CN203651744U - Multifunctional braking system provided with speed-reducing torque-increasing motion transformation mechanism and having initiative adjustment function - Google Patents
Multifunctional braking system provided with speed-reducing torque-increasing motion transformation mechanism and having initiative adjustment function Download PDFInfo
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- CN203651744U CN203651744U CN201320580836.4U CN201320580836U CN203651744U CN 203651744 U CN203651744 U CN 203651744U CN 201320580836 U CN201320580836 U CN 201320580836U CN 203651744 U CN203651744 U CN 203651744U
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Abstract
The utility model belongs to the technical field of motor vehicle braking, particularly relates to a multifunctional braking system provided with a speed-reducing torque-increasing motion transformation mechanism and having an initiative adjustment function, and aims to provide a system which is compact and simple in structure and convenient to arrange. The multifunctional braking system is characterized by comprising an outer brake casing (21), a motor (2), a brake pedal simulator, a brake master cylinder (3), the motion transformation mechanism, a hydraulic source, solenoid valves and brake wheel cylinders (23). The multifunctional braking system omits a vacuum booster and mechanical connection between a brake pedal and a hydraulic cavity, reduces the overall mass effectively, and is compact in structure and easy to arrange. Structural complexity is reduced greatly, and the cost is reduced; the motor is adopted as a power source, mechanical and electrical connection is adopted, signal transmission is fast, and the brake response is fast. Brake backup with a mechanical structure is adopted, so that when an electrical structure fails, the backup structure can intervene quickly and generate certain braking function, and the driving safety is guaranteed.
Description
Technical field
The utility model belongs to field of automotive braking technique, be specifically related to a kind of have to slow down increase the Multifunctional brake system of movement conversion mechanism and active adjustment turned round.
Background technology
Orthodox car is in the time of braking, normally chaufeur is stepped on brake pedal, under the help of a series of physical constructions and vacuum booster, make the fluid of master brake cylinder flow into each wheel cylinder with certain pressure by brake piping, final disc type or the drum brake mechanism of driving completes braking maneuver, thereby realizes wheel braking.But, along with the increase of high-grade highway and the raising of the automotive average speed of a motor vehicle, increasing of automobile quantity in addition, in order to improve ride safety of automobile, relevant enterprise and scientific research institution have researched and developed a series of as the active safety system of ABS, TCS, ESP and so on both at home and abroad.Traditional brake system, in the time of integrated this type of active safety system, need to be added extra control unit and hardware, makes whole brake system become complex structure, system redundancy.
In 20 beginnings of the century, the research institution that some are external and the corporation novel mode expansion to brake system explore and research, and dropped into suitable manpower and materials and financial resources, obtain some interim achievements.As EMB, EHB etc., but in EMB system, adopted a large amount of electronicies package, therefore the backup in the time of braking failure is too complicated, high cost; The electromagnetic valve quantity of EHB application is too much, and hydraulic tubing is too loaded down with trivial details, makes system too numerous and jumbled.
Summary of the invention
The purpose of this utility model is to provide a kind of compact conformation, arrangement convenience, simple in structure having slowed down and increased the Multifunctional brake system of turning round movement conversion mechanism and active adjustment.
The utility model is achieved in that
Having slows down increases a Multifunctional brake system of turning round movement conversion mechanism and active adjustment, comprises motor, hydraulic power source, electromagnetic valve and brake wheel cylinder; It also comprises brake shell body, brake pedal simulator, master brake cylinder and movement conversion mechanism; Brake pedal simulator is connected with brake shell body leading portion; Brake shell body is cylindric, and the back segment of brake shell body is connected with movement conversion mechanism; Motor be arranged on master brake cylinder, be connected with electronic control unit and movement conversion mechanism respectively; Movement conversion mechanism is also connected with master brake cylinder; Hydraulic power source is connected with electromagnetic valve; Brake wheel cylinder is connected with master brake cylinder by electromagnetic valve.
Pedal simulator integral installation as above is at braking body skin leading portion, and the gap that keeps 20～30mm with master cylinder connecting link.
Pedal simulator as above comprises brake pedal, pedal push rod, simulator end face, simulator stub axle, simulator body skin, sleeve, damping element, pedal displacement sensor and pedal simulator damping spring; The front end of brake pedal and pedal push rod is bolted, and tramples lower drive pedal push rod motion at chaufeur; Simulator end face is discoid, has through hole in center, is fixedly connected with the front end of sleeve; Sleeve is cylindric, and front end end face has taper hole, and middle part outside is provided with snap ring, and the front end of snap ring withstands in the front inner wall with simulator housing, has blind hole as simulator stub axle mounting hole at the middle part of back segment; The rear end of pedal push rod is connected with the front end of sleeve through the through hole at simulator end face middle part; Simulator housing is the cylindric of both ends open, and the size of rear and front end opening is consistent with the external diameter of sleeve and the external diameter of simulator stub shaft rear end respectively, and rear end has tapped bore as lockup piston left end stock mounting hole; Simulator stub axle is cylinder, front portion is arranged in the through hole at sleeve middle part, rear end external diameter is compared with the little 3～5mm of simulator stub axle base portion external diameter, and rear end is arranged in the opening of simulator housing rear end, and the center of rear end end face has circular groove as damping element mounting hole; Pedal simulator damping spring is sleeved on outside sleeve and simulator stub axle, and front end withstands on the rear end end face of sleeve snap ring, and rear end withstands on the inwall of simulator housing rear end; Pedal displacement sensor is connected with the lever of brake pedal by support, and is fixedly mounted on simulator housing bottom end face, and pedal displacement sensor gathers pedal displacement signal, and this signal is sent to electronic control unit; Damping element is arranged in the damping element mounting hole of simulator stub shaft rear end, corresponding with piston push rod installation site.
Motor as above adopts brushless direct current motor to realize, and the stall moment of torsion of motor is 4NM, and in 4ms, racing speed can reach 2000rpm, and the unitary rotation inertia of motor is 10
-5the order of magnitude.
Master brake cylinder as above adopts plunger typed master cylinder structure, and brake master cylinder piston is arranged in master brake cylinder, and brake master cylinder piston comprises ante-chamber piston and back cavity piston; Master brake cylinder is divided into two independently hydraulic cavities by ante-chamber piston and back cavity piston; The front end of back cavity piston spring withstands on the inwall of back cavity piston closes one end, and rear end withstands on the inwall of master brake cylinder sealing one end; The outer face middle part, one end of ante-chamber piston closes has groove as piston push rod mounting hole, and the rear end of piston push rod is arranged in piston push rod mounting hole; The outer face outside, one end of ante-chamber piston closes is connected with movement conversion mechanism; Ante-chamber piston spring front end withstands on the inwall of ante-chamber piston closes one end, and the rear end of ante-chamber piston spring withstands on the end face of back cavity piston closes one end.
Movement conversion mechanism as above comprises motor output shaft gear and ball spiral pair; Wherein, motor output shaft gear is miniature gears; Ball spiral pair comprises ball-screw, ball and ball-screw outer nut; Ball-screw is hollow structure, has groove as leading screw pre-tightening mechanism mounting hole on its top, is sleeved on the outside of piston push rod, and rear end withstands on the outer wall of ante-chamber piston closes one end; Ball-screw outer nut is that beloid boss structure, outer wall are gear structure, be sleeved on ball-screw outside, ball is clipped between the two, rear end end face withstands on the end face of master brake cylinder opening one end and the end face of ante-chamber piston closes one end, engages form gear pair with motor output shaft gear.
It also comprises deep groove ball bearing, and deep groove ball bearing is sleeved on ball-screw outer nut outside.
Hydraulic power source as above adopts hydraulic accumulator to realize, and the liquid outlet of hydraulic accumulator is connected with the input end of master brake cylinder ante-chamber, master brake cylinder back cavity, brake wheel cylinder electromagnetic valve, the input end of lockup piston chamber electromagnetic valve by hydraulic accumulator electromagnetic valve; The mouth of brake wheel cylinder electromagnetic valve is connected with the input end of brake wheel cylinder; The mouth of lockup piston chamber electromagnetic valve is connected with lockup piston.
Leading screw pre-tightening mechanism as above comprises pretension tranverse connecting rod, preloading spring, pretension vertical connecting rod; Pretension vertical connecting rod is shaft-like, and top has cylindrical hole as tight tranverse connecting rod mounting hole, and bottom straight cutting enters in the leading screw pre-tightening mechanism mounting hole of ball-screw; Pretension tranverse connecting rod is stepped cylindric, and left end is provided with annular projection, one end of pretension tranverse connecting rod through the tight tranverse connecting rod mounting hole of pretension vertical connecting rod, be arranged on the inwall of brake shell body rear end; Preloading spring is sleeved on pretension tranverse connecting rod outside, is stuck between braking body skin rear end inwall and pretension tranverse connecting rod, and preloading spring is in compressive state.
Lockup piston as above comprises lockup piston housing, lockup piston, damping spring; Lockup piston housing is the cylindric of sealing, and front end bottom has plunger shaft fluid hole, is connected with the mouth of lockup piston chamber electromagnetic valve by plunger shaft fluid hole, and intracavity liquid is connected with brake circuit; Lockup piston left end is stock, and the large end of piston is rubber piston, and lockup piston left end stock is arranged in lockup piston left end stock mounting hole by screw thread; Damping spring is arranged on lockup piston right-hand member, and spring stiffness K is less than 5000N/m.
The beneficial effects of the utility model are:
The utility model has been cancelled vacuum booster, has cancelled the mechanical connection between brake pedal and hydraulic cavities, effectively reduces total quality, and compact conformation is easy to arrange.Greatly reduce structural complexity, reduced cost.By adopting motor as propulsion source, adopt machinery and electrical connection, signal transmission is rapid, and braking response is fast.Realize difference braking by controlling electromagnetic valve and motor.By adopting the braking backup of physical construction, there is very large difference with general line control brake system, in the time that electrical structure lost efficacy, backup architecture can be got involved very soon, produces certain brake action, has ensured driving safety, meets brake legislation demand.
The utility model has adopted feed screw nut outside face has been processed as to gear, engage with the output shaft gear of motor, form ball screw assembly,, do not increasing on the basis of other annexes, reduce the torque demand to motor, also reduce the size of motor, made whole brake system structure become simple.Reveal by the hydraulic pressure that adopts hydraulic accumulator to compensate brake system, relative gap that can stepless adjustment push rod brake piston, simpler than adopting hydraulic pressure liquid storage cylinder in structure, cost is lower.
Accompanying drawing explanation
Fig. 1 be of the present utility model a kind of have to slow down increase the structural representation of Multifunctional brake system of turning round movement conversion mechanism and active adjustment;
Fig. 2 is the structural representation of pre-tightening mechanism in Fig. 1;
Fig. 3 is the structural representation of lockup piston in Fig. 1;
In figure, 1. brake pedal, 2. motor, 3. master brake cylinder, 4. ante-chamber piston, 5. back cavity piston, 6. hydraulic accumulator, 7. hydraulic accumulator electromagnetic valve, 8. brake wheel cylinder electromagnetic valve, 9. simulator housing, 10. damping element, 11. leading screw pre-tightening mechanisms, 12. motor output shaft gears, 13. ball-screws, 14. piston push rods, 15. lockup piston chambeies, 16. deep groove ball bearings, 17. ball-screw nuts, 18. attachment pegs, 19. pedal displacement sensors, 20. simulator end faces, 21. brake shell bodies, 22. pressure sensors, 23. brake wheel cylinders, 24. pedal simulator damping springs, 25. lockup piston chamber electromagnetic valves, 26. pedal push rods, 27. sleeves, 28. simulator stub axles, 29. preloading springs, 30. pretension vertical connecting rods, 31. pretension tranverse connecting rods, 32. damping springs, 33. lockup piston housings, 34. lockup piston, 35. plunger shaft fluid holes, 36. dust boots.
The specific embodiment
Below in conjunction with the drawings and specific embodiments to of the present utility model a kind of have to slow down increase the Multifunctional brake system of turning round movement conversion mechanism and active adjustment and be described:
As shown in Figure 1, having slows down increases a Multifunctional brake system of turning round movement conversion mechanism and active adjustment, comprises brake shell body 21, motor 2, brake pedal simulator, master brake cylinder 3, movement conversion mechanism, hydraulic power source, electromagnetic valve and brake wheel cylinder 23.Brake pedal simulator is connected with brake shell body 21 leading portions, and it,, for the braking intention of simulating brake sensation and acquisition chaufeur, is used for realizing wheel braking in the time that motor 2 lost efficacy.Brake shell body 21 is cylindric, and its back segment is connected with movement conversion mechanism.Motor 2 be arranged on master brake cylinder 3, it is connected with electronic control unit and movement conversion mechanism respectively, rotates, for movement conversion mechanism provides power under the control of electronic control unit.Rotary angle transmitter is arranged in motor 2, gathers the corner information of rotor, and corner information is sent to electronic control unit.Movement conversion mechanism is also connected with master brake cylinder 3, changes the rotation of motor 2 into straight-line motion, drives master brake cylinder 3 to realize wheel braking.Master brake cylinder 3 is under the drive of movement conversion mechanism, for automobile brake provides hydraulic pressure.Hydraulic power source is connected with electromagnetic valve, reveals for compensating hydraulic pressure.Totally four of brake wheel cylinders 23, four brake wheel cylinders 23 are connected with master brake cylinder 3 by electromagnetic valve respectively, under the control of electronic control unit, realize braking power is provided for wheel.
In the present embodiment, pedal simulator integral installation is at braking body skin 21 leading portions, and the gap that keeps 20～30mm with master cylinder connecting link 14, as 20mm, 25mm or 30mm.Pedal simulator comprises brake pedal 1, pedal push rod 26, simulator end face 20, sleeve 27, simulator stub axle 28, simulator body skin 9, damping element 10, pedal displacement sensor 19 and pedal simulator damping spring 24.Brake pedal 1 is bolted with the front end of pedal push rod 26, tramples lower drive pedal push rod 26 move at chaufeur.Simulator end face 20 is discoid, and its center has through hole, and it is fixedly connected with the front end of sleeve 27.Sleeve 27 is cylindric, front end end face at it has taper hole, outside, middle part is provided with snap ring, the front end of snap ring withstands in the front inner wall with simulator housing 9, have blind hole at the middle part of back segment as simulator stub axle 28 mounting holes, the size of this blind hole is consistent with the external diameter of simulator stub axle 28.The rear end of pedal push rod 26 is connected by ball pivot with the front end of sleeve 27 through the through hole at simulator end face 20 middle parts.What simulator housing 9 was both ends open is cylindric, and the size of rear and front end opening is consistent with the external diameter of sleeve 27 and the external diameter of simulator stub axle 28 rear ends respectively, has tapped bore as lockup piston left end stock mounting hole in its rear end.Simulator stub axle 28 is cylinder, its front portion is arranged in the through hole at sleeve 27 middle parts, rear end external diameter is compared with the little 3～5mm of simulator stub axle 28 base portion external diameter, as 3mm, 4mm or 5mm, rear end is arranged in the opening of simulator housing 9 rear ends, has circular groove as damping element mounting hole in the center of simulator stub axle 28 rear end end faces.Pedal simulator damping spring 24 is sleeved on outside sleeve 27 and simulator stub axle 28, front end withstands on the rear end end face of sleeve 27 snap rings, rear end withstands on simulator housing 9 rear end inwalls, and it is braked and provide antagonistic force to simulate the brake feel of traditional vehicle for chaufeur.The pedal displacement sensor 19 of brake pedal simulator is connected with the lever of brake pedal 1 by support, and is fixedly mounted on simulator housing 9 bottom end faces.In the time that chaufeur is stepped on brake pedal 1,19 of pedal displacement sensors can collect pedal displacement signal, and this signal is sent to electronic control unit.Damping element 10 is arranged in the damping element mounting hole of simulator stub axle 28 rear ends, corresponding with piston push rod 14 installation sites, once motor 2 lost efficacy, brake pedal simulator can move promotion piston push rod 14 and produce braking force.Brake pedal 1 and pedal push rod 26 are matured product, are commercially available.Simulator end face 20, sleeve 27, simulator stub axle 28, simulator body skin 9 all adopt No. 45 steel to make.
Damping element 10, pedal displacement sensor 19 and pedal simulator damping spring 24 adopt existing matured product to realize.
Motor 2 adopts brushless direct current motor to realize, and its moment of torsion and dynamic response need to mate the demand of whole brake system.In the present embodiment, the stall moment of torsion of motor 2 is 4NM, and motor rotation blockage electric current can not be too large, and response time is short, and in 4ms, racing speed can reach 2000rpm, and rotating is short switching time, and the unitary rotation inertia of motor is 10
-5the order of magnitude.
Master brake cylinder 3 adopts traditional plunger typed master cylinder structure, is made up of grey pi iron.Brake master cylinder piston is arranged in master brake cylinder 3, it under the promotion of movement conversion mechanism at the interior generation fluid pressure of master brake cylinder 3.Brake master cylinder piston comprises ante-chamber piston 4 and back cavity piston 5, and ante-chamber piston 4 and back cavity piston 5 adopt universal piston structure.Master brake cylinder 3 is divided into two independently hydraulic cavities by ante-chamber piston 4 and back cavity piston 5.The front end of back cavity piston spring withstands on the inwall that back cavity piston 5 seals one end, and rear end withstands on the inwall that master brake cylinder 3 seals one end.The outer face middle part, one end that ante-chamber piston 4 seals has groove as piston push rod mounting hole, and the rear end of piston push rod 14 is arranged in piston push rod mounting hole.The outer face outside, one end that ante-chamber piston 4 seals is connected with movement conversion mechanism.Ante-chamber piston spring front end withstands on the inwall that ante-chamber piston 4 seals one end, and the rear end of ante-chamber piston spring withstands on the end face that back cavity piston 5 seals one end.In the present embodiment, ante-chamber piston 4 and back cavity piston 5 are made by composite material, as X-alloy.
Movement conversion mechanism comprises motor output shaft gear 12 and ball spiral pair.Wherein, motor output shaft gear 12 is miniature gears, adopts 54 steel to make, and by the mode machine-shaping of casting, motor 2 output shafts and gear are structure as a whole.Ball spiral pair comprises ball-screw 13, ball and ball-screw outer nut 17.Ball-screw 13 is hollow structure, has groove as leading screw pre-tightening mechanism mounting hole on its top, and it is sleeved on the outside of piston push rod 14, and its rear end withstands on the outer wall that ante-chamber piston 4 seals one end.Ball-screw outer nut 17 is that beloid boss structure, outer wall are gear structure, it is sleeved on ball-screw 13 outsides, ball is clipped between the two, end face and ante-chamber piston 4 that its rear end end face withstands on master brake cylinder 3 opening one end seal on the end face of one end, it engages with motor output shaft gear 12 and forms gear pair, formative gear transmission, the transmitting ratio of speed reduction gearing is the ratio of number of teeth of output shaft gear 12 and ball-screw outer nut 17 outer face gears, the rotating speed of motor is reduced, the moment of torsion that increases motor, suitably reduces the requirement of motor.Deep groove ball bearing 16 is sleeved on ball-screw outer nut 17 outsides, ball-screw outer nut 17 is carried out spacing, has limited the movement of ball-screw outer nut 17.Ball-screw 13, ball-screw outer nut 17, deep groove ball bearing 16 all adopt bearing steel to make.
Hydraulic power source adopts hydraulic accumulator 6 to realize.Electromagnetic valve comprises hydraulic accumulator electromagnetic valve 7, brake wheel cylinder electromagnetic valve 8 and lockup piston chamber electromagnetic valve 25, and wherein, hydraulic accumulator electromagnetic valve 7 is normally closed valve.Brake wheel cylinder 23 comprises 4, respectively corresponding 4 wheels.Above-mentioned electromagnetic valve all can adopt existing matured product to realize.
The liquid outlet of hydraulic accumulator 6 is connected with the input end of master brake cylinder 3 ante-chambers, master brake cylinder 3 back cavities, brake wheel cylinder electromagnetic valve 8, the input end of lockup piston chamber electromagnetic valve 25 by hydraulic accumulator electromagnetic valve 7.The mouth of brake wheel cylinder electromagnetic valve 8 is connected with the input end of brake wheel cylinder 23.The mouth of lockup piston chamber electromagnetic valve 25 is connected with lockup piston chamber 15, forms brake system hydraulic circuit part.Above-mentioned connection realizes by hydraulic pipe (comprising flexible pipe, hard tube).The control end of above-mentioned electromagnetic valve is connected with electronic control unit, and they control electromagnetic valve and open and close under the control of electronic control unit, realizes braking power is provided for wheel.
By controlling the folding of electromagnetic valve 7 of energy storage, can make hydraulic accumulator 6 optionally connect with hydraulic tubing 20, hydraulic tubing 20 is directly being communicated with two epitrochoidal chambers of master brake cylinder, realize the size of simulator body skin 21 and piston push rod 14 idle travels by controlling liquid turnover hydraulic accumulator 6, in the time that braking liquid enters hydraulic accumulator 6, idle travel will increase, in the time that braking liquid oppositely flows out, idle travel will diminish, same hydraulic accumulator 6 compensates the leakage loss of braking liquid in addition, control brake wheel cylinder electromagnetic valve 8 and adjust the effect of the brake clearance of car side brake.Pressure sensor 22 is arranged on the hydraulic tubing 20 that connects brake master cylinder piston ante-chamber, and for detection of the hydraulic pressure of brake master cylinder piston ante-chamber, its mouth is connected with electronic control unit, and the signal collecting is sent to electronic control unit.
And in concrete control implementation, obtained the pressure of master brake cylinder 3 and hydraulic tubing by pressure sensor 22, and calculate piston displacement by rotary angle transmitter, electronic control unit can be P-V characteristic estimation brake wheel cylinder 23 force value according to the opening and closing movement of brake wheel cylinder electromagnetic valve 8 and the fluid pressure of brake wheel cylinder 23 and the relation of volume, realizes accurate control and the adjusting of pressure.
As shown in Figure 2, leading screw pre-tightening mechanism 11 comprises pretension tranverse connecting rod 31, preloading spring 29, pretension vertical connecting rod 30.Pretension vertical connecting rod 30 is shaft-like, and its top has cylindrical hole as pretension tranverse connecting rod mounting hole, and its bottom straight cutting enters in the leading screw pre-tightening mechanism mounting hole of ball-screw 13.Pretension tranverse connecting rod 31 is stepped cylindric, and its left end is provided with annular projection, one end of pretension tranverse connecting rod 31 through the pretension tranverse connecting rod mounting hole of pretension vertical connecting rod 30, be arranged on the inwall of brake shell body 21 rear ends.Preloading spring 29 is sleeved on pretension tranverse connecting rod 31 outsides, be stuck between braking body skin 21 rear end inwalls and pretension tranverse connecting rod 31, preloading spring 29 keeps certain amount of compression, the corresponding predetermincd tension F just existing at leading screw 13 initial positions, and pre-tightening mechanism 11 is followed leading screw rectilinear movement.Pretension vertical connecting rod 30 all adopts No. 45 steel to make with pretension tranverse connecting rod 31.Preloading spring 29 is the universal product, is commercially available.
As shown in Figure 3, lockup piston chamber 15 comprises lockup piston housing 33, lockup piston 34, damping spring 32.Lockup piston housing 33 is cylindric for sealing, has fluid hole 35 in its front end bottom, is connected with the mouth of lockup piston chamber electromagnetic valve 25 by fluid hole 35, and intracavity liquid is connected with brake circuit.Lockup piston 34 left ends are stock, and the large end of piston is rubber piston, and lockup piston 34 left end stocks are arranged in lockup piston left end stock mounting hole by screw thread.Damping spring 32 is arranged on lockup piston 34 right-hand members, plays guiding and shock damping action, and spring stiffness K is less than 5000N/m.Close when fluid hole 35 lockup piston chamber, place electromagnetic valves 25, lockup piston chamber 15 inner sealings have liquid, and lockup piston 34 cannot move, and simulator housing 9 also cannot move linearly.In the time that lockup piston chamber electromagnetic valve 25 is opened, lockup piston 34 can promote liquid in hydraulic circuit, and lockup piston 34 can move linearly.Same simulator housing 9 is also movable, spacing releasing.Lockup piston housing 33 adopts grey pi iron to make, and lockup piston 34 adopts composite material to make as X-alloy.
Attachment pegs 18 attachment pegs are tapered pin, adopt conventional No. 45 steel to make, its one end is supported on piston push rod 14 outside faces, and one end embeds in the groove of ante-chamber piston 4, in the time that motor 2 drives ball-screw 13 to move, promote piston push rod 14 by attachment pegs 18 and move together with ante-chamber piston 4.In the time that motor 2 cannot be worked, need manpower to pass through simulator housing 9 and promote piston push rod 14, attachment pegs 18 is in piston push rod 14 moving process, attachment pegs 18 departs from ante-chamber piston 4 grooves, at this moment piston push rod 14 can promote separately ante-chamber piston 4 and moves, and 13 of ball-screws and its disengaging, realize braking failure backup.
The utility model adopts attachment pegs 18, can make piston pass through attachment pegs 18 is connected with ball-screw 13 and piston push rod 14, when braking, piston push rod 14 is straight-line motion together with ante-chamber piston 4, and when applying certain effect power on piston push rod 14, piston push rod 14 promotes ante-chamber piston 4 and moves, ante-chamber piston 3 departs from ball-screw 13, when motor 2 lost efficacy, can back up in this way.
Electronic control unit is matured product, and it can adopt existing techniques in realizing to the control of motor, electromagnetic valve, brake wheel cylinder.
The utility model is by output shaft and the ball-screw nut 17 outer face meshed transmission gear of motor 2, feed screw nut 17 is by deep groove ball bearing 16 axial location, feed screw nut is rotatablely moved, and ball-screw 13 straight-line motions, brake master cylinder piston 3 is produced and is effectively connected by attachment pegs 18 with piston push rod 14 and ball-screw 13, be that ball-screw 13 promotes master cylinder piston and does straight reciprocating motion at the interior generation brake-pressure of master brake cylinder 3, optionally open and control being connected of brake wheel cylinder 23 and master brake cylinder 3 and hydraulic tubing 20 by controlling brake wheel cylinder electromagnetic valve 8, the formation that can realize by controlling the folding of brake wheel cylinder 23 each brake wheel cylinder 23 pressure declines and realizes separately, the function of integrated very easily conditional electronic control system ABS and ESP.
Electromagnetic valve in native system all adopts high-speed switch valve, for matured product on the market, pressure sensor 22 is also continued to use the scheme of traditional braking system, rotary angle transmitter and pedal stroke sensor are all selected existing product, the version of pedal simulator is also existing technology, and implementation must be checking.Master brake cylinder 3 and piston mechanism adopt traditional plunger typed master cylinder design, and concrete size and requirement and vehicle match, and can adopt existing techniques in realizing.Retaining under traditional braking wheel cylinder 23 structures, brake wheel cylinder 23 structures are constant, hydraulic tubing adopts the capable layout of X, adopt diagonal line to arrange, meet the double loop of brake legislation requirement, so, in the time of a loop et out of order, still have two brake wheel cylinders 23 to play a role, brake efficiency at least can keep 50%.
The working process of native system is as follows:
Automobile is in the time normally travelling, when chaufeur is stepped on brake pedal 1, electronic control unit analyzes driver intention by pedal displacement sensor 19, drive motor 2 rotates, by motor output shaft gear 12 and ball-screw nut 17 engaged transmission, make ball-screw 13 straight-line motions, ante-chamber piston 4 is fixing by ball-screw 13 and attachment pegs 18, ball-screw 13 promotes ante-chamber piston 4 straight-line motions, the interior generation brake-pressure of master brake cylinder 3, open brake wheel cylinder electromagnetic valve 8, braking liquid enters brake wheel cylinder 23 and produces lock torque.If need pressurize, brake wheel cylinder electromagnetic valve 8 is closed, brake wheel cylinder 23 pressurizes.If while needing decompression, motor 2 reverses, master cylinder ante-chamber piston 4 oppositely moves, and controls equally the brake wheel cylinder electromagnetic valve 8 of brake wheel cylinder 23 and opens, and braking liquid is back in master cylinder ante-chamber from brake wheel cylinder 23.
In the time that each brake wheel cylinder 23 pressure of brake request there are differences, electronic control unit sends control information to corresponding brake wheel cylinder electromagnetic valve 8, can open separately such as the brake wheel cylinder electromagnetic valve 8 of controlling the near front wheel, close other 3 brake wheel cylinder electromagnetic valves 8, the near front wheel is carried out to braking pressure control.After this process finishes, close the brake wheel cylinder electromagnetic valve 8 of the near front wheel, carry out pressure adjusting to one in 3 remaining brake wheel cylinders 23, make according to this 4 brake wheel cylinder 23 pressure in certain control cycle, reach the brake-pressure of expectation, in control, adopt sequential system flowing mode according to priority.
In the time of power source motor 2 et out of order, lockup piston chamber electromagnetic valve 25 is opened, and under normal circumstances, lockup piston chamber electromagnetic valve 25 is closed, and makes in the axial direction simulator housing 9 fixing, people can not produced in the time stepping on brake pedal loosening.Lockup piston chamber electromagnetic valve 25 is opened, lockup piston chamber 15 is communicated with master brake cylinder 3 by hydraulic tubing, now when people steps on brake pedal 1 again, pedal stroke simulator 9 will move axially, when after the idle travel overcoming with piston push rod 14, can promote master cylinder piston together with piston push rod 14 and produce brake-pressure, this system has braking backup architecture.
The braking anti-lock stage, on the basis of conventional brake, if off front wheel enters slip state, electronic control unit reduces pressure to right brake wheel cylinder 23, be that master brake cylinder electromagnetic valve 8 between right brake wheel cylinder 23 and master brake cylinder is opened, motor 2 reversions drive ante-chamber piston 4 oppositely to move, master brake cylinder 3 pressure drops, now right front brake wheel cylinder 23 pressure are greater than master brake cylinder 3 inside brake hydraulic couplings, off front wheel decompression, and other San road brake wheel cylinder electromagnetic valves 8 are closed, in packing state, if exist many wheels to enter slip state, electronic control unit is controlled each brake wheel cylinder 23 pressure by electromagnetic valve successively by control logic, certain pressure of taking turns brake wheel cylinder 23 regulates, also can regulate in circulation and complete by several times, its principle and single-wheel increase, subtract, the principle of pressurize is consistent.
When after vehicle unstability, electronic control unit is by analyzing each sensor and pressure of wheel cylinder, in conjunction with the status information of vehicle, calculate each target wheel brake wheel cylinder 23 and need the pressure regulating, then by electromagnetic valve to wheel cylinder increase, subtract, pressure maintaining period, when the same braking of its principle, wheel anti-lock situation, makes brake wheel cylinder 23 pressure reach anticipated value.
The initiatively deboost phase, the signal gathering by sensor, is distributed the pressure of each brake wheel cylinder 23 by electromagnetic valve by electronic control unit, and this system also can be carried out active boost to each brake wheel cylinder 23, and its process as previously mentioned.
The utility model has been cancelled vacuum booster, has cancelled the mechanical connection between brake pedal and hydraulic cavities, effectively reduces total quality, and compact conformation is easy to arrange.Greatly reduce structural complexity, reduced cost.By adopting motor as propulsion source, adopt machinery and electrical connection, signal transmission is rapid, and braking response is fast.Realize difference braking by controlling electromagnetic valve and motor.By adopting the braking backup of physical construction, there is very large difference with general line control brake system, in the time that electrical structure lost efficacy, backup architecture can be got involved very soon, produces certain brake action, has ensured driving safety, meets brake legislation demand.
The utility model has adopted feed screw nut outside face has been processed as to gear, engage with the output shaft gear of motor, form ball screw assembly,, do not increasing on the basis of other annexes, reduce the torque demand to motor, also reduce the size of motor, made whole brake system structure become simple.Reveal by the hydraulic pressure that adopts hydraulic accumulator to compensate brake system, relative gap that can stepless adjustment push rod brake piston, simpler than adopting hydraulic pressure liquid storage cylinder in structure, cost is lower.
Claims (10)
1. having slows down increases a Multifunctional brake system of turning round movement conversion mechanism and active adjustment, comprises motor (2), hydraulic power source, electromagnetic valve and brake wheel cylinder (23); It is characterized in that: it also comprises brake shell body (21), brake pedal simulator, master brake cylinder (3) and movement conversion mechanism; Wherein, brake pedal simulator is connected with brake shell body (21) leading portion; Brake shell body (21) is cylindric, and the back segment of brake shell body (21) is connected with movement conversion mechanism; Motor (2) is gone up with being arranged on master brake cylinder (3), is connected respectively with electronic control unit and movement conversion mechanism; Movement conversion mechanism is also connected with master brake cylinder (3); Hydraulic power source is connected with electromagnetic valve; Brake wheel cylinder (23) is connected with master brake cylinder (3) by electromagnetic valve.
2. system according to claim 1, is characterized in that: described pedal simulator integral installation is at braking body skin (21) leading portion, and the gap that keeps 20～30mm with master cylinder connecting link (14).
3. system according to claim 1, is characterized in that: described pedal simulator comprises brake pedal (1), pedal push rod (26), simulator end face (20), simulator stub axle (28), simulator body skin (9), sleeve (27), damping element (10), pedal displacement sensor (19) and pedal simulator damping spring (24); Brake pedal (1) is bolted with the front end of pedal push rod (26), tramples lower drive pedal push rod (26) motion at chaufeur; Simulator end face (20) is discoid, has through hole in center, is fixedly connected with the front end of sleeve (27); Sleeve (27) is cylindric, and front end end face has taper hole, and middle part outside is provided with snap ring, the front end of snap ring withstand on simulator housing (9) front inner wall on, have blind hole at the middle part of back segment as simulator stub axle (28) mounting hole; The rear end of pedal push rod (26) is connected with the front end of sleeve (27) through the through hole at simulator end face (20) middle part; What simulator housing (9) was both ends open is cylindric, and the size of rear and front end opening is consistent with the external diameter of sleeve (27) and the external diameter of simulator stub axle (28) rear end respectively, and rear end has tapped bore as lockup piston left end stock mounting hole; Simulator stub axle (28) is cylinder, front portion is arranged in the through hole at sleeve (27) middle part, rear end external diameter is compared with the little 3～5mm of simulator stub axle (28) base portion external diameter, rear end is arranged in the opening of simulator housing (9) rear end, and the center of rear end end face has circular groove as damping element mounting hole; Pedal simulator damping spring (24) is sleeved on outside sleeve (27) and simulator stub axle (28), and front end withstands on the rear end end face of sleeve (27) snap ring, and rear end withstands on the inwall of simulator housing (9) rear end; Pedal displacement sensor (19) is connected with the lever of brake pedal (1) by support, and is fixedly mounted on simulator housing (9) bottom end face, and pedal displacement sensor (19) gathers pedal displacement signal, and this signal is sent to electronic control unit; Damping element (10) is arranged in the damping element mounting hole of simulator stub axle (28) rear end, corresponding with piston push rod (14) installation site.
4. system according to claim 3, is characterized in that: described motor (2) adopts brushless direct current motor to realize, and the stall moment of torsion of motor (2) is 4NM, and in 4ms, racing speed can reach 2000rpm, and the unitary rotation inertia of motor is 10
-5the order of magnitude.
5. system according to claim 3, is characterized in that: described master brake cylinder (3) adopts plunger typed master cylinder structure, and brake master cylinder piston is arranged in master brake cylinder (3), and brake master cylinder piston comprises ante-chamber piston (4) and back cavity piston (5); Master brake cylinder (3) is divided into two independently hydraulic cavities by ante-chamber piston (4) and back cavity piston (5); The front end of back cavity piston spring withstands on the inwall of back cavity piston (5) sealing one end, and rear end withstands on the inwall of master brake cylinder (3) sealing one end; The outer face middle part, one end of ante-chamber piston (4) sealing has groove as piston push rod mounting hole, and the rear end of piston push rod (14) is arranged in piston push rod mounting hole; The outer face outside, one end of ante-chamber piston (4) sealing is connected with movement conversion mechanism; Ante-chamber piston spring front end withstands on the inwall of ante-chamber piston (4) sealing one end, and the rear end of ante-chamber piston spring withstands on the end face of back cavity piston (5) sealing one end.
6. system according to claim 3, is characterized in that: described movement conversion mechanism comprises motor output shaft gear (12) and ball spiral pair; Wherein, motor output shaft gear (12) is miniature gears; Ball spiral pair comprises ball-screw (13), ball and ball-screw outer nut (17); Ball-screw (13) is hollow structure, has groove as leading screw pre-tightening mechanism mounting hole on its top, is sleeved on the outside of piston push rod (14), and rear end withstands on the outer wall of ante-chamber piston (4) sealing one end; Ball-screw outer nut (17) is that beloid boss structure, outer wall are gear structure, be sleeved on ball-screw (13) outside, ball is clipped between the two, rear end end face withstands on the end face of master brake cylinder (3) opening one end and the end face of ante-chamber piston (4) sealing one end, engages form gear pair with motor output shaft gear (12).
7. system according to claim 6, is characterized in that: it also comprises deep groove ball bearing (16), and deep groove ball bearing (16) is sleeved on ball-screw outer nut (17) outside.
8. system according to claim 3, it is characterized in that: described hydraulic power source adopts hydraulic accumulator (6) to realize, and the liquid outlet of hydraulic accumulator (6) is connected with the input end of master brake cylinder (3) ante-chamber, master brake cylinder (3) back cavity, brake wheel cylinder electromagnetic valve (8), the input end of lockup piston chamber electromagnetic valve (25) by hydraulic accumulator electromagnetic valve (7); The mouth of brake wheel cylinder electromagnetic valve (8) is connected with the input end of brake wheel cylinder (23); The mouth of lockup piston chamber electromagnetic valve (25) is connected with lockup piston (15).
9. system according to claim 3, is characterized in that: it also comprises leading screw pre-tightening mechanism (11), and described leading screw pre-tightening mechanism (11) comprises pretension tranverse connecting rod (30), preloading spring (29), pretension vertical connecting rod (30); Pretension vertical connecting rod (30) is shaft-like, and top has cylindrical hole as tight tranverse connecting rod mounting hole, and bottom straight cutting enters in the leading screw pre-tightening mechanism mounting hole of ball-screw (13); Pretension tranverse connecting rod (30) is stepped cylindric, and left end is provided with annular projection, one end of pretension tranverse connecting rod (30) through the tight tranverse connecting rod mounting hole of pretension vertical connecting rod (30), be arranged on the inwall of brake shell body (21) rear end; Preloading spring (29) is sleeved on pretension tranverse connecting rod (30) outside, is stuck between braking body skin (21) rear end inwall and pretension tranverse connecting rod (30), and preloading spring (29) is in compressive state.
10. system according to claim 3, is characterized in that: described lockup piston chamber (15) comprises lockup piston housing (33), lockup piston (34), damping spring (32); Lockup piston housing (33) is cylindric for sealing, and front end bottom has plunger shaft fluid hole (35), is connected with the mouth of lockup piston chamber electromagnetic valve (25) by plunger shaft fluid hole (35), and intracavity liquid is connected with brake circuit; Lockup piston (34) left end is stock, and the large end of piston is rubber piston, and lockup piston left end stock is arranged in lockup piston left end stock mounting hole by screw thread; Damping spring (32) is arranged on lockup piston (34) right-hand member, and spring stiffness K is less than 5000N/m.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320580836.4U CN203651744U (en) | 2013-09-20 | 2013-09-20 | Multifunctional braking system provided with speed-reducing torque-increasing motion transformation mechanism and having initiative adjustment function |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320580836.4U CN203651744U (en) | 2013-09-20 | 2013-09-20 | Multifunctional braking system provided with speed-reducing torque-increasing motion transformation mechanism and having initiative adjustment function |
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| Publication Number | Publication Date |
|---|---|
| CN203651744U true CN203651744U (en) | 2014-06-18 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201320580836.4U Expired - Fee Related CN203651744U (en) | 2013-09-20 | 2013-09-20 | Multifunctional braking system provided with speed-reducing torque-increasing motion transformation mechanism and having initiative adjustment function |
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| CN (1) | CN203651744U (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105091830A (en) * | 2015-08-05 | 2015-11-25 | 安徽巨一自动化装备有限公司 | Gear clearance measurement component based on displacement sensor |
| CN106240552A (en) * | 2016-08-16 | 2016-12-21 | 上海汇众汽车制造有限公司 | Electric booster braking system |
| CN109204283A (en) * | 2018-10-29 | 2019-01-15 | 华东交通大学 | A kind of electronic hydraulic brake system obtaining braking intention based on motor |
| CN111238670A (en) * | 2020-01-15 | 2020-06-05 | 江苏科润仪表有限公司 | Assembled thermal resistor convenient to maintain |
| CN112977360A (en) * | 2021-02-08 | 2021-06-18 | 四川科维时代材料科技有限公司 | Energy storage type driving mechanism, vehicle starting auxiliary device and system |
| CN114312711A (en) * | 2021-07-22 | 2022-04-12 | 华为数字能源技术有限公司 | Electromechanical braking system and vehicle |
-
2013
- 2013-09-20 CN CN201320580836.4U patent/CN203651744U/en not_active Expired - Fee Related
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105091830A (en) * | 2015-08-05 | 2015-11-25 | 安徽巨一自动化装备有限公司 | Gear clearance measurement component based on displacement sensor |
| CN106240552A (en) * | 2016-08-16 | 2016-12-21 | 上海汇众汽车制造有限公司 | Electric booster braking system |
| CN106240552B (en) * | 2016-08-16 | 2018-12-11 | 上海汇众汽车制造有限公司 | Electric booster braking system |
| CN109204283A (en) * | 2018-10-29 | 2019-01-15 | 华东交通大学 | A kind of electronic hydraulic brake system obtaining braking intention based on motor |
| CN109204283B (en) * | 2018-10-29 | 2024-02-27 | 华东交通大学 | Electronic hydraulic braking system for acquiring braking intention based on motor |
| CN111238670A (en) * | 2020-01-15 | 2020-06-05 | 江苏科润仪表有限公司 | Assembled thermal resistor convenient to maintain |
| CN112977360A (en) * | 2021-02-08 | 2021-06-18 | 四川科维时代材料科技有限公司 | Energy storage type driving mechanism, vehicle starting auxiliary device and system |
| CN114312711A (en) * | 2021-07-22 | 2022-04-12 | 华为数字能源技术有限公司 | Electromechanical braking system and vehicle |
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| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20140618 Termination date: 20190920 |