WO2019042318A1 - 盘式制动器及车辆 - Google Patents

盘式制动器及车辆 Download PDF

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Publication number
WO2019042318A1
WO2019042318A1 PCT/CN2018/102950 CN2018102950W WO2019042318A1 WO 2019042318 A1 WO2019042318 A1 WO 2019042318A1 CN 2018102950 W CN2018102950 W CN 2018102950W WO 2019042318 A1 WO2019042318 A1 WO 2019042318A1
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WO
WIPO (PCT)
Prior art keywords
parking
brake
link
screw
disc brake
Prior art date
Application number
PCT/CN2018/102950
Other languages
English (en)
French (fr)
Inventor
郑祖雄
Original Assignee
比亚迪股份有限公司
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Filing date
Publication date
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Publication of WO2019042318A1 publication Critical patent/WO2019042318A1/zh

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • F16D55/02—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members
    • F16D55/22—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads
    • F16D55/224—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members
    • F16D55/225—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads
    • F16D55/226—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads in which the common actuating member is moved axially, e.g. floating caliper disc brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
    • F16D65/18—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/18—Electric or magnetic
    • F16D2121/24—Electric or magnetic using motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
    • F16D2125/34—Mechanical mechanisms converting rotation to linear movement or vice versa acting in the direction of the axis of rotation
    • F16D2125/40—Screw-and-nut
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/58—Mechanical mechanisms transmitting linear movement
    • F16D2125/64—Levers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/58—Mechanical mechanisms transmitting linear movement
    • F16D2125/68—Lever-link mechanisms, e.g. toggles with change of force ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2127/00—Auxiliary mechanisms
    • F16D2127/06—Locking mechanisms, e.g. acting on actuators, on release mechanisms or on force transmission mechanisms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2129/00—Type of operation source for auxiliary mechanisms
    • F16D2129/06—Electric or magnetic
    • F16D2129/08—Electromagnets

Definitions

  • the present disclosure relates to the field of brakes, and in particular to a disc brake and a vehicle.
  • the brake pedal In the traditional hydraulic or pneumatic brake system, there are obvious disadvantages such as complicated gas-liquid pipeline, difficult maintenance, complicated layout structure, slow braking dynamic response, and low brake comfort performance.
  • the brake pedal In a hydraulic brake system, the brake pedal generates a rebound vibration phenomenon when the anti-lock brake system is activated, which affects the braking comfort performance.
  • the brake pedal mechanism since the brake pedal mechanism is directly connected to the brake transmission device and the brake actuator, the impact force generated when the vehicle collides is directly transmitted to the cab through the brake system, which seriously affects the safety performance of the vehicle.
  • the components of the conventional hydraulic brake system such as the vacuum brake booster, the brake master cylinder, and the oil reservoir are used, so that the structure and the assembly are complicated and bulky. Maintenance problems are difficult, and since the system is provided with hydraulic brake lines and brake fluids that connect the corresponding components, it is necessary to periodically change the hydraulic oil and periodically check for the presence of hydraulic oil leakage.
  • the present invention aims to solve at least one of the technical problems existing in the prior art.
  • the present disclosure provides a disc brake comprising: a brake caliper body; a first brake block; a brake disc; a service brake unit; a parking brake unit, the parking brake unit including a parking motor and a station a wire rod mechanism that drives the first brake block to move by a parking screw mechanism to press the brake disk.
  • the disc brake is a float caliper disc brake, the disc brake further comprising a second brake block, the first brake block and the second brake block being respectively located
  • the two brake pads are mounted on the brake caliper body on both sides of the brake disc.
  • the parking brake unit further includes a push rod for urging movement of the first brake block, the parking motor driving the push rod by the parking screw mechanism mobile.
  • the disc brake further includes a link mechanism, an output force of the parking screw mechanism being increased by the link mechanism and transmitted to the push rod.
  • the parking screw mechanism includes a parking screw and a parking nut fitted on the parking screw, the linkage including a first link and a second link a third link extending along an axial direction of the parking screw, and a first end of the first link connected to the parking nut, the first a second end of a link is hinged to a first end of the second link, and a second end of the second link is hinged to a first end of the third link, the third link
  • the second end is hinged to the first base, the first base is fixed to the caliper body, one end of the push rod is connected to the middle of the third link, and the other end is used for pushing the
  • the first brake block is perpendicular to the push rod.
  • the link mechanism further includes a fourth link, a fifth link, a second base, and a support bar, the second end of the first link, the second link
  • the first end and the first end of the fourth link are hinged together, the second end of the fourth link is hinged with the first end of the fifth link, and the fifth link is The two ends are hinged to the second base, the second base is fixed to the brake caliper body, one end of the support rod is connected to the middle of the fifth link, and the other end is supported by the system
  • the fourth link and the second link are symmetrically arranged with respect to the first link
  • the fifth link and the third link are symmetrically arranged with respect to the first link .
  • the service brake unit includes a traveling motor, a traveling speed reduction mechanism, and a traveling screw mechanism
  • the traveling motor is an outer rotor motor
  • the stator of the traveling motor has a cavity extending in the axial direction
  • the driving screw mechanism includes a driving screw and a driving nut disposed on the driving screw, the driving screw penetrating the cavity, and the rotor of the driving motor drives the driving mechanism by the driving reduction mechanism
  • the driving screw rotates to move the driving nut axially along the traveling screw, thereby pushing the first brake block to move to press the brake disk.
  • the travel screw mechanism is a rolling screw mechanism.
  • the travel screw is formed as a hollow rod that passes through the travel screw.
  • the disc brake further includes a piston that is slidably fitted at one end of the cavity, and the service nut and the push rod each push the first system by the piston The moving block moves.
  • a seal ring is disposed between the piston and an inner wall of the cavity.
  • the parking brake unit further includes an electromagnetic clutch that engages to lock the motor shaft when the electromagnetic clutch is de-energized; when the electromagnetic clutch is energized The electromagnetic clutch is disengaged to release the motor shaft.
  • the electromagnetic clutch includes an electromagnet, a translational friction plate, and a rotating friction plate, the electromagnet including a fixed iron core, a moving iron core, and a drive spring acting on the movable iron core, A rotating friction plate is coupled to the motor shaft, and the translational friction plate is drivable by the moving iron core.
  • the electromagnetic clutch further includes a clutch housing, an outer race, and an inner race, the inner race being splined to the motor shaft, the rotating friction plate being disposed therein
  • the clutch housing is fixed relative to the caliper body
  • the outer race is splined to an inner wall of the clutch housing
  • the translational friction plate is disposed on the outer race.
  • the parking screw mechanism includes a parking screw and a parking nut that fits over the parking screw, the pitch angle of the parking screw being less than a self-locking angle.
  • the parking brake unit further includes a parking reduction mechanism that is coupled to the parking screw mechanism by the parking reduction mechanism.
  • the present disclosure also provides a vehicle including the disc brake as described above.
  • FIG. 1 is a cross-sectional view of a disc brake in accordance with an embodiment of the present disclosure
  • FIG. 5 and 6 are cross-sectional views of a disc brake according to another embodiment of the present disclosure, wherein a complete caliper body is shown in FIG. 5, and a partial caliper body is omitted in FIG. 6;
  • FIG. 7 is a bottom view of a vehicle in accordance with an embodiment of the present disclosure.
  • first and second are used for descriptive purposes only, and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, features defining “first” and “second” may include one or more of the features either explicitly or implicitly. Further, in the description of the present invention, the meaning of "a plurality" is two or more unless otherwise specified.
  • a disc brake including a brake caliper body 10, a first brake block 31, a service brake unit, and a parking brake unit, and a driving system
  • the moving unit and the parking brake unit are mounted in the caliper body 10, and the first brake block 31 is slidably mounted in the caliper body 10 and on one side of the brake disk 20.
  • the service brake unit includes a traveling motor 40 and a driving screw mechanism 60.
  • the driving motor 40 drives the first brake block 31 to move by the driving screw mechanism 60 to press the brake disc 20.
  • the parking brake unit includes a parking motor 110 and a parking screw mechanism 130, and the parking motor 110 drives the first brake block 31 to move by the parking screw mechanism 130 to press the brake disk 20.
  • the disc brake of the present disclosure may be a fixed caliper disc brake or a float caliper disc brake.
  • the caliper body of the fixed caliper disc brake is fixedly mounted on the vehicle body and cannot be moved relative to the vehicle body.
  • the caliper body of the float caliper disc brake is slidably mounted on the vehicle body and is movable relative to the vehicle body in the same direction as the axial direction of the brake disc.
  • the brake further includes a second brake block 32 mounted on the caliper body 10 and located on the brake disc 20
  • the caliper body 10 is axially movable relative to the brake disc 20.
  • the driving motor 40 drives the driving screw 61 to rotate so that the driving nut 62 fitted on the driving screw 61 is rightward. Moving, thereby pushing the first brake block 31 to also move to the right and press it onto the brake disc 20, so that the brake disc 20 gives the driving nut 62 a leftward reaction force, which is transmitted to the caliper body.
  • the caliper body 10 is moved to the left, and the caliper body 10 drives the second brake block 32 to move until the second brake block 32 is also pressed against the brake disk 20. At this time, the brake pads on both sides are pressed against the brake disc 20, thereby clamping the brake disc 20, generating a friction torque that prevents the rotation of the wheel, and realizing the service brake.
  • the travel screw mechanism 60 can be a rolling screw mechanism.
  • a rolling body such as a ball or a roller is disposed between the nut 62 and the screw 61.
  • the screw mechanism 60 can be a planetary roller screw mechanism. Compared with other screw mechanisms, the planetary roller screw mechanism has the advantages of large load bearing capacity, strong impact resistance, high transmission precision and long service life.
  • the travel screw mechanism 60 can be a ball screw mechanism.
  • the advantageous effects of using the ball screw mechanism are similar to those of the above-described planetary roller screw, and the description thereof will be omitted herein to avoid redundancy.
  • the present disclosure is not limited thereto, and the driving screw mechanism 60 may also employ a sliding screw mechanism or the like.
  • the sliding screw mechanism is adopted, the threading angle of the driving screw can be made larger than the self-locking angle to ensure that the screw pair does not self-lock, so that the braking force can be applied to the braking block when the braking is released. Realize the return of the running nut.
  • the service motor 40 may be an outer rotor motor, and the stator 41 of the traveling motor 40 has a cavity 411 extending in the axial direction, and the driving screw mechanism 60 includes a driving screw 61 and a service nut 62 fitted to the travel screw 61, the travel screw 61 extends through the cavity 411, and the rotor 42 of the travel motor 40 drives the travel screw 61 to rotate by the service reduction mechanism 50.
  • the driving screw mechanism 60 by integrating the driving screw mechanism 60 into the interior of the traveling motor 40, the brake structure is more compact and takes up less space, facilitating installation on the entire vehicle.
  • the service speed reduction mechanism 50 may be any appropriate type of speed reduction mechanism as long as the output torque of the service motor 40 can be reduced and torqued and transmitted to the travel screw 61.
  • the driving speed reduction mechanism 50 may be a first planetary gear speed reduction mechanism, and the first planetary gear speed reduction mechanism includes a first sun gear 51 , a first planetary gear 52 , and a first a carrier 53 and a first ring gear 54, wherein the first sun gear 51 is coupled to the rotor 42 of the service motor 40, the first planet carrier 53 is coupled to the travel screw 61, and the first ring gear 54 is fixed to the brake caliper body Within 10.
  • the thrust bearing 70 may be mounted on the driving screw 61, that is, the thrust bearing 70 is sleeved on the driving screw 61.
  • the travel screw 61 is formed with a stepped surface, and the thrust bearing 70 is disposed between the stepped surface and the first planet carrier 53.
  • the disc brake may further include a piston 90 that is slidably fitted to one end of the cavity 411, and the driving speed reduction mechanism 50 is disposed at the other end of the cavity 411 and connected to the driving screw 61.
  • the service nut 62 urges the first brake block 31 to move by the piston 90.
  • the piston 90 separates the interior of the cavity 411 from the outside, so that the driving screw mechanism 60 is in a relatively closed environment, avoiding the erosion of external water and impurities, and prolonging the service life of the brake. .
  • the piston 90 can be clearance-fitted with the cavity 411, that is, the diameter of the cavity 411 can be slightly larger than the diameter of the piston 90.
  • the seal ring 100 may be provided between the piston 90 and the inner wall of the cavity 411 (see Fig. 2) or between the piston and the caliper body 10 (see Fig. 6).
  • the service nut 62 can be fixed to the piston 90 by screwing, welding, gluing or the like. However, in order to avoid stress concentration at the joint, in one embodiment, the service nut 62 is not connected to the piston 90.
  • the service nut 62 pushes the piston 90 to move, and the piston 90 pushes the first brake block again. 31 is pressed onto the brake disc 20.
  • the piston 90 may have a cylindrical structure with one end closed and the other end open.
  • the service nut 62 may be disposed in the piston 90 and is in clearance with the inner wall of the piston 90.
  • the thrust of the service nut 62 acts on the closed end of the piston 90.
  • the piston 90 is pushed to move toward the brake disc 20.
  • the parking brake unit may further include a push rod 150 for pushing the first brake block 31 to move, and the parking motor 110 may drive the push rod 150 to move by the parking screw mechanism 130, using the push The lever 150 urges the first brake pad 31 to press the brake disk 20.
  • the driving screw 61 may be formed as a hollow rod, that is, the driving screw 61 is formed with an axial hole extending in the axial direction, and the driving screw 61 penetrates the center of the traveling speed reduction mechanism 50, and the push rod 150 passes through the shaft hole of the driving screw 61, and the push rod 150 also pushes the first brake block 31 through the piston 90.
  • a boosting mechanism may be provided between the parking nut mechanism 130 and the push rod 150 to amplify the output force of the parking nut mechanism 130 and transmit it to the push rod 150.
  • the booster mechanism can be in any suitable form.
  • the boosting mechanism can be a linkage 140.
  • the link mechanism 140 may include a first link 141, a second link 142, a third link 143, and a first base 144, wherein the first link 141 extends in the axial direction of the parking screw 131
  • the first end of the first link 141 is connected to the parking nut 132, the second end of the first link 141 is hinged with the first end of the second link 142, and the second end of the second link 142 is connected to the third end.
  • the first end of the connecting rod 143 is hinged, the second end of the third connecting rod 143 is hinged with the first base 144, the first base 144 is fixed to the caliper body 10, and one end of the push rod 150 is connected to the third connecting rod
  • the middle portion of the 143 is used to push the first brake block 31, and the first link 141 is perpendicular to the push rod 150.
  • the first link 141 drives the third link 143 to swing to the right through the second link 142, thereby driving the push rod 150 connected to the third link 143 to move to the right, and the push rod 150 pushes the piston 90 to move backward.
  • the piston 90 urges the first brake block 31 to move to the right and press it onto the brake disk 20.
  • the link mechanism 140 can enlarge the output force of the parking screw mechanism 130 on the one hand, and can convert the output force of the parking screw mechanism 130 in the vertical direction to the horizontal direction to the push rod 150 on the other hand.
  • the running motor 40 and the parking motor 110 can be vertically arranged, reducing the space occupied by the brake.
  • the link mechanism 140 may further include a fourth link 145, a fifth link 146, a second base 147 and a support rod 148, wherein the second end of the first link 141 and the second link 142 The first end and the first end of the fourth link 145 are hinged together, the second end of the fourth link 145 is hinged with the first end of the fifth link 146, and the second end of the fifth link 146 is second and second.
  • the base 147 is hinged, the second base 147 is fixed to the caliper body 10, the fourth link 145 and the second link 142 are symmetrically arranged with respect to the first link 141, and the fifth link 146 and the third link 143 are
  • the first link 141 is symmetrically arranged, one end of the support rod 148 is connected to the middle of the fifth link 146, and the other end is supported on the inner wall of the caliper body 10.
  • the support rod 148 applies a rearward supporting force to the link mechanism 140 to balance the reaction force of the push rod 150 against the link mechanism 140, to ensure the balance of the link mechanism 140, and to increase the link mechanism 140. Stability.
  • the support rod 148 may be coupled to the spacer 149 and supported by the spacer 149 on the inner wall of the caliper body 10.
  • the boosting mechanism can be a lever mechanism 160.
  • the lever mechanism 160 may include a lever 161 and a fulcrum 162, and the lever 161 is rotatably supported in the caliper body 10 around the fulcrum 162, and both ends of the lever 161 are respectively hinged to the parking nut 132 and the push rod 150, parking
  • the distance between the nut 132 and the fulcrum 162 may be greater than the distance between the push rod 150 and the fulcrum 162 such that the output force of the parking screw mechanism 130 is amplified by the lever mechanism 160 and transmitted to the push rod 150.
  • the traveling motor 40 and the parking motor 110 can be arranged in parallel, whereby the axial size of the brake can be shortened, and the mounting arrangement on the entire vehicle can be facilitated.
  • the parking speed reduction mechanism 120 may be any appropriate type of speed reduction mechanism as long as the output torque of the parking motor 110 can be reduced and torqued and transmitted to the parking screw 131.
  • the parking reduction mechanism 120 may be a second planetary gear reduction mechanism, and the second planetary gear reduction mechanism includes a second sun gear 121 , a second planetary gear 122 , a second planet carrier 123 and a second ring gear 124, wherein the second sun gear 121 is coupled to the motor shaft 111 of the parking motor 110, the second planet carrier 123 is coupled to the parking screw 131, and the second ring gear 124 is fixed to Inside the caliper body 10.
  • the parking brake unit may further include The electromagnetic clutch 80 is mounted on the motor shaft 111 of the parking motor 110, and the parking brake state is maintained by the lock of the motor shaft 111 by the electromagnetic clutch 80.
  • the electromagnetic clutch 80 when the electromagnetic clutch 80 is de-energized, the electromagnetic clutch 80 is engaged to lock the motor shaft 111 of the parking motor 110 such that the parking screw 131 cannot be rotated, thereby maintaining the parking nut 132 in the parking brake. The position cannot be moved, so that the push rod 150 maintains the thrust on the first brake block 31 and maintains the parking brake state.
  • the electromagnetic clutch 80 When the electromagnetic clutch 80 is energized, the electromagnetic clutch 80 is disengaged to release the motor shaft 111.
  • the electromagnetic clutch 80 may include a clutch housing 81, an electromagnet, a translational friction plate 85, a rotating friction plate 86, an outer race 87, and an inner race 88.
  • the clutch housing 81 is fixed relative to the caliper body 10
  • the electromagnet may include a fixed iron core 82, a movable iron core 83, and a drive spring 84 acting on the movable iron core 83.
  • the inner race 88 is slidably coupled to the motor shaft 111 via a spline, and the rotary lining 86 is disposed on the inner race 88 to be rotatable by the motor shaft 41.
  • the outer race 87 is slidably coupled to the inner wall of the clutch housing 81 by a spline, and the translational friction plate 85 is disposed on the outer race 87 to be able to translate in the axial direction of the motor shaft 111.
  • the fixed iron core 82 and the movable iron core 83 may be formed in an annular structure, and the movable iron core 83 is sleeved on the outside of the motor shaft 111, and the fixed iron core 82 is sleeved on the outside of the movable iron core 83 to make the structure of the brake more Compact and smaller in axial dimensions.
  • the parking motor 110 When the parking brake function needs to be executed during the driving process, the parking motor 110 is powered, and sequentially moves through the parking reduction mechanism 120, the parking screw mechanism 130, and the boosting mechanism to drive the push rod 150, and the push rod 150 pushes the brake.
  • the block clamps the brake disc 20 to meet the parking requirement (for example, the parking brake force reaches the target braking force, and the parking brake force increases from zero to the target braking force for less than the preset time), the parking motor 110 is de-energized, and the electromagnetic clutch 80 is operated to lock the motor shaft 111 of the parking motor 110, maintain the parking brake force, and perform the parking brake function.
  • the electromagnetic clutch 80 loses the locking force and releases the motor shaft 111.
  • the parking screw mechanism 130 may optionally employ a rolling screw mechanism or a sliding screw mechanism.
  • the parking screw mechanism 130 may be a planetary roller screw mechanism or a ball screw mechanism. The advantages of the planetary roller screw mechanism and the ball screw mechanism have been previously described and will not be described herein.
  • the parking nut 132 can still remain in the position to achieve the parking brake.
  • the parking screw mechanism 130 can be a sliding screw mechanism and parked.
  • the threaded angle of the lead screw 131 is smaller than the self-locking angle, so that the parking screw mechanism 130 has a one-way self-locking function.
  • the parking nut 132 cannot be moved by the self-locking function of the parking screw mechanism 130, and remains in the position where the parking brake is realized, whereby the push rod 150
  • the thrust on the first brake block 31 is still maintained such that the brake block remains clamped to the brake disk 20.
  • the caliper body 10 may be integrally formed or may be connected by a plurality of partially formed parts.
  • the caliper body 10 is integrally formed.
  • the caliper body 10 includes a first portion 101 and a second portion 102, the first portion 101 and the second portion 102 being connectable, for example, by fasteners, and the second brake block 32 being mounted at In a portion 101, the driving motor 40, the traveling speed reduction mechanism 50, the parking motor 110, the parking reduction mechanism 120, and the lever mechanism 160 are all disposed inside the second portion 102, and the first portion 101 is provided with a guide for the piston 90 to pass through.
  • a hole, the seal ring 100 is disposed between the piston 90 and the inner wall of the guide hole.
  • the parking motor 110 does not operate, and the rotor 42 of the traveling motor 40 drives the driving screw 61 to rotate by the driving speed reduction mechanism 50, so that the driving nut 62 fitted on the driving screw 61 moves to the right, thereby pushing the first A brake block 31 also moves to the right and is pressed against the brake disc 20, so that the brake disc 20 gives a leftward reaction force to the service nut 62, causing the service nut 62 to move to the left along with the caliper body 10 as a whole.
  • the second brake block 32 is also pressed against the brake disc 20, the brake pads on both sides are pressed against the brake disc 20, thereby clamping the brake disc 20, generating a frictional moment that prevents the wheel from rotating. Realize the service brake.
  • the driving motor 40 does not work, and the parking motor 110 sequentially moves through the parking reduction mechanism 120, the parking screw mechanism 130, and the boosting mechanism to drive the push rod 150, and the push rod 150 pushes the brake block clamping system.
  • the parking motor 110 loses power, and the electromagnetic clutch 80 loses power to lock the motor shaft 111 of the parking motor 110, and maintains the parking braking force to realize the parking brake.
  • the electromagnetic clutch 80 is energized to release the motor shaft 111 of the parking motor 110, and the parking brake force disappears.
  • a vehicle 200 that includes a disc brake as described above.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)

Abstract

一种盘式制动器，包括制动钳体(10)、第一制动块(31)、制动盘(20)、行车制动单元和驻车制动单元，驻车制动单元包括驻车电机(110)和驻车丝杆机构(130)，驻车电机(110)通过驻车丝杆机构(130)驱动第一制动块(31)移动以压紧制动盘(20)。

Description

盘式制动器及车辆
本申请基于申请号为201710758844.6，申请日为2017年8月29日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本公开涉及制动器领域，具体地，涉及一种盘式制动器及车辆。
背景技术
传统的液压或气动式制动***中，存在气液管路复杂、维修困难、布置结构复杂、制动动态响应慢、制动舒适性能较低等明显缺点。例如，在液压制动***中，在防抱死制动***动作时制动踏板会产生回弹振动现象，影响了制动舒适性能。再如，由于制动踏板机构直接与制动传动装置和制动执行装置相连，因此在车辆发生碰撞时产生的冲击力会直接通过制动***传递到驾驶室内，严重影响了汽车的安全性能。又如，传统的液压制动***中因采用了体积较大的真空制动助力器、制动主缸、储油器等常规液压制动***的部件，因此不仅具有结构及装配复杂且体积大、维护困难的问题，而且由于***中设置有连接相应部件的液压制动管路以及制动液，需要定期更换液压油和定期检查是否存在液压油泄漏的问题。
发明内容
本发明旨在至少解决现有技术中存在的技术问题之一。
本公开提供一种盘式制动器，包括：制动钳体；第一制动块；制动盘；行车制动单元；驻车制动单元，所述驻车制动单元包括驻车电机和驻车丝杆机构，所述驻车电机通过驻车丝杆机构驱动所述第一制动块移动以压紧制动盘。
根据本公开的其中一些示例，所述盘式制动器为浮钳盘式制动器，所述盘式制动器还包括第二制动块，所述第一制动块和所述第二制动块分别位于所述制动盘两侧，所述第二制动块安装在所述制动钳体上。
根据本公开的其中一些示例，所述驻车制动单元还包括用于推动所述第一制动块移动的推杆，所述驻车电机通过所述驻车丝杆机构驱动所述推杆移动。
根据本公开的其中一些示例，所述盘式制动器还包括连杆机构，所述驻车丝杆机构的输出力通过所述连杆机构增大后传递给所述推杆。
根据本公开的其中一些示例，所述驻车丝杆机构包括驻车丝杆和套装在所述驻车丝杆上的驻车螺母，所述连杆机构包括第一连杆、第二连杆、第三连杆和第一基座，所述 第一连杆沿所述驻车丝杆的轴向延伸，所述第一连杆的第一端与所述驻车螺母相连，所述第一连杆的第二端与所述第二连杆的第一端铰接，所述第二连杆的第二端与所述第三连杆的第一端铰接，所述第三连杆的第二端与所述第一基座铰接，所述第一基座固定于所述制动钳体，所述推杆的一端连接于所述第三连杆的中部，另一端用于推动所述第一制动块，所述第一连杆与所述推杆垂直。
根据本公开的其中一些示例，所述连杆机构还包括第四连杆、第五连杆、第二基座和支撑杆，所述第一连杆的第二端、所述第二连杆的第一端以及所述第四连杆的第一端铰接在一起，所述第四连杆的第二端与所述第五连杆的第一端铰接，所述第五连杆的第二端与所述第二基座铰接，所述第二基座固定于所述制动钳体，所述支撑杆的一端连接于所述第五连杆的中部，另一端支撑在所述制动钳体上，所述第四连杆和所述第二连杆关于所述第一连杆对称布置，所述第五连杆和所述第三连杆关于所述第一连杆对称布置。
根据本公开的其中一些示例，所述行车制动单元包括行车电机、行车减速机构和行车丝杆机构，所述行车电机为外转子电机，所述行车电机的定子具有沿轴向延伸的空腔，所述行车丝杆机构包括行车丝杆和套装在所述行车丝杆上的行车螺母，所述行车丝杆贯穿所述空腔，所述行车电机的转子通过所述行车减速机构驱动所述行车丝杆旋转，以使所述行车螺母沿所述行车丝杆轴向移动，从而推动所述第一制动块移动以压紧所述制动盘。
根据本公开的其中一些示例，所述行车丝杆机构为滚动丝杆机构。
根据本公开的其中一些示例，所述行车丝杆形成为中空杆，所述推杆穿过所述行车丝杆。
根据本公开的其中一些示例，所述盘式制动器还包括活塞，所述活塞滑动配合在所述空腔的一端，所述行车螺母和所述推杆均通过所述活塞推动所述第一制动块移动。
根据本公开的其中一些示例，所述活塞与所述空腔的内壁之间设置有密封圈。
根据本公开的其中一些示例，所述驻车制动单元还包括电磁离合器，当所述电磁离合器失电时，所述电磁离合器接合以锁止所述电机轴；当所述电磁离合器得电时，所述电磁离合器分离以释放所述电机轴。
根据本公开的其中一些示例，所述电磁离合器包括电磁铁、平移摩擦片和旋转摩擦片，所述电磁铁包括定铁芯、动铁芯和作用于所述动铁芯的驱动弹簧，所述旋转摩擦片与所述电机轴连接，所述平移摩擦片能够由所述动铁芯驱动。
根据本公开的其中一些示例，所述电磁离合器还包括离合器壳体、外座圈和内座圈，所述内座圈与所述电机轴花键连接，所述旋转摩擦片设置在所述内座圈上，所述离合器壳体相对于所述制动钳体固定，所述外座圈与所述离合器壳体的内壁花键连接，所述平移摩擦片设置在所述外座圈上。
根据本公开的其中一些示例，所述驻车丝杆机构包括驻车丝杆和套装在所述驻车丝杆上的驻车螺母，所述驻车丝杆的螺纹升角小于自锁角。
根据本公开的其中一些示例，所述驻车制动单元还包括驻车减速机构，所述驻车电机通过所述驻车减速机构传动连接于所述驻车丝杆机构。
本公开还提供一种车辆，包括如上所述的盘式制动器。
本发明的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本发明的实践了解到。
附图说明
本发明的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是根据本公开的一种实施方式的盘式制动器的剖视图；
图2至图4分别是图1的局部放大图；
图5和图6是根据本公开的另一种实施方式的盘式制动器的剖视图，其中，图5中示出了完整的制动钳体，图6中省略了部分制动钳体；
图7是根据本公开的一种实施方式的车辆的仰视图。
具体实施方式
下面详细描述本发明的实施例，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，仅用于解释本发明，而不能理解为对本发明的限制。
在本发明的描述中，需要理解的是，术语“中心”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”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发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。
需要说明的是，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。进一步地，在本发明的描述中，除非另有说明，“多个”的含义是两个或两个以上。
根据本公开的一个方面，提供一种盘式制动器，如图1和图5所示，包括制动钳体10、第一制动块31、行车制动单元和驻车制动单元，行车制动单元和驻车制动单元安装在制动钳体10内，第一制动块31可滑动地安装在制动钳体10内且位于制动盘20的一侧。其中，行车制动单元包括行车电机40和行车丝杆机构60，行车电机40通过行车丝杆机构60驱动第一制动块31移动以压紧制动盘20。驻车制动单元包括驻车电机110和驻车丝杆机构130，驻车电机110通过驻车丝杆机构130驱动第一制动块31移动以压紧制动盘20。
本公开的盘式制动器可以为定钳盘式制动器，也可以为浮钳盘式制动器。定钳盘式制动器的制动钳体固定安装在车身上，不能相对车身移动。浮钳盘式制动器的制动钳体可滑 动地安装在车身上，可相对车身移动，且移动方向与制动盘的轴向相同。
在本公开的盘式制动器为浮钳盘式制动器的情况下，所述制动器还包括第二制动块32，该第二制动块32安装在制动钳体10上且位于制动盘20的另一侧，制动钳体10可以相对于制动盘20轴向移动。具体地，以行车制动为例，如图1和图2所示，执行行车制动时，行车电机40驱动行车丝杆61旋转，以使套装在行车丝杆61上的行车螺母62向右移动，从而推动第一制动块31也向右移动并压紧到制动盘20上，于是制动盘20给行车螺母62一个向左的反作用力，该反作用力会传递到制动钳体10上，使制动钳体10向左移动，制动钳体10带动第二制动块32移动，直到第二制动块32也压靠到制动盘20上。这时两侧的制动块都压在制动盘20上，从而夹紧制动盘20，产生阻止车轮转动的摩擦力矩，实现行车制动。
可选地，行车丝杆机构60可以为滚动丝杆机构。在采用滚动丝杆机构的情况下，螺母62和丝杆61之间设置有滚动体，例如滚珠或滚柱。进一步地，丝杆机构60可以为行星滚柱丝杆机构。相比于其他丝杆机构，行星滚柱丝杆机构具有承受载荷大、抗冲击能力强、传动精度高、使用寿命长的优点。
另外，还可选地，行车丝杆机构60可以为滚珠丝杆机构。采用滚珠丝杆机构的有益效果与上述采用行星滚柱丝杆的效果类似，在此为了避免重复，省略对其的说明。但本公开并不限定于此，行车丝杆机构60还可以采用滑动丝杆机构等。当采用滑动丝杆机构时，可以使行车丝杆的螺纹升角大于自锁角，以保证螺旋副不会发生自锁，从而在解除制动时能够通过制动盘对制动块的作用力实现行车螺母的回位。
在一种实施方式中，如图2和图6所示，行车电机40可以为外转子电机，行车电机40的定子41具有沿轴向延伸的空腔411，行车丝杆机构60包括行车丝杆61和套装在行车丝杆61上的行车螺母62，行车丝杆61贯穿空腔411，行车电机40的转子42通过行车减速机构50驱动行车丝杆61旋转。在这种实施方式中，通过将行车丝杆机构60集成在行车电机40的内部，使得制动器结构更紧凑、占用空间更小，便于在整车上安装布置。
行车减速机构50可以为任意适当类型的减速机构，只要能够将行车电机40的输出转矩减速增矩后传递给行车丝杆61即可。在一种实施方式中，如图2和图6所示，行车减速机构50可以为第一行星齿轮减速机构，该第一行星齿轮减速机构包括第一太阳轮51、第一行星轮52、第一行星架53和第一齿圈54，其中，第一太阳轮51与行车电机40的转子42连接，第一行星架53与行车丝杆61连接，第一齿圈54固定于制动钳体10内。
可选地，行车丝杆61上可以安装有推力轴承70，也就是说，推力轴承70套设在行车丝杆61上。在一种实施方式中，如图2和图6所示，行车丝杆61上形成有台阶面，推力轴承70设置在台阶面和第一行星架53之间。当制动块夹紧制动盘20时，第一行星架53通过推力轴承70向行车丝杆61施加轴向力以平衡制动盘20对行车丝杆61的反作用力，保证行车丝杆61受力平衡。
在一种实施方式中，所述盘式制动器还可以包括活塞90，该活塞90滑动配合在空腔411的一端，行车减速机构50设置在空腔411的另一端并与行车丝杆61相连，行车螺母 62通过活塞90推动第一制动块31移动。在这种实施方式中，活塞90将空腔411的内部与外界隔开，使得行车丝杆机构60处在一个相对密闭的环境中，避免受到外界水、杂质的侵蚀，延长了制动器的使用寿命。
为了避免对活塞90的运动形成阻力，活塞90可以与空腔411间隙配合，也就是说，空腔411的直径可以略大于活塞90的直径。在这种情况下，为了保证密封性，可以在活塞90与空腔411的内壁之间(参见图2)或者活塞与制动钳体10之间(参见图6)设置密封圈100。
这里，行车螺母62可以通过螺接、焊接、胶接等方式与活塞90固定在一起。然而，为了避免在连接处产生应力集中，在一种实施方式中，行车螺母62与活塞90不连接，执行行车制动时，行车螺母62推动活塞90移动，活塞90再推动第一制动块31压紧到制动盘20上。活塞90可以呈一端封闭另一端开放的筒状结构，行车螺母62可以设置在活塞90内且与活塞90的内壁间隙配合，执行行车制动时，行车螺母62的推力作用在活塞90的封闭端以推动活塞90朝向制动盘20移动。
在一种实施方式中，驻车制动单元还可以包括用于推动第一制动块31移动的推杆150，驻车电机110可以通过驻车丝杆机构130驱动推杆150移动，利用推杆150推动第一制动块31压紧制动盘20。在这种情况下，进一步地，行车丝杆61可以形成为中空杆，即，行车丝杆61内形成有沿轴向延伸的轴孔，行车丝杆61贯穿行车减速机构50的中心，推杆150从行车丝杆61的轴孔中穿过，推杆150也通过活塞90推动第一制动块31。通过将推杆150集成在行车丝杆61的内部，使得既可以利用行车丝杆61对推杆150的运动进行导向，又能够进一步提高制动器的结构紧凑性。
为了增大驻车制动力，可以在驻车螺母机构130和推杆150之间设置增力机构，以将驻车螺母机构130的输出力放大后传递给推杆150。
增力机构可以为任意适当的形式。在一种实施方式中，如图1和图3所示，增力机构可以为连杆机构140。具体地，连杆机构140可以包括第一连杆141、第二连杆142、第三连杆143和第一基座144，其中，第一连杆141沿驻车丝杆131的轴向延伸，第一连杆141的第一端与驻车螺母132相连，第一连杆141的第二端与第二连杆142的第一端铰接，第二连杆142的第二端与第三连杆143的第一端铰接，第三连杆143的第二端与第一基座144铰接，第一基座144固定于制动钳体10，推杆150的一端连接于第三连杆143的中部，另一端用于推动第一制动块31，第一连杆141与推杆150垂直。执行驻车制动时，驻车电机110通过驻车减速机构120驱动驻车丝杆131旋转，使得套装在驻车丝杆131上的驻车螺母132向上移动，从而带动第一连杆141向上移动，第一连杆141通过第二连杆142带动第三连杆143向右摆动，从而驱动连接在第三连杆143上的推杆150向右移动，推杆150推动活塞90向后移动，活塞90推动第一制动块31向右移动并压紧到制动盘20上。
在上述实施方式中，连杆机构140一方面能够放大驻车丝杆机构130的输出力，另一方面能够将驻车丝杆机构130竖直方向的输出力转变为水平方向传递给推杆150，从而能够允许行车电机40和驻车电机110垂直布置，减小制动器占用的空间。
进一步地，连杆机构140还可以包括第四连杆145、第五连杆146、第二基座147和支撑杆148，其中，第一连杆141的第二端、第二连杆142的第一端以及第四连杆145的第一端铰接在一起，第四连杆145的第二端与第五连杆146的第一端铰接，第五连杆146的第二端与第二基座147铰接，第二基座147固定于制动钳体10，第四连杆145和第二连杆142关于第一连杆141对称布置，第五连杆146和第三连杆143关于第一连杆141对称布置，支撑杆148的一端连接于第五连杆146的中部，另一端支撑在制动钳体10的内壁上。这里，通过设置第四连杆145和第五连杆146，使得连杆机构140形成为对称结构，从而能够提高连杆机构140的运动协调性及灵活性，避免卡滞。当执行驻车制动时，支撑杆148向连杆机构140施加向后的支撑力以平衡推杆150对连杆机构140的反作用力，保证连杆机构140受力平衡，增加连杆机构140的稳定性。
为了增大受力面积，提高支撑杆148的稳定性，支撑杆148可以连接于垫块149，并通过该垫块149支撑在制动钳体10的内壁上。
在另一种实施方式中，如图5和图6所示，增力机构可以为杠杆机构160。具体地，杠杆机构160可以包括杠杆161和支点162，杠杆161围绕支点162可转动地支撑在制动钳体10内，杠杆161的两端分别铰接于驻车螺母132和推杆150，驻车螺母132与支点162之间的距离可以大于推杆150与支点162之间的距离，以使得驻车丝杆机构130的输出力通过杠杆机构160放大后传递给推杆150。在这种实施方式中，如图6所示，行车电机40和驻车电机110可以平行布置，以此能够缩短制动器的轴向尺寸，便于在整车上安装布置。
驻车减速机构120可以为任意适当类型的减速机构，只要能够将驻车电机110的输出转矩减速增矩后传递给驻车丝杆131即可。在一种实施方式中，如图3和图6所示，驻车减速机构120可以为第二行星齿轮减速机构，该第二行星齿轮减速机构包括第二太阳轮121、第二行星轮122、第二行星架123和第二齿圈124，其中，第二太阳轮121与驻车电机110的电机轴111连接，第二行星架123与驻车丝杆131连接，第二齿圈124固定于制动钳体10内。
为了保证驻车电机110失电后，驻车螺母132仍能保持在实现驻车制动的位置，在一种实施方式中，如图1和图4所示，驻车制动单元还可以包括电磁离合器80，电磁离合器80安装在驻车电机110的电机轴111上，通过电磁离合器80对电机轴111的锁止来保持驻车制动状态。
具体地，当电磁离合器80失电时，电磁离合器80接合以抱死驻车电机110的电机轴111，使得驻车丝杆131不能转动，从而使驻车螺母132保持在实现驻车制动的位置，不能移动，进而使推杆150保持对第一制动块31的推力，保持驻车制动状态。当电磁离合器80得电时，电磁离合器80分离以释放电机轴111。
可选地，电磁离合器80可以包括离合器壳体81、电磁铁、平移摩擦片85、旋转摩擦片86、外座圈87和内座圈88。其中，离合器壳体81相对于制动钳体10固定，电磁铁可以包括定铁芯82、动铁芯83和作用于动铁芯83的驱动弹簧84。内座圈88与电机轴111通过花键滑动连接，旋转摩擦片86设置在内座圈88上以能够在电机轴41的带动下旋转。 外座圈87与离合器壳体81的内壁通过花键滑动连接，平移摩擦片85设置在外座圈87上以能够沿电机轴111的轴向平移。定铁芯82和动铁芯83可以形成为环状结构，并且动铁芯83套设在电机轴111的外部，定铁芯82套设在动铁芯83的外部，以使制动器的结构更紧凑，轴向尺寸更小。当电磁铁失电时，定铁芯82与动铁芯83之间的磁吸力消失，动铁芯83在驱动弹簧84的作用下向右移动，并推动平移摩擦片85和旋转摩擦片86接合，二者之间的摩擦力使得电机轴111被抱死；当电磁铁得电时，定铁芯82与动铁芯83之间产生磁吸力，使得动铁芯83复位的同时压缩驱动弹簧84，平移摩擦片85和旋转摩擦片86分离，二者之间的摩擦力消失从而解除对电机轴111的锁止。
行车过程中需要执行驻车制动功能时，驻车电机110得电，并依次通过驻车减速机构120、驻车丝杆机构130和增力机构驱动推杆150移动，推杆150推动制动块夹紧制动盘20，达到驻车要求时(例如，驻车制动力达到目标制动力，且驻车制动力从零增大至目标制动力所用的时间小于预设时间)，驻车电机110失电，电磁离合器80工作以抱死驻车电机110的电机轴111，保持驻车制动力，执行驻车制动功能。解除驻车制动时，电磁离合器80丢掉抱死力，释放电机轴111。
在采用电磁离合器80的情况下，驻车丝杆机构130可以任意选用滚动丝杆机构或滑动丝杆机构。具体地，驻车丝杆机构130可以选用行星滚柱丝杆机构或滚珠丝杆机构。关于行星滚柱丝杆机构和滚珠丝杆机构的优点前文已经描述，在此不再赘述。
为了保证驻车电机110失电后，驻车螺母132仍能保持在实现驻车制动的位置，在另一种实施方式中，驻车丝杆机构130可以为滑动丝杆机构，并且驻车丝杆131的螺纹升角小于自锁角，以使驻车丝杆机构130具有单向自锁功能。在这种情况下，当驻车电机110失电时，通过驻车丝杆机构130的自锁功能使得驻车螺母132不能移动，仍然保持在实现驻车制动的位置，由此推杆150仍然保持对第一制动块31的推力，使得制动块保持夹紧制动盘20。
在本公开中，制动钳体10可以一体成型，也可以由分体成型的多个部分连接而成。在图1示出的实施方式中，制动钳体10一体成型。在图5示出的实施方式中，制动钳体10包括第一部分101和第二部分102，第一部分101和第二部分102例如可以通过紧固件连接，第二制动块32安装在第一部分101上，行车电机40、行车减速机构50、驻车电机110、驻车减速机构120、杠杆机构160均设置在第二部分102的内部，第一部分101上设置有供活塞90穿过的导向孔，密封圈100设置在活塞90和该导向孔的内壁之间。
以下结合附图详细描述一下根据本公开的一种实施方式的盘式制动器的工作原理。
行车制动时，驻车电机110不工作，行车电机40的转子42通过行车减速机构50驱动行车丝杆61旋转，以使套装在行车丝杆61上的行车螺母62向右移动，从而推动第一制动块31也向右移动并压紧到制动盘20上，于是制动盘20给行车螺母62一个向左的反作用力，使行车螺母62连同制动钳体10整体向左移动，直到第二制动块32也压靠到制动盘20上，这时两侧的制动块都压在制动盘20上，从而夹紧制动盘20，产生阻止车轮转动的摩擦力矩，实现行车制动。
驻车制动时，行车电机40不工作，驻车电机110依次通过驻车减速机构120、驻车丝杆机构130和增力机构驱动推杆150移动，推杆150推动制动块夹紧制动盘20，达到驻车要求时，驻车电机110失电，电磁离合器80失电以抱死驻车电机110的电机轴111，保持驻车制动力，实现驻车制动。需要解除驻车制动时，电磁离合器80得电以释放驻车电机110的电机轴111，驻车制动力消失。
根据本公开的另一方面，提供一种车辆200，该车辆200包括如上所述的盘式制动器。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
尽管已经示出和描述了本发明的实施例，本领域的普通技术人员可以理解：在不脱离本发明的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本发明的范围由权利要求及其等同物限定。

Claims (17)

  1. 一种盘式制动器，其特征在于，包括：
    制动钳体；
    第一制动块；
    制动盘；
    行车制动单元；
    驻车制动单元，所述驻车制动单元包括驻车电机和驻车丝杆机构，所述驻车电机通过驻车丝杆机构驱动所述第一制动块移动以压紧制动盘。
  2. 根据权利要求1所述的盘式制动器，其特征在于，所述盘式制动器为浮钳盘式制动器，所述盘式制动器还包括第二制动块，所述第一制动块和所述第二制动块分别位于所述制动盘两侧，所述第二制动块安装在所述制动钳体上。
  3. 根据权利要求1或2所述的盘式制动器，其特征在于，所述驻车制动单元还包括用于推动所述第一制动块移动的推杆，所述驻车电机通过所述驻车丝杆机构驱动所述推杆移动。
  4. 根据权利要求3所述的盘式制动器，其特征在于，所述盘式制动器还包括连杆机构，所述驻车丝杆机构的输出力通过所述连杆机构增大后传递给所述推杆。
  5. 根据权利要求4所述的盘式制动器，其特征在于，所述驻车丝杆机构包括驻车丝杆和套装在所述驻车丝杆上的驻车螺母，所述连杆机构包括第一连杆、第二连杆、第三连杆和第一基座，所述第一连杆沿所述驻车丝杆的轴向延伸，所述第一连杆的第一端与所述驻车螺母相连，所述第一连杆的第二端与所述第二连杆的第一端铰接，所述第二连杆的第二端与所述第三连杆的第一端铰接，所述第三连杆的第二端与所述第一基座铰接，所述第一基座固定于所述制动钳体，所述推杆的一端连接于所述第三连杆的中部，另一端用于推动所述第一制动块，所述第一连杆与所述推杆垂直。
  6. 根据权利要求5所述的盘式制动器，其特征在于，所述连杆机构还包括第四连杆、第五连杆、第二基座和支撑杆，所述第一连杆的第二端、所述第二连杆的第一端以及所述第四连杆的第一端铰接在一起，所述第四连杆的第二端与所述第五连杆的第一端铰接，所述第五连杆的第二端与所述第二基座铰接，所述第二基座固定于所述制动钳体，所述支撑杆的一端连接于所述第五连杆的中部，另一端支撑在所述制动钳体上，所述第四连杆和所述第二连杆关于所述第一连杆对称布置，所述第五连杆和所述第三连杆关于所述第一连杆对称布置。
  7. 根据权利要求3-6中任一项所述的盘式制动器，其特征在于，所述行车制动单元包括行车电机、行车减速机构和行车丝杆机构，所述行车电机为外转子电机，所述行车电机的定子具有沿轴向延伸的空腔，所述行车丝杆机构包括行车丝杆和套装在所述行车丝杆上的行车螺母，所述行车丝杆贯穿所述空腔，所述行车电机的转子通过所述行车 减速机构驱动所述行车丝杆旋转，以使所述行车螺母沿所述行车丝杆轴向移动，从而推动所述第一制动块移动以压紧所述制动盘。
  8. 根据权利要求7所述的盘式制动器，其特征在于，所述行车丝杆机构为滚动丝杆机构。
  9. 根据权利要求7或8所述的盘式制动器，其特征在于，所述行车丝杆形成为中空杆，所述推杆穿过所述行车丝杆。
  10. 根据权利要求9所述的盘式制动器，其特征在于，所述盘式制动器还包括活塞，所述活塞滑动配合在所述空腔的一端，所述行车螺母和所述推杆均通过所述活塞推动所述第一制动块移动。
  11. 根据权利要求10所述的盘式制动器，其特征在于，所述活塞与所述空腔的内壁之间设置有密封圈。
  12. 根据权利要求1-11中任一项所述的盘式制动器，其特征在于，所述驻车制动单元还包括电磁离合器，当所述电磁离合器失电时，所述电磁离合器接合以锁止所述电机轴；当所述电磁离合器得电时，所述电磁离合器分离以释放所述电机轴。
  13. 根据权利要求12所述的盘式制动器，其特征在于，所述电磁离合器包括电磁铁、平移摩擦片和旋转摩擦片，所述电磁铁包括定铁芯、动铁芯和作用于所述动铁芯的驱动弹簧，所述旋转摩擦片与所述电机轴连接，所述平移摩擦片能够由所述动铁芯驱动。
  14. 根据权利要求13所述的盘式制动器，其特征在于，所述电磁离合器还包括离合器壳体、外座圈和内座圈，所述内座圈与所述电机轴花键连接，所述旋转摩擦片设置在所述内座圈上，所述离合器壳体相对于所述制动钳体固定，所述外座圈与所述离合器壳体的内壁花键连接，所述平移摩擦片设置在所述外座圈上。
  15. 根据权利要求1-14中任一项所述的盘式制动器，其特征在于，所述驻车丝杆机构包括驻车丝杆和套装在所述驻车丝杆上的驻车螺母，所述驻车丝杆的螺纹升角小于自锁角。
  16. 根据权利要求1-15中任一项所述的盘式制动器，其特征在于，所述驻车制动单元还包括驻车减速机构，所述驻车电机通过所述驻车减速机构传动连接于所述驻车丝杆机构。
  17. 一种车辆，其特征在于，包括根据权利要求1-16中任一项所述的盘式制动器。
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