WO2019042316A1

WO2019042316A1 - Disc brake and vehicle

Info

Publication number: WO2019042316A1
Application number: PCT/CN2018/102948
Authority: WO
Inventors: 郑祖雄
Original assignee: 比亚迪股份有限公司
Priority date: 2017-08-29
Filing date: 2018-08-29
Publication date: 2019-03-07
Also published as: CN109424665A; CN109424665B

Abstract

Disclosed are a disc brake and a vehicle (200). The disc brake comprises a brake caliper (10), a brake disc (20), a first brake pad (31), a service brake unit and a parking brake unit, wherein the parking brake unit comprises a parking motor (110) and a slider crank mechanism (130); and the parking motor (110) drives, via the slider crank mechanism (130), the first brake pad (31) to move to press the brake disc (20).

Description

Disc brakes and vehicles

Cross-reference to related applications

The present disclosure is based on a Chinese patent application filed on Jan. 29, 2017, the entire disclosure of which is hereby incorporated by reference.

Technical field

The present disclosure relates to the field of brakes, and in particular to a disc brake and a vehicle.

Background technique

In the traditional hydraulic or pneumatic brake system, there are obvious disadvantages such as complicated gas-liquid pipeline, difficult maintenance, complicated layout structure, slow braking dynamic response, and low brake comfort performance. For example, in a hydraulic brake system, the brake pedal generates a rebound vibration phenomenon when the anti-lock brake system is activated, which affects the braking comfort performance. For example, since the brake pedal mechanism is directly connected to the brake transmission device and the brake actuator, the impact force generated when the vehicle collides is directly transmitted to the cab through the brake system, which seriously affects the safety performance of the vehicle. For example, in the conventional hydraulic brake system, the components of the conventional hydraulic brake system such as the vacuum brake booster, the brake master cylinder, and the oil reservoir are used, so that the structure and the assembly are complicated and bulky. Maintenance problems are difficult, and since the system is provided with hydraulic brake lines and brake fluids that connect the corresponding components, it is necessary to periodically change the hydraulic oil and periodically check for the presence of hydraulic oil leakage.

Summary of the invention

It is an object of the present disclosure to provide a disc brake that can simultaneously perform both the service brake and the parking brake.

In order to achieve the above object, the present disclosure provides a disc brake including a brake caliper body, a brake disc, a first brake block, a service brake unit, and a parking brake unit, the parking brake unit including a station A vehicle motor and a crank slider mechanism that drives the first brake block to move by the crank slider mechanism to press the brake disk.

The present disclosure also provides a vehicle including the disc brake as described above.

In the brake of the present disclosure, since the service brake unit and the parking brake unit are provided, the brake can realize both the service brake and the parking brake function, and the function integration is high and the occupied space is small. In addition, by using the crank slider mechanism, when the parking brake unit performs the auxiliary ABS (brake anti-lock) function, the parking motor only needs to rotate at a high speed or reverse, so that the push rod can output a high pulse. The braking force, without the need for the parking motor to continuously switch between forward and reverse or power loss, thus extending the service life of the parking motor.

Other features and advantages of the present disclosure will be described in detail in the detailed description which follows.

DRAWINGS

The drawings are intended to provide a further understanding of the disclosure, and are in the In the drawing:

1 is a cross-sectional view of a disc brake in accordance with an embodiment of the present disclosure;

Figure 2 is a partial enlarged view of Figure 1;

3 is a cross-sectional view of the disc brake taken along line AA of FIG. 1 in accordance with an embodiment of the present disclosure, with the housing omitted;

4 is a cross-sectional view of the disc brake taken along line AA of FIG. 1 in accordance with another embodiment of the present disclosure, with the housing omitted;

Figure 5 is a schematic structural view of a yaw-cone difference planetary reducer;

Figure 6 is a schematic structural view of an electromagnetic clutch;

FIG. 7 is a bottom view of a vehicle in accordance with an embodiment of the present disclosure.

Detailed ways

The specific embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. It is to be understood that the specific embodiments described herein are not to be construed

In the present disclosure, the orientation words used, such as "left and right", generally refer to the left and right of the drawing directions of the corresponding drawings, and the use of these orientation words is for convenience of description only. It is not to be construed as limiting the disclosure.

According to an aspect of the present disclosure, as shown in FIGS. 1 to 4, a disc brake including a caliper body 10, a brake disc 20, a first brake block 31, a service brake unit, and a parking system is provided. The moving unit, the service brake unit and the parking brake unit are mounted in the caliper body 10, and the first brake block 31 is slidably mounted in the caliper body 10 and on one side of the brake disk 20. The driving brake unit includes a driving motor 40, a driving speed reduction mechanism 50 and a screw mechanism 60. The driving motor 40 sequentially drives the first brake block 31 to move the brake disc 20 by the driving speed reduction mechanism 50 and the screw mechanism 60. . The parking brake unit includes a parking motor 110, a parking reduction mechanism 120, and a crank slider mechanism 130. The parking motor 110 sequentially drives the first brake block 31 to move by the parking reduction mechanism 120 and the crank slider mechanism 130. Tightening the brake disc 20.

The disc brake of the present disclosure may be a fixed caliper disc brake or a float caliper disc brake. The caliper body of the fixed caliper disc brake is fixedly mounted on the vehicle body and cannot be moved relative to the vehicle body. The caliper body of the float caliper disc brake is slidably mounted on the vehicle body and is movable relative to the vehicle body in the same direction as the axial direction of the brake disc.

In the case where the disc brake of the present disclosure is a float caliper disc brake, the brake further includes a second brake block 32 mounted on the caliper body 10 and located on the brake disc 20 On the other side, the caliper body 10 is axially movable relative to the brake disc 20. Specifically, taking the service brake as an example, as shown in FIG. 1 and FIG. 2, when the service brake is performed, the driving motor 40 drives the screw 61 to rotate, so that the nut 62 fitted on the screw 61 is moved to the right, thereby Pushing the first brake block 31 also moves to the right and presses it onto the brake disc 20, so that the brake disc 20 gives the nut 62 a leftward reaction force, which is transmitted to the caliper body 10, so that The caliper body 10 is moved to the left, and the caliper body 10 drives the second brake block 32 to move until the second brake block 32 is also pressed against the brake disk 20. At this time, the brake pads on both sides are pressed against the brake disc 20, thereby clamping the brake disc 20, generating a friction torque that prevents the rotation of the wheel, and realizing the service brake.

Alternatively, the screw mechanism 60 can be a rolling screw mechanism. In the case of a rolling screw mechanism, a rolling body such as a ball or a roller is disposed between the nut 62 and the screw 61. Further, the screw mechanism 60 can be a planetary roller screw mechanism. Compared with other screw mechanisms, the planetary roller screw mechanism has the advantages of large load bearing capacity, strong impact resistance, high transmission precision and long service life.

Additionally, optionally, the screw mechanism 60 can be a ball screw mechanism. The advantageous effects of using the ball screw mechanism are similar to those of the above-described planetary roller screw, and the description thereof will be omitted herein to avoid redundancy. However, the present disclosure is not limited thereto, and the screw mechanism 60 may also employ a slide screw mechanism or the like. When the sliding screw mechanism is adopted, the screw angle of the screw can be made larger than the self-locking angle to ensure that the screw pair does not self-lock, so that the force of the brake disc can be achieved by the brake disc when the brake is released. The return of the nut.

In one embodiment, as shown in FIG. 2, the driving motor 40 may be an outer rotor motor, and the stator 41 of the traveling motor 40 has a cavity 411 extending in the axial direction, and the screw mechanism 60 includes a screw 61 and a set of wires. A nut 62 on the rod 61, the lead screw 61 penetrates the cavity 411, and the rotor 42 of the traveling motor 40 drives the screw 61 to rotate by the traveling speed reduction mechanism 50. In this embodiment, by integrating the screw mechanism 60 into the interior of the service motor 40, the brake structure is more compact and takes up less space, facilitating installation on the entire vehicle.

The service reduction mechanism 50 may be any appropriate type of speed reduction mechanism as long as the output torque of the service motor 40 can be reduced and torqued and transmitted to the screw 61. In an embodiment, as shown in FIG. 2, the driving speed reduction mechanism 50 may be a first planetary gear speed reduction mechanism including a first sun gear 51, a first planetary gear 52, and a first planet carrier. 53 and the first ring gear 54 , wherein the first sun gear 51 is coupled to the rotor 42 of the service motor 40 , the first planet carrier 53 is coupled to the lead screw 61 , and the first ring gear 54 is fixed to the caliper body 10 .

Alternatively, a thrust bearing 70 may be mounted on the lead screw 61, that is, the thrust bearing 70 is sleeved on the lead screw 61. In one embodiment, the lead screw 61 is formed with a stepped surface, and the thrust bearing 70 is disposed between the stepped surface and the first planet carrier 53. When the brake block clamps the brake disc 20, the first planet carrier 53 applies an axial force to the screw rod 61 through the thrust bearing 70 to balance the reaction force of the brake disc 20 against the lead screw 61, thereby ensuring the balance of the screw rod 61. .

In an embodiment, the disc brake may further include a piston 90 that is slidably fitted to one end of the cavity 411, and the driving speed reduction mechanism 50 is disposed at the other end of the cavity 411 and connected to the screw 61. The first brake block 31 is moved by the piston 90. In this embodiment, the piston 90 separates the interior of the cavity 411 from the outside, such that the screw mechanism 60 is in a relatively closed environment, protected from external water, impurities, and prolongs the service life of the brake.

To avoid creating resistance to the movement of the piston 90, the piston 90 can be clearance-fitted with the cavity 411, that is, the diameter of the cavity 411 can be slightly larger than the diameter of the piston 90. In this case, in order to ensure the sealing property, the seal ring 100 may be provided between the piston 90 and the inner wall of the cavity 411.

Here, the nut 62 may be fixed to the piston 90 by screwing, welding, gluing, or the like. However, in order to avoid stress concentration at the joint, in one embodiment, the nut 62 is not connected to the piston 90. When the service brake is performed, the nut 62 pushes the piston 90 to move, and the piston 90 pushes the first brake block 31 again. Close to the brake disc 20. The piston 90 may be in a cylindrical structure in which one end is closed and the other end is open. The nut 62 may be disposed in the piston 90 and is in clearance with the inner wall of the piston 90. When the service brake is performed, the thrust of the nut 62 acts on the closed end of the piston 90 to push The piston 90 moves toward the brake disc 20.

The crank slider mechanism 130 includes a crank 131, a link 132 and a push rod 133. One end of the link 132 is hinged to the crank 131, the other end is hinged to one end of the push rod 133, and the other end of the push rod 133 is used for pushing The first brake block 31 presses the brake disk 20. The crank slider mechanism 130 converts the rotational motion of the parking motor 110 into a linear motion output of the push rod 133.

In the present disclosure, by using the crank slider mechanism, when the parking brake unit performs the auxiliary ABS function, the parking motor only needs to rotate at a high speed or reverse, so that the push rod can output a high pulse braking force. There is no need for the parking motor to continuously switch between forward and reverse or to lose power, thus extending the service life of the parking motor.

In one embodiment, the lead screw 61 may be formed as a hollow rod, that is, a shaft hole extending in the axial direction is formed in the screw rod 61, the screw rod 61 passes through the center of the traveling speed reduction mechanism 50, and the push rod 133 is driven from the screw rod 61. The shaft hole 133 passes through, and the push rod 133 also pushes the first brake block 31 through the piston 90. By integrating the push rod 133 inside the screw rod 61, the movement of the push rod 133 can be guided by the screw rod 61, and the structural compactness of the brake can be further improved.

The parking speed reduction mechanism 120 may be any appropriate type of speed reduction mechanism as long as the output torque of the parking motor 110 can be reduced and torqued and transmitted to the parking screw 131. In one embodiment, as shown in FIG. 4, the parking reduction mechanism 120 may be a yaw cone difference planetary reduction mechanism.

5 is a schematic structural view of a yaw-cone difference planetary reducer, which is mainly composed of a rotating bevel gear 1, a yoke bevel gear 2, a yaw generator H on the input shaft 5, and a circumferential limiting pair. The yaw generator H is composed of a shaft head 6 with an off-angle 端 at the end of the input shaft 5 and a tapered roller bearing 7. The bevel gear 2 is equivalent to an inner bevel gear, and is internally meshed with a bevel gear 1 mounted on the output shaft 9. One end of the yaw bevel gear 2 is mounted on the tapered roller bearing 7 at the yaw shaft head 6, and the other end The spherical bearing 8 is coupled to the shaft end of the output shaft 9 to form a ball joint. The tapered top of the bevel gear coincides with the center O point of the spherical bearing, and a drum-shaped outer ring gear 3 is provided on the outer edge of the yaw bevel gear 2, and the inner ring gear 4 constitutes a circumferential restricting pair.

The transmission principle of the yaw cone planetary reducer is: when the input shaft 5 drives the yaw shaft 6 to rotate around the fixed axis nn of the input shaft, the axis OO _{H of the} yaw shaft head forms a cone angle of 2 Σ cone beam space. Since the yoke bevel gear 2 mounted on the yaw shaft head 6 is restrained by the circumferential limiting pair and cannot perform the revolving motion, the cone beam motion of the yaw moment head forces the yaw bevel gear 2 to circulate around the O point. The yaw motion forms a state of engagement with the rotating bevel gear 1 mounted on the output shaft 9. In the position shown, the upper portion of the two bevel gears is fully engaged and the fully disengaged state is formed at the lower portion. However, when the yaw angle is rotated through 180° to the position A', the lower part of the bevel gear is fully meshed, and the upper part is fully disengaged. When the yaw shaft head is rotated through 180° and returned to the original position, a yaw engagement cycle is completed. During the rotation of the yaw shaft head about the fixed axis nn, the teeth of the yaw bevel gear circulate in the circumferential direction and exit the engagement, so that the meshing zone is transferred along the pitch surface of the output bevel gear.

In the case of a yaw-cone difference planetary reducer, the motor shaft 111 of the parking motor 110 is connected to an input shaft 5 of a planetary reducer that can be biased, and the output shaft 9 of the yaw-cone planetary reducer can be coupled to the cam. 131 connected.

In another embodiment, as shown in FIG. 3, the parking reduction mechanism 120 may be a second planetary gear reduction mechanism, and the second planetary gear reduction mechanism includes a second sun gear 121, a second planetary gear 122, and a second The carrier 123 and the second ring gear 124, wherein the second sun gear 121 is coupled to the motor shaft 111 of the parking motor 110, the second planet carrier 123 is coupled to the parking screw 131, and the second ring gear 124 is fixed to the brake Inside the caliper body 10.

In order to ensure that the parking rod motor 110 is de-energized, the push rod 132 can still remain in the position to achieve the parking brake. In one embodiment, as shown in Figures 3, 4 and 6, the parking brake unit is further An electromagnetic clutch 80 may be included. The electromagnetic clutch 80 is mounted on the motor shaft 111 of the parking motor 110, and the parking brake state is maintained by the lock of the motor shaft 111 by the electromagnetic clutch 80.

Specifically, when the electromagnetic clutch 80 is de-energized, the electromagnetic clutch 80 is engaged to lock the motor shaft 111 of the parking motor 110 so that the cam 131 cannot be rotated, so that the push rod 132 is held at the position where the parking brake is realized, and cannot be moved. Further, the push rod 132 is held by the thrust of the first brake block 31 to maintain the parking brake state. When the electromagnetic clutch 80 is energized, the electromagnetic clutch 80 is disengaged to release the motor shaft 111.

Alternatively, the electromagnetic clutch 80 may include a clutch housing 81, an electromagnet, a translational friction plate 85, a rotating friction plate 86, an outer race 87, and an inner race 88. The clutch housing 81 is fixed relative to the caliper body 10, and the electromagnet may include a fixed iron core 82, a movable iron core 83, and a drive spring 84 acting on the movable iron core 83. The inner race 88 is slidably coupled to the motor shaft 111 via a spline, and the rotary lining 86 is disposed on the inner race 88 to be rotatable by the motor shaft 41. The outer race 87 is slidably coupled to the inner wall of the clutch housing 81 by a spline, and the translational friction plate 85 is disposed on the outer race 87 to be able to translate in the axial direction of the motor shaft 111. The fixed iron core 82 and the movable iron core 83 may be formed in an annular structure, and the movable iron core 83 is sleeved on the outside of the motor shaft 111, and the fixed iron core 82 is sleeved on the outside of the movable iron core 83 to make the structure of the brake more Compact and smaller in axial dimensions. When the electromagnet loses power, the magnetic attraction between the fixed iron core 82 and the movable iron core 83 disappears, the movable iron core 83 moves to the right under the action of the drive spring 84, and pushes the translational friction plate 85 and the rotary friction plate 86 to engage. The friction between the two causes the motor shaft 111 to be locked; when the electromagnet is energized, a magnetic attraction force is generated between the fixed iron core 82 and the movable iron core 83, so that the movable iron core 83 is reset while compressing the drive spring 84. The translational friction plate 85 and the rotary friction plate 86 are separated, and the frictional force between them disappears to release the locking of the motor shaft 111.

When the parking brake function needs to be executed during the driving process, the parking motor 110 is powered, and the push rod 132 is driven to move by the parking speed reduction mechanism 120 and the cam 131 in turn, and the push rod 132 pushes the brake block to clamp the brake disk 20, When the parking request is reached (for example, the parking brake force reaches the target braking force, and the parking brake force increases from zero to the target braking force for less than the preset time), the parking motor 110 loses power, and the electromagnetic clutch 80 works. The parking brake force is maintained by the motor shaft 111 of the parking motor 110, and the parking brake function is executed. When the parking brake is released, the electromagnetic clutch 80 loses the locking force and releases the motor shaft 111.

In order to make the brake structure more compact, the electromagnetic clutch 80 can be integrated inside the parking motor 110.

In one embodiment, the parking motor 110, the electromagnetic clutch 80, the parking reduction mechanism 120, and the crank linkage 130 may be disposed within the same housing 140, which may be tightly coupled to the caliper body 10, for example. The firmware is secured together and can be used as part of the caliper body 10. The clutch housing 81 can be fixed within the housing 140.

The working principle of the disc brake according to an embodiment of the present disclosure will be described in detail below with reference to the accompanying drawings.

When the service brake is applied, the parking motor 110 does not operate, and the rotor 42 of the traveling motor 40 drives the screw 61 to rotate by the driving reduction mechanism 50 to move the nut 62 fitted on the driving screw 61 to the right, thereby pushing the brake block. The brake disc 20 is clamped to generate a friction torque that prevents the wheel from rotating, and the service brake is realized.

When the parking brake is performed, the driving motor 40 does not work, and the parking motor 110 sequentially moves through the parking reduction mechanism 120, the crank slider mechanism 130, and the boosting mechanism to drive the push rod 133, and the push rod 133 pushes the brake block to clamp the brake. When the disk 20 reaches the parking requirement, the parking motor 110 loses power, and the electromagnetic clutch 80 loses power to lock the motor shaft 111 of the parking motor 110, and maintains the parking brake force to realize the parking brake. When the parking brake needs to be released, the electromagnetic clutch 80 is energized to release the motor shaft 111 of the parking motor 110, and the parking brake force disappears.

In accordance with another aspect of the present disclosure, a vehicle 200 is provided that includes a disc brake as described above.

The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications can be made to the technical solutions of the present disclosure within the scope of the technical idea of the present disclosure. These simple variations are all within the scope of the disclosure.

It should be further noted that the specific technical features described in the above specific embodiments may be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not be further described in various possible combinations.

In addition, any combination of various embodiments of the present disclosure may be made as long as it does not deviate from the idea of the present disclosure, and should also be regarded as the disclosure of the present disclosure.

Claims

A disc brake characterized by comprising:

Brake caliper body (10);

Brake disc (20);

First brake block (31);

Service brake unit;

a parking brake unit, the parking brake unit including a parking motor (110) and a crank slider mechanism (130), the parking motor (110) driving the said motor through a crank slider mechanism (130) The first brake block (31) moves to compress the brake disc (20).
The disc brake of claim 1 wherein said disc brake is a float caliper disc brake, said disc brake further comprising:

a second brake block (32), the first brake block (31) and the second brake block (32) are respectively located on two sides of the brake disc (20), and the second brake block (32) ) mounted on the caliper body (10).
The disc brake according to claim 1 or 2, wherein the service brake unit comprises:

a driving motor (40), the driving motor (40) is an outer rotor motor, the stator (41) of the driving motor (40) has a cavity (411) extending in the axial direction;

a screw mechanism (60), the screw mechanism (60) comprising a screw (61) and a nut (62) fitted on the screw (61), the screw (61) penetrating the cavity (411);

a driving speed reduction mechanism (50), the rotor (42) of the driving motor (40) drives the screw (61) to rotate by the driving speed reduction mechanism (50), so that the nut (62) along the wire The rod (61) moves axially to urge the first brake block (31) to move to compress the brake disc (20).
A disc brake according to claim 3, wherein said screw mechanism (60) is a rolling screw mechanism.
The disc brake according to claim 3, wherein said crank slider mechanism (130) comprises:

Crank (131);

a push rod (133), the screw rod (61) is formed as a hollow rod, the push rod (133) is inserted through the screw rod (61);

a connecting rod (132), two ends of the connecting rod (132) are respectively hinged to the crank (131) and the push rod (133), and the parking motor (110) drives the crank (131) to rotate The push rod (133) is moved in the axial direction to push the first brake block (31) to press the brake disc (20).
The disc brake according to claim 5, wherein the disc brake further comprises:

a piston (90) slidably fitted to one end of the cavity (411), the nut (62) and the push rod (133) both pushing the first through the piston (90) A brake block (31) moves.
A disc brake according to claim 6, characterized in that a seal ring (100) is provided between the piston (90) and the inner wall of the cavity (411).
The disc brake according to any one of claims 1 to 7, wherein the parking brake unit further comprises:

An electromagnetic clutch (80) that engages to lock a motor shaft (111) of the parking motor (110) when the electromagnetic clutch (80) loses power; when the electromagnetic clutch ( 80) When energized, the electromagnetic clutch (80) is disengaged to release the motor shaft (111).
The disc brake of claim 8 wherein said electromagnetic clutch (80) comprises:

An electromagnet comprising a fixed iron core (82), a moving iron core (83) and a driving spring (84) acting on the moving iron core (83);

Translating a friction plate (85), the translational friction plate (85) being drivable by the moving iron core (83);

A rotating friction plate (86) is coupled to the motor shaft (111).
The disc brake according to claim 9, wherein said electromagnetic clutch (80) further comprises:

Clutch housing (81);

An outer race (87), the outer race (87) is splined to an inner wall of the clutch housing (81), and the translational friction plate (85) is disposed on the outer race (87);

An inner race (88), the inner race (88) is splined to the motor shaft (111), and the rotary friction plate (86) is disposed on the inner race (88).
A disc brake according to claim 8, wherein said electromagnetic clutch (80) is integrated inside said parking motor (110).
A disc brake according to any one of claims 1 to 11, wherein the crank slider mechanism (130) comprises:

a parking brake unit (131); the parking brake unit further includes a parking speed reduction mechanism (120), the parking motor (110) is connected to the crank (131) through the parking speed reduction mechanism (120);

Push rod (133);

A connecting rod (132), two ends of the connecting rod (132) are respectively hinged to the crank (131) and the push rod (133).
A vehicle (200), characterized in that it comprises a disc brake according to any one of claims 1-12.