brake caliper are determined based on the model selection result, and the design efficiency of the brake caliper can be improved.
In the description of the specification, references to the description of "one embodiment," "some embodiments," "an example," "a specific example" or "some examples" or the like are intended to mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples described in this specification can be combined and combined by those skilled in the art.
Claims (16)
1. A brake caliper comprises a shell, a brake disc and a brake pad, and is characterized by further comprising an actuating assembly arranged in the shell, wherein the actuating assembly comprises a transmission mechanism, a conversion mechanism, a speed reducing mechanism and at least two motors,
the power output ends of at least two motors are in transmission connection with the power input end of the speed reducing mechanism through the transmission mechanism, the power output end of the speed reducing mechanism is in transmission connection with the power input end of the switching mechanism,
the conversion mechanism can convert the rotary motion of the power input end of the conversion mechanism into the linear motion of the power output end of the conversion mechanism, and the power output end of the conversion mechanism can drive the brake pad to tightly abut against the brake disc in a linear motion mode.
2. A brake caliper according to claim 1, wherein one brake pad is arranged on each side of the brake disc, and two actuation assemblies are arranged in the housing, one actuation assembly being capable of driving one brake pad against the brake disc and the other actuation assembly being capable of driving the other brake pad against the brake disc.
3. Brake calliper according to claim 1, wherein the calliper is a fixed calliper.
4. A brake caliper according to claim 1, wherein at least two of the motors are respectively arranged on the periphery of the conversion mechanism, and the central axes of the at least two motors are parallel to the central axis of the conversion mechanism.
5. Brake calliper according to claim 1, wherein the transmission is an ordinary transmission.
6. A brake caliper according to claim 1, wherein said transmission mechanism includes at least two motor output gears, at least two duplicate gears, a third transmission gear and a transmission output shaft connected to said third transmission gear, at least two of said motor output gears are respectively mounted on the motor output shafts of at least two of said motors, at least two of said duplicate gears are respectively provided with a first transmission gear and a second transmission gear, at least two of said first transmission gears are respectively engaged with at least two of said motor output gears, at least two of said second transmission gears are respectively engaged with said third transmission gear, and said transmission output shaft is in transmission connection with the power input end of said speed reduction mechanism.
7. Brake calliper according to claim 6, wherein the number of teeth of the third transmission gear is larger than the number of teeth of the second transmission gear.
8. Brake calliper according to claim 1, wherein the conversion mechanism is a counter-rotating planetary roller screw.
9. Brake calliper according to claim 1, wherein the reduction mechanism is a two-stage planetary gear reduction mechanism.
10. A brake caliper according to claim 1, wherein at least two of the motors are brushless dc motors.
11. A brake caliper according to claim 10, wherein the stator of the brushless dc motor surrounds the periphery of the rotor of the brushless dc motor, the permanent magnets of the brushless dc motor being arranged on the rotor of the brushless dc motor, the stator of the brushless dc motor cooperating with the motor mounting holes in the housing.
12. A brake caliper according to claim 1, wherein the housing comprises a caliper housing and a reduction box housing fixedly connected to the caliper housing, the conversion mechanism and the at least two electric motors being arranged in the caliper housing, the transmission mechanism and the reduction mechanism being arranged in the reduction box housing.
13. Brake calliper according to claim 1, wherein the actuation assembly further comprises a piston arranged in the housing in such a way that it can move along a straight line, the piston being arranged between a power output of the conversion mechanism and the brake pad, the power output of the conversion mechanism driving the brake pad against the brake disc by pushing the piston.
14. A brake system, comprising a brake caliper according to any one of claims 1-13.
15. An automobile, characterized by comprising a brake caliper according to any one of claims 1-13.
16. A method of designing a brake caliper, for designing a brake caliper according to any one of claims 1 to 13, wherein said converting mechanism is a planetary roller screw and said speed reducing mechanism is a planetary gear speed reducing mechanism; the method comprises the following steps:
s1, calculating the maximum clamping force of a brake caliper and the elimination time of a disc clearance according to the parameters of the whole vehicle, wherein the disc clearance is the clearance between a brake disc and a brake pad;
s2, checking the braking capacity of the brake caliper according to the regulation requirement;
s3, initially selecting the transmission ratio and lead of the planetary roller screw, and calculating the rated dynamic load of the planetary roller screw;
s4, determining the structural shape of the planetary roller screw and selecting the planetary roller screw;
s5, calculating the driving torque, the transmission efficiency and the transmission ratio of the planetary roller screw;
s6, checking the strength of the planetary roller screw, and checking the strength of the planetary roller screw according to the parameters of the whole vehicle;
s7, judging whether the strength of the planetary roller screw meets the requirement, if not, returning to S3 to adjust the transmission ratio and the lead of the planetary roller screw until the strength of the planetary roller screw meets the requirement, calculating the maximum driving torque of the planetary roller screw, and selecting the transmission ratio of a planetary gear speed reducing mechanism;
s8, selecting a type and checking the strength of the planet wheel speed reducing mechanism;
s9, calculating the output power, the rotating speed and the torque of the motor;
s10, selecting a type of the motor;
s11, determining technical parameters and structural dimensions of the brake caliper, determining a brake caliper reduction ratio and output characteristics of a motor through reverse deduction from the maximum clamping force of the brake caliper based on the design results of S1-S10, and determining the technical parameters and the structural dimensions of the brake caliper;
and S12, manufacturing a brake caliper sample piece, and performing strength checking and test verification.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202210906330.1A CN115217870A (en) | 2022-07-29 | 2022-07-29 | Brake caliper, brake system, automobile and design method |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202210906330.1A CN115217870A (en) | 2022-07-29 | 2022-07-29 | Brake caliper, brake system, automobile and design method |
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| CN115217870A true CN115217870A (en) | 2022-10-21 |
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| CN202210906330.1A Pending CN115217870A (en) | 2022-07-29 | 2022-07-29 | Brake caliper, brake system, automobile and design method |
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