WO2023078141A1 - 一种制动力放大装置、制动系统和车辆 - Google Patents
一种制动力放大装置、制动系统和车辆 Download PDFInfo
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- WO2023078141A1 WO2023078141A1 PCT/CN2022/127726 CN2022127726W WO2023078141A1 WO 2023078141 A1 WO2023078141 A1 WO 2023078141A1 CN 2022127726 W CN2022127726 W CN 2022127726W WO 2023078141 A1 WO2023078141 A1 WO 2023078141A1
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- WIPO (PCT)
- Prior art keywords
- push rod
- tappet
- screw rod
- shaft
- braking
- Prior art date
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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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/746—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive and mechanical transmission of the braking action
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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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
Definitions
- the embodiments of the present application relate to but are not limited to braking technology, especially a braking force amplification device, a braking system and a vehicle.
- the traditional brake system uses the engine mechanical vacuum pump or electronic vacuum pump to provide negative pressure to the vacuum booster tank, and relies on the pressure difference between the two ends of the booster tank diaphragm to provide brake boosting; the displacement of the brake pedal in the system is directly related to the braking force on the wheel, and it is not in decoupling mode. .
- Traditional brake systems rely on vacuum sources, and have the disadvantages of large volume and weight, which can no longer meet market demand.
- the embodiment of the present application discloses a braking force amplifying device, a braking system and a vehicle, which can assist a driver in braking, have wide application range, small volume and weight, and low cost.
- the embodiment of the present application discloses a braking force amplifying device.
- the braking force amplifying device includes a push rod, a power device, a push rod shaft, a screw rod, a transmission device and a master cylinder piston; the screw rod is sleeved on the push rod shaft Outer side; the push rod is connected to the push rod shaft; the power device and the screw rod are screwed, and the power device is set to drive the screw rod to the master cylinder piston when the push rod is in operation.
- the transmission device is configured to transmit the thrust of the push rod shaft and the screw rod to the master cylinder piston;
- the transmission device includes a tappet, and the first end and the second end of the tappet A limit step is arranged between them; the end of the push rod shaft away from the push rod is connected to the first end of the tappet; the screw rod is matched with the limit step of the tappet; the tappet The second end of the main cylinder is connected with the piston;
- the thrust of the screw rod is transmitted to the tappet through the limit step, and is transmitted to the master cylinder piston through the tappet for auxiliary braking; the thrust of the push rod shaft passes through the tappet
- the column is passed to the master cylinder piston for emergency braking.
- the transmission device further includes a bracket, and the bracket is arranged between the limit step of the tappet and the screw rod, and the screw rod drives the tappet through the bracket. move.
- the brake booster device further includes a fixed guide device, the fixed guide device includes a housing and a support shaft installed on the housing; the support shaft is located in the circumferential direction of the tappet, And it is axially parallel to the tappet; the support is provided with a guide hole, and the support shaft is passed through the guide hole.
- the fixed guide device includes a housing and a support shaft installed on the housing; the support shaft is located in the circumferential direction of the tappet, And it is axially parallel to the tappet; the support is provided with a guide hole, and the support shaft is passed through the guide hole.
- the number of the support shafts is multiple, and the multiple support shafts are arranged at intervals in the circumferential direction of the tappet.
- the bracket includes a support body and a slider arranged on the circumferential direction of the support body, and the guide hole is arranged on the slider; one of the support body and the slider One is provided with a sliding groove, and the other is provided with a protrusion, and the protrusion is snapped into the sliding groove so that the sliding block and the supporting body can slide relative to each other.
- the edge of the supporting body is provided with a U-shaped connecting piece that cooperates with the slider, and the inner wall of the U-shaped connecting piece is circumferentially formed with the sliding groove or the protrusion.
- the protrusion or the sliding groove is formed on the outer wall of the sliding block facing the U-shaped connecting piece, and the sliding block protrudes into the space surrounded by the U-shaped connecting piece to form a sliding fit.
- a return spring is sheathed on the outer side of the support shaft, and the return spring is configured to generate a restoring force to the bracket after the braking is completed.
- the power device includes: a motor, a first gear disposed on the output shaft of the motor, a gear set meshing with the first gear, and a meshed second gear.
- the second gear has a ring structure and is sleeved on the outside of the screw rod; gear teeth meshing with the gear set are arranged on the outer circumference of the second gear, and the An internal thread engaged with the screw rod is provided on the inner peripheral surface of the second gear.
- the fixing guide device further includes a fixing bolt, a fixing hole is provided on the housing, and a threaded section of the fixing bolt passes through the fixing hole and is fixed on the housing;
- One end of the support shaft is provided with an internal threaded hole matched with the threaded section.
- An embodiment of the present application provides a braking system, including the foregoing braking force amplification device.
- An embodiment of the present application provides a vehicle, including the aforementioned braking system.
- the power device when the driver is braking, can provide auxiliary braking to improve the braking effect, reduce the driving intensity of the driver, and improve the driver's experience: when the driver When braking, the push rod moves, and the power device starts to act to provide torque, and the main cylinder piston is driven to move through the screw rod and the transmission device, thereby realizing braking. Moreover, in the case of failure of the power device, the vehicle can still brake normally, which greatly improves the safety performance of the vehicle.
- the structure of the hydraulic system provided by the embodiment of the present application is relatively simple, the control logic is concise, and the working stability of the system is good.
- the braking system provided in the embodiment of the present application can provide auxiliary braking to improve the braking effect and reduce the driving intensity of the driver.
- the vehicle provided by the embodiment of the present application improves the driving experience of the user.
- Fig. 1 is a schematic structural diagram of a braking force amplifying device according to an embodiment of the present application
- Fig. 2 is a schematic structural diagram of a power plant in some exemplary embodiments
- Fig. 3 is a schematic structural view of a stent in some exemplary embodiments
- Fig. 4 is a schematic diagram of the structure of the end of the bracket in some exemplary embodiments (the U-shaped connector is in sliding fit with the slider).
- 1-push rod, 2-push rod shaft, 3-power unit 31-motor, 32-first gear, 33-gear set, 331-big gear, 332-pinion, 34-second gear, 4-wire Rod, 5-transmission device, 51-tappet, 511-limiting step, 52-bracket, 521-support body, 522-U-shaped connector, 523-protrusion, 524-slider, 525-chute, 526 -guide hole, 6-main cylinder piston, 7-fixed guide, 71-housing, 72-support shaft, 721-connecting section, 73-return spring, 74-fixing bolt.
- intelligent brake boosters have many advantages in energy recovery, intelligent driving, safety and comfort, etc., and gradually become the development trend of future automotive braking systems.
- the intelligent brake booster receives the electrical signal input from the vehicle, the internal motor works to generate torque, and provides braking boost for the driver through the internal transmission mechanism; the displacement of the brake pedal is not directly related to the braking force on the wheels, which belongs to the decoupling mode.
- the braking force amplifying device includes a push rod 1, a power device 3, a push rod shaft 2, a screw rod 4, a transmission device 5 and a master cylinder piston 6;
- the screw rod 4 is set on the outside of the push rod shaft 2; the push rod 1 is connected to the push rod shaft 2; the power device 3 and the screw rod 4 are screwed, and it is set to drive the screw rod 4 to the direction of the master cylinder piston 6 when the push rod 1 is in operation Movement;
- the transmission device 5 is set to transmit the thrust of the push rod shaft 2 and the screw rod 4 to the master cylinder piston 6 .
- the transmission device 5 includes a tappet 51, and a limit step 511 is arranged between the first end and the second end of the tappet 51; One end is connected; the screw rod 4 cooperates with the limit step 511 of the tappet 51 ; the second end of the tappet 51 is connected with the master cylinder piston 6 .
- the thrust of the screw rod 4 is transmitted to the tappet 51 through the limit step 511, and then transmitted to the master cylinder piston 6 through the tappet 51 for auxiliary braking; the thrust of the push rod shaft 2 is transmitted to the master cylinder piston 6 through the tappet 51 , for emergency braking.
- the power device 3 when the driver brakes, can provide auxiliary braking to improve the braking effect, reduce the driver's driving intensity, and improve the driver's experience: when driving When the driver performs braking, the push rod 1 moves, and the power device 3 starts to act to provide torque, and the master cylinder piston 6 is driven to move through the screw rod 4 and the transmission device 5, and the master cylinder is compressed to obtain the required master cylinder pressure, thereby realizing braking. . Moreover, in the case of failure of the power device 3, the vehicle can still be braked normally, which greatly improves the safety performance of the vehicle.
- the structure of the hydraulic system disclosed in the embodiment of the present application is relatively simple, the control logic is concise, and the system has good working stability.
- the screw rod 4 is set on the outside of the push rod shaft 2 to form a relatively independent transmission rod group, which can reduce friction during the transmission process, improve transmission efficiency, and optimize NVH performance (Noise Vibration Harshness) .
- the push rod 1 Under normal working conditions, when the driver brakes, the push rod 1 is forced to move axially. After the power unit 3 receives the signal of the movement of the push rod 1, the power unit 3 starts to act and transmit the torque.
- the outer screw rod 4 receives the torque of the power unit 3, and converts its own circumferential rotation into axial movement, and then pushes the subsequent transmission device 5 and the master cylinder piston 6, and the master cylinder piston 6 acts to realize the brake.
- a certain gap is arranged between the inner surface of the screw mandrel 4 and the outer surface of the push rod shaft 2 to avoid friction when the screw mandrel 4 and the push rod shaft 2 move relative to each other, so as to reduce transmission resistance.
- the power unit 3 receives the signal that the push rod 1 moves, it can be: a measuring element such as a displacement sensor is set to measure the movement of the push rod 1, the magnitude of the torque output by the power unit 3 and the movement amount of the push rod 1 (that is, the driver Braking force size) is relevant, and this application will not repeat them.
- the user can still normally realize the braking function: when the driver brakes, the push rod 1 is forced to move axially and drives the push rod shaft 2 to move axially.
- the driver brakes further, and the push rod 1 continues to move axially under force and further drives the push rod shaft 2 to move axially; the push rod shaft 2 moves axially and pushes the subsequent transmission device 5 and Master cylinder piston 6, the action of master cylinder piston 6 realizes braking.
- the braking force required by the user to brake is greater than that under normal working conditions, but normal braking can still be achieved.
- the transmission rod group structure in this application can relatively reduce the braking force required in an emergency state: in the emergency state, when the push rod 1 pushes the push rod shaft 2 to move, since the screw rod 4 will not contact with the push rod shaft 2 move together axially, and there is a certain gap between the inner surface of the screw rod 4 and the outer surface of the push rod shaft 2, so that there will be no friction when the screw rod 4 and the push rod shaft 2 move relative to each other, so that the push rod 1 can move
- the required axial force is small (that is, the force applied by the driver is small)
- the push rod 1 only needs to drive the push rod shaft 2 to move axially (no need to drive the screw rod 4 to move axially), and the push rod shaft 2 There is no frictional hindrance during the movement.
- the push rod 1 since the push rod 1 is arranged in the screw rod 4, the push rod shaft 2 will not rub against the transmission device 5 during the axial movement process, and the assembly precision requirement is low.
- the screw rod 4 since the screw rod 4 is sleeved on the outside of the push rod shaft 2, the screw rod 4 can guide the push rod shaft 2 to a certain extent, preventing the push rod shaft 2 from being in the axial direction. A large angle of skew occurs during the movement.
- the push rod shaft 2 is connected with the first end of the tappet 51 to drive the tappet 51 to move axially, and then to drive the master cylinder piston 6 to act to realize braking.
- a certain gap may be provided between the push rod shaft 2 and the first end of the tappet 51, so that the push rod shaft 2 has not yet touched the tappet 51 after moving a certain amount of displacement in the axial direction. first end.
- the existence of this gap makes the power device 3 receive the signal of the movement of the push rod 1 after the axial movement of the push rod 1 and before the axial movement of the push rod shaft 2, and then the power device 3 3 Drive the tappet 51 to move axially (instead of the push rod shaft 2 driving the tappet 51 to move axially), to avoid mutual interference.
- the threaded rod 4 abuts and cooperates with the limit step 511 of the tappet 51 to drive the tappet 51 to move axially, and then drives the master cylinder piston 6 to perform braking.
- the screw rod 4 when the brake is not applied, the screw rod 4 has directly or indirectly abutted with the limit step 511 of the tappet 51, so that after the power device 3 outputs the torque, the screw rod 4 can stop in the shortest time.
- the thrust force is transmitted to the tappet 51, and then the subsequent master cylinder piston 6 is driven to perform braking, and the overall braking time is shortened.
- the screw rod 4 and the limiting step 511 of the tappet 51 should always maintain a direct or indirect contact fit.
- the screw rod 4 and the limiting step 511 of the tappet 51 may also be fixedly connected directly or indirectly.
- the power device 3 when the driver brakes, can provide auxiliary braking to improve the braking effect, reduce the driver's driving intensity, and improve the driver's experience: when driving When the operator brakes, the push rod 1 moves, and the power device 3 starts to act to provide torque, and the main cylinder piston 6 is driven to move through the screw rod 4 and the transmission device 5, thereby realizing braking. Moreover, in the case of failure of the power device 3, the vehicle can still be braked normally, which greatly improves the safety performance of the vehicle.
- the hydraulic system provided by the embodiment of the present application has a relatively simple structure, simple control logic, and good system stability.
- the transmission device 5 further includes a bracket 52, and the bracket 52 is arranged between the limit step 511 of the tappet 51 and the screw rod 4, and the screw rod 4 drives the tappet through the bracket 52. 51 moves.
- the screw rod 4 and the limit step 511 of the tappet 51 are indirect cooperation, that is, the screw rod 4 drives the bracket 52 to move axially, and the bracket 52 drives the tappet 51 by abutting against the limit step 511 of the tappet 51 Axial movement, and then drive the subsequent action of the main cylinder piston 6 to achieve braking.
- the brake booster device further includes a fixed guide device 7, and the fixed guide device 7 includes a housing 71 and a support shaft 72 installed on the housing 71;
- the column 51 faces circumferentially and is axially parallel to the tappet 51 ;
- the bracket 52 is provided with a guide hole 526 , and the support shaft 72 is passed through the guide hole 526 .
- the support shaft 72 is arranged parallel to the tappet 51 .
- the support shaft 72 can provide a guiding function for the axial movement of the bracket 52 and prevent the bracket 52 from being skewed during the axial movement.
- the number of support shafts 72 may be 2 or 4. Of course, adjustments may also be made according to actual conditions, which is not limited in the present application.
- the bracket 52 includes a support body 521 and a slider 524 arranged on the circumferential direction of the support body 521, and a guide hole 526 is arranged on the slider 524;
- One of the body 521 and the sliding block 524 is provided with a sliding groove 525 , and the other is provided with a protrusion 523 , and the protrusion 523 is inserted into the sliding groove 525 so that the sliding block 524 and the supporting body 521 can slide relative to each other.
- the direction in which the slide block 524 and the support body 521 can slide relative to each other is perpendicular to the elastic force direction of the return spring 73 to the slide block 524, so that the sliding of the bracket 52 on the support shaft 72 is smoother: the slide block 524 slides on the support shaft 72 slightly When skewed, the slider 524 can slide relative to the support body 521 for automatic adjustment, so as to eliminate possible jamming when the slider 524 slides on the support shaft 72 .
- a U-shaped connecting piece 522 cooperating with the sliding block 524 is provided on the edge of the supporting body 521 , and a sliding groove 525 or a protrusion is formed on the inner wall of the U-shaped connecting piece 522 .
- the protrusion 523 and the slider 524 are formed with a protrusion 523 or a sliding groove 525 towards the outer wall of the U-shaped connector 522.
- the slider 524 extends into the space surrounded by the U-shaped connector 522 to form a sliding fit.
- the form of the U-shaped connector 522 ensures the reliability of the connection between the support body 521 and the slider 524, which not only ensures that the support body 521 and the slider 524 can slide relative to each other, but also makes the support body 521 and the slider 524 not disengage. , unstable support, etc., improve the reliability of the support 52 sliding on the support shaft 72.
- a return spring 73 is sleeved on the outer side of the support shaft 72 , and the return spring 73 is configured to generate a restoring force to the bracket 52 after the braking is completed.
- the first end of the return spring 73 is against the support 52, and the second end is fixed on the support shaft 72. After the braking is completed, the return spring 73 generates a restoring force on the support 52 to reset the support 52, which is convenient for braking next time. .
- a spring seat may be provided on the support shaft 72 to fix the second end of the reset spring 73 .
- the return spring 73 and the reaction force of the cylinder pressure in the master cylinder act together to return the tappet 51 , the bracket 52 and the threaded rod 4 .
- first end of the return spring 73 can also be fixedly connected directly to the bracket 52; , the application is not limited to this.
- the power device 3 includes a motor 31 , a first gear 32 , a gear set 33 and a second gear 34 .
- the motor 31 is used to provide torque
- the first gear 32 is arranged on the output shaft of the motor 31, and the torque of the motor 31 is transmitted to the screw mandrel 4 through the first gear 32, the gear set 33, and the second gear 34, and the screw mandrel 4 is circumferentially Rotate and move axially to push the subsequent transmission device 5 and master cylinder piston 6, and the master cylinder piston 6 acts to realize braking.
- the second gear 34 has a ring structure and is sleeved on the outside of the screw shaft 4 ; gear teeth meshing with the gear set 33 are arranged on the outer circumference of the second gear 34 , An internal thread engaged with the screw rod 4 is provided on the inner peripheral surface of the second gear 34 .
- the gear set 33 can include a large gear 331 and a pinion 332 rotating coaxially, wherein the large gear 331 meshes with the first gear 32, and the small gear 332 meshes with the gear teeth on the outer circumference of the second gear 34 for transmission.
- 34 rotates and drives the screw mandrel 4 to rotate circumferentially and move axially by the internal thread on the inner circumferential surface.
- the structure of the second gear 34 is not limited to the above forms, and transmission gears of other structures can also be used, and the present application is not limited to this.
- the fixing guide device 7 further includes a fixing bolt 74 , and the housing 71 is provided with a fixing hole, and the threaded section of the fixing bolt 74 passes through the fixing hole and is fixed on the housing 71 ;
- One end of the support shaft 72 is provided with an internally threaded hole that cooperates with the threaded section.
- the fixing bolt 74 can be welded on the housing 71, and one end of the supporting shaft 72 is provided with a connecting section 721 with an internal thread hole, and the connecting section 721 is threadedly connected with the fixing bolt 74, and the other end of the supporting shaft 72 can be installed with a nut as required to fix.
- the fixing bolts 74 are first fixed on the housing 71 by welding, and the supporting shaft 72 is threadedly connected with the fixing bolts 74 through the connecting section 721, and the supporting shaft 72 is indirectly fixed on the housing.
- the fixing method is simple and reliable, and it is easier to disassemble than riveting, and the end of the support shaft 72 is not easy to wear and tear.
- the embodiment of the present application also discloses a braking system, including the aforementioned braking force amplification device.
- the braking system disclosed in the embodiment of the present application can provide auxiliary braking to improve the braking effect of the vehicle and reduce the driving intensity of the driver.
- the embodiment of the present application also discloses a vehicle, including the aforementioned braking system.
- the vehicle disclosed in the embodiment of the present application improves the driving experience of the user.
- connection may be a fixed connection, a detachable connection, or an integral connection; it may be a direct connection or an indirect connection through an intermediary. Connected, can be the internal communication of two elements.
Abstract
一种制动力放大装置。制动力放大装置包括推杆（1）、动力装置（3）、推杆轴（2）、丝杆（4）、传动装置（5）和主缸活塞（6）；丝杆（4）套设在推杆轴（2）外侧；推杆（1）与推杆轴（2）连接；动力装置（3）与丝杆（4）螺纹传动，设置为在推杆（1）运作时带动丝杆（4）向主缸活塞（6）方向移动；传动装置（5）设置为将推杆轴（2）和丝杆（4）的推力传递至主缸活塞（6）。制动力放大装置能够辅助驾驶员进行制动，适应范围广、体积和重量小、成本低。还涉及一种制动系统和车辆。
Description
本申请实施例涉及但不限于制动技术，特别是一种制动力放大装置、制动系统和车辆。
随着汽车智能化、电气化及节能减排的发展，新能源汽车和自动驾驶技术不断兴起，对底盘电控系统有了更高要求。
传统刹车系统由发动机机械真空泵或者电子真空泵给真空助力罐提供负压，依靠助力罐膜片两端压差提供刹车助力；其系统中刹车踏板位移与车轮所受刹车力直接关联，非解耦模式。传统刹车系统依靠真空源、体积和重量大的劣势凸显，已不能满足市场需求。
发明概述
以下是对本文详细描述的主题的概述。本概述并非是为了限制权利要求的保护范围。
本申请实施例公布了一种制动力放大装置、制动系统和车辆，能够辅助驾驶员进行制动，适应范围广、体积和重量小、成本低。
本申请实施例公布了一种制动力放大装置，制动力放大装置包括推杆、动力装置、推杆轴、丝杆、传动装置和主缸活塞；所述丝杆套设在所述推杆轴外侧；所述推杆与所述推杆轴连接；所述动力装置与所述丝杆螺纹传动，所述动力装置设置为在所述推杆运作时带动所述丝杆向所述主缸活塞方向移动；所述传动装置设置为将所述推杆轴和所述丝杆的推力传递至所述主缸活塞；所述传动装置包括挺柱，所述挺柱的第一端和第二端之间设置有限位台阶；所述推杆轴的远离所述推杆的一端与所述挺柱的第一端相连；所述丝杆与所述挺柱的限位台阶配合；所述挺柱的第二端与所述主缸活塞相连；
所述丝杆的推力经所述限位台阶传递至所述挺柱，并经所述挺柱传递至 所述主缸活塞，以进行辅助制动；所述推杆轴的推力经所述挺柱传递至所述主缸活塞，以进行紧急制动。
在一示例性实施例中，所述传动装置还包括支架，所述支架设置在所述挺柱的限位台阶和所述丝杆之间，所述丝杆通过所述支架带动所述挺柱移动。
在一示例性实施例中，制动力放大装置还包括固定导向装置，所述固定导向装置包括壳体和安装在所述壳体上的支撑轴；所述支撑轴位于所述挺柱周向上，且与所述挺柱轴向平行；所述支架上设置有导向孔，所述支撑轴穿设于所述导向孔中。
在一示例性实施例中，所述支撑轴的数量为多个，且多个所述支撑轴在所述挺柱周向上间隔设置。
在一示例性实施例中，所述支架包括支撑体和设置在所述支撑体周向上的滑块，所述导向孔设置在所述滑块上；所述支撑体和所述滑块其中一个上设置有滑槽，另一个上设置有凸起，所述凸起卡入所述滑槽中，使所述滑块与所述支撑体可相对滑动。
在一示例性实施例中，所述支撑体边缘设置有与所述滑块配合的U形连接件，所述U形连接件内壁周向上形成有所述滑槽或所述凸起，所述滑块朝向所述U形连接件的外壁周向上形成有所述凸起或所述滑槽，所述滑块伸入所述U形连接件所包围的空间内形成滑动配合。
在一示例性实施例中，所述支撑轴外侧套设有复位弹簧，所述复位弹簧设置为在制动完成后产生对所述支架的回复力。
在一示例性实施例中，所述动力装置包括：电机，设置在所述电机输出轴的第一齿轮，与所述第一齿轮啮合的齿轮组，以及与所述齿轮组、所述丝杆啮合的第二齿轮。
在一示例性实施例中，所述第二齿轮为圆环结构且套设在所述丝杆外侧；所述第二齿轮外圆周面上设置有与所述齿轮组啮合的轮齿，所述第二齿轮内圆周面上设置有与所述丝杆啮合的内螺纹。
在一示例性实施例中，所述固定导向装置还包括固定螺栓，所述壳体上设置有固定孔，所述固定螺栓的螺纹段穿过所述固定孔并固定在所述壳体上； 所述支撑轴的一端设置有与所述螺纹段配合的内螺纹孔。
本申请实施例提供了一种制动系统，包括前述的制动力放大装置。
本申请实施例提供了一种车辆，包括前述的制动系统。
相比于一些技术，本申请具有以下有益效果：
本申请实施例提供的制动力放大装置，在驾驶员进行制动时，动力装置可以提供辅助制动，以提高制动效果、降低驾驶员的驾驶强度、提高驾驶员的使用体验：当驾驶员进行制动时，推杆动作，动力装置即开始动作提供扭矩，通过丝杆和传动装置带动主缸活塞移动，进而实现刹车。并且，在动力装置发生故障的情况下，车辆仍可正常制动，大大提高了车辆的安全性能。此外，本申请实施例提供的液压系统结构相对简单，控制逻辑简洁，系统工作稳定性好。
本申请实施例提供的制动系统，可以提供辅助制动，以提高制动效果、降低驾驶员的驾驶强度。
本申请实施例提供的车辆，提高了用户的驾驶体验。
在阅读并理解了附图概述和本申请的实施方式后，可以明白其他方面。
附图概述
当结合附图考虑时，通过参照下面的描述，能够更完整更好地理解本申请实施例以及容易得知其中许多伴随的优点，但此处所说明的附图用来提供对本申请实施例的理解，构成本申请实施例的一部分，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的限定，其中：
图1是根据本申请实施例所述的制动力放大装置的结构示意图；
图2是一些示例性实施例中动力装置的结构示意图；
图3是一些示例性实施例中支架的结构示意图；
图4是一些示例性实施例中支架端部的结构示意图(U形连接件与滑块滑动配合)。
附图标记说明：
1-推杆，2-推杆轴，3-动力装置，31-电机，32-第一齿轮，33-齿轮组，331-大齿轮，332-小齿轮，34-第二齿轮，4-丝杆，5-传动装置，51-挺柱，511-限位台阶，52-支架，521-支撑体，522-U形连接件，523-凸起，524-滑块，525-滑槽，526-导向孔，6-主缸活塞，7-固定导向装置，71-壳体，72-支撑轴，721-连接段，73-复位弹簧，74-固定螺栓。
详述
下面描述本申请实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本申请实施例，而不能解释为对本申请实施例的限制。
目前，智能制动助力器在能量回收、智能驾驶、安全舒适等方面具有诸多优势，逐渐成为未来汽车刹车系统的发展趋势。
智能制动助力器接收整车电信号输入，内部电机工作产生扭矩，并通过内部传动机构为驾驶者提供刹车助力；刹车踏板位移与车轮所受刹车力非直接关联，属于解耦模式。
本申请实施例公布了一种制动力放大装置，如图1所示，制动力放大装置包括推杆1、动力装置3、推杆轴2、丝杆4、传动装置5和主缸活塞6；丝杆4套设在推杆轴2外侧；推杆1与推杆轴2连接；动力装置3与丝杆4螺纹传动，设置为在推杆1运作时带动丝杆4向主缸活塞6方向移动；传动装置5设置为将推杆轴2和丝杆4的推力传递至主缸活塞6。
如图1所示，传动装置5包括挺柱51，挺柱51的第一端和第二端之间设置有限位台阶511；推杆轴2的远离推杆1的一端与挺柱51的第一端相连；丝杆4与挺柱51的限位台阶511配合；挺柱51的第二端与主缸活塞6相连。丝杆4的推力经限位台阶511传递至挺柱51，并经挺柱51传递至主缸活塞6，以进行辅助制动；推杆轴2的推力经挺柱51传递至主缸活塞6，以进行紧急制动。本申请实施例公布的制动力放大装置，在驾驶员进行制动时，动力装置3可以提供辅助制动，以提高制动效果、降低驾驶员的驾驶强度、提高驾 驶员的使用体验：当驾驶员进行制动时，推杆1动作，动力装置3即开始动作提供扭矩，通过丝杆4和传动装置5带动主缸活塞6移动，压缩主缸以此获得所需主缸压力，进而实现刹车。并且，在动力装置3发生故障的情况下，车辆仍可正常制动，大大提高了车辆的安全性能。此外，本申请实施例公布的液压系统结构相对简单，控制逻辑简洁，系统工作稳定性好。
其中，丝杆4套设在推杆轴2外侧形成相对独立的传动杆组，可减小传动过程中的摩擦、提高传动效率、优化NVH性能(Noise Vibration Harshness噪声、振动与声振粗糙度)。
在正常工况下，当驾驶员进行刹车时，推杆1受力轴向移动，动力装置3在接收到推杆1移动的信号后，动力装置3开始动作并传递扭矩，传动杆组中位于外侧的丝杆4接收动力装置3的扭矩，并将自身的周向转动转化成轴向移动，进而推动后续的传动装置5和主缸活塞6，主缸活塞6动作实现制动刹车。
在丝杆4内表面和推杆轴2外表面之间设置在有一定间隙，避免丝杆4和推杆轴2相对移动时发生摩擦，以减小传动阻力。对于动力装置3接收推杆1移动的信号的实现方式，可以是：设置位移传感器等测量元件进行测量推杆1的移动，动力装置3输出的扭矩大小和推杆1的移动量(即驾驶员刹车时用力大小)相关，本申请对此不再赘述。
在紧急状态下，即动力装置3无法正常工作提供扭矩时，用户仍可正常实现刹车功能：当驾驶员进行刹车时，推杆1受力轴向移动并带动推杆轴2轴向移动，此时动力装置3故障不再动作，驾驶员进一步用力刹车，推杆1继续受力轴向移动并进一步带动推杆轴2轴向移动；推杆轴2轴向移动并推动后续的传动装置5和主缸活塞6，主缸活塞6动作实现制动刹车。在紧急状态下，用户刹车所需要的制动力大于正常工况下的制动力，但仍可实现正常刹车。
本申请中这种传动杆组结构，可以相对减小紧急状态下所需的制动力：在紧急状态下推杆1推动推杆轴2移动的过程中，由于丝杆4不会和推杆轴2一同轴向移动，并且丝杆4内表面和推杆轴2外表面之间设置在有一定间隙，丝杆4和推杆轴2相对移动时不会发生摩擦，进而可使推杆1移动的所 需的轴向力较小(即驾驶员施加的力较小)，推杆1仅需带动推杆轴2轴向移动即可(无需带动丝杆4轴向移动)，且推杆轴2移动过程中没有摩擦力的阻碍。
并且，由于推杆1设置在丝杆4内，因此推杆轴2在轴向移动过程中，也不会与传动装置5发生摩擦，装配精度要求低。此外，在推杆轴2在轴向移动过程中，由于丝杆4套设在推杆轴2外侧，丝杆4对推杆轴2可起到一定的导向作用，避免推杆轴2在轴向移动的过程中发生较大角度的歪斜。
推杆轴2通过与挺柱51的第一端配合连接，以实现驱动挺柱51轴向移动，进而驱动主缸活塞6动作，实现制动刹车。
应当理解的是，在推杆轴2和挺柱51的第一端之间，可以设置有一定的间隙，使推杆轴2在轴向移动一定的位移量后，尚未抵住挺柱51的第一端。在正常工况下，此间隙的存在，使得推杆1发生轴向移动后，且推杆轴2尚未发生轴向移动前，动力装置3即接收到推杆1移动的信号，进而由动力装置3驱动挺柱51进行轴向移动(而不是由推杆轴2驱动挺柱51进行轴向移动)，避免相互之间发生干扰。
丝杆4通过与挺柱51的限位台阶511抵接配合，以实现驱动挺柱51轴向移动，进而驱动主缸活塞6动作，实现制动刹车。
应当理解的是，在未进行制动刹车时，丝杆4即已经与挺柱51的限位台阶511直接或间接抵接配合，使得在动力装置3输出扭矩后，丝杆4可以在最短时间内将推力传递至挺柱51，进而驱动后续的主缸活塞6动作，实现制动刹车，缩短整体刹车所用时间。换言之，丝杆4与挺柱51的限位台阶511之间，应始终保持直接或间接抵接配合。当然，在某些情况下，丝杆4与挺柱51的限位台阶511之间，也可以直接或间接固定连接。
本申请实施例公布的制动力放大装置，在驾驶员进行制动时，动力装置3可以提供辅助制动，以提高制动效果、降低驾驶员的驾驶强度、提高驾驶员的使用体验：当驾驶员进行制动时，推杆1动作，动力装置3即开始动作提供扭矩，通过丝杆4和传动装置5带动主缸活塞6移动，进而实现刹车。并且，在动力装置3发生故障的情况下，车辆仍可正常制动，大大提高了车辆的安全性能。此外，本申请实施例提供的液压系统结构相对简单，控制逻 辑简洁，系统工作稳定性好。在一些示例性实施例中，如图1所示，传动装置5还包括支架52，支架52设置在挺柱51的限位台阶511和丝杆4之间，丝杆4通过支架52带动挺柱51移动。
丝杆4与挺柱51的限位台阶511之间为间接配合，即：丝杆4带动支架52轴向移动，支架52再通过与挺柱51的限位台阶511抵接而带动挺柱51轴向移动，进而驱动后续的主缸活塞6动作，实现制动刹车。
在一些示例性实施例中，如图1所示，制动力放大装置还包括固定导向装置7，固定导向装置7包括壳体71和安装在壳体71上的支撑轴72；支撑轴72位于挺柱51周向上，且与挺柱51轴向平行；支架52上设置有导向孔526，支撑轴72穿设于导向孔526中。
支撑轴72与挺柱51平行设置。支撑轴72可以为支架52的轴向移动提供导向作用，避免支架52在轴向移动中发生歪斜。
在一些示例性实施例中，如图1所示，支撑轴72的数量为多个，且多个支撑轴72在挺柱51周向上间隔设置。
支撑轴72的数量可以是2个或4个。当然，也可以根据实际情况进行调整，本申请对此并不限制。
在一些示例性实施例中，如图1、图3和图4所示，支架52包括支撑体521和设置在支撑体521周向上的滑块524，导向孔526设置在滑块524上；支撑体521和滑块524其中一个上设置有滑槽525，另一个上设置有凸起523，凸起523卡入滑槽525中，使滑块524与支撑体521可相对滑动。
滑块524与支撑体521可相对滑动的方向，垂直于复位弹簧73对滑块524的弹力方向，使支架52在支撑轴72上的滑动更加顺畅：滑块524在支撑轴72上滑动发生微小歪斜时，滑块524可与支撑体521发生相对滑动以进行自动调整，以消除在滑块524在支撑轴72上滑动可能产生的卡住等现象。
在一些示例性实施例中，如图3和图4所示，支撑体521边缘设置有与滑块524配合的U形连接件522，U形连接件522内壁周向上形成有滑槽525或凸起523，滑块524朝向U形连接件522的外壁周向上形成有凸起523或滑槽525，滑块524伸入U形连接件522所包围的空间内形成滑动配合。
U形连接件522的形式，保证了支撑体521与滑块524连接的可靠性，既保证了支撑体521与滑块524可以相对滑动，又使得支撑体521与滑块524不会发生脱开、支撑不稳定等现象，提高了支架52在支撑轴72上滑动的可靠性。
在一些示例性实施例中，如图1所示，支撑轴72外侧套设有复位弹簧73，复位弹簧73设置为在制动完成后产生对支架52的回复力。
复位弹簧73的第一端抵住支架52，第二端固定在支撑轴72上，当制动完成后，复位弹簧73对支架52产生回复力，使支架52复位，便于下次进行制动刹车。具体地，可以在支撑轴72上设置弹簧座，以固定复位弹簧73的第二端。
在实际应用中，复位弹簧73与主缸内缸压的反作用力，共同作用使挺柱51、支架52和丝杆4回位。
应当理解的是，复位弹簧73的第一端也可以直接与支架52固定连接；复位弹簧73的第二端还可以固定在其它部位，或者，复位弹簧73的第二端抵接其它部位也可，本申请对此并不限制。
在一些示例性实施例中，如图2所示，动力装置3包括电机31、第一齿轮32、齿轮组33和第二齿轮34。电机31用于提供扭矩，第一齿轮32设置在电机31的输出轴上，电机31的扭矩通过第一齿轮32、齿轮组33、第二齿轮34传递至丝杆4上，丝杆4周向转动并轴向移动，以推动后续的传动装置5和主缸活塞6，主缸活塞6动作实现制动刹车。
在一些示例性实施例中，如图2所示，第二齿轮34为圆环结构且套设在丝杆4外侧；第二齿轮34外圆周面上设置有与齿轮组33啮合的轮齿，第二齿轮34内圆周面上设置有与丝杆4啮合的内螺纹。
齿轮组33可以包括同轴转动的大齿轮331和小齿轮332，其中，大齿轮331与第一齿轮32啮合，小齿轮332与第二齿轮34外圆周面上的轮齿啮合传动，第二齿轮34转动并通过内圆周面上的内螺纹带动丝杆4周向转动及轴向移动。
当然，第二齿轮34的结构并不限于以上形式，也可采用其它结构的传动 齿轮，本申请对此并不限制。
在一些示例性实施例中，如图1所示，固定导向装置7还包括固定螺栓74，壳体71上设置有固定孔，固定螺栓74的螺纹段穿过固定孔并固定在壳体71上；支撑轴72的一端设置有与螺纹段配合的内螺纹孔。
固定螺栓74可焊接在壳体71上，支撑轴72的一端设置有带有内螺纹孔的连接段721，该连接段721与固定螺栓74螺纹连接，支撑轴72的另一端可根据需要安装螺母进行固定。
在新增固定螺栓74作为连接件的情况下，固定螺栓74先通过焊接固定在壳体71上，支撑轴72再通过连接段721与固定螺栓74螺纹连接的方式，支撑轴72间接固定在壳体71上，固定方式简单可靠，相比于铆接更加易于拆卸，且支撑轴72端部不易产生磨损等。
本申请实施例还公布了一种制动系统，包括前述的制动力放大装置。
本申请实施例公布的制动系统，可以提供辅助制动，以提高车辆制动效果、降低驾驶员的驾驶强度。
本申请实施例还公布了一种车辆，包括前述的制动系统。
本申请实施例公布的车辆，提高了用户的驾驶体验。
以上实施例仅用于对本申请进行说明，并不对本申请的保护范围起到任何限定作用，本申请的保护范围由权利要求确定。根据本领域的公知技术和本申请所公开的技术方案，可以推导或联想出许多变型方案，所有这些变型方案，也应认为是本申请的保护范围
在本申请中的描述中，需要说明的是，“上”、“下”、“一端”、“另一端”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的结构具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
在本申请实施例的描述中，除非另有明确的规定和限定，术语“连接”可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本申请中的具体含义。
本申请描述的实施例是示例性的，而不是限制性的，并且对于本领域的普通技术人员来说显而易见的是，在本申请所描述的实施例包含的范围内可以有更多的实施例和实现方案。尽管在附图中示出了许多可能的特征组合，并在具体实施方式中进行了讨论，但是所公开的特征的许多其它组合方式也是可能的。除非特意加以限制的情况以外，任何实施例的任何特征或元件可以与任何其它实施例中的任何其他特征或元件结合使用，或可以替代任何其它实施例中的任何其他特征或元件。
Claims (12)
- 一种制动力放大装置，包括推杆、动力装置、推杆轴、丝杆、传动装置和主缸活塞；所述丝杆套设在所述推杆轴外侧；所述推杆与所述推杆轴连接；所述动力装置与所述丝杆螺纹传动，设置为在所述推杆运作时带动所述丝杆向所述主缸活塞方向移动；所述传动装置设置为将所述推杆轴和所述丝杆的推力传递至所述主缸活塞；所述传动装置包括挺柱，所述挺柱的第一端和第二端之间设置有限位台阶；所述推杆轴的远离所述推杆的一端与所述挺柱的第一端相连；所述丝杆与所述挺柱的限位台阶配合；所述挺柱的第二端与所述主缸活塞相连；所述丝杆的推力经所述限位台阶传递至所述挺柱，并经所述挺柱传递至所述主缸活塞，以进行辅助制动；所述推杆轴的推力经所述挺柱传递至所述主缸活塞，以进行紧急制动。
- 根据权利要求1所述的制动力放大装置，其中：所述传动装置还包括支架，所述支架设置在所述挺柱的限位台阶和所述丝杆之间，所述丝杆通过所述支架带动所述挺柱移动。
- 根据权利要求2所述的制动力放大装置，其中：还包括固定导向装置，所述固定导向装置包括壳体和安装在所述壳体上的支撑轴；所述支撑轴位于所述挺柱周向上，且与所述挺柱轴向平行；所述支架上设置有导向孔，所述支撑轴穿设于所述导向孔中。
- 根据权利要求3所述的制动力放大装置，其中：所述支撑轴的数量为多个，且多个所述支撑轴在所述挺柱周向上间隔设置。
- 根据权利要求3所述的制动力放大装置，其中：所述支架包括支撑体和设置在所述支撑体周向上的滑块，所述导向孔设置在所述滑块上；所述支撑体和所述滑块其中一个上设置有滑槽，另一个上设置有凸起，所述凸起卡入所述滑槽中，使所述滑块与所述支撑体可相对滑动。
- 根据权利要求5所述的制动力放大装置，其中：所述支撑体边缘设置有与所述滑块配合的U形连接件，所述U形连接件内壁周向上形成有所述滑槽或所述凸起，所述滑块朝向所述U形连接件的外壁周向上形成有所述凸起或所述滑槽，所述滑块伸入所述U形连接件所包围的空间内形成滑动配合。
- 根据权利要求3所述的制动力放大装置，其中：所述支撑轴外侧套设有复位弹簧，所述复位弹簧设置为在制动完成后产生对所述支架的回复力。
- 根据权利要求1所述的制动力放大装置，其中：所述动力装置包括：电机，设置在所述电机输出轴的第一齿轮，与所述第一齿轮啮合的齿轮组，以及与所述齿轮组、所述丝杆啮合的第二齿轮。
- 根据权利要求8所述的制动力放大装置，其中：所述第二齿轮为圆环结构且套设在所述丝杆外侧；所述第二齿轮外圆周面上设置有与所述齿轮组啮合的轮齿，所述第二齿轮内圆周面上设置有与所述丝杆啮合的内螺纹。
- 根据权利要求3所述的制动力放大装置，其中：所述固定导向装置还包括固定螺栓，所述壳体上设置有固定孔，所述固定螺栓的螺纹段穿过所述固定孔并固定在所述壳体上；所述支撑轴的一端设置有与所述螺纹段配合的内螺纹孔。
- 一种制动系统，包括如权利要求1至10中任一所述的制动力放大装置。
- 一种车辆，包括如权利要求11所述的制动系统。
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| CN207420656U (zh) * | 2017-10-17 | 2018-05-29 | 浙江大学 | 一种集成式发动机两冲程压缩释放式制动装置 |
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| CN109113829A (zh) * | 2018-08-09 | 2019-01-01 | 姬腾飞 | 一种发动机制动装置 |
| CN114043975A (zh) * | 2021-11-03 | 2022-02-15 | 浙江吉利控股集团有限公司 | 一种制动力放大装置、制动系统和车辆 |
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| JP5673639B2 (ja) * | 2012-03-22 | 2015-02-18 | 株式会社アドヴィックス | 電動駐車ブレーキ制御装置 |
| CN106184153A (zh) * | 2016-08-16 | 2016-12-07 | 北京英创汇智科技有限公司 | 一种液压制动系统 |
| CN110962826B (zh) * | 2019-12-04 | 2022-03-25 | 精诚工科汽车系统有限公司 | 电子制动助力器结构和车辆制动能量回收方法 |
| CN111591273B (zh) * | 2020-05-18 | 2021-06-18 | 精诚工科汽车系统有限公司 | 车辆制动系统和车辆 |
| CN112339733A (zh) * | 2020-10-13 | 2021-02-09 | 吉林东光奥威汽车制动系统有限公司 | 一种汽车电控制动助力装置 |
| CN214420430U (zh) * | 2021-02-18 | 2021-10-19 | 上海众持汽车零部件有限公司 | 一种解耦式电动助力刹车系统 |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| GB599541A (en) * | 1945-10-27 | 1948-03-15 | Glyn Pierce Roberts | Improvements in or relating to brakes for vehicles |
| US20180251115A1 (en) * | 2015-09-14 | 2018-09-06 | Robert Bosch Gmbh | Electromechanical brake booster and brake system |
| CN207420656U (zh) * | 2017-10-17 | 2018-05-29 | 浙江大学 | 一种集成式发动机两冲程压缩释放式制动装置 |
| CN109113829A (zh) * | 2018-08-09 | 2019-01-01 | 姬腾飞 | 一种发动机制动装置 |
| CN114043975A (zh) * | 2021-11-03 | 2022-02-15 | 浙江吉利控股集团有限公司 | 一种制动力放大装置、制动系统和车辆 |
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