CN219888569U - Brake caliper and automobile - Google Patents

Abstract

The utility model relates to a brake caliper, which comprises a brake caliper shell, a brake disc, two brake pads and two actuating assembly groups, wherein each actuating assembly group comprises at least two actuating assemblies; the two actuating assembly groups are respectively arranged at two sides of the brake disc, the two brake blocks are respectively arranged at two sides of the brake disc, and the two actuating assembly groups are respectively used for driving the two brake blocks so that the two brake blocks clamp the brake disc; each actuating component comprises a motor, a speed reducing mechanism and a conversion mechanism, wherein the power output end of the motor is in transmission connection with the power input end of the speed reducing mechanism; the conversion mechanism is capable of converting rotational motion of its power input into linear motion of its power output. The utility model also provides an automobile. The utility model provides a brake caliper suitable for an electromechanical brake system, which has the characteristics of high reliability and high integration.

Description

Brake caliper and automobile

Technical Field

The utility model relates to an automobile, in particular to a brake caliper and an automobile.

Background

Today, the rapid development of social economy and science and technology is carried out, and people are pursuing the dynamic performance and the comfort of the automobile, and meanwhile, the attention degree of the automobile safety is also higher. Among these, braking performance of the automobile is particularly important because the braking performance of the automobile is directly related to life and property safety, and good braking performance is a basic guarantee of safe driving of the automobile.

The existing hydraulic braking system widely applied to automobiles mainly comprises a brake pedal, a brake master cylinder, a vacuum booster, a hydraulic pipeline, a brake wheel cylinder, a brake and the like. When the automobile is braked, a driver presses a brake pedal, oil in a brake master cylinder flows into each wheel cylinder through a brake pipeline under a certain pressure under the action of a series of mechanical structures and a vacuum booster, and finally a disc brake or a drum brake is driven to finish braking action, so that the braking of wheels is realized. Hydraulic braking has become a very mature technology through long development, and the existing car basically adopts a hydraulic braking system.

Although hydraulic brake systems are widely used, hydraulic brake systems have some problems as follows: the hydraulic braking system has more mechanical parts and hydraulic pipelines, the vacuum booster has larger volume, and particularly after integrating ABS, TCS, ESP and other electric control functions, the hydraulic braking system is more complex and has great arrangement and assembly difficulties; the hydraulic oil of the hydraulic braking system needs to be replaced regularly, and hidden danger of hydraulic oil leakage exists in the use process, so that environmental pollution is easy to cause; for new energy automobiles with braking energy recovery systems and lacking a booster vacuum source, the use of hydraulic braking systems is limited and the difficulty of matching is great.

With the development of scientific technology, an electromechanical brake system which has more compact structure, larger output braking force and more reliable operation is generated. Because of the problems that plague hydraulic braking systems for many years, electromechanical braking systems have become one of the trends in brake technology research. Compared with the traditional hydraulic braking system, the electromechanical braking system takes electric energy as an energy source, the motor drives the braking plate to press the braking disc to realize a braking function, the electric wire transmits energy, and the data wire transmits signals. The electromechanical braking system has simple structure and high efficiency, and the braking safety of the automobile is greatly improved.

The electromechanical brake system in the prior art has the following technical problems:

in order to ensure braking safety, a certain redundancy is required for an automobile braking system, and the electromechanical braking system has the problem that the redundant structure of the traditional braking system cannot be utilized because the mechanical hydraulic connection between a brake pedal and a brake caliper is canceled, so that the design of the redundancy of the electromechanical braking system is required to be reconsidered from the aspects of structure and control so as to ensure the reliability of the electromechanical braking system and further ensure the braking safety;

the electromechanical brake system comprises a brake caliper and a controller for controlling the brake caliper, and the controller is generally arranged on a vehicle body, so that on one hand, a mounting point is required to be arranged on the vehicle body for the controller, and on the other hand, the brake caliper and the controller are separately arranged, so that the assembly efficiency of the vehicle is not improved;

the piston of the brake caliper of the electromechanical brake system is prone to a clamping stagnation phenomenon, which adversely affects the reliability of the brake caliper.

Disclosure of Invention

The aim of the utility model is to propose a brake caliper and a motor vehicle which alleviate or eliminate at least one of the above-mentioned technical problems.

The utility model relates to a brake caliper, which comprises a brake caliper shell, a brake disc, two brake pads and two actuating component groups, wherein each actuating component group comprises at least two actuating components; the two actuating assembly groups are respectively arranged at two sides of the brake disc, the two brake blocks are respectively arranged at two sides of the brake disc, and the two actuating assembly groups are respectively used for driving the two brake blocks so that the two brake blocks clamp the brake disc; each actuating assembly comprises a motor, a speed reducing mechanism and a conversion mechanism, wherein the power output end of the motor is in transmission connection with the power input end of the speed reducing mechanism, and the power output end of the speed reducing mechanism is in transmission connection with the power input end of the conversion mechanism; the conversion mechanism can convert the rotary motion of the power input end of the conversion mechanism into the linear motion of the power output end of the conversion mechanism, and the power output end of the conversion mechanism can drive the brake block corresponding to the actuating assembly to abut against the brake disc in a linear motion mode.

Optionally, each of the actuating assembly groups includes two actuating assemblies disposed at a spacing.

Optionally, a controller is fixedly connected to one side of the brake caliper housing close to the interior of the vehicle.

Optionally, a protective housing is fixedly connected to one side of the brake caliper housing in the vehicle, and the controller is fixedly connected to a cavity surrounded by the protective housing.

Optionally, the motor is a brushless direct current motor.

Optionally, the conversion mechanism is a planetary roller screw.

Optionally, the speed reducing mechanism is a primary planetary gear speed reducing mechanism.

Optionally, each actuating assembly further comprises a piston and a sealing ring, the piston is arranged between the power output end of the conversion mechanism and the brake pad, a sliding hole is formed in the brake caliper housing, the piston is in sliding fit with the sliding hole, and the sealing ring is arranged between the inner circular surface of the sliding hole and the outer circular surface of the piston.

Optionally, a first annular groove is formed in the inner circle surface of the sliding hole, the outer ring part of the sealing ring is installed in the first annular groove, a second annular groove is formed in the outer circle surface of the piston, the inner ring part of the sealing ring is installed in the second annular groove, and the width of the second annular groove in the axial direction of the sliding hole is larger than that of the inner ring part of the sealing ring in the axial direction of the sliding hole.

The utility model also provides an automobile comprising the brake caliper.

The utility model provides a brake caliper suitable for an electronic mechanical brake system, which has the characteristics of high integration level and high reliability, and is beneficial to improving the braking safety of the electronic mechanical brake system and improving the assembly efficiency of an automobile.

Drawings

FIG. 1 is a schematic view of a brake caliper according to an embodiment;

FIG. 2 is a schematic illustration of a partial construction of a brake caliper according to an embodiment;

fig. 3 is a second schematic view of a partial structure of the brake caliper according to the embodiment.

Wherein, 1-a brake caliper housing; 2-a brake disc; 3-brake pad; 4-an electric motor; 5-a speed reducing mechanism; 6-a controller; 7-planetary roller screw; 8-a piston; 9-thrust needle bearings; 10-sealing rings; 11-a bracket; 12-a protective shell;

101-mounting holes; 102-slide hole; 103-a first annular groove;

401-motor output shaft;

501-a first sun gear; 502-a first ring gear; 503—first planet; 504-first planet carrier; 505-a second sun gear; 506-a second ring gear; 507-a second planet; 508-a second planet carrier;

701-a lead screw; 702-rollers; 703-a nut;

801-piston bottom wall; 802-piston side wall; 803-second annular groove.

Detailed Description

Further advantages and effects of the present utility model will become readily apparent to those skilled in the art from the disclosure herein, by referring to the accompanying drawings and the preferred embodiments. The utility model may be practiced or carried out in other embodiments that depart from the specific details, and the details of the present description may be modified or varied from the spirit and scope of the present utility model. It should be understood that the preferred embodiments are presented by way of illustration only and not by way of limitation.

It should be noted that the illustrations provided in the following embodiments merely illustrate the basic concept of the present utility model by way of illustration, and only the components related to the present utility model are shown in the drawings and are not drawn according to the number, shape and size of the components in actual implementation, and the form, number and proportion of the components in actual implementation may be arbitrarily changed, and the layout of the components may be more complicated.

A brake caliper as shown in fig. 1 and 2, comprising a caliper housing 1, a brake disc 2, two brake pads 3 and two sets of actuation assemblies, each set of actuation assemblies comprising at least two actuation assemblies; the two groups of actuating component groups are respectively arranged at two sides of the brake disc 2, the two brake blocks 3 are respectively arranged at two sides of the brake disc 2, the two groups of actuating component groups are respectively used for driving the two brake blocks 3 so that the two brake blocks 3 clamp the brake disc 2, one brake block 3 is positioned between one group of actuating component groups and the brake disc 2, and the other brake block 3 is positioned between the other group of actuating component groups and the brake disc 2; each actuating component comprises a motor 4, a speed reducing mechanism 5 and a conversion mechanism, wherein the power output end of the motor 4 is in transmission connection with the power input end of the speed reducing mechanism 5, and the power output end of the speed reducing mechanism 5 is in transmission connection with the power input end of the conversion mechanism; the conversion mechanism can convert the rotary motion of the power input end of the conversion mechanism into the linear motion of the power output end of the conversion mechanism, and the power output end of the conversion mechanism can drive the brake disc 3 corresponding to the actuating assembly to abut against the brake disc 2 through the linear motion. By adopting the technical scheme, the brake caliper is braked by providing power by the motor 4, and is applicable to an electromechanical brake system; the two brake pads 3 are arranged to clamp the brake disc 2 for braking, so that the redundancy of the brake caliper can be improved, the reliability of the brake caliper can be improved, and the braking safety of an electromechanical braking system can be improved; at least two actuating components are arranged corresponding to each brake pad 3, and the two actuating components are mutually backed up, so that the redundancy of the brake caliper can be improved, the reliability of the brake caliper can be improved, and the braking safety of an electromechanical braking system can be improved.

As a preferred example, each set of actuation assemblies includes two actuation assemblies disposed in spaced apart relation.

In some embodiments, the control 6 is fixedly connected to the side of the caliper housing 1 that is located inside the vehicle. By adopting the technical scheme, the controller 6 is fixedly connected with the brake caliper housing 1, so that the integration level of the brake caliper can be improved, the controller 6 is arranged on one side of the brake caliper housing 1 close to the inside of the vehicle, and the possibility of damage of the controller 6 can be reduced.

In some embodiments, a protective shell 12 is fixedly connected to one side of the caliper housing 1 adjacent to the vehicle, and the controller 6 is fixedly connected to a chamber defined by the protective shell 12. By adopting the technical scheme, the protection shell 12 is arranged to protect the controller 6, so that the possibility of damage to the controller 6 can be reduced. As a specific example, a bracket 11 is provided between the protective housing 12 and the caliper housing 1, and the protective housing 12 is fixedly connected to the caliper housing 1 through the bracket 11.

In some embodiments, the motor 4 is a brushless dc motor. By adopting the technical scheme, the brushless direct current motor replaces an electric brush and a commutator by electronic commutation, and sparks and abrasion are not generated, so that the brushless direct current motor has high reliability and long service life. Brushless dc motors are much smaller in weight and size than brushed dc motors 4, about 70% less in weight, while the moment of inertia can be reduced by about 40% to 50%, the smaller size of motor 4 being able to facilitate the placement of controller 6. Further, the brushless dc motor also has linear torque speed characteristics similar to those of the ordinary dc motor 4. The brushless direct current motor can be divided into a plurality of types according to different adopted permanent magnet materials, wherein the rare earth permanent magnet brushless direct current motor has the advantages of large starting torque, strong overload capacity, convenient speed regulation, stable operation, low noise, reliable operation and the like, and is an ideal energy-saving, noise-reducing and environment-friendly product; as a preferred example, the four motors 4 are all rare earth permanent magnet brushless dc motors.

In some embodiments, the conversion mechanism is a planetary roller screw 7. By adopting the technical scheme, the planetary roller screw 7 can convert rotary motion into linear motion. As a preferable example, in order to prevent the planetary roller screw 7 from being stuck, the planetary roller screw 7 is a reverse type planetary roller screw, the planetary roller screw 7 includes a screw 701, a nut 703, and a plurality of rollers 702, the plurality of rollers 702 are respectively screw-fitted with the screw 701 and the nut 703, and both ends of the rollers 702 are provided with roller gears, an inner circumferential surface of the nut 703 is provided with an inner gear ring engaged with each roller gear or an outer circumferential surface of the screw 701 is provided with an outer gear ring engaged with each roller gear, the nut 703 is slidingly fitted with and circumferentially fixed to the slide hole 102 in the caliper housing 1, the screw 701 is connected to and synchronously rotates with a power output end of the speed reducing mechanism 5, and the reverse type planetary roller screw 7 further includes a roller carrier for holding the positions of each roller 702. When the screw 701 rotates, the rollers 702 perform planetary-like motion in the circumferential direction, both revolve and spin, while converting the rotational motion of the screw 701 into linear reciprocating motion of the nut 703 by screw transmission. By arranging roller gears at the two ends of the roller 702, the roller gears are utilized to ensure the synchronization of the meshing transmission between the roller 702 and the screw 701 and the nut 703 and the pure rolling at the pitch circle, thereby avoiding the interference phenomenon caused by the slipping of the individual roller 702. The screw transmission is a mechanical transmission mode for transmitting power and motion by utilizing the meshing of the screw and the screw, can be divided into force transmission screw transmission, transmission screw transmission and adjustment screw transmission according to the working characteristics, is suitable for occasions with intermittent working and low working speed, can generate larger axial thrust by smaller input torque, is stable in transmission and meets the design requirement of an electronic mechanical executing mechanism. In some embodiments, a thrust needle bearing 9 is provided between the screw 701 and the caliper housing 1 to ensure smooth rotation of the screw 701.

As a preferred example, the reduction mechanism 5 is a one-stage planetary gear reduction mechanism. By adopting the technical scheme, the axial size of the primary planetary gear reduction mechanism is smaller, and convenience can be brought to arrangement of the controller 6. In specific implementation, as shown in fig. 3, the primary planetary gear reduction mechanism includes a first sun gear 501, a first ring gear 502, a first planet carrier 504 and a plurality of first planet gears 503, the first ring gear 502 is fixedly connected in the mounting hole 101 of the brake caliper housing 1, the first sun gear 501 is connected with the power output end of the motor 4 and rotates synchronously, and the first planet carrier 504 is connected with the power input end of the planetary roller screw 7 and rotates synchronously.

In some embodiments, the reduction mechanism 5 may also employ a two-stage planetary gear reduction mechanism. By adopting the technical scheme, the two-stage planetary gear speed reducing mechanism can play a role in reducing and increasing moment, the transmission ratio of the two-stage planetary gear speed reducing mechanism is generally larger, and the volume of the two-stage planetary gear speed reducing mechanism is far smaller than that of a common cylindrical gear speed reducer on the premise of the same transmission ratio; and the power input end and the power output end of the two-stage planetary gear speed reducing mechanism have the characteristic of being coaxial, and the two-stage planetary gear speed reducing mechanism is stable in motion, strong in shock resistance and strong in vibration resistance. The two-stage planetary gear reduction mechanism has the following advantages: the transmission ratio range is large, the bearing capacity is strong, the size is small, the weight is light, the transmission is stable, the efficiency is high, the work is reliable, and the service life is long. In a specific implementation, the two-stage planetary gear speed reducing mechanism comprises a first-stage planetary gear speed reducing mechanism and a second-stage planetary gear speed reducing mechanism, the first-stage planetary gear speed reducing mechanism comprises a first sun gear 501, a first annular gear 502, a first planet carrier 504 and a plurality of first planet gears 503, the second-stage planetary gear speed reducing mechanism comprises a second sun gear 505, a second annular gear 506, a second planet carrier 508 and a plurality of second planet gears 507, the first annular gear 502 and the second annular gear 506 are fixedly connected in the mounting hole 101 of the brake caliper housing 1, the first sun gear 501 is connected with the power output end of the motor 4 and synchronously rotates, the plurality of first planet gears 503 are rotatably mounted on the first planet carrier 504, the plurality of first planet gears 503 are meshed between the first annular gear 502 and the first sun gear 501, the second sun gear 505 is connected with the first planet carrier 504 and synchronously rotates, the plurality of second planet gears 507 are rotatably mounted on the second carrier 508, the plurality of second planet gears 507 are meshed between the second annular gear 506 and the second sun gear 505, the second carrier 508 is connected with the power output end of the motor 7 and the power output end of the motor 5 as the power input of the first planetary gear speed reducing mechanism 5, and the power output end of the motor 4 is connected with the power output end of the first planetary gear speed reducing mechanism 5. As a specific example, the caliper housing 1 is provided with a mounting hole 101 for accommodating the reduction mechanism 5, the motor 4 is fastened to the caliper housing 1 by a bolt, and a motor output shaft 401 of the motor 4 extends into the mounting hole 101 to be fixedly connected with a power input end of the reduction mechanism 5.

In some embodiments, each actuating assembly further comprises a piston 8 and a sealing ring 10, the piston 8 being arranged between the power output end of the conversion mechanism and the brake pad 3, a slide hole 102 being arranged in the caliper housing 1, the piston 8 being in sliding engagement with the slide hole 102, the sealing ring 10 being arranged between the inner circular surface of the slide hole 102 and the outer circular surface of the piston 8. By adopting the technical scheme, the sealing ring 10 is arranged between the outer circular surface of the piston 8 and the inner circular surface of the slide hole 102, so that oil leakage and impurities can be prevented from entering the slide hole 102, the piston 8 can be prevented from being blocked by the influence of the impurities, the reliability of the brake caliper can be improved, and the braking safety of an electromechanical braking system can be improved.

In some embodiments, the inner circular surface of the slide hole 102 is provided with a first annular groove 103, the outer ring portion of the seal ring 10 is installed in the first annular groove 103, the outer circular surface of the piston 8 is provided with a second annular groove 803, the inner ring portion of the seal ring 10 is installed in the second annular groove 803, and the width of the second annular groove 803 in the axial direction of the slide hole 102 is larger than the width of the inner ring portion of the seal ring 10 in the axial direction of the slide hole 102. By adopting the technical scheme, the first annular groove 103 matched with the sealing ring 10 is arranged on the sliding hole 102, and the second annular groove 803 matched with the sealing ring 10 is arranged on the piston 8, so that the sealing performance can be further improved, and the reliability of the brake caliper can be further ensured. Since the stroke of the piston 8 is small during braking, the solution of improving the sealing performance by using the first annular groove 103 and the second annular groove 803 can be implemented by reasonably setting the width of the second annular groove 803 in the axial direction of the slide hole 102. As a specific example, the cross section of the seal ring 10 is rectangular, and the outer peripheral surface of the seal ring 10 is in sealing engagement with the groove bottom surface of the first annular groove 103, and the inner peripheral surface of the seal ring 10 is in sealing engagement with the groove bottom surface of the second annular groove 803.

In some embodiments, the piston 8 includes a piston side wall 802 having a cylindrical shape and a piston bottom wall 801 connected to an end of the piston side wall 802 adjacent to the brake pad 3, the piston bottom wall 801 closing an end of the piston side wall 802 adjacent to the brake pad 3, and the second annular groove 803 being provided on an outer circumferential surface of the piston side wall 802. By adopting the technical scheme, the piston 8 can keep sliding fit with the sliding hole 102, and the cavity enclosed by the piston 8 can provide arrangement space for the planetary roller screw rod 7, so that the size of the brake caliper is reduced.

In some embodiments, the brake caliper housing 1, the brake disc 2 and the brake pads 3 may be arranged in a manner that refers to the prior art, the brake pads 3 may be slidably connected to the brake caliper housing 1 through a linear motion structure, and the brake pads 3 are pushed by the piston 8 to make the brake pads 3 abut against the brake disc 2, so as to implement braking. Elastic restoring elements can be provided between the brake disc 3 and the brake caliper housing 1 and/or between the piston 8 and the brake caliper housing 1, which can be used to drive the brake disc 3 and/or the piston 8 to be restored when the brake is released.

With the brake caliper, after the brake caliper is electrified, the motor 4 generates torque and rotation speed, the transmission mechanism is used for transmitting and reducing the speed and increasing the distance, and the screw 701 of the planetary roller screw 7 is driven to rotate, so that the nut 703 is pushed to linearly move, the piston 8 is pushed out to generate braking force, and the magnitude and the direction of the braking force can be controlled by the magnitude and the direction of input current of the motor 4. The controller 6 is arranged to control the magnitude and direction of the input current of the motor 4 according to the instruction of the automobile central controller 6, so that the rotating speed and the output torque of the motor 4 are accurately controlled, and the fixed brake caliper can be accurately controlled to generate corresponding braking force in real time.

The utility model also provides an automobile comprising the brake caliper.

The above embodiments are merely preferred embodiments for fully explaining the present utility model, and the scope of the present utility model is not limited thereto. Equivalent substitutions and modifications will occur to those skilled in the art based on the present utility model, and are intended to be within the scope of the present utility model. In the description of the present specification, a description referring to the terms "one embodiment," "some embodiments," "examples," "particular examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic is included in at least one embodiment or example of the utility model in connection with the embodiment or example. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Further, one skilled in the art can engage and combine the different embodiments or examples described in this specification.

Claims (10)

1. A brake caliper comprising a caliper housing, a brake disc, two brake pads, and two sets of actuating assemblies, each set of actuating assemblies comprising at least two actuating assemblies;

the two actuating assembly groups are respectively arranged at two sides of the brake disc, the two brake blocks are respectively arranged at two sides of the brake disc, and the two actuating assembly groups are respectively used for driving the two brake blocks so that the two brake blocks clamp the brake disc;

each actuating assembly comprises a motor, a speed reducing mechanism and a conversion mechanism, wherein the power output end of the motor is in transmission connection with the power input end of the speed reducing mechanism, and the power output end of the speed reducing mechanism is in transmission connection with the power input end of the conversion mechanism; the conversion mechanism can convert the rotary motion of the power input end of the conversion mechanism into the linear motion of the power output end of the conversion mechanism, and the power output end of the conversion mechanism can drive the brake block corresponding to the actuating assembly to abut against the brake disc in a linear motion mode.

2. A brake calliper according to claim 1, wherein each said set of actuating assemblies comprises two said actuating assemblies arranged in spaced relation.

3. A brake calliper according to claim 1, wherein the side of the calliper housing which is inboard is fixedly connected to a controller.

4. A brake calliper according to claim 3, wherein a protective housing is fixedly connected to a side of the calliper housing adjacent the vehicle, and the controller is fixedly connected within a chamber defined by the protective housing.

5. A brake calliper according to claim 1, wherein the motor is a brushless dc motor.

6. Brake calliper according to claim 1, wherein the conversion mechanism is a planetary roller screw.

7. A brake calliper according to claim 1, wherein the reduction mechanism is a primary planetary gear reduction mechanism.

8. The brake caliper according to claim 1, wherein each of said actuating assemblies further comprises a piston disposed between the power output end of said conversion mechanism and said brake pad, said caliper housing having a slide hole disposed therein, said piston being in sliding engagement with said slide hole, and a seal ring disposed between an inner circular surface of said slide hole and an outer circular surface of said piston.

9. The brake caliper according to claim 8, wherein a first annular groove is provided on an inner circumferential surface of the slide hole, an outer circumferential portion of the seal ring is installed in the first annular groove, a second annular groove is provided on an outer circumferential surface of the piston, an inner circumferential portion of the seal ring is installed in the second annular groove, and a width of the second annular groove in an axial direction of the slide hole is larger than a width of the inner circumferential portion of the seal ring in the axial direction of the slide hole.

10. An automobile comprising a brake caliper according to any one of claims 1 to 9.