WO2024104234A1 - Locking structure, spiral translation device, brake, and vehicle - Google Patents

Abstract

The present disclosure relates to the technical field of brakes, and provides a locking structure, a spiral translation device, a brake, and a vehicle. A locking gear comprises a gear cylinder, a tooth part, and a toothless part; the tooth part is arranged on part of the surface of the gear cylinder in the circumferential direction; the toothless part is arranged on the rest of the surface of the gear cylinder in the circumferential direction. The locking gear can achieve a reliable braking locking effect, so that the locking structure is safer and more reliable, and the safety of the whole vehicle is improved. A driving rod comprises a driving rod body; the driving rod body comprises a driving section, a supporting section, a driven section, and an abutting end which are sequentially arranged along the same axis; the driving section is adapted to be transmittingly connected to a piston so as to drive the piston to move close to or away from a brake disc; the supporting section is adapted to be rotatably arranged on a clamp; the driven section is adapted to be transmittingly connected to a brake motor; the abutting end is adapted to abut against a force sensor. The driving rod can reduce the difficulty in arranging the electronic mechanical brake, and can also release more wheel rim space.

Description

Locking structure, spiral translation device, brake and vehicle

CROSS-REFERENCE TO RELATED APPLICATIONS

This disclosure claims the priority and benefits of Chinese Patent Application No. 202223019999.3, filed on November 14, 2022, the priority and benefits of Chinese Patent Application No. 202211424266.X, filed on November 14, 2022, and the priority and benefits of Chinese Patent Application No. 202223033368.7, filed on November 14, 2022. The entire contents of the above Chinese patent applications are hereby incorporated by reference into this disclosure.

Technical Field

The present disclosure relates to the technical field of brakes, and in particular to a locking structure, a spiral translation device, a brake and a vehicle.

Background technique

With the development of the automobile industry, more and more cars are beginning to use electronic mechanical brakes to replace traditional hydraulic brakes.

The reliability of the electromechanical brake in the related art is low. For example, some components in the electromechanical brake do not function properly or are improperly assembled.

Summary of the invention

The present disclosure aims to solve one of the technical problems in the related art at least to some extent.

To this end, the present disclosure provides a locking structure, a spiral translation device, a brake and a vehicle.

In a first aspect, an embodiment of the present disclosure provides a locking gear, comprising:

Gear column, toothed section and toothless section;

The toothed portions are arranged on a partial surface of the gear column in a circumferential direction, and the toothless portions are arranged on the remaining surface of the gear column in a circumferential direction.

The locking gear of the disclosed embodiment can realize the engagement and disengagement of the brake gear by switching the locking gear of the non-full-tooth gear structure between the unlocking position and the locking position. The locking gear and the brake gear are combined by means of the meshing of the gear teeth to achieve a reliable braking locking effect without slipping of the ratchet and pawl. The entire locking structure is safer and more reliable, which further ensures the stability of the vehicle's parking state and improves the safety of the entire vehicle.

In some embodiments, the angle of the tooth portion in the circumferential direction has a certain range to ensure that there are sufficient numbers of meshing teeth when locking and sufficient separation space when unlocking.

In some embodiments, the angle of the tooth portion in the circumferential direction ranges from 80 degrees to 100 degrees.

In some embodiments, the angle of the tooth portion in the circumferential direction is 90 degrees.

In some embodiments, a worm gear is coaxially connected to the gear column, and the worm gear is used for driving a worm on a driving member.

In some embodiments, an avoidance groove is provided on the teeth of the worm wheel for avoiding the rotating rod structure of the worm.

In a second aspect, the embodiment of the present disclosure provides a locking structure, including:

A locking gear as described in any one of the above items;

A driving member, the driving member unidirectionally drives the locking gear to rotate between a locking position and an unlocking position;

In the locking position, the tooth portion is meshed with the brake gear;

In the unlocking position, the tooth portion is separated from the brake gear.

In some embodiments, a limiting mechanism is further included, the limiting mechanism comprising a first limiting member and a second limiting member, one of the first limiting member and the second limiting member is disposed on the locking gear, and the other is connected to the mounting shell;

The first limiting member includes two limiting surfaces;

At the locking position, the second limiting member abuts against one of the limiting surfaces;

At the unlocking position, the second limiting member abuts against another limiting surface.

In some embodiments, the first limiting member is a fan-ring structure, and the two end surfaces of the first limiting member along the circumference respectively form two limiting surfaces.

In some embodiments, a rotating column is coaxially arranged on the locking gear, and the rotating column is rotatably arranged on the mounting shell along its axis;

The first limiting member is connected to the mounting shell, and the second limiting member is arranged on the rotating column and/or the locking gear;

The first limiting member is coaxially arranged with the rotating column, and an inner wall of the first limiting member is clearance-matched with the rotating column.

In some embodiments, the angle formed between the two limiting surfaces is less than 180 degrees.

In some embodiments, a worm is provided on the output shaft of the driving member, and the worm is meshed with the worm wheel on the locking gear.

In a third aspect, an embodiment of the present disclosure provides a brake, comprising:

A locking structure as described in any of the above embodiments and a mounting shell for mounting the locking structure.

In some embodiments, a fixing ring is provided on the mounting shell, and the rotating column is rotatably disposed in the fixing ring.

In some embodiments, a fan-shaped notch is formed on the end of the fixing ring facing the locking gear, forming the first limiting member.

In some embodiments, a thickened portion is provided on the mounting shell, and the thickened portion is connected to the side wall of the fixing ring.

In some embodiments, a distance between the side wall of the mounting shell and the toothless portion is smaller than a distance between the side wall of the mounting shell and the toothed portion.

In a fourth aspect, the embodiment of the present disclosure provides a driving rod, comprising: a driving rod body, wherein the driving rod body comprises a driving section, a supporting section, a driven section and an abutting end arranged in sequence along the same axis;

The driving section is used for drivingly connecting with the piston to drive the piston to approach or move away from the brake disc;

The support section is used to be rotatably arranged on the caliper;

The driven section is used for transmission connection with the brake motor;

The abutting end is used to abut against the force sensor.

The driving rod of the disclosed embodiment can significantly shorten the length of the driving rod body in the caliper by moving the installation position of the force sensor from between the driving section and the supporting section to the abutting end, thereby shortening the caliper's axial length in the driving rod body. The length can significantly reduce the volume of the electronic mechanical brake, reduce the difficulty of arranging the electronic mechanical brake, and also release more wheel side space.

In one embodiment, the abutting end comprises a circular or annular abutting surface, the abutting surface is used to abut against the force sensor, and the abutting surface is coaxially arranged with the force sensor.

In some embodiments, a clamping piece protruding toward the force sensor is provided on the abutting end, and the clamping piece is used to clamp with the force sensor.

In a fifth aspect, an embodiment of the present disclosure provides a spiral translation device, comprising:

A drive rod as described in any one of the above embodiments; and

A piston, configured to be slidably connected to the caliper;

The piston is threadedly connected to the driving section of the driving rod, and the end of the piston is provided with a braking portion for connecting a brake pad.

In a sixth aspect, an embodiment of the present disclosure provides an electromechanical brake, comprising:

The spiral translation device as described in the above embodiment;

A caliper, which is used to be mounted on a chassis, wherein the piston of the spiral translation device is slidably connected to the caliper, and the support section of the spiral translation device is rotationally connected to the caliper;

The mounting shell is mounted on the caliper and forms a first accommodating cavity together with the caliper. The driven section and the abutting end of the spiral translation device are both located in the first accommodating cavity.

In some embodiments, a force sensor is further included, and the force sensor is abuttedly disposed between the mounting shell and the abutting end.

In some embodiments, the mounting shell is provided with an embedding groove matching the shape of the force sensor, and the force sensor is embedded in the embedding groove.

In some embodiments, a thrust bearing is provided between the force sensor and the abutting end, and the thrust bearing is clamped on the clamping piece of the abutting end.

In some embodiments, a control board is further included on the mounting shell. The control board is electrically connected to the force sensor via a connector. A through hole is provided on the mounting shell for the connector to pass through.

In some embodiments, the connecting member is an elastic pin; the connecting member abuts against the control board to achieve electrical connection between the two.

In some embodiments, a cover plate is provided on the mounting shell to form a second accommodating cavity, and the control board is disposed in the second accommodating cavity.

In some embodiments, a brake motor is further included, and the brake motor is mounted on the caliper or the mounting shell; the output shaft of the brake motor is located in the first accommodating cavity and is drivingly connected to the driven section.

In some embodiments, the output shaft of the brake motor is transmission-connected to the driven section via a reduction mechanism.

In some embodiments, the output shaft of the brake motor is drivingly connected to the driven section via at least one set of reduction gear sets.

In some embodiments, it further includes a braking gear and the locking structure described in any of the above embodiments, the braking gear and the locking structure are installed on the mounting shell, and the braking gear is transmission-connected to the driving rod.

In a seventh aspect, an embodiment of the present disclosure proposes a vehicle, comprising a braking system, wherein the braking system comprises the brake described in any one of the above embodiments and/or the electronic mechanical brake described in any one of the above embodiments.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a schematic structural diagram of a brake according to an embodiment of the present disclosure;

FIG2 is a schematic structural diagram of a locking gear in a locking structure according to an embodiment of the present disclosure;

FIG3 is a schematic structural diagram of a mounting shell according to an embodiment of the present disclosure;

FIG. 4 is a schematic diagram of the structure of the driving member and the worm gear according to an embodiment of the present disclosure.

FIG5 is a schematic diagram of the structure of an electronic mechanical brake according to an embodiment of the present disclosure;

FIG6 is a partial cross-sectional view of an electromechanical brake according to an embodiment of the present disclosure;

FIG7 is a schematic structural diagram of a spiral translation device according to an embodiment of the present disclosure;

FIG. 8 is a schematic diagram of the structure of a force sensor according to an embodiment of the present disclosure.

Reference numerals:
1. Driving parts;
2. Locking gear; 21. Gear column; 22. Toothed portion; 23. Non-toothed portion;
3. Braking gear;
41. a first limiting member; 42. a second limiting member;
5. Mounting shell; 51. Fixing ring; 52. Thickened portion; 53. First accommodating chamber; 54. Cover plate; 55. Second accommodating chamber;
6. Rotating column;
71. worm; 72. worm wheel; 721. avoidance groove;
8. driving rod body; 81. driving section; 82. supporting section; 83. driven section; 84. abutting end; 841. abutting surface; 842. clamping member;
91, piston; 911, threaded sleeve;
92. Calipers;
93. Brake motor;
94. Force sensor; 941. Connector;
95. Brake pads;
96. Thrust bearing;
97. Control panel;
98. Reduction gear set.

Detailed ways

Embodiments of the present disclosure are described in detail below, and examples of the embodiments are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present disclosure, but should not be understood as limiting the present disclosure.

With the development of the automobile industry, more and more cars are beginning to use electronic mechanical brakes to replace traditional hydraulic brakes; the electronic mechanical brakes currently used often have both driving brake and parking brake functions. When implementing parking brakes, a pawl is generally used to unidirectionally lock the ratchet on the brake gear. However, this locking method may cause the pawl to be stuck to the tip of the ratchet tooth and the middle of the tooth, and the pawl is easy to slip off the ratchet, resulting in brake failure. The locking is not in place and the locking reliability is low.

Based on this, the locking gear, locking structure and brake provided by the embodiments of the present disclosure can realize the engagement and separation of the brake gear by switching the locking gear of the non-full-tooth gear structure between the unlocking position and the locking position. The locking gear and the brake gear are combined by the meshing of the gear teeth to achieve a reliable braking locking effect without the ratchet and pawl slipping. The entire locking structure is safer and more reliable, further ensuring the stability of the vehicle's parking state and improving the safety of the entire vehicle. The following is a detailed description of it through specific embodiments:

1 and 2 , a locking gear 2 provided in an embodiment of the present disclosure includes: a gear column 21, a toothed portion 22 and a toothless portion 23; the gear column 21 is used to be rotatably connected to the mounting shell 5; the toothed portion 22 is circumferentially arranged on a partial surface of the gear column 21, and the toothless portion 23 is circumferentially arranged on the remaining surface of the gear column 21.

By switching the locking gear 2 with a non-full-tooth gear structure between the unlocking position and the locking position, the engagement and separation actions of the brake gear 3 can be realized. By combining the locking gear 2 and the brake gear 3 through the meshing of the gear teeth, a reliable braking locking effect can be achieved, and there will be no slippage of the ratchet and pawl. The entire locking structure is safer and more reliable, which further ensures the stability of the vehicle's parking state and improves the safety of the entire vehicle.

In some embodiments, the angle of the tooth portion 22 in the circumferential direction has a certain range, ensuring that there are sufficient meshing teeth when locking and sufficient separation space when unlocking; that is, when the tooth portion 22 rotates to a certain angle, the toothless portion 23 is opposite to the teeth of the brake gear 3, and the toothless portion 23 cannot interfere with the teeth of the brake gear 3, thereby realizing the separation of the locking gear 2 and the brake gear 3. It should be understood that the diameter of the toothless portion 23 is smaller than that of the tooth portion 22. It can also be understood that the tooth portion 22 is a tooth portion 22 formed by adding teeth of a certain angle range on the smooth surface of the gear column 21, and the toothless portion 23 is a toothless portion 23 formed by still retaining the smooth surface on the gear column 21.

In some embodiments, the circumferential angle range of the tooth portion 22 can be 80 degrees to 100 degrees; when the circumferential angle of the tooth portion 22 is 80 degrees, the space occupied by the entire locking gear 2 can be reduced, the arrangement of the tooth portion 22 in the mounting shell 5 is convenient, and the reliable engagement between the tooth portion 22 and the brake gear 3 can be achieved; when the circumferential angle of the tooth portion 22 is 100 degrees, when the driving member 1 drives the locking gear 2 to rotate, it can engage with the brake gear 3 more quickly, and at the same time, when the parking state is released, the parking state can be retained for a certain period of time, thereby providing the driver with reaction time and further improving the safety of the vehicle in the process of releasing the parking state.

In a further embodiment, the circumferential angle of the tooth portion 22 can be 90 degrees; such a setting can not only ensure the meshing reliability of the locking gear 2 and the brake gear 3, but also improve the response speed of the vehicle switching to the parking state, and can also retain the parking state for a certain period of time when the parking state is released, thereby improving the safety of the vehicle during the process of releasing the parking state.

In the second aspect, as shown in Figures 1 to 4, a locking structure provided by an embodiment of the present disclosure includes: a driving member 1 and a locking gear 2 as described above; the driving member 1 unidirectionally drives the locking gear 2 to rotate between a locking position and an unlocking position, that is, the locking gear 2 cannot drive the driving member 1 to move by its own rotation, and when the driving member 1 does not provide a driving force to drive the locking gear 2 to rotate, the locking gear 2 is in a locked state; the locking gear 2 is a non-full-tooth gear; in the locking position, the locking gear 2 is meshed with the braking gear 3; in the unlocking position, the locking gear 2 is separated from the braking gear 3; it should be understood that as long as the locking gear 2 is in a meshing state with the braking gear 3, the locking gear 2 is in the locking position, and as long as the locking gear 2 is separated from the braking gear 3 and is not in a meshing state, the locking gear 2 is in the unlocking position; that is to say, the locking position and the unlocking position can both be a certain angle zone where the locking gear 2 is when rotating. time, rather than being limited to a certain angle.

When the vehicle switches to the parking state, the driving member 1 drives the locking gear 2 to rotate from the unlocking position to the locking position, so that the teeth on the locking gear 2 are combined with the teeth on the brake gear 3 to form a meshing state, and then the driving of the locking gear 2 is stopped, so that it can use its own self-locking to achieve the locking function of the brake gear 3, thereby achieving the purpose of parking; when the vehicle switches from the parking state to other states, the driving member 1 drives the locking gear 2 to rotate from the locking position to the unlocking position, and when the teeth on the locking gear 2 are disengaged from the teeth on the brake gear 3, that is, when the locking gear 2 and the brake gear 3 are released from the meshing state, the parking state of the entire vehicle is also released.

Continuing to refer to Figures 2 and 3, the locking mechanism also includes a limiting mechanism, which includes a first limiting member 41 and a second limiting member 42, one of which is arranged on the locking gear 2, and the other is connected to the mounting shell 5; the first limiting member 41 includes two limiting surfaces, and the second limiting member 42 rotates between the two limiting surfaces; in the locking position, the tooth portion 22 is meshed with the brake gear 3, and the second limiting member 42 abuts against one of the limiting surfaces; in the unlocking position, the tooth portion 22 is separated from the brake gear 3, and the second limiting member 42 abuts against the other limiting surface; it should be understood that the angle formed by the two limiting surfaces of the first limiting member 41 matches the angle range of rotation of the locking gear 2 between the locking position and the unlocking position; through the setting of the limiting mechanism, the rotation angle of the locking gear 2 can be limited, as long as it can meet the requirement that the locking gear 2 can be switched between the locking position and the unlocking position.

In some embodiments, the first limiting member 41 is a fan-ring structure, and the first limiting member 41 forms two limiting surfaces at its two end surfaces along its circumference respectively; the fan-ring structure of the first limiting member 41 can provide a reliable support effect for the two limiting surfaces, thereby improving the stability and reliability of the entire locking structure.

In some embodiments, a rotating column 6 is coaxially arranged on the locking gear 2, and the rotating column 6 is rotatably arranged on the mounting shell 5 along its axis; the first limit member 41 is connected to the mounting shell 5, and the second limit member 42 is arranged on the rotating column 6 and/or the locking gear 2, that is, the second limit member 42 can be partially connected to the rotating column 6 and partially connected to the locking gear 2, thereby improving its reliability; the first limit member 41 is coaxially arranged with the rotating column 6, and the inner wall of the first limit member 41 is clearance-matched with the rotating column 6; such an arrangement enables the inner wall of the first limit member 41 to provide a certain support effect for the rotating column 6, thereby improving the stability of the rotating column 6 during rotation.

In a further embodiment, the angle formed between the two limiting surfaces is less than 180 degrees. This arrangement can enable the first limiting member 41 to form a connecting member for the rotating column 6 to be rotatably arranged on the mounting shell 5. By plugging into the rotating column 6 and with an opening less than 180 degrees, the rotating column 6 can be limited from falling out in its radial direction. The number of parts is further reduced, space is saved, and layout is convenient.

Continuing with reference to FIGS. 1 and 4 , a worm 71 is provided on the output shaft of the driving member 1, and a worm wheel 72 is coaxially provided on the locking gear 2, and the worm 71 meshes with the worm wheel 72; wherein the driving member 1 may be a manual driving structure, such as a structure that realizes driving by manually applying a driving force, such as a wire control device, a hydraulic system, etc.; the driving member 1 may also be an electric driving structure, such as a structure that realizes driving by converting electric energy, such as a motor, an electric cylinder, etc., as long as the driving member 1 can drive the locking gear 2 to rotate through a transmission device; when the driving member 1 is a motor, a worm 71 is provided on the output shaft of the motor, and the limiting mechanism can also be used to realize the action of automatically cutting off the power when the motor moves into position; when the driving member 1 drives the locking gear 2 to rotate, when the second limiting member 42 on the locking gear 2 rotates to a position abutting against one of the limiting surfaces on the first limiting member 41, the driving member 1 continues to provide a driving force to drive the locking gear 2 to rotate toward the limiting surface, and due to the resistance of the limiting surface, the electric power in the driving member 1 will be When the flow increases, the information is transmitted to the controller, which will cut off the power supply to the driving member 1 for protection, and at the same time use the one-way driving characteristics of the worm wheel 72 and the worm 71 to realize the self-locking of the locking gear 2.

In some embodiments, the worm gear 72 can be integrally formed with the locking gear 2 to form a reliable connection relationship to ensure the reliability of parking.

In a further embodiment, the teeth of the worm wheel 72 are provided with avoidance grooves 721 for avoiding the rotating rod structure of the worm 71. It should be understood that the avoidance grooves 721 can be arc grooves arranged on the teeth of the worm wheel 72 along the circumferential direction, and the arc formed by the cross section can match the diameter of the rotating rod structure of the worm 71, so that the meshing parts of the worm wheel 72 and the worm 71 can be more tightly combined, the fitting effect is better, and the tightness of the entire structure is also better.

On the third aspect, an embodiment of the present disclosure provides a brake utilizing the locking structure as described above, and the brake comprises: the locking structure as described above and a mounting shell 5 for mounting the locking structure, a fixing ring 51 being provided on the mounting shell 5, and a rotating column 6 being rotatably disposed in the fixing ring 51; it should be understood that the fixing ring 51 is a complete annular structure, and the purpose of rotatably disposing the rotating column 6 on the mounting shell 5 can be achieved by inserting the rotating column 6 into the fixing ring 51; a fan-shaped notch is provided on the end of the fixing ring 51 facing the locking gear 2, and a first limit member 41 is formed; that is, a part of the fixing ring 51 is provided with a fan-shaped notch, and the part with the notch along the circumferential direction can form the first limit member 41, and the first limit member 41 can be formed by machining the notch on part of the fixing ring 51, and the two can be an integral structure, which further reduces the number of parts, reduces the overall production cost, and the structure is more reliable.

Continuing with reference to Figures 1 and 3, a thickened portion 52 is provided on the mounting shell 5, and the thickened portion 52 is connected to the side wall of the fixing ring 51; through the provision of the thickened portion 52, the connection between the mounting shell 5 and the fixing ring 51 is more reliable. In addition to the thickened reinforcement method, reinforcing ribs can also be provided on the circumference of the fixing ring 51. The reinforcing ribs can be triangular plate-shaped or strip-shaped, as long as the stability of the fixing ring 51 on the mounting shell 5 can be improved; the thickened portion 52 can be integrally formed with the mounting shell 5, the overall structure is more stable and reliable, and the reinforcement effect on the fixing ring 51 is also better; at the same time, the fixing ring 51 and the mounting shell 5 can also be integrally formed.

Continuing with reference to Figure 1, the distance between the side wall of the mounting shell 5 and the toothless portion 23 is smaller than the distance between the side wall of the mounting shell 5 and the toothed portion 22; since the side wall of the mounting shell 5 is closer to the toothless portion 23 on the locking gear 2, that is to say, the inner wall of the mounting shell 5 can be arranged closer to the gear column 21 of the locking gear 2; through this feature, the inner wall of the mounting shell 5 close to the locking gear 2 can be thickened to improve the structural strength of the mounting shell 5, or the outer wall structure of the mounting shell 5 here can be retracted inward to reduce the overall volume of the mounting shell 5, reduce the occupied volume of the entire locking structure and the entire brake, and make it more convenient to layout other surrounding components.

The currently used electromechanical brake cooperates with the output of the brake motor through a spiral translation device to realize the movement of the piston driving the brake pad to approach or move away from the brake disc, thereby completing the switching work of braking action and canceling the braking action.

The force sensor in the electronic mechanical brake in the related technology is mounted on the driving rod of the spiral translation device. Therefore, it is necessary to leave a connecting section for mounting the force sensor and the thrust bearing between the driving section on the driving rod for driving the piston and the supporting section connected to the caliper. This causes the caliper and the spiral translation device to be too large in the axial direction of the driving rod, which will occupy more wheel side space and increase the difficulty of layout on the suspension, especially on the front axle with steering requirements.

Based on this, the embodiments of the present disclosure provide a driving rod, a spiral translation device and an electromechanical brake. By moving the installation position of the force sensor from between the driving section and the supporting section to the abutting end, the driving rod body can be significantly shortened. The length of the caliper can be shortened, thereby shortening the axial length of the caliper in the driving rod body, which can significantly reduce the volume of the electronic mechanical brake, reduce the difficulty of arranging the electronic mechanical brake, and also release more wheel side space. The following is a detailed description of this through specific embodiments:

In the fourth aspect, referring to Figures 5 to 7, an embodiment of the present disclosure provides a driving rod including: a driving rod body 8, the driving rod body 8 including a driving section 81, a supporting section 82, a driven section 83 and an abutment end 84 arranged in sequence along the same axis; the driving section 81 is used for transmission connection with the piston 91 to drive the piston 91 closer to or away from the brake disc; the supporting section 82 is used for rotationally arranged on the caliper 92; the driven section 83 is used for transmission connection with the brake motor 93; the abutment end 84 is used for abutting with the force sensor 94.

Among them, by moving the installation position of the force sensor 94 from between the driving section 81 and the supporting section 82 to the abutment end 84, the length of the driving rod body 8 in the caliper 92 can be significantly shortened, thereby shortening the axial length of the caliper 92 in the driving rod body 8, which can significantly reduce the volume of the electronic mechanical brake and reduce the difficulty of arranging the electronic mechanical brake, while also freeing up more wheel side space.

Continuing with reference to Figures 5 and 7, the abutment end 84 includes a circular or annular abutment surface 841, which is used to abut against the force sensor 94, and the abutment surface 841 is coaxially arranged with the force sensor 94; through the arrangement of the circular or annular abutment surface 841, a more reliable contact surface for connecting the force sensor 94 can be provided for the abutment end 84, and the contact position between the abutment surface 841 and the force sensor 94 can be more evenly stressed, reducing the risk of the force sensor 94 deviating and slipping from the abutment surface 841, thereby ensuring the stability of the abutment between the force sensor 94 and the abutment end 84.

Continuing with reference to Figures 5 and 7, a clamping piece 842 protruding toward the force sensor 94 is provided on the abutting end 84, and the clamping piece 842 is used to clamp with the force sensor 94; it should be understood that the clamping piece 842 is a structure that protrudes axially toward one side of the force sensor 94 and is clamped with the force sensor 94. Through the provision of the clamping piece 842, the force sensor 94 can be further fixed, thereby improving the connection stability between the abutting end 84 and the force sensor 94.

In the fifth aspect, an embodiment of the present disclosure provides a spiral translation device, comprising: a driving rod as described above; and a piston 91, which is used to be slidably connected to a caliper 92; the piston 91 is threadedly connected to the driving section 81 of the driving rod; in some embodiments, the piston 91 is provided with a threaded sleeve 911 threadedly connected to the driving section 81, and the piston 91 and the threaded sleeve 911 can be made of different materials. The piston 91 mainly bears axial pressure, and the threaded sleeve 911 mainly bears friction and extrusion force of the thread. The materials can be selected according to demand to produce the piston 91 and the threaded sleeve 911 separately, which can effectively reduce costs. The end of the piston 91 is provided with a braking portion for connecting the brake pad 95.

In the sixth aspect, an embodiment of the present disclosure provides an electronic mechanical brake, comprising: a spiral translation device as described above; a caliper 92, which is used to be installed on a chassis, wherein a piston 91 of the spiral translation device is slidingly connected to the caliper 92, and a supporting section 82 of the spiral translation device is rotationally connected to the caliper 92; a mounting shell 5, which is mounted on the caliper 92 and forms a first accommodating chamber 53 together with the caliper 92, wherein a driven section 83 and an abutting end 84 of the spiral translation device are both located in the first accommodating chamber 53; through the provision of the first accommodating chamber 53, an installation space is provided for the abutting end 84 and the force sensor 94, so that arranging the force sensor 94 at the position of the abutting end 84 will not increase the axial size of the electronic mechanical brake.

5, 6 and 8, the electronic mechanical brake further includes a force sensor 94, which is disposed between the mounting shell 5 and the abutment end 84. By disposing the force sensor 94 between the abutment end 84 and the mounting shell 5, not only the length of the drive rod in the caliper 92 is shortened, but also the distance between the force sensor 94 and the control board 97 is shortened. The distance between them shortens the axial dimension of the entire electronic mechanical brake and also reduces the difficulty of connecting the force sensor 94 and the control board 97.

In some embodiments, a groove matching the shape of the force sensor 94 is provided on the mounting shell 5, and the force sensor 94 is embedded in the groove; the groove can fix the force sensor 94, and at the same time, it can also prevent the position of the force sensor 94 installed at the abutment end 84 from affecting the axial size of the entire electronic mechanical brake; the groove can be a groove-shaped structure that surrounds the circumference of the force sensor 94 and has an end face at the end of the force sensor 94 away from the driving rod, which can not only limit and fix the force sensor 94 in the radial direction, but also use the end face to limit the force sensor 94 in the axial direction, so that the force sensor 94 cannot move toward the side away from the driving rod.

In some embodiments, a thrust bearing 96 is provided between the force sensor 94 and the abutment end 84, and the thrust bearing 96 is clamped on the clamping piece 842 of the abutment end 84; it should be understood that the thrust bearing 96 is provided with a clamping groove that cooperates with the clamping piece 842 on the side facing the abutment end 84, and the clamping piece 842 can reliably limit the thrust bearing 96 in the radial direction, and the abutment surface 841 can provide reliable support for the thrust bearing 96 in the axial direction. The abutment surface 841 and the embedded groove stably clamp the force sensor 94 and the thrust bearing 96 in the middle position, ensuring that the force sensor 94 and the thrust bearing 96 are always maintained in the working position.

Continuing with reference to Figures 5 and 6, the electronic mechanical brake also includes a control board 97 arranged on the mounting shell 5, and the control board 97 is electrically connected to the force sensor 94 through a connector 941. A through hole is provided on the mounting shell 5 for the connector 941 to pass through. It is only necessary to open a through hole in the mounting shell 5 to achieve the electrical connection between the force sensor 94 and the control board 97 through the connector 941. The circuit arrangement of the entire electronic mechanical brake is simpler and shorter, and no complicated wiring work is required.

Continuing with reference to Figures 5, 6 and 8, the connector 941 is an elastic pin, and it should be understood that the connector 941 can be elastically deformed along the axial direction; the connector 941 abuts against the control board 97 to achieve electrical connection between the two. At this time, the connector 941 is in a compressed state, that is, the connector 941 can always maintain its abutment state with the control board 97 through its own elastic force, so when connecting the control board 97 and the force sensor 94, it is only necessary to align the connector 941 with the connection point on the control board 97, without the need for welding, bonding, etc., which greatly improves the assembly efficiency of the electronic mechanical brake; at the same time, the connector 941 can also be an electrical connection structure such as a connecting wire or a rigid pin, as long as the electrical connection between the connector 941 and the control board 97 can be achieved.

Continuing with reference to Figures 5 and 6, a cover plate 54 is provided on the mounting shell 5 to form a second accommodating cavity 55, and the control board 97 is arranged in the second accommodating cavity 55; through the arrangement of the cover plate 54 and the second accommodating cavity 55, a safer installation space can be provided for the control board 97, effectively reducing external interference to the control board 97, and improving the reliability and safety of the electronic mechanical brake.

In some embodiments, the connection between the cover plate 54 and the mounting shell 5, the connection between the mounting shell 5 and the caliper 92, and the connection between the force sensor 94 and the mounting shell 5 are all provided with a sealing structure, that is, the first accommodating cavity 53 and the second accommodating cavity 55 are both closed spaces, and the two are not connected.

In some embodiments, the electronic mechanical brake further includes a brake motor 93 , which is mounted on the caliper 92 or the mounting shell 5 ; the output shaft of the brake motor 93 is located in the first accommodating cavity 53 and is transmission-connected to the driven section 83 .

In a further embodiment, the output shaft of the brake motor 93 is connected to the driven section 83 through a reduction gear mechanism; in some embodiments, the output shaft of the brake motor 93 is connected to the driven section 83 through at least one reduction gear set 98. Through the setting of the reduction gear group 98, it can play a role in reducing speed and increasing torque, thereby improving the control accuracy of the electronic mechanical brake, and can also improve the braking force of the vehicle.

In some embodiments, the electronic mechanical brake further comprises a brake gear 3 and a locking structure as described in any of the above embodiments, the brake gear 3 and the locking structure are mounted on the mounting shell, and the brake gear 3 is connected to the driving rod in a transmission manner. It should be understood that the brake gear 3 is directly meshed with the driving rod for transmission or indirectly connected to the driving rod through other gears. When the brake gear 3 is constrained to stop moving, the driving rod will also stop moving. The locking structure locks the brake gear 3 to achieve locking of the driving rod. The brake gear 3 can be directly meshed with the gear on the driving rod for transmission, or the brake gear 3 can be meshed with the gear on the output shaft of the brake motor 93 for transmission, or the brake gear 3 can be arranged in the reduction gear group as a part of the reduction gear group 98. For example, the brake gear 3 is a reduction gear in the reduction gear group 98. While the reduction gear cooperates with other reduction gears to achieve the effect of reducing speed and increasing torque, the reduction gear also cooperates with the locking gear 2 to form a locking structure.

In a seventh aspect, an embodiment of the present disclosure provides a vehicle, comprising a braking system, wherein the braking system comprises the brake as described above and/or the electromechanical brake as described above.

The vehicle of the embodiment of the present disclosure includes the brake and/or electronic mechanical brake of the embodiment of the present disclosure. The specific implementation method and implementation principle of the brake and the electronic mechanical brake are the same as those of the above-mentioned embodiment, and can bring the same or similar technical effects, which will not be repeated here.

The technical features described in the above specific embodiments can be implemented in various configurations. Some examples of such configurations are provided below.

In some configurations, the locking gear 2 includes a gear column 21 , a toothed portion 22 and a toothless portion 23 ; the toothed portion 22 is circumferentially arranged on a portion of the surface of the gear column 21 , and the toothless portion 23 is circumferentially arranged on the remaining surface of the gear column 21 .

In a further configuration, the angle of the tooth portion 22 in the circumferential direction has a certain range, ensuring that there are sufficient meshing teeth when locking and sufficient separation space when unlocking.

In a further configuration, the angle of the tooth portion 22 in the circumferential direction ranges from 80 degrees to 100 degrees.

In a further configuration, the angle of the toothing 22 in the circumferential direction is 90 degrees.

In a further configuration, a worm wheel 72 is coaxially connected to the gear column 21 , and the worm wheel 72 is used for transmission connection to the worm 71 on the driving member 1 .

In a further configuration, an avoidance groove 721 is provided on the teeth of the worm wheel 72 for avoiding the rotating rod structure of the worm 71 .

In a further configuration, the locking structure includes a locking gear 2 and a driving member 1, and the driving member 1 unidirectionally drives the locking gear 2 to rotate between a locking position and an unlocking position; in the locking position, the tooth portion 22 is engaged with the braking gear 3; in the unlocking position, the tooth portion 22 is separated from the braking gear 3.

In a further configuration, the locking structure also includes a limiting mechanism, which includes a first limiting member 41 and a second limiting member 42, one of the first limiting member 41 and the second limiting member 42 is arranged on the locking gear 2, and the other is connected to the mounting shell 5; the first limiting member 41 includes two limiting surfaces; in the locking position, the second limiting member 42 abuts against one of the limiting surfaces; in the unlocking position, the second limiting member 42 abuts against the other limiting surface.

In a further configuration, the first stopper 41 is a fan ring structure, and the first stopper 41 has two end surfaces along its circumference. Do not form two limiting surfaces.

In a further configuration, a rotating column 6 is coaxially arranged on the locking gear 2, and the rotating column 6 is rotatably arranged on the mounting shell 5 along its axis; the first limiting member 41 is connected to the mounting shell 5, and the second limiting member 42 is arranged on the rotating column 6 and/or the locking gear 2; the first limiting member 41 is coaxially arranged with the rotating column 6, and the inner wall of the first limiting member 41 is clearance-matched with the rotating column 6.

In a further configuration, the angle formed between the two limiting surfaces is less than 180 degrees.

In a further configuration, a worm 71 is provided on the output shaft of the driving member 1 , and the worm 71 meshes with a worm wheel 72 on the locking gear 2 .

In a further configuration, the brake comprises a locking structure and a mounting housing 5 for mounting the locking structure.

In a further configuration, a fixing ring 51 is provided on the mounting shell 5 , and the rotating column 6 is rotatably disposed in the fixing ring 51 .

In a further configuration, a fan-shaped notch is formed on the end of the fixing ring 51 facing the locking gear 2 , and forms a first limiting member 41 .

In a further configuration, a thickened portion 52 is provided on the mounting shell 5 , and the thickened portion 52 is connected to the side wall of the fixing ring 51 .

In a further configuration, the distance between the side wall of the mounting housing 5 and the toothless portion 23 is smaller than the distance between the side wall of the mounting housing 5 and the toothed portion 22 .

In some configurations, the drive rod includes a drive rod body 8, which includes a drive section 81, a support section 82, a driven section 83 and an abutment end 84 arranged in sequence along the same axis; the drive section 81 is used to be connected to the piston 91 for transmission to drive the piston 91 closer to or away from the brake disc; the support section 82 is used to be rotatably arranged on the caliper 92; the driven section 83 is used to be connected to the brake motor 93 for transmission; and the abutment end 84 is used to abut against the force sensor 94.

In a further configuration, the abutting end 84 includes a circular or annular abutting surface 841 , and the abutting surface 841 is used to abut against the force sensor 94 , and the abutting surface 841 is coaxially arranged with the force sensor 94 .

In a further configuration, a clamping piece 842 protruding toward the force sensor 94 is provided on the abutting end 84 , and the clamping piece 842 is used for clamping with the force sensor 94 .

In a further configuration, the spiral translation device includes a driving rod and a piston 91, wherein the piston 91 is used for sliding connection to the caliper 92; the piston 91 is threadedly connected to the driving section 81 of the driving rod, and the end of the piston 91 is provided with a braking portion for connecting to a brake pad 95.

In a further configuration, the electronic mechanical brake includes a spiral motion device, a caliper 92 and a mounting shell 5. The caliper 92 is used to be installed on the chassis. The piston 91 of the spiral motion device is slidingly connected to the caliper 92, and the supporting section 82 of the spiral motion device is rotationally connected to the caliper 92; the mounting shell 5 is installed on the caliper 92 and forms a first accommodating chamber 53 together with the caliper 92. The driven section 83 and the abutment end 84 of the spiral motion device are both located in the first accommodating chamber 53.

In a further configuration, the electromechanical brake further includes a force sensor 94 , which is abuttedly disposed between the mounting housing 5 and the abutment end 84 .

In a further configuration, the mounting shell 5 is provided with an embedding groove matching the shape of the force sensor 94 , and the force sensor 94 is embedded in the embedding groove.

In a further configuration, a thrust bearing 96 is provided between the force sensor 94 and the abutting end 84 , and the thrust bearing 96 is clamped on the clamping piece 842 of the abutting end 84 .

In a further configuration, the electromechanical brake further comprises a control board 97 disposed on the mounting housing 5, the control board 97 The force sensor 94 is electrically connected to the mounting shell 5 via a connector 941 , and a through hole is provided on the mounting shell 5 for the connector 941 to pass through.

In a further configuration, the connector 941 is an elastic pin; the connector 941 abuts against the control board 97 to achieve electrical connection between the two.

In a further configuration, a cover plate 54 is provided on the mounting shell 5 to form a second accommodating cavity 55 , and the control board 97 is disposed in the second accommodating cavity 55 .

In a further configuration, the electronic mechanical brake further includes a brake motor 93 , which is mounted on the caliper 92 or the mounting shell 5 ; the output shaft of the brake motor 93 is located in the first accommodating chamber 53 and is transmission-connected to the driven section 83 .

In a further configuration, the output shaft of the brake motor 93 is drivingly connected to the driven section 83 via a reduction mechanism.

In a further configuration, the output shaft of the brake motor 93 is drivingly connected to the driven section 83 via at least one set of reduction gear sets 98 .

In a further configuration, the electronic mechanical brake further includes a brake gear 3 and a locking structure, the brake gear 3 and the locking structure are mounted on the mounting shell 5, and the brake gear 3 is transmission-connected to the driving rod.

In a further configuration, the vehicle comprises a braking system comprising a brake and/or an electromechanical brake according to any of the above-described embodiments.

All embodiments of the present disclosure may be implemented individually or in combination with other embodiments, and are deemed to be within the protection scope required by the present disclosure.

In the description of the present disclosure, it needs to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "longitudinal", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present disclosure and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present disclosure.

In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of the present disclosure, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

In the present disclosure, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or communication with each other; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present disclosure can be understood according to specific circumstances.

In the present disclosure, unless otherwise expressly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature. feature.

In the present disclosure, the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" and the like mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the described specific features, structures, materials or characteristics may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they are contradictory.

Although the above embodiments have been shown and described, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present disclosure. Changes, modifications, substitutions and variations of the above embodiments by those of ordinary skill in the art are all within the scope of protection of the present disclosure.

Claims (33)

1. A locking gear, characterized by comprising:

   Gear column, toothed section and toothless section;

   The toothed portions are arranged on a partial surface of the gear column in a circumferential direction, and the toothless portions are arranged on the remaining surface of the gear column in a circumferential direction.
2. The locking gear according to claim 1 is characterized in that the angle of the tooth portion in the circumferential direction has a certain range to ensure that there are sufficient meshing teeth when locking and sufficient separation space when unlocking.
3. The locking gear according to claim 2 is characterized in that the angle range of the tooth portion in the circumferential direction is 80 degrees to 100 degrees.
4. The locking gear according to claim 3 is characterized in that the angle of the tooth portion in the circumferential direction is 90 degrees.
5. The locking gear according to claim 1 is characterized in that a worm wheel is coaxially connected to the gear column, and the worm wheel is used for transmission connection to the worm on the driving member.
6. The locking gear according to claim 5 is characterized in that an avoidance groove is provided on the teeth of the worm wheel for avoiding the rotating rod structure of the worm.
7. A locking structure, characterized by comprising:

   The locking gear according to any one of claims 1 to 6;

   A driving member, the driving member unidirectionally drives the locking gear to rotate between a locking position and an unlocking position;

   In the locking position, the tooth portion is meshed with the brake gear;

   In the unlocking position, the tooth portion is separated from the brake gear.
8. The locking structure according to claim 7 is characterized in that it also includes a limiting mechanism, wherein the limiting mechanism includes a first limiting member and a second limiting member, one of the first limiting member and the second limiting member is disposed on the locking gear, and the other is connected to the mounting shell;

   The first limiting member includes two limiting surfaces;

   At the locking position, the second limiting member abuts against one of the limiting surfaces;

   At the unlocking position, the second limiting member abuts against another limiting surface.
9. The locking structure according to claim 8 is characterized in that the first limiting member is a fan ring structure, and the two end surfaces of the first limiting member along the circumference respectively form the two limiting surfaces.
10. The locking structure according to claim 9 is characterized in that a rotating column is coaxially arranged on the locking gear, and the rotating column is rotatably arranged on the mounting shell along its axis;

    The first limiting member is connected to the mounting shell, and the second limiting member is arranged on the rotating column and/or the locking gear;

    The first limiting member is coaxially arranged with the rotating column, and an inner wall of the first limiting member is clearance-matched with the rotating column.
11. The locking structure according to claim 10 is characterized in that the angle formed between the two limiting surfaces is Less than 180 degrees.
12. The locking structure according to claim 7 is characterized in that a worm is provided on the output shaft of the driving member, and the worm is meshed with the worm wheel on the locking gear.
13. A brake, characterized by comprising:

    A locking structure as claimed in any one of claims 7 to 12 and a mounting shell for mounting the locking structure.
14. The brake according to claim 13 is characterized in that a fixing ring is provided on the mounting shell, and the rotating column is rotatably arranged in the fixing ring.
15. The brake according to claim 14 is characterized in that a fan-shaped notch is provided on the end of the fixing ring facing the locking gear, forming the first limiting member.
16. The brake according to claim 14 is characterized in that a thickened portion is provided on the mounting shell, and the thickened portion is connected to the side wall of the fixing ring.
17. The brake according to claim 13, characterized in that the distance between the side wall of the mounting housing and the toothless portion is smaller than the distance between the side wall of the mounting housing and the toothed portion.
18. A driving rod, characterized in that it comprises: a driving rod body, wherein the driving rod body comprises a driving section, a supporting section, a driven section and an abutting end arranged in sequence along the same axis;

    The driving section is used for drivingly connecting with the piston to drive the piston to approach or move away from the brake disc;

    The support section is used to be rotatably arranged on the caliper;

    The driven section is used for transmission connection with the brake motor;

    The abutting end is used to abut against the force sensor.
19. The driving rod according to claim 18 is characterized in that the abutting end comprises a circular or annular abutting surface, the abutting surface is used to abut against the force sensor, and the abutting surface is coaxially arranged with the force sensor.
20. The driving rod according to claim 18 is characterized in that a clamping piece protruding toward the force sensor is provided on the abutting end, and the clamping piece is used to clamp with the force sensor.
21. A spiral translation device, characterized by comprising:

    A drive rod as claimed in any one of claims 18 to 20; and

    A piston, configured to be slidably connected to the caliper;

    The piston is threadedly connected to the driving section of the driving rod, and the end of the piston is provided with a braking portion for connecting a brake pad.
22. An electromechanical brake, characterized by comprising:

    The spiral translation device according to claim 21;

    A caliper, which is used to be mounted on a chassis, wherein the piston of the spiral translation device is slidably connected to the caliper, and the support section of the spiral translation device is rotationally connected to the caliper;

    The mounting shell is mounted on the caliper and forms a first accommodating cavity together with the caliper. The driven section and the abutting end of the spiral translation device are both located in the first accommodating cavity.
23. The electromechanical brake according to claim 22, further comprising a force sensor, wherein the force sensor is disposed in abutment between the mounting shell and the abutment end.
24. The electronic mechanical brake according to claim 23 is characterized in that a groove matching the shape of the force sensor is formed on the mounting shell, and the force sensor is embedded in the groove.
25. The electronic mechanical brake according to claim 23 is characterized in that a thrust bearing is provided between the force sensor and the abutting end, and the thrust bearing is clamped on the clamping piece of the abutting end.
26. The electronic mechanical brake according to claim 25 is characterized in that it also includes a control board arranged on the mounting shell, the control board is electrically connected to the force sensor through a connecting member, and the mounting shell is provided with a through hole for the connecting member to pass through.
27. The electronic mechanical brake according to claim 26 is characterized in that the connecting member is an elastic pin; the connecting member abuts against the control board to achieve electrical connection between the two.
28. The electronic mechanical brake according to claim 26 is characterized in that a cover plate is provided on the mounting shell to form a second accommodating cavity, and the control board is arranged in the second accommodating cavity.
29. The electronic mechanical brake according to any one of claims 22 to 28 is characterized in that it also includes a brake motor, which is mounted on the caliper or the mounting shell; the output shaft of the brake motor is located in the first accommodating cavity and is transmission-connected to the driven section.
30. The electronic mechanical brake according to claim 29 is characterized in that the output shaft of the brake motor is transmission-connected to the driven section via a reduction mechanism.
31. The electronic mechanical brake according to claim 30 is characterized in that the output shaft of the brake motor is transmission-connected to the driven section through at least one set of reduction gear sets.
32. The electronic mechanical brake according to claim 22 is characterized in that it also includes a braking gear and a locking structure according to any one of claims 7 to 12, wherein the braking gear and the locking structure are mounted on the mounting shell, and the braking gear is transmission-connected to the driving rod.
33. A vehicle, characterized in that it comprises a braking system, wherein the braking system comprises the brake according to any one of claims 13 to 17 and/or the electromechanical brake according to any one of claims 22 to 32.