WO2019062740A1 - Système de freinage intégré et véhicule - Google Patents

Système de freinage intégré et véhicule Download PDF

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Publication number
WO2019062740A1
WO2019062740A1 PCT/CN2018/107519 CN2018107519W WO2019062740A1 WO 2019062740 A1 WO2019062740 A1 WO 2019062740A1 CN 2018107519 W CN2018107519 W CN 2018107519W WO 2019062740 A1 WO2019062740 A1 WO 2019062740A1
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WO
WIPO (PCT)
Prior art keywords
brake
controller
control system
line control
pedal
Prior art date
Application number
PCT/CN2018/107519
Other languages
English (en)
Chinese (zh)
Inventor
郑祖雄
王铁君
李传博
刘苏丽
Original Assignee
比亚迪股份有限公司
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Filing date
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Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Publication of WO2019062740A1 publication Critical patent/WO2019062740A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
    • B60T1/065—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels employing disc
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/045—Brake-action initiating means for personal initiation foot actuated with locking and release means, e.g. providing parking brake application
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels

Definitions

  • the present disclosure relates to a vehicle brake system and, in particular, to a line control system.
  • the line control system is an electronically controlled brake system, which is divided into two types: a mechanical line control system and a hydraulic line control system. If the hydraulic line control system is called a "wet" line control system, then the mechanical line control system is a “dry” line control system. The difference between the two is that the mechanical line control system no longer uses brake fluid and hydraulic components. The braking torque is completely realized by the motor-driven actuator mounted on the four wheels, and the hydraulic line control system is traditional.
  • the brake system between the hydraulic brake system and the mechanical line control system is a transition system.
  • the mechanical line control system is very different from the traditional hydraulic brake system.
  • the traditional hydraulic brake system has been developed to date and is a very mature technology.
  • anti-lock braking systems, traction control systems, electronic stability control programs, active collision avoidance technologies and other functions are gradually integrated into the brake system, and more and more additional institutions Installed on the brake circuit, which makes the brake system structure more complicated, and also increases the hidden danger of the hydraulic circuit leakage and the difficulty of assembly and maintenance. Therefore, the mechanical line control system with simpler structure and more reliable function has finally replaced the traditional hydraulic brake system and has become the consensus of the automotive industry.
  • the present disclosure provides a line control system including a pedal signal collector, a controller, two front wheel brakes, and two rear wheel brakes, the front wheel brake and the rear wheel brake being electric brakes.
  • the controller is configured to control the front wheel brake and the rear wheel brake according to a pedal signal collected by the pedal signal collector.
  • the pedal signal collector includes a pedal displacement sensor and/or a pedal force sensor.
  • the line control system further includes a vehicle state collector, and the controller is configured to collect the pedal signal collected by the pedal signal collector and the vehicle state collector.
  • the vehicle state signal controls the front wheel brake and the rear wheel brake.
  • the vehicle state collector includes one or more of a longitudinal acceleration sensor, a lateral acceleration sensor, a yaw rate sensor, a steering wheel angle sensor, and a wheel speed sensor.
  • the controller includes a central controller, a front wheel controller, and a rear wheel controller, the central controller being electrically connected to the front wheel controller and the rear wheel controller, respectively,
  • a front wheel controller and a rear wheel controller are respectively used to control the front wheel brake and the rear wheel brake, and the central controller receives the pedal signal and receives the vehicle state signal through an in-vehicle network.
  • the system includes an electronic pedal including a brake pedal, a pedal simulator, a pedal simulator controller, and the pedal signal collector, the pedal signal collector and the pedal
  • the simulator controller is electrically coupled, and the pedal simulator controller is electrically coupled to the central controller.
  • the pedal simulator controller is further electrically connected to the front wheel controller and the rear wheel controller, respectively.
  • the front wheel controllers are two for controlling respective front wheel brakes
  • the rear wheel controllers are two for controlling respective rear wheel brakes.
  • the front wheel controller is one for simultaneously controlling two of the front wheel brakes; and the rear wheel controller is one for simultaneously controlling two of the rear wheel brakes.
  • the electric brake is a disc brake including a brake caliper body, a first brake pad, a motor, a speed reducer, and a screw mechanism
  • the motor being an outer rotor motor
  • the stator of the motor has a cavity extending in the axial direction
  • the screw mechanism comprising a screw rod and a nut fitted on the screw rod, the lead rod penetrating through the cavity, and the rotor of the motor passes
  • the speed reducer drives the lead screw to rotate to move the nut axially along the lead screw to urge the first brake block to move to compress the brake disk.
  • the disc brake is a float caliper disc brake
  • the disc brake further includes a second brake block, the first brake block and the second brake block being respectively located at the On both sides of the brake disc, the second brake block is mounted on the caliper body.
  • the disc brake further includes an electromagnetic clutch that engages when the electromagnetic clutch is de-energized to lock a rotating shaft of the speed reducer; when the electromagnetic clutch When energized, the electromagnetic clutch is disengaged to release the shaft.
  • the electromagnetic clutch includes an electromagnet, a translational friction plate, and a rotary friction plate, the electromagnet including a fixed iron core, a moving iron core, and a drive spring acting on the movable iron core, A rotating friction plate is coupled to the rotating shaft, and the translational friction plate can be driven by the moving iron core.
  • the electromagnetic clutch further includes a clutch housing, an outer race, and an inner race, the inner race is splined to the shaft, and the rotary friction plate is disposed at the inner seat In the ring, the outer race is splined to the inner wall of the clutch housing, the clutch housing is fixed relative to the caliper body, and the translational friction plate is disposed on the outer race.
  • the speed reducer is a yaw cone difference planetary reducer
  • a rotor of the motor is connected to an inner ring gear of the yaw cone difference planetary reducer, and the yaw cone difference planetary deceleration
  • the output shaft of the device is connected to the lead screw, and the rotating shaft is an input shaft of the yaw-cone difference planetary reducer.
  • the disc brake further includes a piston that is slidably fitted at one end of the cavity, the speed reducer is disposed at the other end of the cavity, and the nut passes the The piston pushes the first brake block to move.
  • the present disclosure can provide a line control system with less mechanical connection, no hydraulic brake pipeline, simple structure, small volume, easy to arrange on the whole vehicle, and can effectively reduce the weight of the whole vehicle.
  • the present disclosure also provides a vehicle including the line control system as described above.
  • FIG. 1 is a schematic diagram of the principle of a line control system according to an embodiment of the present disclosure
  • FIG. 2 is a schematic diagram of the principle of a line control system according to another embodiment of the present disclosure.
  • Figure 3 is a cross-sectional view of the electric brake
  • Figure 4 is a partial enlarged view of Figure 3;
  • Figure 5 is a schematic structural view of a yaw-cone difference planetary reducer
  • Fig. 6 is a schematic structural view of an electromagnetic clutch.
  • FIG. 7 is a schematic structural view of a vehicle according to the present disclosure.
  • a line control system 1000 is provided, as shown in FIGS. 1 and 2, including an electronic pedal 200, a controller, two front wheel brakes 410, and two rear wheel brakes 420. Both the front wheel brake 410 and the rear wheel brake 420 are electric brakes.
  • the front wheel brake 410 is used to brake the corresponding front wheel 510
  • the rear wheel brake 420 is used to brake the corresponding rear wheel 520.
  • the electronic pedal 200 includes a brake pedal 210, a pedal simulator 220, and a pedal signal collector 230.
  • the pedal simulator 220 provides the driver with a pedal feel similar to that of a conventional brake system, enabling the driver to perform braking operations in accordance with his or her own habits and experience.
  • the pedal signal collector 230 is used to monitor the driver's intention to operate, and may employ a pedal displacement sensor or a pedal force sensor, or both.
  • the pedal signal collector 230 transmits the collected pedal signals (eg, pedal acceleration, pedal displacement, pedal force magnitude, etc.) to the controller, and the controller controls the front wheel brake 410 and the rear wheel brake 420 to generate a corresponding system according to the pedal signal. power.
  • the present disclosure can provide a line control system 1000 which has few mechanical connections, no hydraulic brake lines, simple structure, small volume, easy to be arranged on the whole vehicle, and can effectively reduce the weight of the whole vehicle.
  • the line control system 1000 may further include a vehicle state collector 800, and the controller is further configured to be based on the vehicle state.
  • the vehicle status signal collected by the collector 800 controls the front wheel brake 410 and the rear wheel brake 420. That is to say, the controller not only receives the pedal signal collected by the pedal signal collector 230, but also receives the vehicle state signal collected by the vehicle state collector 800, and integrates these signals to calculate the real-time required for each wheel. The best braking force for the best braking effect.
  • the controller may receive the signal of the vehicle state collector 800 through an in-vehicle network (eg, Time Triggered Protocol, Class C network, Controller Area Network, CAN network, car Ethernet network, etc.).
  • an in-vehicle network eg, Time Triggered Protocol, Class C network, Controller Area Network, CAN network, car Ethernet network, etc.
  • the vehicle state collector 800 may include one or more of a longitudinal acceleration sensor, a lateral acceleration sensor, a yaw rate sensor, a steering wheel angle sensor, and a wheel speed sensor.
  • the vehicle state signal may include one or more of a longitudinal acceleration signal, a lateral acceleration signal, a yaw rate signal, a steering wheel angle signal, and a wheel speed signal.
  • the controller may be one or plural.
  • the controller may include a central controller 310, a front wheel controller 320, and a rear wheel controller 330, wherein the front wheel controller 320 and the rear wheel controller 330
  • the central controller 310 is electrically connected to the front wheel controller 320 and the rear wheel controller 330, respectively.
  • the central controller 310 receives the pedal signal and receives the vehicle status signal through the in-vehicle network for determining the driver's intention or determining the vehicle dynamics state, and transmits control signals to the front wheel controller 320 and the rear wheel controller 330.
  • the front wheel controller 320 and the rear wheel controller 330 receive control signals from the central controller 310 to control the motor of the front wheel brake 410 and the motor of the rear wheel brake 420, respectively, to cause the front wheel brake 410 and the rear wheel brake 420 to produce desired Target braking force.
  • the electronic pedal 200 may further include a pedal simulator controller 240 for controlling the pedal simulator 220, and the pedal signal collector 230 is electrically connected to the pedal simulator controller 240, and the pedal The simulator controller 240 is electrically coupled to the central controller 310.
  • the pedal signal collected by the pedal signal collector 230 can be transmitted to the central controller 310 through the pedal simulator controller 240.
  • the pedal signal collector 230 can also be directly electrically connected to the central controller 310 to directly transmit the pedal signal to the central controller 310.
  • the pedal simulator controller 240 can also be electrically coupled to the front wheel controller 320 and the rear wheel controller 330, respectively, to enable pedal signals to be transmitted to the front wheel controller 320 and the rear wheel control through the pedal simulator controller 240. 330. In this way, when the central controller 310 fails, the brake system can also complete the basic braking function and improve the braking safety.
  • the front wheel controller 320 may be one or two; similarly, the rear wheel controller 330 may be one or two.
  • the front wheel controller 320 is two for controlling the respective front wheel brakes 410; the rear wheel controllers 330 are two for respectively controlling the respective rear wheels. Brake 420.
  • the front wheel controller 320 is one for simultaneously controlling the two front wheel brakes 410; the rear wheel controller 330 is one for simultaneously controlling the two rear wheel brakes. 420.
  • the line control system 1000 may further include a front wheel brake 410, a rear wheel brake 420, a front wheel controller 320, a rear wheel controller 330, a central controller 310, an electronic pedal 200, and a complete vehicle.
  • Reference numeral 700 represents a power supply interface.
  • the pedal signal collector After the driver depresses the brake pedal, the pedal signal collector detects a brake command signal (ie, a pedal signal) such as pedal acceleration, displacement, and pedal force, and the central controller receives the brake command signal through the vehicle network, and The signals of the other sensors (ie, the vehicle state collector) of the current vehicle 2000 running state are integrated to calculate the optimal braking force required for each wheel in real time.
  • the front wheel controller and the rear wheel controller receive the control signals output by the central controller to control the front wheel brakes and the rear wheel brakes respectively to generate corresponding braking forces to achieve braking.
  • the electric brake employed may have any suitable structure.
  • the electric brake may be a disc brake, and includes a caliper body 10, a first brake block 31, a motor 40, a speed reducer 50, and a screw mechanism 60.
  • the first brake block 31 and the second brake block 32 are respectively located on both sides of the brake disc 20.
  • the motor 40 is an outer rotor motor, and the stator 41 of the motor 40 is formed with a cavity 411 extending in the axial direction.
  • the screw mechanism 60 includes a lead screw 61 and a nut 62 fitted to the lead screw 61.
  • the lead screw 61 extends through the cavity 411, and the rotor 42 of the motor 40 drives the lead screw 61 to rotate through the reducer 50 so that the nut 62 is along the lead screw 61.
  • the axial movement moves to urge the first brake block 31 to move and press against the brake disc 20.
  • the axial length of the brake is reduced, so that the brake structure is more compact and the space is smaller, which facilitates installation on the entire vehicle.
  • the disc brake may be a fixed caliper disc brake or a float caliper disc brake.
  • the disc brake further includes a second brake block 32, and the second brake block 32 is mounted on the caliper body 10, and the caliper body 10 can Moving axially relative to the brake disc 20.
  • the rotor 42 of the motor 40 drives the screw 61 to rotate through the speed reducer 50 to move the nut 62 to the left along the screw 61, thereby pushing the first system.
  • the moving block 31 also moves to the left and is pressed against the brake disc 20, so that the brake disc 20 gives the nut 62 a rightward reaction force, so that the nut 62 moves integrally with the caliper body 10 to the right until the second system
  • the moving block 32 is also pressed against the brake disc 20.
  • the brake pads 31, 32 on both sides are pressed against the brake disc 20, thereby clamping the brake disc 20, generating a friction torque that prevents the wheel from rotating, and realizing the service brake.
  • the screw mechanism 60 can be a rolling screw mechanism.
  • a rolling body such as a ball or a roller is disposed between the nut 62 and the screw 61.
  • 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.
  • 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.
  • the present disclosure is not limited thereto, and the screw mechanism 60 may also employ a slide screw mechanism or the like.
  • the screw angle of the screw pair can be made larger than the self-locking angle, so as to ensure that the screw pair does not self-lock, so that the force of the brake disc can be realized by the brake disc when the brake is released. The return of the nut.
  • the disc brake may further include a piston 90 that is slidably fitted to one end of the cavity 411, and the speed reducer 50 is disposed at the other end of the cavity 411 and connected to the lead screw 61, and the nut 62 passes The piston 90 urges the first brake block 31 to move.
  • 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.
  • 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.
  • the seal ring 100 may be provided between the piston 90 and the inner wall of the cavity 411.
  • 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.
  • 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.
  • 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 nut 62 can also directly drive the first brake block 31 to move without the need to provide the piston 90.
  • a thrust bearing 70 may be mounted on the lead screw 61.
  • the lead screw 61 is formed with a flange, and the thrust bearing 70 is disposed between the flange and the outer casing of the speed reducer 50.
  • the outer casing of the speed reducer 50 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.
  • the speed reducer 50 may employ any appropriate type of speed reducer as long as the output torque of the motor 40 can be reduced and torqued and transmitted to the lead screw 61.
  • the speed reducer 50 can be a yaw cone differential planetary reducer.
  • 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 ⁇ 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 yoke 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 OOH of the yaw shaft head forms a cone angle of 2 ⁇ 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.
  • the rotor 42 of the motor 40 is connected to the ring gear 4 of the planetary reducer which can be biased, and the output shaft 9 of the yaw-cone planetary reducer can be connected to the lead screw 61.
  • the electromagnetic clutch 8 is mounted on the input shaft 5 of the yaw cone planetary reducer. That is to say, the ring gear 4 serves as the input end of the yaw-cone difference planetary reducer, and the output shaft 9 serves as the output end of the yaw-cone difference planetary reducer.
  • the brake may further include an electromagnetic clutch 80 that is mounted on the reducer. On one of the rotating shafts 50, the rotating shaft is locked by the electromagnetic clutch 80 to lock the speed reducer 50, thereby realizing the parking brake.
  • the electromagnetic clutch 8 can be mounted on the input shaft 5 of the yaw cone difference planetary speed reducer and can lock the input shaft 5.
  • the electromagnetic clutch 80 when the electromagnetic clutch 80 is de-energized, the electromagnetic clutch 80 is engaged to lock a rotating shaft of the speed reducer 50, so that the speed reducer 50 is locked, so that the screw rod 61 cannot be rotated, so that the nut 62 cannot be moved, thereby maintaining the pair.
  • the thrust of the first brake block 31 realizes parking brake.
  • the electromagnetic clutch When the electromagnetic clutch is energized, the electromagnetic clutch is disengaged to release the retarder 50 and the parking brake is released.
  • 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 with respect to the caliper body 10
  • 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 one of the rotating shafts of the speed reducer 50, and the rotary lining 86 is disposed on the inner race 88 to be rotatable by the rotary shaft.
  • the outer race 87 is spline-slidably coupled to the inner wall of the clutch housing 81, and the translational friction plate 85 is disposed on the outer race 87 to be able to translate in the axial direction of the rotary shaft.
  • the fixed iron core 82 and the movable iron core 83 may be formed in an annular structure, and the moving iron core 83 is sleeved on the outside of the rotating shaft, and the fixed iron core 82 is sleeved on the outside of the moving iron core 83 to make the structure of the brake more Compact and smaller in axial dimensions.
  • the motor 40 when the parking brake function needs to be performed, the motor 40 is energized, and the screw 61 is driven to rotate by the reducer 50 in sequence, so that the nut 62 pushes the brake block to clamp the brake disk 20 to meet the parking requirement.
  • the motor 40 loses power, and the electromagnetic clutch 80 operates to lock the speed reducer 50.
  • the rotating shaft locks the speed reducer 50, maintains the parking brake force, and performs a parking brake function.
  • the electromagnetic clutch 80 loses the locking force, releases the rotating shaft, and unlocks the speed reducer 50.
  • the speed reducer 50 may be disposed between the motor 40 and the electromagnetic clutch 80 to make the brake compact and structurally uniform.
  • the motor 40, the retarder 50, and the electromagnetic clutch 80 can be housed within the same housing 110 that can be secured to the caliper body 10, such as by fasteners, the clutch housing 81. It can be fixed in the housing 110.
  • a vehicle 2000 that employs a line control system 1000 as described above.
  • the line control system 1000 of the present disclosure has the following advantages: First, the mechanical connection is small, there is no hydraulic brake line, the weight of the whole vehicle can be effectively reduced, the structure is simple, the volume is small, and the arrangement is easy; And electrical connection, rapid signal transmission, fast braking response, sensitive; Third, high transmission efficiency, energy saving; Fourth, electronic intelligent control is powerful, you can modify the software program in the controller, configure the relevant parameters to achieve ABS , TCS, ESC, ACC and other complex electronic control functions, and easy to match with new energy vehicles with brake energy recovery system; Fifth, the entire system can be modular structure, simple assembly, easy maintenance; six, using electronic pedals The mechanical and hydraulic connection between the brake pedal and the brake actuator is eliminated.
  • the brake pedal does not have rebound vibration when performing ABS and the like, thereby improving the braking comfort.
  • the impact force will not be transmitted to the cab through the brake system, which improves the passive safety of the car. 7.
  • the brake fluid passage there is no problem of replacing the hydraulic oil and hydraulic oil leakage, environmentally friendly, there is no electro-mechanical brake member is not recovered, almost no pollution to the environment.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Braking Arrangements (AREA)

Abstract

L'invention concerne un système de freinage intégré (1000) et un véhicule (2000). Le système de freinage intégré (1000) comprend un collecteur de signaux de pédale (230), un dispositif de commande, deux freins de roue avant (410) et deux freins de roue arrière (420). Les freins de roue avant (410) et les freins de roue arrière (420) sont des freins électriques, et le dispositif de commande est utilisé pour commander les freins de roue avant (410) et les freins de roue arrière (420) en fonction des signaux de pédale rassemblés par le collecteur de signaux de pédale (230).
PCT/CN2018/107519 2017-09-26 2018-09-26 Système de freinage intégré et véhicule WO2019062740A1 (fr)

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