CN116733873A - Bidirectional distributed electromechanical brake actuator based on universal transmission and gear rack - Google Patents

Bidirectional distributed electromechanical brake actuator based on universal transmission and gear rack Download PDF

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Publication number
CN116733873A
CN116733873A CN202310840499.6A CN202310840499A CN116733873A CN 116733873 A CN116733873 A CN 116733873A CN 202310840499 A CN202310840499 A CN 202310840499A CN 116733873 A CN116733873 A CN 116733873A
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CN
China
Prior art keywords
brake caliper
shell
left brake
boss
shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202310840499.6A
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Chinese (zh)
Inventor
张本军
杨坤
王杰
聂孟稳
马超
张祯文
王瑞学
邵庚龙
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Shandong University of Technology
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Shandong University of Technology
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Filing date
Publication date
Application filed by Shandong University of Technology filed Critical Shandong University of Technology
Priority to CN202310840499.6A priority Critical patent/CN116733873A/en
Publication of CN116733873A publication Critical patent/CN116733873A/en
Pending legal-status Critical Current

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Classifications

    • 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
    • F16D65/28—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged apart from the brake
    • 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
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
    • F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
    • F16D3/22—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members the rolling members being balls, rollers, or the like, guided in grooves or sockets in both coupling parts
    • 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
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/04—Bands, shoes or pads; Pivots or supporting members therefor
    • F16D65/092—Bands, shoes or pads; Pivots or supporting members therefor for axially-engaging brakes, e.g. disc brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/18—Electric or magnetic
    • F16D2121/24—Electric or magnetic using motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
    • F16D2125/22—Mechanical mechanisms converting rotation to linear movement or vice versa acting transversely to the axis of rotation
    • F16D2125/24—Rack-and-pinion

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Braking Arrangements (AREA)

Abstract

The invention provides a bidirectional distributed electromechanical brake actuator based on universal transmission and gear racks, which mainly comprises a motor, a transmission system shell, a ball cage universal joint, a shell, a left brake caliper rack pull rod, a left brake caliper, a retainer and a right brake caliper; during braking, a motor shaft rotates, a first gear shaft, a ball cage universal joint and a second gear shaft are driven to rotate through a bevel gear, a third gear shaft is driven to rotate through the bevel gear, so that a gear is driven to rotate, a rack converts the rotation motion of the gear into linear motion, a left brake caliper is driven to move along a left brake caliper guide groove, and a left brake lining is driven to press a brake disc through a left brake caliper; meanwhile, the rack drives the right brake caliper to move along the right brake caliper shaft guide groove, and the right brake lining is driven by the right brake caliper to press the brake disc; thereby applying braking force to the wheels, and adjusting the magnitude of the braking force by adjusting the moment of the motor; the motor is arranged on the vehicle body, so that unsprung mass can be effectively reduced.

Description

Bidirectional distributed electromechanical brake actuator based on universal transmission and gear rack
Technical Field
The invention belongs to the technical field of automobile braking, and particularly relates to a bidirectional distributed electromechanical brake actuator based on universal transmission and a gear rack.
Background
With the development of the electric and intelligent of the automobile, the drive-by-wire of the chassis of the automobile becomes a future trend, and an electromechanical braking system is an important development direction of a drive-by-wire system; as described in the literature (research on integration of brake systems of electric-only trucks) (Nie Mengwen. Research on integration of brake systems of electric-only trucks [ D ]. Catalbo: university of eastern technology, 2022), compared with conventional brake systems, electromechanical brake systems have higher transmission efficiency, quicker response, more reliable operation, and can meet the requirements of decoupled brake energy recovery systems for mechanical brake torque; therefore, research on the electromechanical brake system has important significance for improving the brake performance, the steering stability and the economy of the whole vehicle and promoting the drive-by-wire development of the chassis of the vehicle.
At present, although research on the electromechanical brake actuator in China has advanced to a certain extent, further research shows that the existing electromechanical brake actuator still has some problems; for example, the proposal of a bidirectional reinforcement type electromechanical brake actuator based on a double-sided eccentric wheel and a worm gear (Yang Kun, wang Jie, nie Mengwen, etc.. A bidirectional reinforcement type electromechanical brake actuator based on a double-sided eccentric wheel and a worm gear [ P ]. ZL 202111066966.1) mainly has two problems: firstly, although the mass of the electromechanical brake actuator is lightened to a certain extent, the unsprung mass is still relatively overlarge, and the riding comfort and the steering stability of the automobile are affected; secondly, the scheme needs a larger installation space, otherwise, interference with other parts is easy to occur; therefore, how to effectively reduce the unsprung mass and the required installation space becomes an important development direction on the premise of meeting the braking requirement of the whole vehicle.
In order to solve the problems, the invention provides a novel electromechanical brake actuator which is formed by arranging a motor on a vehicle body and transmitting power through a universal transmission device, wherein the electromechanical brake actuator can effectively reduce the mounting space of unsprung mass and a wheel part and remarkably improve the riding comfort and the steering stability of an automobile.
Disclosure of Invention
The invention provides a bidirectional distributed electromechanical brake actuator based on universal transmission and a gear rack, which is characterized in that: the brake device mainly comprises a motor, a transmission system shell, a ball cage universal joint, a shell, a left brake caliper rack pull rod, a left brake caliper, a retainer and a right brake caliper.
The motor (1) is a rotary motor, the right end face (A1) of the motor is provided with 2 motor mounting holes (35), and the motor mounting holes (35) are used for mounting the motor on a vehicle body and play a role in fixing the motor; the lower end face (A2) of the motor is provided with 4 transmission line shell mounting threaded holes (1-1) for mounting the transmission line shell (32) on the motor (1) to play a role in fixing the transmission line shell.
A first bevel gear (33) is mounted on a motor shaft (34), a second bevel gear (31) is mounted on a first gear shaft (27), and the first bevel gear (33) is meshed with the second bevel gear (31).
The upper end face (B1) of the transmission shell is provided with 4 transmission shell mounting holes (32-1), and the left end face (B2) of the transmission shell is provided with a first bearing mounting hole (32-3) and 3 first bearing end cover mounting threaded holes (32-2); the number of the transmission line shell mounting holes (32-1) is the same as that of the transmission line shell mounting threaded holes (1-1) and the positions of the transmission line shell mounting holes are in one-to-one correspondence, so that the transmission line shell is fixed; the first bearing mounting hole (32-3) is used for mounting the first rolling bearing (30), and the first bearing end cover mounting threaded hole (32-2) is used for fixing the first bearing end cover (29).
The first rolling bearing (30) is mounted on the drive train housing (32) by means of a first bearing end cap (29) and a first bolt (28).
The left end of the ball cage universal joint (2) is connected with the second gear shaft (3), and the right end is connected with the first gear shaft (27).
The first left end face (C1) of the shell is provided with a left brake caliper guide groove (13-A-1), the second left end face (C2) of the shell is provided with a left brake caliper shaft hole (13-A-2), and the third left end face (C3) of the shell is provided with a shell mounting hole (13-A-3) and a right brake caliper shaft hole (13-A-4); the left brake caliper guide groove (13-A-1) is matched with the left brake caliper guide boss (14-1) to play a role in guiding; the shell mounting holes (13-A-3) are the same in number and position with the shell mounting threaded holes (17-1) in a one-to-one correspondence mode, and play a role in fixing the shell.
The right end face (D1) of the shell is provided with a second bearing mounting hole (13-B-1) and 3 second bearing end cover mounting threaded holes (13-B-2); the second bearing mounting hole (13-B-1) is used for mounting the second rolling bearing (6), and the second bearing end cover mounting threaded hole (13-B-2) is used for fixing the second bearing end cover (4).
The upper end face (E1) in the shell is provided with a first boss (13-E-1) in the shell, the rear end face (E2) in the shell is provided with a second boss (13-E-2) in the shell, the lower end face (E3) in the shell is provided with a third boss (13-E-3) in the shell, and the front end face (E4) in the shell is provided with a fourth boss (13-E-4) in the shell; the upper end face of the first boss (13-E-1) inside the shell is jointed with the upper end face (E1) inside the shell, the lower end face is a plane, and the second boss (13-E-2) inside the shell and the fourth boss (13-E-4) inside the shell are cylindrical bosses.
The first boss (13-E-1) in the shell is provided with a left brake caliper shaft guide groove (13-C-1), the second boss (13-E-2) in the shell is provided with a third bearing seat (13-D-2), the third boss (13-E-3) in the shell is provided with a right brake caliper shaft guide groove (13-C-3), and the fourth boss (13-E-4) in the shell is provided with a fourth bearing seat (13-C-2); the left end of the left brake caliper shaft guide groove (13-C-1) is provided with a left brake caliper limiting block (13-D-1), and the right end of the right brake caliper shaft guide groove (13-C-3) is provided with a right brake caliper limiting block (13-D-3); the left brake caliper shaft guide groove (13-C-1) and the right brake caliper shaft guide groove (13-C-3) are semicircular grooves, the axes of the semicircular grooves are coplanar with the axis of the left brake caliper shaft hole (13-A-2), and the plane where the axes are positioned is perpendicular to the bottom surface; the third bearing seat (13-D-2) and the fourth bearing seat (13-C-2) are coaxial, and are respectively used for installing a third rolling bearing (8) and a fourth rolling bearing (26), the left brake caliper limiting block (13-D-1) is positioned at the leftmost end of the left brake caliper shaft guide groove (13-C-1), and is used for limiting the travel of the left brake caliper rack pull rod (12) so as to limit the travel of the left brake caliper (14), and the right brake caliper limiting block (13-D-3) is positioned at the rightmost end of the right brake caliper shaft guide groove (13-C-3), so that the travel of the right brake caliper (20) is limited.
The second rolling bearing (6) is mounted on the housing (13) by means of a second bearing end cap (4) and a second bolt (5).
The third bevel gear (10) is arranged on the second gear shaft (3); a fourth bevel gear (11) is mounted on the third gear shaft (25).
The third rolling bearing (8) is arranged on the third bearing seat (13-D-2), and the rear end of the third gear shaft (25) is arranged on the third rolling bearing (8); the fourth rolling bearing (26) is arranged on the fourth bearing seat (13-C-2), and the front end of the third gear shaft (25) is arranged on the fourth rolling bearing (26); the third gear shaft (25) is coaxial with the third rolling bearing (8) and the fourth rolling bearing (26), and the axis is vertical to the front end face and the rear end face.
The left brake caliper rack pull rod (12) comprises left brake caliper shaft external threads (12-1), a left brake caliper shaft (12-2), a left brake caliper shaft guide boss (12-3), a first spring mounting hole (12-4) and a first rack (12-5); the left brake caliper (14) is arranged on the left brake caliper shaft (12-2) through a left brake caliper shaft external thread (12-1) and a left brake caliper mounting threaded hole (14-2), the left brake caliper shaft guide boss (12-3) is a semicircular boss, the radius of the left brake caliper shaft guide boss is the same as that of the left brake caliper shaft guide groove (13-C-1), the first spring mounting hole (12-4) is used for mounting the first spring (7), the first rack (12-5) is meshed with the gear (9), and the number of teeth of the first rack (12-5) can be increased or decreased according to actual application conditions.
The left brake caliper (14) is of a symmetrical structure, a left brake caliper guide boss (14-1) is arranged on the right end face (G1) of the left brake caliper, a cylindrical boss (14-3) is arranged on the left end face (G2) of the left brake caliper, and a left brake caliper installation threaded hole (14-2) is formed in the cylindrical boss (14-3); the shape of the left brake caliper guide boss (14-1) is the same as that of the left brake caliper guide groove (13-A-1), and the left brake caliper installation threaded hole (14-2) is matched with the left brake caliper shaft external thread (12-1).
The retainer (17) is of a symmetrical structure, and a right end face (F1) of the retainer is provided with a shell mounting threaded hole (17-1) and a retainer mounting hole (17-2); the number of the shell mounting screw holes (17-1) and the number of the shell mounting holes (13-A-3) are the same, the positions of the shell mounting screw holes are in one-to-one correspondence, and the retainer (17) is mounted on the knuckle (22) through the retainer mounting holes (17-2).
The right brake caliper (20) comprises a right brake caliper shaft (20-1), a second rack (20-2), a second spring mounting hole (20-3) and a right brake caliper shaft guide boss (20-4); the right brake caliper shaft (20-1) is coaxial with the right brake caliper shaft hole (13-A-4), the second rack (20-2) is meshed with the gear (9), the number of teeth of the second rack is the same as that of the first rack (12-5), the second spring mounting hole (20-3) is used for mounting the second spring (36), the right brake caliper shaft guide boss (20-4) is a semicircular boss, and the radius of the right brake caliper shaft guide boss is the same as that of the right brake caliper shaft guide groove (13-C-3).
The first spring (7) is a compression spring, the left end of the first spring is arranged at the first spring mounting hole (12-4), and the right end of the first spring is arranged on the shell (13); the second spring (36) is an extension spring, the left end is arranged at the second spring mounting hole (20-3), and the right end is arranged on the shell (13).
Compared with the traditional braking system scheme: the scheme can realize all functions of traditional braking through the rotating motor and the related transmission system, and can realize active braking, thereby providing a solution for a traditional vehicle braking system, decoupled braking energy recovery of a new energy automobile and a braking system of an intelligent driving vehicle.
Compared with the existing electromechanical brake actuator: according to the scheme, the motor is arranged on the vehicle body, power transmission is carried out through the universal transmission device, the mounting space of unsprung mass and the wheel part can be effectively reduced, and the riding comfort and the steering stability of the automobile are obviously improved.
Drawings
Fig. 1 is a three-dimensional assembly view of an electromechanical brake actuator.
Fig. 2 is a three-dimensional structural diagram of a motor.
Fig. 3 is a three-dimensional block diagram of a drive train enclosure.
Fig. 4 is a three-dimensional structural view of the housing 1.
Fig. 5 is a three-dimensional structural view of the housing 2.
Fig. 6 is a front view of the housing.
Fig. 7 is a cross-sectional view taken along A-A of fig. 6.
Fig. 8 is a three-dimensional cross-sectional view 1 of the housing.
Fig. 9 is a three-dimensional cross-sectional view 2 of the housing.
Fig. 10 is a three-dimensional structural view of a left caliper rack bar.
Fig. 11 is a three-dimensional structural view of the left caliper.
Fig. 12 is a left side view of the left brake caliper.
Fig. 13 is a three-dimensional structural view of the cage.
Fig. 14 is a three-dimensional structural view of the right caliper.
Fig. 15 is a three-dimensional assembly view of the motor and drive train housing.
Fig. 16 is a three-dimensional assembly view of the first bevel gear, the second bevel gear, and the first rolling bearing.
Fig. 17 is a three-dimensional assembly view of the third bevel gear, the fourth bevel gear, and the second rolling bearing.
Fig. 18 is a three-dimensional assembly view of the third rolling bearing and the housing.
Fig. 19 is a three-dimensional assembly view of the fourth rolling bearing and the housing.
Fig. 20 is a three-dimensional assembly view of the left brake caliper rack bar and the left brake caliper.
Fig. 21 is a three-dimensional assembly view of the left and right calipers and the housing.
Fig. 22 is a three-dimensional assembly view of the housing and the cage.
Fig. 23 is a three-dimensional assembly view of the cage and knuckle.
Fig. 24 is a three-dimensional assembly view of the housing, cage and knuckle.
Fig. 25 is a three-dimensional assembly view of a left brake pad, a right brake pad, and a left caliper, a right caliper.
Fig. 26 is a three-dimensional view of an electromechanical brake actuator.
In the figure: 1. a motor; 2. a ball cage universal joint; 3. a second gear shaft; 4. a second bearing end cap; 5. a second bolt; 6. a second rolling bearing; 7. a first spring; 8. a third rolling bearing; 9. a gear; 10. a third bevel gear; 11. a fourth bevel gear; 12. a left brake caliper rack bar; 13. a housing; 14. a left brake caliper; 15. a right brake pad; 16. a third bolt; 17. a retainer; 18. a left brake pad; 19. a wheel fixing bolt; 20. a right brake caliper; 21. a fourth bolt; 22. a knuckle; 23. a brake disc; 24. a fifth bolt; 25. a third gear shaft; 26. a fourth rolling bearing; 27. a first gear shaft; 28. a first bolt; 29. a first bearing end cap; 30. a first rolling bearing; 31. a second bevel gear; 32. a drive train housing; 33. a first bevel gear; 34. a motor shaft; 35. a motor mounting hole; 36. a second spring; 37. and a sixth bolt.
The detailed meanings in the figures are as follows:
in fig. 2: a1, the right end face of the motor; a2, the lower end face of the motor; 1-1, a transmission shell mounting threaded hole.
In fig. 3: b1, the upper end face of a transmission system shell; b2, the left end face of the transmission shell; 32-1, drive train housing mounting holes; 32-2 first bearing end cap mounting threaded holes; 32-3, first bearing mounting holes.
In fig. 4-9: c1, a first left end face of the shell; c2, a second left end face of the shell; c3, a third left end face of the shell; 13-A-1, left brake caliper guide grooves; 13-A-2, left brake caliper shaft hole; 13-A-3, housing mounting holes; 13-A-4, a right brake caliper shaft hole; d1, the right end face of the shell; 13-B-1, second bearing mounting holes; 13-B-2, a second bearing end cover mounting threaded hole; e1, the upper end surface of the inner part of the shell; e2, the rear end face inside the shell; e3, the lower end surface of the inner part of the shell; e4, the front end face inside the shell; 13-E-1, a first boss inside the shell; 13-E-2, a second boss inside the shell; 13-E-3, a third boss inside the shell; 13-E-4, a fourth boss in the shell; 13-C-1, left brake caliper shaft guide groove; 13-C-2, a fourth bearing seat; 13-C-3, right brake caliper shaft guide groove; 13-D-1, a left brake caliper limiting block; 13-D-2, a third bearing seat; 13-D-3, a right brake caliper limiting block.
In fig. 10: 12-1, left brake caliper shaft external threads; 12-2, left brake caliper shaft; 12-3, left brake caliper shaft guide boss; 12-4, a first spring mounting hole; 12-5, a first rack.
In fig. 11-12: g1, the right end face of the left brake caliper; g2, the left end face of the left brake caliper; 14-1, left brake caliper guide boss; 14-2, left brake caliper mounting threaded holes; 14-3, cylindrical boss.
In fig. 13: f1, the right end face of the retainer; 17-1, a shell mounting threaded hole; 17-2, retainer mounting holes.
In fig. 14: 20-1, right brake caliper shaft; 20-2, a second rack; 20-3, a second spring mounting hole; 20-4, right brake caliper shaft guide boss.
Detailed description of the preferred embodiments
The invention provides a bidirectional distributed electromechanical brake actuator based on universal transmission and a gear rack, which is used for further describing the invention in detail by referring to the accompanying drawings and examples in order to make the technical scheme and effect of the invention clearer and more definite; it should be understood that the detailed description is intended to illustrate the invention, and not to limit the invention.
A bidirectional distributed electromechanical brake actuator based on universal transmission and gear racks mainly comprises a motor, a transmission system shell, a ball cage universal joint, a shell, a left brake caliper rack pull rod, a left brake caliper, a retainer and a right brake caliper.
As shown in fig. 2, the motor (1) is a rotary motor, the right end face (A1) of the motor is provided with 2 motor mounting holes (35), and the motor mounting holes (35) are used for mounting the motor on a vehicle body and play a role in fixing the motor; the lower end face (A2) of the motor is provided with 4 transmission line shell mounting threaded holes (1-1) for mounting the transmission line shell (32) on the motor (1) to play a role in fixing the transmission line shell.
As shown in fig. 3, the upper end surface (B1) of the drive train shell is provided with 4 drive train shell mounting holes (32-1), and the left end surface (B2) of the drive train shell is provided with a first bearing mounting hole (32-3) and 3 first bearing end cover mounting threaded holes (32-2); the number of the transmission line shell mounting holes (32-1) is the same as that of the transmission line shell mounting threaded holes (1-1) and the positions of the transmission line shell mounting holes are in one-to-one correspondence, so that the transmission line shell is fixed; the first bearing mounting hole (32-3) is used for mounting the first rolling bearing (30), and the first bearing end cover mounting threaded hole (32-2) is used for fixing the first bearing end cover (29).
As shown in fig. 4, a left brake caliper guiding groove (13-a-1) is formed in a first left end face (C1) of the housing, a left brake caliper shaft hole (13-a-2) is formed in a second left end face (C2) of the housing, and a housing mounting hole (13-a-3) and a right brake caliper shaft hole (13-a-4) are formed in a third left end face (C3) of the housing; the left brake caliper guide groove (13-A-1) is matched with the left brake caliper guide boss (14-1) to play a role in guiding; the shell mounting holes (13-A-3) are the same in number and correspond to the shell mounting threaded holes (17-1) in position one by one, and play a role in fixing the shell.
As shown in fig. 5, the right end face (D1) of the housing is provided with a second bearing mounting hole (13-B-1) and 3 second bearing end cap mounting screw holes (13-B-2); the second bearing mounting hole (13-B-1) is used for mounting the second rolling bearing (6), and the second bearing end cover mounting threaded hole (13-B-2) is used for fixing the second bearing end cover (4).
As shown in fig. 6 and 7, an upper end surface (E1) inside the housing is provided with a first boss (13-E-1) inside the housing, a rear end surface (E2) inside the housing is provided with a second boss (13-E-2) inside the housing, a lower end surface (E3) inside the housing is provided with a third boss (13-E-3) inside the housing, a front end surface (E4) inside the housing is provided with a fourth boss (13-E-4) inside the housing, the upper end surface of the first boss (13-E-1) inside the housing is engaged with the upper end surface (E1) inside the housing, the lower end surface is a plane, and the second boss (13-E-2) inside the housing and the fourth boss (13-E-4) inside the housing are cylindrical bosses.
As shown in fig. 7, 8 and 9, a first boss (13-E-1) inside the housing is provided with a left brake caliper shaft guide groove (13-C-1), a second boss (13-E-2) inside the housing is provided with a third bearing seat (13-D-2), a third boss (13-E-3) inside the housing is provided with a right brake caliper shaft guide groove (13-C-3), a fourth boss (13-E-4) inside the housing is provided with a fourth bearing seat (13-C-2), the left end of the left brake caliper shaft guide groove (13-C-1) is provided with a left brake caliper limiting block (13-D-1), and the right end of the right brake caliper shaft guide groove (13-C-3) is provided with a right brake caliper limiting block (13-D-3); the left brake caliper shaft guide groove (13-C-1) and the right brake caliper shaft guide groove (13-C-3) are semicircular grooves, the axes of the semicircular grooves are coplanar with the axis of the left brake caliper shaft hole (13-A-2), and the plane where the axes are positioned is perpendicular to the bottom surface; the third bearing seat (13-D-2) and the fourth bearing seat (13-C-2) are coaxial, and are respectively used for installing a third rolling bearing (8) and a fourth rolling bearing (26), the left brake caliper limiting block (13-D-1) is positioned at the leftmost end of the left brake caliper shaft guide groove (13-C-1), and is used for limiting the travel of the left brake caliper rack pull rod (12) so as to limit the travel of the left brake caliper (14), and the right brake caliper limiting block (13-D-3) is positioned at the rightmost end of the right brake caliper shaft guide groove (13-C-3), so that the travel of the right brake caliper (20) is limited.
As shown in fig. 10, the left brake caliper rack bar (12) includes a left brake caliper shaft external thread (12-1), a left brake caliper shaft (12-2), a left brake caliper shaft guide boss (12-3), a first spring mounting hole (12-4), a first rack (12-5); the left brake caliper (14) is arranged on the left brake caliper shaft (12-2) through a left brake caliper shaft external thread (12-1) and a left brake caliper installation threaded hole (14-2); the left brake caliper shaft guide boss (12-3) is a semicircular boss, the radius of the semicircular boss is the same as that of the left brake caliper shaft guide groove (13-C-1), the first spring mounting hole (12-4) is used for mounting the first spring (7), the first rack (12-5) is meshed with the gear (9), and the number of teeth of the first rack can be increased or decreased according to practical application conditions.
As shown in fig. 11 and 12, the left brake caliper (14) is of a symmetrical structure, the left brake caliper right end face (G1) is provided with a left brake caliper guide boss (14-1), the left brake caliper left end face (G2) is provided with a cylindrical boss (14-3), the cylindrical boss (14-3) is provided with a left brake caliper mounting threaded hole (14-2), the shape of the left brake caliper guide boss (14-1) is the same as that of the left brake caliper guide groove (13-a-1), and the left brake caliper mounting threaded hole (14-2) is matched with the left brake caliper shaft external thread (12-1).
As shown in fig. 13, the retainer (17) has a symmetrical structure, and the right end face (F1) of the retainer is provided with a housing mounting screw hole (17-1) and a retainer mounting hole (17-2); the number of the shell mounting screw holes (17-1) and the number of the shell mounting holes (13-A-3) are the same and the positions are in one-to-one correspondence; the retainer (17) is mounted on the knuckle (22) through a retainer mounting hole (17-2).
As shown in fig. 14, the right caliper (20) includes a right caliper axle (20-1), a second rack gear (20-2), a second spring mounting hole (20-3), a right caliper axle guide boss (20-4); the right brake caliper shaft (20-1) is coaxial with the right brake caliper shaft hole (13-A-4), the second rack (20-2) is meshed with the gear (9) mutually, the number of teeth of the second rack is the same as that of the first rack (12-5), the second spring mounting hole (20-3) is used for mounting the second spring (36), the right brake caliper shaft guide boss (20-4) is a semicircular boss, and the radius of the right brake caliper shaft guide boss is the same as that of the right brake caliper shaft guide groove (13-C-3).
As shown in fig. 15, the motor (1) is mounted on the vehicle body through a motor mounting hole (35), and the power train housing (32) is mounted on the motor (1) through a power train housing mounting hole (32-1), a power train housing mounting screw hole (1-1), and a sixth bolt (37).
As shown in fig. 3 and 16, the first rolling bearing (30) is mounted at the first bearing mounting hole (32-3) through the first bearing end cover (29), and the first bearing end cover (29) is mounted on the power train housing (32) through the first bolt (28) for fixing the first rolling bearing (30); the first bevel gear (33) is arranged on the motor shaft (34), the second bevel gear (31) is arranged on the first gear shaft (27), and the first bevel gear (33) is meshed with the second bevel gear (31); the first gear shaft (27) is in interference fit with the first rolling bearing (30), the right end of the first gear shaft is connected with the second bevel gear (31), the left end of the first gear shaft is connected with the ball cage universal joint (2), the first gear shaft (27) is coaxial with the second bevel gear (31) and the first rolling bearing (30), a certain distance exists between the second bevel gear (31) and the first rolling bearing (30), and no motion interference exists.
As shown in fig. 17, the second rolling bearing (6) is mounted in the second bearing mounting hole (13-B-1) through the second bearing end cap (4), and the second bearing end cap (4) is mounted on the housing (13) through the second bolt (5) for fixing the second rolling bearing (6); the third bevel gear (10) is arranged on the second gear shaft (3), the fourth bevel gear (11) is arranged on the third gear shaft (25), and the third bevel gear (10) is meshed with the fourth bevel gear (11); the second gear shaft (3) is in interference fit with the second rolling bearing (6), the left end of the second gear shaft is connected with the third bevel gear (10), the right end of the second gear shaft is connected with the ball cage universal joint (2), and the second gear shaft (3) is coaxial with the second rolling bearing (6) and the third bevel gear (10).
As shown in fig. 8, 9, 18, 19, the third rolling bearing (8) is mounted on the third bearing seat (13-D-2), and the rear end of the third gear shaft (25) is mounted on the third rolling bearing (8); the fourth rolling bearing (26) is arranged on the fourth bearing seat (13-C-2), the front end of the third gear shaft (25) is arranged on the fourth rolling bearing (26), the third gear shaft (25) is coaxial with the third rolling bearing (8) and the fourth rolling bearing (26), and the axis is vertical to the front end face and the rear end face.
As shown in fig. 4, 8, 11, 14, 20 and 21, the gear (9) is arranged on the third gear shaft (25), the upper end of the gear (9) is meshed with the first rack (12-5), the lower end of the gear (9) is meshed with the second rack (20-2), and a certain distance exists between the gear and the fourth bevel gear (11), so that no motion interference exists; the left brake caliper shaft guide boss (12-3) is matched with the left brake caliper shaft guide groove (13-C-1) to play a role in guiding; the left end face of the left brake caliper shaft guide boss (12-3) is contacted with a left brake caliper limiting block (13-D-1), and a left brake caliper (14) is arranged on a left brake caliper rack pull rod (12) through a left brake caliper installation threaded hole (14-2) and a left brake caliper shaft external thread (12-1); when the assembly is completed, 1: the right end face (G1) of the left brake caliper is parallel to the first left end face (C1) of the shell, the left brake caliper guide boss (14-1) is overlapped with the left brake caliper guide groove (13-A-1), the left brake caliper (14) can only move left and right along the guide groove, the left brake caliper shaft (12-2) is coaxial with the left brake caliper shaft hole (13-A-2) and has no movement interference, the left brake caliper shaft guide boss (12-3) is overlapped with the left brake caliper shaft guide groove (13-C-1), and the gear (9) is meshed with the first rack (12-5); the right brake caliper shaft guide boss (20-4) is matched with the right brake caliper shaft guide groove (13-C-3) to play a role in guiding, and the right end face of the right brake caliper shaft guide boss (20-4) is contacted with the right brake caliper limiting block (13-D-3); when the assembly is completed, 2: the right brake caliper shaft (20-1) is coaxial with the right brake caliper shaft hole (13-A-4), the right brake caliper shaft guide boss (20-4) is overlapped with the right brake caliper shaft guide groove (13-C-3), the gear (9) is meshed with the second rack (20-2), and the right brake caliper (20) can only move left and right along the guide groove; the first spring (7) is a compression spring, the left end of the first spring is arranged at the first spring mounting hole (12-4), and the right end of the first spring is arranged on the shell (13); the second spring (36) is an extension spring, the left end is arranged at the second spring mounting hole (20-3), and the right end is arranged on the shell (13).
As shown in fig. 4 and 22, the housing (13) is mounted on the holder (17) through the housing mounting hole (13-a-3) and the third bolt (16).
As shown in fig. 23, the cage (17) is mounted on the knuckle (22) by a fourth bolt (21).
As shown in fig. 11, 14, 25, the left brake pad (18) is mounted on the left brake caliper (14); the right brake pad (15) is mounted on the right caliper (20), and the left and right brake pads are parallel to the brake disc (23).
The invention provides a bidirectional distributed electromechanical brake actuator based on universal transmission and a gear rack, which has the following working principle:
the process of applying the brake and adjusting the magnitude of the braking force is as follows:
when a driver steps on a brake pedal, a motor (1) is electrified, a motor shaft (34) rotates clockwise to drive a first bevel gear (33) to rotate clockwise, a second bevel gear (31) is driven by the first bevel gear (33) and a first gear shaft (27) rotate clockwise, a ball cage universal joint (2) rotates clockwise to drive a second gear shaft (3) and a third bevel gear (10) to rotate clockwise, a fourth bevel gear (11) is driven by the third bevel gear (10) and a third gear shaft (25) rotate clockwise, so that a gear (9) is driven to rotate clockwise, a first rack (12-5) drives a left brake caliper rack pull rod (12) to move rightward along a left brake caliper shaft guide groove (13-C-1) in the shell, and a left brake caliper (14) moves rightward along the left brake caliper guide groove (13-A-1) in the shell to drive a left brake lining (18) to press a brake disc (23); simultaneously, the second rack (20-2) drives the right brake caliper (20) to move leftwards along the right brake caliper shaft guide groove (13-C-3) in the shell to drive the right brake lining (15) to press the brake disc (23).
In the process of applying the brake, a driver can control the magnitude of the motor torque output by the motor (1) through the opening degree of the brake pedal, so that the braking force is adjusted.
The process of braking withdrawal is as follows:
when a driver reduces the opening degree of a brake pedal, a motor (1) is electrified, a motor shaft (34) rotates anticlockwise, a first bevel gear (33) is driven to rotate anticlockwise, a second bevel gear (31) and a first gear shaft (27) are driven to rotate anticlockwise through the first bevel gear (33), a ball cage universal joint (2) rotates anticlockwise, a second gear shaft (3) and a third bevel gear (10) are driven to rotate anticlockwise, a fourth bevel gear (11) and a third gear shaft (25) are driven to rotate anticlockwise through the third bevel gear (10), so that a gear (9) is driven to rotate anticlockwise, a first rack (12-5) and a first spring (7) drive a left brake caliper rack pull rod (12) to move leftwards along a left brake caliper shaft guide groove (13-C-1) in a shell, a left brake caliper (14) moves leftwards along the left brake caliper guide groove (13-A-1) in the shell, a left brake lining (18) is driven to be far away from a brake disc (23), and until the left end face of a left brake caliper pull rod (12) contacts a left brake caliper limiting block (13-D-1); simultaneously, the second rack (20-2) and the second spring (36) drive the right brake caliper (20) to move rightwards along the right brake caliper shaft guide groove (13-C-3) in the shell to drive the right brake lining (15) to be far away from the brake disc (23) until the right end face of the right brake caliper (20) is contacted with the right brake caliper limiting block (13-D-3).
In the running process of the vehicle, the relative positions of the motor (1) and the shell (13) can change along with the left-right swing and up-down jumping of the wheels, and in order to avoid motion interference, the ball cage universal joint (2) is adopted to adapt to the change of the relative positions of the motor (1) and the shell (13), so that the stability and the reliability of the electromechanical brake actuator are ensured.

Claims (2)

1. A bidirectional distributed electromechanical brake actuator based on universal transmission and gear rack is characterized in that: the brake device mainly comprises a motor, a transmission system shell, a ball cage universal joint, a shell, a left brake caliper rack pull rod, a left brake caliper, a retainer and a right brake caliper;
the motor (1) is a rotary motor, the right end face (A1) of the motor is provided with 2 motor mounting holes (35), and the lower end face (A2) of the motor is provided with 4 transmission line shell mounting threaded holes (1-1);
the upper end face (B1) of the transmission shell is provided with 4 transmission shell mounting holes (32-1), and the left end face (B2) of the transmission shell is provided with a first bearing mounting hole (32-3) and 3 first bearing end cover mounting threaded holes (32-2); the number of the transmission line shell mounting holes (32-1) is the same as that of the transmission line shell mounting threaded holes (1-1) and the positions of the transmission line shell mounting holes are in one-to-one correspondence;
the left end of the ball cage universal joint (2) is connected with the second gear shaft (3), and the right end is connected with the first gear shaft (27);
the first left end face (C1) of the shell is provided with a left brake caliper guide groove (13-A-1), the second left end face (C2) of the shell is provided with a left brake caliper shaft hole (13-A-2), and the third left end face (C3) of the shell is provided with a shell mounting hole (13-A-3) and a right brake caliper shaft hole (13-A-4); the left brake caliper guide groove (13-A-1) is matched with the left brake caliper guide boss (14-1); the number of the shell mounting holes (13-A-3) is the same as that of the shell mounting threaded holes (17-1) and the positions of the shell mounting holes are in one-to-one correspondence;
the right end face (D1) of the shell is provided with a second bearing mounting hole (13-B-1) and 3 second bearing end cover mounting threaded holes (13-B-2);
the upper end face (E1) in the shell is provided with a first boss (13-E-1) in the shell, the rear end face (E2) in the shell is provided with a second boss (13-E-2) in the shell, the lower end face (E3) in the shell is provided with a third boss (13-E-3) in the shell, and the front end face (E4) in the shell is provided with a fourth boss (13-E-4) in the shell; the upper end face of the first boss (13-E-1) in the shell is jointed with the upper end face (E1) in the shell, the lower end face is a plane, and the second boss (13-E-2) in the shell and the fourth boss (13-E-4) in the shell are cylindrical bosses;
the first boss (13-E-1) in the shell is provided with a left brake caliper shaft guide groove (13-C-1), the second boss (13-E-2) in the shell is provided with a third bearing seat (13-D-2), the third boss (13-E-3) in the shell is provided with a right brake caliper shaft guide groove (13-C-3), and the fourth boss (13-E-4) in the shell is provided with a fourth bearing seat (13-C-2); the left end of the left brake caliper shaft guide groove (13-C-1) is provided with a left brake caliper limiting block (13-D-1), and the right end of the right brake caliper shaft guide groove (13-C-3) is provided with a right brake caliper limiting block (13-D-3); the left brake caliper shaft guide groove (13-C-1) and the right brake caliper shaft guide groove (13-C-3) are semicircular grooves, the axes of the semicircular grooves are coplanar with the axis of the left brake caliper shaft hole (13-A-2), and the plane where the axes are positioned is perpendicular to the bottom surface; the third bearing seat (13-D-2) is coaxial with the fourth bearing seat (13-C-2), the left brake caliper limiting block (13-D-1) is positioned at the leftmost end of the left brake caliper shaft guide groove (13-C-1), and the right brake caliper limiting block (13-D-3) is positioned at the rightmost end of the right brake caliper shaft guide groove (13-C-3);
the left brake caliper rack pull rod (12) comprises left brake caliper shaft external threads (12-1), a left brake caliper shaft (12-2), a left brake caliper shaft guide boss (12-3), a first spring mounting hole (12-4) and a first rack (12-5); the left brake caliper (14) is arranged on the left brake caliper shaft (12-2) through a left brake caliper shaft external thread (12-1) and a left brake caliper mounting threaded hole (14-2), the left brake caliper shaft guide boss (12-3) is a semicircular boss, the radius of the left brake caliper shaft guide boss is the same as that of the left brake caliper shaft guide groove (13-C-1), the first spring mounting hole (12-4) is used for mounting a first spring (7), the first rack (12-5) is meshed with the gear (9), and the number of teeth of the first rack (12-5) can be increased or decreased according to actual application conditions;
the left brake caliper (14) is of a symmetrical structure, a left brake caliper guide boss (14-1) is arranged on the right end face (G1) of the left brake caliper, a cylindrical boss (14-3) is arranged on the left end face (G2) of the left brake caliper, and a left brake caliper installation threaded hole (14-2) is formed in the cylindrical boss (14-3); the shape of the left brake caliper guide boss (14-1) is the same as that of the left brake caliper guide groove (13-A-1), and the left brake caliper installation threaded hole (14-2) is matched with the left brake caliper shaft external thread (12-1);
the retainer (17) is of a symmetrical structure, and a right end face (F1) of the retainer is provided with a shell mounting threaded hole (17-1) and a retainer mounting hole (17-2); the number of the shell mounting threaded holes (17-1) and the number of the shell mounting holes (13-A-3) are the same, the positions of the shell mounting threaded holes are in one-to-one correspondence, and the retainer (17) is mounted on the knuckle (22) through the retainer mounting holes (17-2);
the right brake caliper (20) comprises a right brake caliper shaft (20-1), a second rack (20-2), a second spring mounting hole (20-3) and a right brake caliper shaft guide boss (20-4); the right brake caliper shaft (20-1) is coaxial with the right brake caliper shaft hole (13-A-4), the second rack (20-2) is meshed with the gear (9), the number of teeth of the second rack is the same as that of the first rack (12-5), the second spring mounting hole (20-3) is used for mounting the second spring (36), the right brake caliper shaft guide boss (20-4) is a semicircular boss, and the radius of the right brake caliper shaft guide boss is the same as that of the right brake caliper shaft guide groove (13-C-3).
2. A bi-directional distributed electro-mechanical brake actuator based on universal drive and rack and pinion as set forth in claim 1 wherein: the left brake caliper guiding lug boss (14-1) is overlapped with the left brake caliper guiding groove (13-A-1), the left brake caliper shaft guiding lug boss (12-3) is overlapped with the left brake caliper shaft guiding groove (13-C-1), and the right brake caliper shaft guiding lug boss (20-4) is overlapped with the right brake caliper shaft guiding groove (13-C-3) and can move left and right along the guiding groove.
CN202310840499.6A 2023-07-11 2023-07-11 Bidirectional distributed electromechanical brake actuator based on universal transmission and gear rack Pending CN116733873A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202310840499.6A CN116733873A (en) 2023-07-11 2023-07-11 Bidirectional distributed electromechanical brake actuator based on universal transmission and gear rack

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202310840499.6A CN116733873A (en) 2023-07-11 2023-07-11 Bidirectional distributed electromechanical brake actuator based on universal transmission and gear rack

Publications (1)

Publication Number Publication Date
CN116733873A true CN116733873A (en) 2023-09-12

Family

ID=87906075

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202310840499.6A Pending CN116733873A (en) 2023-07-11 2023-07-11 Bidirectional distributed electromechanical brake actuator based on universal transmission and gear rack

Country Status (1)

Country Link
CN (1) CN116733873A (en)

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