KR20210004895A - Electro-mechanical brake system - Google Patents

Abstract

Disclosed is an electromechanical brake system that can have an arrangement and a structure that can achieve compactness. According to an aspect of the present invention, an electromechanical brake system comprises: a carrier in which a pair of pad plates are installed to press a disk (D) rotating together with a wheel of a vehicle; a caliper housing which is slidably installed on the carrier to operate the pair of pad plates; a piston installed in the caliper housing to move forward and backward; an actuator including a motor that provides a rotational force for moving the piston; a screw assembly which receives the rotational force transmitted from the actuator and converts the rotational force into linear motion to enable the axial movement of the piston; a housing for housing the actuator; and an ECU which controls the operation of the electromechanical brake system.

Description

Electromechanical brake system {ELECTRO-MECHANICAL BRAKE SYSTEM}

The present invention relates to an electromechanical brake system, and more particularly, to an electromechanical brake system capable of implementing a braking function by operation of a motor.

In general, an electro-mechanical brake is a next-generation brake concept that senses the driver's braking intention and then uses an electric motor such as a motor to adjust the braking pressure of the front and rear wheels.

Electromechanical brakes are all intelligent, ranging from general braking functions, anti-lock brake system (ABS), electronic stability control (ESC), vehicle dynamic control (VDC) functions, as well as automatic braking functions required by intelligent constant speed driving systems in the future. It enables the braking role.

Such an electromechanical brake uses a motor and a speed reducer to generate an appropriate clamping pressure in the caliper, and performs the service brake and parking brake functions through the clamping pressure. In order to generate such an appropriate clamping pressure, not only the specification of the motor, but also the selection of an appropriate reducer type and specification plays an important role, and compactness of the brake system is required to install the brake system in a narrow space of the vehicle.

Korean Patent Registration No. 10-1511437 (announced on April 10, 2015)

Embodiments of the present invention are intended to provide an electromechanical brake system that can have an arrangement and structure that can achieve compactness.

In addition, embodiments of the present invention are intended to provide an electromechanical brake system capable of reducing energy when a parking brake is operated.

According to an aspect of the present invention, a carrier in which a pair of pad plates disposed on both sides of a disk is installed; A caliper housing slidably installed on the carrier; A piston installed in the caliper housing so as to move forward and backward; A screw assembly for implementing braking of the vehicle by pushing the piston forward and backward to press the pair of pad plates toward the disk; An actuator that transmits power to the screw assembly; A motor coupled with the actuator to provide rotational force to the piston; A housing having an actuator receiving portion for accommodating the actuator; A housing cover coupled to the housing to close the actuator receiving portion; It is to provide an electromechanical brake system including an electronic control unit (ECU) coupled to the rear surface of the housing to control the operation of the motor.

The electronic control unit includes an ECU board on which an element is mounted, and at least a part of the element is to provide an electromechanical brake system disposed in a direction opposite to the housing cover.

The electronic control unit is intended to provide an electromechanical brake system including an ECU board on which an element is mounted, and an ECU cover that is combined with the housing cover to divide a space for accommodating the ECU board therein.

The electronic control unit is intended to provide an electromechanical brake system further comprising a connector unit mounted on the ECU board to connect power to the ECU board.

The ECU cover is intended to provide an electromechanical brake system in which a hollow connector coupling portion is inserted so that the connector portion is inserted, and the connector portion and the connector coupling portion are sealedly coupled.

It is intended to provide an electromechanical brake system in which a hook part is provided in one of the housing cover and the ECU cover and a locking part is provided in the other.

The ECU cover is intended to provide an electromechanical brake system including an air vent for removing heat from the ECU substrate to the outside.

The ECU board is intended to provide an electromechanical brake system screwed to the housing cover.

The housing cover is provided on one surface of the bearing receiving groove to accommodate at least one bearing, a screw hole provided on the other surface opposite to the one surface for screw connection with the ECU board, and a side surface provided to the ECU cover. It is intended to provide an electromechanical brake system including a fastening part for coupling.

The ECU cover is to provide an electromechanical brake system including a plurality of device receiving portions having different heights so as to accommodate devices at different heights.

A screw assembly for implementing the braking of the vehicle by pushing the piston forward and backward to press the pair of pad plates toward the disk; A power transmission unit that transmits the rotational force of the motor to the screw assembly; A housing having a power transmission unit accommodating portion for accommodating the power transmission unit; A cover coupled to the housing to close the power transmission unit receiving portion; And an electronic control unit (ECU) coupled to the rear surface of the cover to control the operation of the motor, wherein the electronic control unit includes an ECU board installed on the cover, and the ECU board inside by being combined with the cover. It is intended to provide an electromechanical brake system including an ECU cover that divides the accommodation space.

The electronic control unit further includes a connector part mounted on the ECU board to connect power to the ECU board, and the ECU cover includes a hollow connector coupling part so that the connector part is inserted, and the circumference of the connector part and the It is intended to provide an electromechanical brake system where the circumferences of the connector joints are sealed together.

The electromechanical brake system according to an embodiment of the present invention has an effect of reducing the size of the electromechanical brake system by compactly arranging components such as a power transmission unit and a housing.

In addition, there is an effect of reducing energy by allowing parking to be maintained even when electricity is not applied to the solenoid.

1 is an exploded perspective view of an electromechanical brake system according to an embodiment of the present invention.
2 is a cross-sectional view of an electromechanical brake system according to an embodiment of the present invention.
3 is a perspective view of an electromechanical brake system in a combined state according to an embodiment of the present invention.
4 is an exploded perspective view of an electromechanical brake system according to another embodiment of the present invention.
5 is a cross-sectional view of an electromechanical brake system according to another embodiment of the present invention.
6 is a perspective view of a combined state of an electromechanical brake system according to another embodiment of the present invention.
7 is a view showing a ratchet unit for parking braking of an electromechanical brake system according to another embodiment of the present invention.
8 is an operation diagram of a ratchet unit when parking braking is performed in an electromechanical brake system according to another embodiment of the present invention.
9 is an operation diagram of a ratchet unit when parking brake is released of an electromechanical brake system according to another embodiment of the present invention.
10 is a view showing current consumption of a ratchet unit of an electromechanical brake system according to another embodiment of the present invention.
11 is a partial exploded perspective view of an electromechanical brake system according to an embodiment of the present invention.
12 is a view showing an air vent of an electromechanical brake system according to an embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The following examples are presented in order to sufficiently convey the spirit of the present invention to those of ordinary skill in the art to which the present invention pertains. The present invention is not limited to the exemplary embodiments presented here, but may be embodied in other forms. In the drawings, in order to clarify the present invention, portions not related to the description may be omitted, and sizes of components may be slightly exaggerated to aid understanding.

1 is an exploded perspective view of an electromechanical brake system according to an embodiment of the present invention, FIG. 2 is a cross-sectional view of an electromechanical brake system according to an embodiment of the present invention, and FIG. 3 is an exploded perspective view of an electromechanical brake system according to an embodiment of the present invention. A perspective view of the electromechanical brake system in an assembled state.

1 to 3, the electromechanical brake system 1 according to an embodiment of the present invention includes a pair of pad plates 11 and 12 to press the disk D rotating together with the wheel of the vehicle. The installed carrier 10, a caliper housing 20 that is slidably installed on the carrier 10 to operate a pair of pad plates 11, 12, and a piston installed in the caliper housing 20 so as to move forward and backward. (30) And, the actuator (60) including a motor (40) that provides a rotational force for moving the piston (30), the rotational force transmitted from the actuator (60) is received and converted into linear motion, It includes a screw assembly 50 enabling axial movement, a housing 70 accommodating the actuator 60, and an electronic control unit (ECU) 80 for controlling the operation of the housing and the electromechanical brake system. .

A pair of pad plates 11 and 12 are installed on the carrier 10, and friction pads 13 and 14 are attached to the inner surfaces of the pad plates 11 and 12, respectively. A pair of pad plates 11 and 12 are arranged so that their outer surface is in contact with the inner pad plate 11 and the outer surface is in contact with the finger part 21 of the caliper housing 20 It consists of an outer pad plate 12 that is slidably installed on the carrier 10.

The caliper housing 20 includes a finger portion 21 for operating the outer pad plate 12 and a cylinder 22 in which the piston 30 is installed, and is slidably fastened to the carrier 10. Accordingly, the caliper housing 20 slides from the carrier 10 and moves to the right by the reaction force caused by the movement of the piston 30 during the braking action, and the outer pad plate by the finger portion 21 (11, 12) is pushed toward the disk (D) to press the disk (D).

In the present embodiment, a floating type caliper is described as an example, but the present invention can be applied to other types of caliper other than the floating type.

The piston 30 is provided in a cup shape with one side open, and is slidably inserted into the cylinder 22.

The piston 30 presses the inner pad plates 11 and 12 toward the disk D by the axial force of the screw assembly 50 receiving the rotational force of the power transmission unit 60.

The motor 40 is provided to receive power from a power device (not shown) such as a battery of a vehicle to generate and provide power required for braking of the vehicle. The motor 40 may include a drive shaft for transmitting power to the outside, and the drive shaft may be disposed parallel to the axial direction of the spindle 51.

The actuator 60 transmits the rotational force from the motor 40 to the screw assembly 50. The actuator 60 includes a plurality of reduction gears that reduce the rotational force of the motor 40 and transmit it to the rear end.

The plurality of reduction gears includes a first gear 62 installed on the input shaft 61 that rotates by receiving the rotational force of the motor 40, and a second gear 64 installed on the intermediate shaft 63 disposed parallel to the input shaft 61. ) And a third gear 65 and a fourth gear 67 installed on the output shaft 66 connected to the spindle 51.

The plurality of reduction gears are provided to reduce the rotational force of the motor 40 according to a gear ratio, and may be configured as a helical gear to improve vibration and noise characteristics.

The input shaft 61 has one end connected to the shaft of the motor 40 and the other end rotatably supported by an input shaft bearing member 72 installed in the housing cover 71.

The input shaft bearing member 72 is received in the input shaft bearing member receiving groove 73 formed concave in the housing cover 71. The input shaft bearing member 73 includes a ball bearing.

A first gear 62 is installed on the input shaft 61, and the first gear 62 transmits the rotational force transmitted from the motor 40 to the intermediate shaft 63.

In addition, a ratchet wheel 91 that interferes with the solenoid driving unit 90 during parking braking is provided on the input shaft 61 on coaxial with the first gear 62.

The solenoid driving unit 90 is coupled to one side of the housing 70 and is provided so that a plunger advancing and retreating by the supply of power advances toward the ratchet wheel 91 and engages with the ratchet wheel 91.

To this end, a through hole 74 through which the plunger of the solenoid driving unit 90 can penetrate is formed on one side of the housing 70, and the plunger is formed from the outside of the housing 70 through the through hole 74. It may enter into the interior and be engaged with the ratchet wheel 91.

It goes without saying that the configuration including the solenoid driving unit 90 and the ratchet wheel 91 is referred to as a ratchet unit, and the ratchet units of FIGS. 7 to 9 described later can also be applied to this embodiment. At this time, the position of the ratchet wheel may be located anywhere among the input shaft, the output shaft, and the intermediate shaft as long as parking brake maintenance is possible.

The intermediate shaft 63 is supported so that both ends can be rotated by a pair of intermediate shaft bearing members 75 to enable stable rotation.

The pair of intermediate shaft bearing members 75 are accommodated in the first intermediate shaft bearing member receiving groove 76 provided in the housing 70 and the second intermediate shaft bearing member receiving groove 76 provided in the housing cover 71, respectively. do. The pair of intermediate shaft bearing members 75 includes a ball bearing.

A second gear 64 meshing with the first gear 62 is coupled to the intermediate shaft 63 to perform a primary deceleration with respect to the rotational speed of the input shaft 61 transmitted from the first gear 62.

The intermediate shaft 63 is provided with a third gear 65 for transmitting the rotational force transmitted by the first gear 62 to the output shaft 66.

The second gear 64 and the third gear 65 are installed coaxially at the intermediate shaft 63 and rotate together with the intermediate shaft 63.

A fourth gear 67 meshing with the third gear 65 is coupled to the output shaft 66 to perform secondary deceleration with respect to the rotational speed of the intermediate shaft 63 transmitted from the third gear 65.

Both ends of the output shaft 66 are supported so as to be rotatable by a pair of output shaft bearing members 77 to enable stable rotation.

The pair of output shaft bearing members 77 are accommodated in the first output shaft bearing member receiving groove 78 provided in the housing 70 and the second output shaft bearing member receiving groove 78 provided in the housing cover 71, respectively. The pair of output shaft bearing members 77 includes a ball bearing.

The fourth gear 67 may include a body 68 coupled to a flange 66a extending radially outward from the output shaft 66.

Since the fourth gear 67 has a relatively large diameter compared to a plurality of reduction gears to reduce the rotation of the motor 40 and transmit it to the output shaft 66, it is provided on the output shaft 66 to improve workability and productivity. It may have a body 68 coupled to the flange 66a.

The body 68 of the fourth gear 67 may be coupled to the flange 66a of the output shaft 66 by fastening bolts.

The housing 70 includes a motor mounting portion 79a for mounting the motor 40 on one surface thereof, and a caliper housing mounting portion 79b disposed in parallel with the motor mounting portion 79a and fixed to the caliper housing 20; It includes an actuator receiving portion (79c) for accommodating the actuator (60) inside.

A coupling hole is formed in the motor mounting part 79a so that the motor 40 can be screwed together, and a hollow hole is formed in the center of the motor mounting part 79a so that the drive shaft of the motor 40 can enter the housing 70 do.

The caliper housing mounting portion 79b has a coupling hole formed so that the caliper housing 20 can be screwed, and in the center thereof, the motor mounting portion () so that the output shaft 66 of the actuator 60 can be extended to the caliper housing 70. A hollow hole is formed parallel to the hollow hole of 79a).

In addition, a through hole 74 through which the plunger of the solenoid drive unit 90 can penetrate is formed in the body of the housing 70, and the plunger is formed from the outside of the housing 70 through the through hole 74. It can enter into and be engaged with the ratchet wheel 91.

In this embodiment, a motor is mounted outside the housing as an example, but a motor receiving part is provided in the housing and the motor may be accommodated and installed in the housing. In this case, a damping member is provided in the motor receiving part for damping the motor. May be.

The housing 70 is provided in an open shape with the actuator receiving portion 79c formed thereon, and the upper portion of the open housing 70 is closed by the housing cover 71.

As shown in FIGS. 1 and 11, the housing cover 71 is provided in a box shape with an open lower part to form a space therein while being combined with the housing 70.

The housing cover 71 includes an input shaft bearing member receiving groove 73 for receiving the input shaft bearing member 72, and a second intermediate shaft bearing member receiving groove 76 for receiving the second intermediate shaft bearing member 75. And, a second output shaft bearing member receiving groove 78 for accommodating the second output shaft bearing member 77.

On the outer surface of the housing cover 71, a board mounting portion 71c is provided on which the ECU board 81 of the electronic control unit, which will be described later, can be mounted. Further, a first fastening portion 71b for coupling with an ECU cover 82 to be described later is formed on the side of the housing cover 71.

A first screw hole 71d for screw coupling with the ECU substrate 81 is formed in the substrate mounting portion 71c.

In a state in which the actuator 60 is fixedly installed in the housing 70 and a plurality of bearing members 72, 75, 77 are inserted into the bearing member receiving grooves 73, 76, 78, the housing cover 71 is attached to the housing ( It is possible to easily seal the inside of the housing 70 by screwing it to 70).

The electronic control unit 80 is coupled to the outer surface of the housing cover 71.

The ECU 80 includes an ECU cover 82 that divides a space for accommodating the ECU substrate 81 in the ECU substrate 81 on which the element 81a is mounted, and the housing cover 71 40) and a connector unit 83 mounted on the ECU board 81 to connect power and/or signals to the ECU board 81.

The ECU substrate 81 is fixedly installed on the substrate mounting portion 71c formed on the outer surface of the housing cover 71, and elements 81a of various sizes are mounted, and at least a part of the elements 81a is provided with the housing cover 71 It can be arranged in opposite directions.

On the edge side of the ECU substrate 81, a second screw hole 81b is formed corresponding to the first screw hole 71d of the housing cover 71 for screwing with the housing cover 71.

The ECU cover 82 includes a hollow connector coupling part 82a inside so that the connector part 83 is inserted, and after fixing the connector part 83 through the connector coupling part 82a, the connector part 83 ) And the contact area of the connector coupling part 82a are sealedly coupled.

A second fastening part 82b is provided on the side of the ECU cover 82 to correspond to the first fastening part 71b of the housing cover 71 for coupling with the housing cover 71. One of the first fastening part 71b and the second fastening part 82b may be provided in the form of a hook and the other for hooking, and other coupling methods such as screw coupling may be employed. Of course.

As shown in FIG. 12, the ECU cover 82 may include an air vent 82d for removing heat from the ECU substrate 81 to the outside.

The air vent (82d) is formed between the air vent hole (82f) formed in the ECU cover (82), the cap (82g) coupled to the air vent hole (82f), and the air vent hole (82f) and the cap (82g). It may include a sealing (82h) that is provided in the ECU to prevent the fluid from flowing into the substrate (81).

In the ECU cover 82, a plurality of device receiving portions 82i having different heights are formed to accommodate the elements 81a at different heights, so that the elements of the ECU substrate 81 are separated from the device receiving portions 82i. Is accepted.

The connector unit 83 includes a signal unit 83a and a power supply unit 83b, and the body of the connector unit 83 is mounted on the ECU board 81.

The connector unit 83 is mounted on the ECU board 81 and the ECU board 81 is coupled to the housing cover 71. After that, after passing through the connector coupling portion 82a of the ECU cover 82 so that the connector portion 83 protrudes to the outside, the ECU cover 82 is coupled to the housing cover 71 to be attached to the housing cover 71. The electronic control unit 80 can be assembled.

The housing cover 71, the housing 70, and the ECU cover 82 may be made of a synthetic resin material, so that a combination method such as ultrasonic fusion or bonding may be applied to each other for assembly.

The screw assembly 50 serves to press the piston 30 toward the inner pad plates 11 and 12 by receiving rotational force from the actuator 60.

The screw assembly 50 includes a nut 52 disposed inside the piston 30 and capable of moving forward and backward, and a spindle 51 and a nut 52 that rotates by receiving a rotational force from the actuator 60 to move the nut 52 forward and backward. ) And a plurality of balls (not shown) interposed between the spindle 51. The screw assembly 50 may be a ball screw type linear moving device that converts rotational motion into linear motion, but it goes without saying that various mechanisms for converting rotational motion into linear motion may be employed.

In addition, it includes a ring 54 installed on the spindle 51 and a thrust bearing 56 provided between the ring and the rear wall of the caliper housing 20 through which the spindle 51 passes.

The ring 54 is installed on the spindle 51 so as to rotate together with the spindle 51. The ring 54 is made to have a substantially cylindrical shape and can be installed by being press-fitted into the spindle 51.

As the ring 54 is installed so as to rotate with the spindle 51, the screw assembly 50 operates to reduce the thrust generated when the inner pad plates 11 and 12 are pressed against the disk D through the piston 30. Will be delivered.

In addition, in the present embodiment, a force sensor (not shown) capable of detecting the braking force of the brake system may be provided.

The force sensor may be installed anywhere, such as between the thrust bearing 56 and the rear wall or the outer surface of the rear wall or between the ring and the thrust bearing 56, wherever the braking force can be sensed.

As an example, the force sensor is provided by screwing on the other surface opposite to the one surface on which the spindle 51 and the nut 52 are installed on the caliper housing 20, thereby simplifying the structure and assembly process of the brake system, thereby reducing manufacturing cost. You can save and improve productivity.

As the force sensor is mounted on the portion where the load applied to the caliper housing 20 is greatest, the braking force of the wheel can be more accurately detected. The force sensor may transmit the detected braking force to the ECU 80 (electronic control unit), and the ECU 80 may independently control the braking of each wheel based on the braking force received from the force sensor.

In order to maintain and stabilize the detection performance of the force sensor, screw the force sensor onto the caliper housing 20 until it reaches the preset tightening torque value when assembling the force sensor. By stopping, you can complete the assembly process of the force sensor.

Hereinafter, the operation of the electric brake system according to the present embodiment will be described.

When the driver wants to perform the service brake while the vehicle is running or the parking brake for parking the vehicle, the motor 40 operates by receiving the braking intention of the vehicle as an electrical signal, and the drive shaft of the motor 40 It rotates in one direction.

At this time, the input shaft 61 coupled to the drive shaft of the motor 40 rotates, and the intermediate shaft 63 meshing with the input shaft 61 and the output shaft 66 meshing with the intermediate shaft 63 are decelerated and rotated.

The output shaft 66 rotates the spindle 51, and the nut 52 provided on the spindle 51 advances, so that the brake pads 13 and 14 are in close contact with the disk D, thereby implementing braking of the vehicle. The braking force of the vehicle, that is, the adhesion force generated between the brake pad and the disk may be detected by the force sensor, and the force sensor may transmit the detected braking force to the ECU 80.

In the case of releasing the braking of the vehicle, the motor 40 is operated by receiving the intention of releasing the braking of the vehicle as an electric signal, and the input shaft 61 rotates in the other direction. The rotational force of the input shaft 61 is transmitted to the spindle 51 via the actuator 60 to cause rotation of the spindle 51 in the other direction. The nut 52 is retracted by the rotation of the spindle 51 in the other direction, whereby the brake pads 13 and 14 are spaced apart from the disk D to implement brake release of the vehicle.

Next, an electromechanical brake system according to another embodiment of the present invention will be described.

Figure 4 is an exploded perspective view of an electromechanical brake system according to another embodiment of the present invention, Figure 5 is a cross-sectional view of an electromechanical brake system according to another embodiment of the present invention, and Figure 6 is an exploded perspective view of an electromechanical brake system according to another embodiment of the present invention. A perspective view of the electromechanical brake system in an assembled state.

Hereinafter, the same reference numerals are assigned to the same configuration as in one embodiment, and the description of the same configuration in another embodiment is replaced with a description of one embodiment.

4 to 6, the electromechanical brake system 1 according to another embodiment of the present invention includes a pair of pad plates 11 and 12 to press the disk D rotating together with the wheel of the vehicle. The installed carrier 10, a caliper housing 20 that is slidably installed on the carrier 10 to operate a pair of pad plates 11, 12, and a piston installed in the caliper housing 20 so as to move forward and backward. (30) And the actuator 100 including a motor 40 that provides a rotational force for moving the piston 30, and the rotational force transmitted from the actuator 100 is received and converted into linear motion, Controls the operation of the first and second housings 110 and 120 and the electromechanical brake system accommodating the screw assembly 50 enabling axial movement, the ratchet unit 150 for parking braking, and the actuator 100 It includes an ECU (140).

The actuator 100 transmits rotational force from the motor 40 to the screw assembly 50. The actuator 100 includes a plurality of belt reduction assemblies that reduce the rotational force of the motor 40 and transmit it to the rear end.

The plurality of belt reduction assemblies include a first pulley 102 installed on the input shaft 101 of the motor 40, and a second pulley 161 and a third installed on the intermediate shaft 160 arranged parallel to the input shaft 101. It includes a pulley 162 and a fourth pulley 104 installed on the output shaft 103 connected to the spindle 51.

The input shaft 101 is formed as a rotation shaft of the motor 40, and one end is rotatably supported by an input shaft bearing member 101a installed in the first housing 110.

The input shaft bearing member 101a is accommodated in the input shaft bearing member receiving groove 111 formed concave in the first housing 110. The input shaft bearing member 101a includes a ball bearing.

The intermediate shaft 160 is provided on one side of the shaft portion 163, a second pulley 161 that receives rotational force from the first pulley 102 to achieve a primary deceleration, and the other end of the shaft portion 163 The third pulley 162 and the second pulley 161 and the third pulley 162 are disposed between the fixing part 164 for rotatably fixing the shaft part 163 to the first housing 110. Include.

The first belt 105 is coupled between the first pulley 102 and the second pulley 161 to reduce the rotational force of the first pulley 102 and transmit it to the second pulley 161.

An intermediate shaft bearing member 165 is provided between the shaft part 163 and the fixing part 164 so that the shaft part 163 can stably rotate, and the shaft part 163 is rotatably supported.

A third pulley 162 for transmitting rotational force to the fourth pulley 104 by rotating according to the rotation of the shaft part 163 is provided at the other end of the shaft part 163.

The second pulley 161 and the third pulley 162 are respectively installed on both sides of the shaft part 163 with the fixing part 164 as the center to rotate together with the shaft part 163.

The third pulley 162 and the fourth pulley 104 connected to the belt are coupled to the output shaft 103 to perform a second deceleration with respect to the rotational speed of the shaft portion 163 transmitted from the third pulley 162.

The output shaft 103 is provided with an output shaft bearing member 107 between the second housing 120 and the output shaft 103 to enable stable rotation to support the output shaft 103 rotatably.

The second belt 106 is coupled between the third pulley 162 and the fourth pulley 104, and the second belt 106 reduces the rotational force of the third pulley 162 to reduce the rotational force of the third pulley 162 to the fourth pulley 104. Deliver. A tensioner 108 may be further installed between the third pulley 162 and the fourth pulley 104 to adjust the tension of the second belt 106 or to adjust the power transmission direction.

The input shaft 101, the intermediate shaft 160, and the output shaft 103 may be arranged sequentially in the input shaft 101, the output shaft 103, and the intermediate shaft 160.

A ratchet unit 150 for parking braking may be provided on the output shaft 103.

7 is a view showing a ratchet unit for parking braking of an electromechanical brake system according to another embodiment of the present invention, and FIG. 8 is a ratchet unit when performing parking braking of an electromechanical brake system according to another embodiment of the present invention. 9 is an operation diagram of a ratchet unit when parking brake is released of an electromechanical brake system according to another embodiment of the present invention, and FIG. 10 is a ratchet of an electromechanical brake system according to another embodiment of the present invention. It is a diagram showing the current consumption of the unit.

7 to 10, the ratchet unit 150 is rotated in any one direction by a pole 153 and a pole 153 that are rotatably provided by the operation of the solenoid driving unit 151 and the solenoid driving unit 151. Includes a limited ratchet wheel 158.

The solenoid driving unit 151 is fixed to the outside of the second housing 120 and includes a plunger 152 that advances and retreats to supply power.

A through hole (not shown) through which the plunger 152 of the solenoid driving unit 90 can penetrate is formed at one side of the second housing 120, and the plunger 152 is formed through the through hole from the outside of the second housing 120. It may enter into the interior of the second housing 120 and be engaged with the ratchet wheel 158.

The pole 153 has a rotation shaft 154, a connection part 155 provided on one side of the rotation shaft 154 and connected to the plunger 152, and a clasp part provided on the other side of the rotation shaft 154 and engaged with the ratchet wheel 158 Includes (156).

A torsion spring 157 is coupled to the rotation shaft 154. The torsion spring 157 has one end fixed to the connection part 155 side and the other end fixed to the second housing 120 to provide an elastic force in a direction in which the latch part 156 is spaced apart from the ratchet wheel 158.

The ratchet wheel 158 is provided on the output shaft 103 coaxial with the fourth pulley 104. In this embodiment, a ratchet wheel 158 is provided on the output shaft 103 as an example, but it may be installed at any position of the input shaft 101 and the intermediate shaft 160 if parking braking is possible.

Due to this configuration, when the parking braking signal is not applied, the clasp 156 of the pawl 153 is maintained in a state separated from the ratchet wheel 158 by the elastic force of the torsion spring 157.

At this time, when the parking braking signal is applied, as shown in FIG. 8, the solenoid driving unit 151 is driven so that the plunger 152 pulls the connection unit 155, and the pawl 153 rotates around the rotation shaft 154 and the latch unit 156 is engaged with the ratchet wheel 158 to maintain the parking braking state.

Even when the power supply to the solenoid driving unit is released in the parking braking state, the latch part 156 is engaged with the ratchet wheel 158, so a pressing force acts on the latch part 156 by the ratchet wheel 158, and the latch part It is possible to prevent the 156 from being separated from the ratchet wheel 158 and to maintain the braking state.

Accordingly, current is applied to the solenoid driving unit 151 only when the parking braking signal is applied, and then the parking braking state is maintained even when no current is applied to the solenoid driving unit 151, thereby minimizing power consumption. These results are shown in FIG. 10.

When the parking brake is released, that is, when the motor 40 is driven, as shown in FIG. 9, when the ratchet wheel 158 rotates in a counterclockwise direction, the pawl 153 is a latch part in the ratchet wheel 158 around the rotation shaft 154. 156 is rotated in the direction in which it is separated, and the clasp 156 is fixed in a state spaced apart from the ratchet wheel 158 by the elastic force of the torsion spring 157 to release the parking brake.

Through the ratchet unit 150 of this embodiment, the parking braking state can be maintained even when there is no current supply to the motor 40, and the solenoid driving unit 151 only when the ratchet unit 150 is operated, that is, the start moment for parking braking. ), and during parking braking, the solenoid drive unit can maintain the no-load state, thereby reducing energy.

The housing is provided with a first accommodating portion 113 accommodating the first pulley 102, the second pulley 161 and the first belt 105, and a mounting portion 115 on which the motor 40 is mounted on the outer surface. The first housing 110 is formed, and the second housing 110 is coupled to the third pulley 162, the fourth pulley 104, the second belt 106 and the ratchet unit 150 to accommodate the It includes a second housing 120 in which the receiving portion 122 is formed.

The fixing part 164 of the intermediate shaft 160 is coupled to the first housing 110 so that the shaft part 163 is rotatably supported.

The first housing 110 is provided in an open shape with an upper portion on which the first accommodating portion 113 is formed, and one side of the upper portion of the opened first housing 110 is closed by the housing cover 130.

An ECU (electronic control unit) may be mounted on the other side of the upper part of the first housing 110, and a connector part 142 for supplying power to the motor 40 and the ECU 140 is formed in the ECU 140. . Since the ECU 140 is mounted on the first housing 110, the other side of the first housing 110 may be closed.

An ECU cover 141 is mounted on the rear surface of the ECU board 140a. The ECU cover 141 may be coupled to the first housing 110 to seal the ECU substrate 140a disposed therebetween.

A through hole (not shown) through which the plunger 152 of the solenoid driver 151 can penetrate is formed in the body of the second housing 120.

A bracket 125 may be provided between the second housing 120 and the caliper housing 20, and a bonding force between the second housing 120 and the caliper housing 20 may be improved through the bracket 125.

As described above, although the present invention has been described by the limited embodiments and drawings, the present invention is not limited thereto, and the technical idea of the present invention and the following by those of ordinary skill in the art to which the present invention pertains. It goes without saying that various modifications and variations are possible within the equivalent range of the claims to be described.

10: carrier 20: caliper housing
30: piston 40: motor
50: screw assembly 60: actuator
70: housing 80: ECU

Claims (12)

A carrier on which a pair of pad plates disposed on both sides of the disk is installed;
A caliper housing slidably installed on the carrier;
A piston installed in the caliper housing so as to move forward and backward;
A screw assembly for implementing braking of the vehicle by pushing the piston forward and backward to press the pair of pad plates toward the disk;
An actuator that transmits power to the screw assembly;
A motor coupled with the actuator to provide rotational force to the piston;
A housing having an actuator receiving portion for accommodating the actuator;
A housing cover coupled to the housing to close the actuator receiving portion;
Electromechanical brake system including; an electronic control unit (ECU) coupled to the rear surface of the housing to control the operation of the motor. The method of claim 1,
The electronic control unit includes an ECU board on which an element is mounted, and at least a part of the element is disposed in a direction opposite to the housing cover. The method of claim 1,
The electronic control unit includes an ECU board on which an element is mounted, and an ECU cover that is combined with the housing cover to divide a space for accommodating the ECU board therein. The method of claim 3,
The electronic control unit further comprises a connector unit mounted on the ECU substrate to connect power to the ECU substrate. The method of claim 4,
The ECU cover includes a hollow connector coupling portion so that the connector portion is inserted,
An electromechanical brake system in which the connector portion and the connector coupling portion are sealedly coupled. The method of claim 3,
An electromechanical brake system in which a hook part is provided on one of the housing cover and the ECU cover, and a locking part is provided on the other. The method of claim 3,
The ECU cover is an electromechanical brake system including an air vent for removing heat from the ECU substrate to the outside. The method of claim 3,
The ECU board is an electromechanical brake system screwed to the housing cover. The method of claim 3,
The housing cover is provided on one surface of the bearing receiving groove to accommodate at least one bearing, a screw hole provided on the other surface opposite to the one surface for screw connection with the ECU board, and a side surface provided to the ECU cover. Electromechanical brake system including fasteners for engagement. The method of claim 3,
The ECU cover is an electromechanical brake system including a plurality of device receiving portions having different heights to accommodate devices at different heights. A screw assembly for implementing the braking of the vehicle by pushing the piston forward and backward to press the pair of pad plates toward the disk;
A power transmission unit that transmits the rotational force of the motor to the screw assembly;
A housing having a power transmission unit accommodating portion for accommodating the power transmission unit;
A cover coupled to the housing to close the power transmission unit receiving portion;
Includes; an electronic control unit (ECU) coupled to the rear surface of the cover to control the operation of the motor,
The electronic control unit includes an ECU board installed on the cover, and an ECU cover that is combined with the cover to divide a space for accommodating the ECU board therein. The method of claim 11,
The electronic control unit further includes a connector unit mounted on the ECU board to connect power to the ECU board,
The ECU cover includes a hollow connector coupling portion so that the connector portion is inserted,
Electromechanical brake system in which the circumference of the connector part and the circumference of the connector coupling part are sealed to each other

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