CN205573930U - Automobile -used drive -by -wire arresting gear with flexible redundant mechanism - Google Patents

Abstract

The utility model discloses a brake-by-wire device with a flexible redundant mechanism, which comprises a brake input part, a brake output part, a brake control part, a flexible transmission part, and the flexible transmission part includes an actuating wheel, An intermediate transmission mechanism and two two-way controllable clutch mechanisms can realize redundant brake booster mode under the fault state of the online control brake system, and keep the convenience of braking operation to the greatest extent; in extreme cases such as system power failure, the device can be switched For flexible transmission, it realizes the pedal brake mode, does not rely on electricity and hydraulic pressure, and fundamentally ensures safety.

Description

Vehicle brake-by-wire device with flexible redundant mechanism

technical field

The utility model relates to a brake-by-wire device, in particular to an automobile brake-by-wire device capable of realizing multi-mode flexible redundancy.

Background technique

Brake-by-wire (BBW) integrates electronic parking brake (EPB), electronic stability control (ESP), electronic brake force distribution (EBD), electronic brake assist (EBA), anti-lock brake (ABS), automatic Emergency braking (AEB) and other braking-related technologies are integrated. Compared with the traditional hydraulic braking system, it has the advantages of fast response and adjustable pedal force, which greatly improves the braking portability and handling stability. And active safety, representing the development direction of automobile safety and intelligence.

But the ensuing problem is how to ensure the reliability of the system itself, that is, how to ensure that the driver realizes braking control through the brake pedal when the electromechanical system, power supply system, etc. fail. At present, the commonly used method is to adopt: 1. Redundancy of electronic control system; 2. Redundancy of traditional hydraulic system. Method 1 uses two or more sets of electronic devices such as backup power supply, dual motors, dual ECUs, and dual sensors, which cannot fundamentally solve the safety hazards caused by the failure of the electronic system itself, and the entire system is large in size, complex in control, and high in cost. , difficult to maintain, etc.; method 2 generally adds an electric brake actuator to the original hydraulic brake system, and uses the hydraulic brake system as a backup. The space layout is still the same as that of the hydraulic brake system, which cannot reflect the flexible layout of the wire control system. characteristics, and the hydraulic redundancy itself also has potential failures of oil leakage.

Contents of the invention

The technical problem to be solved by the utility model is to overcome the problems existing in the prior art, and to provide a vehicle brake-by-wire device with flexible redundancy. Dynamic and non-failure brakes provide braking torque at the same time, realize redundant brake booster mode, and maintain the convenience of brake manipulation to the greatest extent; in extreme cases where the electromechanical system fails to work or the power supply is cut off, the device can be switched to flexible transmission , realize foot brake mode, fundamentally ensure safety;

In order to solve the above problems, the technical solution adopted by the utility model is to provide a vehicle brake-by-wire device with a flexible redundant mechanism, which includes:

a brake input section including an electronic pedal with a pedal feel simulator and sensor to which brake input is applied;

A brake output part, which includes a brake with an actuator, a transmission mechanism, a gap adjustment mechanism and a sensor. The brakes are respectively kept in working connection with the wheels, and the braking torque determined by the brake input is directly or indirectly applied to the wheels superior;

A brake control part, which includes a control unit and a fault diagnosis unit, the control unit and the fault diagnosis unit communicate through the on-board bus, and control and realize different brake working modes according to the received status instructions;

A flexible transmission part, which includes an actuator wheel, an intermediate transmission mechanism and two two-way controllable clutch mechanisms. The components are connected; the left and right transmission wheels of the middle transmission mechanism are directly or indirectly connected with the outer clutch transmission wheels of the two two-way controllable clutch mechanisms through flexible elements; the two-way controllable clutch mechanism is installed between a pair of rotary transmission pairs of the brake transmission mechanism Between, its clutch toggle wheel is fixedly connected with the driving auxiliary element, and its clutch internal star wheel is fixedly connected with the driven auxiliary element.

Wherein the left and right transmission wheels of the intermediate transmission mechanism and the intermediate transmission wheel are installed on the intermediate shaft through bearings, and the left and right transmission wheels are transitionally matched with the intermediate transmission wheel respectively and connected by keys, and the three are coaxial.

Among them, the outer side of the clutch inner star wheel of the two-way controllable clutch mechanism and the inner side of the clutch outer transmission wheel form several pairs of wedge-shaped space pairs uniformly distributed in the circumferential direction. The two wedge-shaped narrow spaces in each wedge-shaped space pair are opposite to each other. The spring is preloaded to make it contact with the inner working surface of the clutch outer drive wheel and the outer working surface of the clutch inner star wheel. Each pair of rollers is separated by the shift fork of the clutch toggle wheel, and the clutch toggle wheel and the clutch inner star wheel are in clearance fit.

Among them, the steel wire cables of the left and right transmission wheels of the middle transmission mechanism are respectively covered with adjustment springs. One end of the adjustment spring is fixed on the housing, and the other end is pressed against the adjustment coil. One end has an external thread, which cooperates with the adjusting nut and the deadlock nut, and withstands the casing cap of the steel wire cable through the adjusting nut.

Among them, the clutch toggle wheel shift fork of the two-way controllable clutch mechanism has a certain one-way gap with its adjacent rollers in a free state, and the friction generated when the rollers are wedging in the wedge-shaped space is greater than the direct or indirect dragging power-off The resistance suffered by the idling of the actuator is less than the blocking torque directly or indirectly transmitted by the actuator.

Among them, the angle stroke of the electronic pedal after passing through the actuator wheel, the intermediate transmission mechanism, and the clutch outer transmission wheel of the bidirectional controllable clutch mechanism is greater than the rotation of the actuator driving the clutch outer transmission wheel of the bidirectional controllable clutch mechanism to completely eliminate the braking gap of the brake. passed angle value.

Wherein the two-way controllable clutch mechanism is installed in the non-steering wheel brake, and then is installed in the rear wheel brake for the vehicle of four-wheel steering.

Among them, the control system is provided with a brake switching switch, which is connected to the power supply and the actuator. The switch is placed on the steering wheel or the steering column or the main control panel, and the corresponding indicator light is provided on the instrument panel.

Compared with the prior art, the beneficial effects of the utility model are:

The redundant transmission does not rely on electric power and hydraulic pressure, and can realize three working modes of brake by wire, redundant brake booster, and pedal brake, and has the advantages of high reliability and light braking.

It can be assembled with the existing brake-by-wire after simple modification to form a flexible redundant brake-by-wire system with the above functions, which has the characteristics of simple structure, convenience and flexibility;

Description of drawings

The utility model can be understood more clearly with reference to the description of preferred embodiments of the accompanying drawings below. However, the embodiments and drawings are for simple illustration and description, and should not be used to limit the scope of the present invention, and the scope of the present invention is determined by the claims.

Fig. 1 is an exploded schematic diagram of the overall structure of the utility model, which is used to illustrate the connection relationship between the main components of the system assembly and the basic functions of the system.

Fig. 2 is a structural schematic diagram of the intermediate transmission mechanism of the present invention, which is used to illustrate its basic structure and working principle.

Fig. 3 is a structural schematic diagram of the two-way controllable clutch mechanism of the present invention, which is used to illustrate its basic mechanism and working principle.

Fig. 4 is a schematic diagram of the working principle of the flexible transmission mechanism of the present invention, which is used to explain the working principle of the system.

detailed description

Preferred embodiments of the present invention will be described with reference to FIGS. 1 to 4 .

Fig. 1 shows the exploded schematic view of the overall structure of the utility model. The electronic pedal 10 with the pedal feeling simulator and sensors is fixed on the appropriate position of the metal body in the cab of the car, and its rotating shaft is connected with the actuating wheel 1 with a key. The actuating wheel 1 has a protective cover 11 and is installed on the body of the electronic pedal 10 through bolts. Above; the intermediate transmission mechanism 2 is installed in the housing 9 through bearings, and the housing 9 selects an appropriate position to be fixed on the metal body of the automobile according to the space conditions of the automobile chassis; the two-way controllable clutch mechanisms 3 and 4 are respectively installed on the non-steering Between the two transmission pairs of the wheel brake transmission system, the transmission mechanism assembly formed is respectively installed in the box body 7, 8, and the box body 7, 8 is respectively fixed on the brake actuator by bolts. For this embodiment, The actuators are brake calipers 5, 6; the flexible connection between the actuating wheel 1 and the intermediate transmission mechanism 2, between the intermediate transmission mechanism 2 and the two-way controllable clutches 3, 4, can use a flexible shaft or a steel wire cable, in this embodiment it is Steel wire cables 12, 13, 14 for vehicles are represented by double-dot dash lines in the figure.

Under normal working conditions, the system is in the brake-by-wire mode, and the target rotation angle is given by stepping on the electronic pedal 10, and the control system controls the actuator to transmit the braking torque to the brake caliper through the two-way controllable clutch mechanism 3 and 4 through the transmission mechanism 5, 6; at the same time, the electronic pedal 10 drives the wheel movement 1 to drive the intermediate transmission mechanism 2 through the steel cable 12, and the intermediate transmission mechanism 2 drives the two-way controllable clutch mechanism 3, 4 through the steel cable 13, 14. Here, the two-way The controllable clutch mechanism 3 and 4 realize the separation of the pedal target input and the actual output of the actuator. The two transmissions do not interfere with each other. The load borne by the electronic pedal 10 is provided by the pedal feeling simulator, which realizes the adjustable pedal feel and the actual braking. The load is overcome by the output power of the actuator controlled by the system, and functions such as ABS and ESP are realized under unconventional working conditions such as strong braking, high-speed steering, and braking steering.

In any brake failure state caused by the abnormal blockage of the actuator and the system itself cannot correct it, the driver can manually click the brake switch to cut off the power supply of the brake actuator. At this time, the flexible redundant mechanism is in Working status; In addition to the above, the flexible redundant mechanism can automatically intervene in working status, including extreme conditions of system power failure. When the flexible redundant mechanism is working, the electronic pedal 10 is stepped on to drive the wheel 1 to drive the intermediate transmission mechanism 2 through the steel cable 12, and the intermediate transmission mechanism 2 drives the two-way controllable clutch mechanism 3 and 4 through the steel cable 13 and 14 , at this time, the motor is powered off and is in a free state, and the two-way controllable clutch mechanism 3,4 can transmit the braking torque to the brake calipers 5,6 through the transmission mechanism, so as to realize pedal braking.

In the above process, if one side of the non-steering wheel brake fails, the pedal braking torque is transmitted to the brake caliper 5 or 6 by the intermediate transmission mechanism 2 through the wire cable 13 or 14 to drive the two-way controllable clutch mechanism 3 or 4; If the brakes on both sides of the non-steering wheel are all out of order, the pedal braking torque is delivered to the brake calipers 5,6 by the intermediate transmission mechanism 2 through the steel wire cables 13,14 to drive the two-way controllable clutch mechanism 3,4. In the above two cases, the movement of the pedal brake and other normal brakes does not interfere with each other, and the pedal brake and electric brake work at the same time, which can realize redundant brake boosting under fault conditions.

Fig. 2 is a structural schematic diagram of the intermediate transmission mechanism of the utility model. The overall structure of the intermediate transmission mechanism is symmetrical about the axial center of the intermediate transmission wheel 20, and its structure and working principle are described in detail by taking the left part of the symmetry axis as an example. The right transmission wheel 23 on the right side is the same, and will not be described here. The middle transmission wheel 20 and the left transmission wheel 21 are mounted on the intermediate shaft 22 through bearings, and the middle transmission wheel 20 and the left transmission wheel 21 are transitionally matched to ensure certain coaxiality and are connected by keys. The advantage of the split structure of the left and right transmission wheels and the middle transmission wheel is that different transmission ratios can be realized by replacing the left and right transmission wheels with different radii to meet the needs of different vehicles.

As a preference, this embodiment uses steel wire cables for vehicles as flexible transmission elements. The steel wire cables include steel wire ropes, casings, casing caps, sheaths, joints, etc., and the structure can refer to industry standards or product descriptions of other suppliers. The steel wire ropes 12a, 12b of the steel wire cables are wound on the spiral guide groove on the outer surface of the intermediate transmission wheel 20, and the ends are respectively fixed in the grooves on the outer side of the end surface of the intermediate transmission wheel 20 through the joints 12c, 12d. The steel wire cables are arranged in a single layer. The number of winding circles satisfies the maximum angular travel required to achieve braking under the set transmission ratio. The wire rope arrangement and installation of the left drive wheel 21, the right drive wheel 23, and the actuator wheel 1 in FIG. 1 are the same as the above-mentioned structure.

In order to ensure the coordination of the pedal braking torque between the left and right drive wheels under flexible transmission, avoid that after the brake clearance of one wheel is eliminated first, the other side cannot continue to apply the braking torque, and it also automatically compensates for the temperature change caused by winter and summer. The steel wire rope stretches and deforms, and an adjustment device is provided on the steel wire cables of the left and right drive wheels. Take the steel wire rope 12a on the left transmission wheel 21 in Fig. 2 as an example to illustrate, the right transmission wheel 23 has the same structure as it, so it will not be repeated. The adjustment spring 12f is sleeved on the adjustment screw 12e, one end is fixed on the housing 9, and the other end supports the adjustment screw 12e. One end of the adjustment screw 12e fits with the mounting hole of the housing 9, and the other end is threaded, and an adjustment nut 12h is installed. And the locking nut 12g, the adjusting nut is against the steel wire cable casing cap 12i, the pretightening force is adjusted by rotating the adjusting nut 12h, and is locked by the locking nut 12g. After adjustment, when the left and right transmission wheels of the flexible transmission mechanism are involved in the work at the same time, if the right transmission wheel stops first due to the elimination of the wheel brake clearance, at this time, the pedal braking torque continues to be applied, forcing the steel wire rope 12a to press the steel wire to pull cable casing 12j, and drive the casing cap 12i to squeeze the adjusting nut 12h, so that it pushes the adjusting screw 12e to compress the adjusting spring 12f, and then the steel wire rope 12a can move further in a small amount, so that the left drive wheel can continue to apply braking torque to complete the left, The braking torque of the right drive wheel is coordinated, and the adjustment process of the left drive wheel stopping first is the same. In addition, the slight deformation of the wire rope caused by the temperature difference between winter and summer can also be automatically compensated.

Fig. 3 is a structural schematic diagram of the two-way controllable clutch mechanism of the present invention. The structures of the left and right two-way controllable clutch mechanisms described in this embodiment are the same. Here, the left two-way controllable clutch mechanism is used as an example to describe its structure and working principle in detail. The right two-way controllable clutch mechanism is the same and will not be described here. The left clutch outer transmission wheel 31a is coaxial with the left clutch inner star wheel 31c, and its inner side and the left clutch inner star wheel 31c outside form several pairs of wedge-shaped spaces evenly distributed in the circumferential direction, and the two wedge-shaped narrow spaces in each wedge-shaped space pair are opposite, and the inner A pair of rollers are installed, and the rollers are preloaded by springs to make contact with the inner working surface of the left clutch outer transmission wheel 31a and the outer working surface of the left clutch inner star wheel 31c, and each pair of rollers is separated by the shift fork of the left clutch toggle wheel 31b. Open, in order to reduce working wear and tear, a top cap can be provided at the contact end of the spring and the roller. The contact surface between the top cap and the roller is in the shape of an inner cylinder, which fits the cylindrical roller. The hardness of the top cap material is lower than that of the roller surface. , The surface hardness of the roller is lower than that of the inner side of the left clutch outer drive wheel 31a and the outer side of the left clutch inner star wheel 31c. The left clutch toggle wheel 31b is in clearance fit with the left clutch inner star wheel 31c, and both are provided with key grooves, which can be keyed to the transmission part of the brake transmission system. As a preference, in this embodiment, the left clutch toggle wheel 31b is keyed to the actuator 50, the left clutch inner star wheel 31c is keyed to the transmission part 51, and the transmission part 51 maintains transmission connection with other transmission parts of the brake transmission mechanism. The arrangement and installation form of the steel wire rope of the left clutch outer transmission wheel 31a are the same as the mechanism form of the middle transmission wheel 20 in Fig. 2, and are not repeated here.

When the left clutch external drive wheel 31a of the left two-way controllable clutch mechanism was active, if the left clutch toggle wheel 31b was in the no-load free state at this time, the left clutch external drive wheel 31a drove one side of the roller to roll to the narrow side of the wedge-shaped space, making the roller roll When the columns are wedging, the left clutch outer transmission wheel 31a drives the left clutch inner star wheel 31c to rotate clockwise or counterclockwise through the wedging roller, and the wedging roller pushes the shift fork of the left clutch toggle wheel 31b in the no-load free state , to drive the left clutch toggle wheel 31b to rotate clockwise or counterclockwise together; if the left clutch toggle wheel 31b is blocked at this time, its shift fork blocks the rollers that have been wedged in the wedge-shaped space to disengage the wedge, and the left clutch Outer transmission wheel 31b is idling; If now left clutch toggle wheel 31b rotates clockwise or anticlockwise, then its shift fork can promote the roller that has been wedged in the wedge-shaped space, and it disengages, and left clutch outer transmission wheel 31a and left The clutch toggle wheels 31b run independently without interfering with each other.

In order to realize the above functions, certain conditions must be met in the design of the two-way controllable clutch mechanism:

First, the clutch toggle wheel fork of the two-way controllable clutch mechanism has a certain one-way gap with its adjacent rollers in a free state, and the friction generated when the rollers are wedging in the wedge-shaped space is greater than that of direct or indirect dragging. The resistance to idling of the power-off actuator is less than the blocking torque directly or indirectly transmitted by the actuator;

Second, under the limitations of the above conditions, structural parameters such as the number of rollers of the two-way controllable clutch mechanism and the wedge angle of the wedge-shaped space can be selected by referring to the mechanical design manual.

Fig. 4 is a schematic diagram of the working principle of the flexible transmission mechanism of the present invention. This figure only shows the motion transfer relationship between the components, and does not represent their actual scale and position. The middle part of Figure 4 shows the schematic diagram of the middle transmission mechanism, and the right part of Figure 4 shows the half-section diagram of the left two-way controllable clutch mechanism. Its working principle is not described in the right part.

Under normal working conditions, the driver steps on the electronic pedal 10 to drive the actuating wheel 1 to rotate at a certain angle at a certain angular velocity. At the same time, the electronic pedal sensor measures the corresponding signal and transmits it to the controller. The actuator is controlled to drive the components of the brake transmission mechanism to rotate at a certain angle at a certain angular velocity. Since the electronic pedal 10 needs to overcome certain system gaps, friction, damping and system deformation during the process of stepping on it, it has a small idle travel. The resolution of the sensor ensures that this idle travel can be measured and communicated to the controller, the controller can run the actuator before the effective action of the electronic pedal 10, and compensate by the compensation algorithm from the actuator to the brake. The system gap, friction, etc. among the components result in: the actual effective movement of the actuator is followed by the movement first, and there are two transmission circuits in the system, one way: the output shaft 50a of the actuator drives the left clutch toggle wheel 31b through the key Rotate, while the left clutch toggle wheel 31b pushes the roller to drive the left clutch inner star wheel 31c, and the left clutch inner star wheel 31c drives the transmission elements such as gears or synchronous pulleys through keys to finally drive the braking actuator to achieve braking. The left clutch alien wheel 31a is in a free state; one way: the driving wheel 1 is driven by the electronic pedal 10, the driving wheel 1 drives the middle transmission wheel 20 through the steel wire cable 12, and the middle transmission wheel 20 drives the left transmission wheel 21 to move synchronously with it through the key , the left transmission wheel 21 drives the left clutch outer transmission wheel 31a by the steel wire cable 13 and makes it change from the free state to the idling state. Here, the two-way controllable clutch mechanism realizes the separation of the given target input of the pedal and the actual output of the actuator. As long as the system is in a normal state, the two transmissions do not interfere with each other, and the load borne by the electronic pedal 10 is provided by the pedal feeling simulator to realize The pedal feel is adjustable, and the actual load of the brake is overcome by the output power of the system control actuator. Under unconventional working conditions such as strong braking, high-speed steering, and braking steering, it is necessary to control the braking of the four wheels individually, and implement ABS, ESP At this time, the pedal input and the actuator output movement do not interfere with each other, which ensures the realization of the normal function of the brake-by-wire.

In the fault state, when the system fault diagnosis unit detects that the brake of the left non-steering wheel or the right non-steering wheel is faulty, the power supply of the actuator on the faulty side can be cut off through the control unit, so that it is in a free state; When the diagnostic unit fails to diagnose the fault, it can manually exit the brake-by-wire state through the brake switch, and the actuator power of all brakes is cut off, and they are in a free state; when the system power fails and cannot supply power, the actuation of all brakes The device is in a free state when it is powered off.

When the actuator of the left non-steering wheel is in a free state, the left clutch outer transmission wheel 31a finally driven by the electronic pedal 10 continues to move, and drives one side of the roller to roll to the narrow side of the wedge-shaped space, so that the rollers are wedged, then The left clutch outer transmission wheel 31a drives the left clutch inner star wheel 31c to rotate through the wedging roller, and at this time, because the actuator output shaft 50a is in a free state, the shift fork of the left clutch toggle wheel 31b that is keyed to it cannot drive the wedging The rollers of the left and right sides are disengaged and driven to idle, and the left clutch inner star wheel 31c transmits the pedal braking torque to the brake caliper through the transmission part connected with the key, and now the braking torque of the two steering wheels and the non-steering wheel on the right is still The output of the actuator is controlled by the control system to realize redundant brake boosting in the fault state; similarly, when the actuators of the non-steering wheels on the left and right sides are in a free state, the electronic pedal finally drives the left and right wheels. The left and right clutch inner star wheels of the two-way controllable clutch mechanism drive the respective connected transmission parts to transmit the braking torque to the corresponding brake calipers. If one side stops first, the steel wires of the left and right transmission wheels pull The adjustment device set on the cable works to achieve braking on both sides. At this time, the braking torque of the two non-steering wheels is still output by the control actuator of the braking system, which can still ensure the redundant braking boost under the fault state;

When in the state of non-braking by wire, the actuators of all brakes are in the power-off free state. At this time, the steering wheel loses its braking ability, and the braking torque is only driven by the electronic pedal through the steel wire cable through the intermediate transmission mechanism to drive the non-steering wheel. The left and right clutch inner star wheels drive the respective connected transmission parts to transmit the braking torque to the corresponding brake calipers to realize pedal braking.

As this preferred embodiment, the determination of its main system parameters can be referred to as follows:

According to the vehicle parameters and the requirements of China's automobile braking regulations, the maximum braking pressure output by the brake actuator can be calculated and determined to be N _max , combined with the specific structure of the brake and its transmission system, the maximum braking torque can be further calculated to be M _max , in a static ideal state, assuming that the transmission ratio of the brake drive train is i ₀ , then the stall torque of the actuator M _d ≥ M _max /i ₀ , and the allowable torque of the left two-way controllable clutch mechanism M ₃ ≥ M _max /i ₀ , the _allowable torque M ₄ of the right two-way controllable clutch mechanism = M ₃ ; The transmission ratio of the wheel and the outer transmission wheel of the right two-way controllable clutch mechanism is set to i ₂₄ , because the structure is symmetrical, here i ₂₃ =i ₂₄ , then the torque of the intermediate transmission mechanism M ₂ =2×M ₃ /i ₂₃ ; The transmission ratio of the intermediate transmission wheel with the intermediate transmission mechanism is set to i ₁₂ , then the acting moment of the actuating wheel is M ₁ =M ₂ /i ₁₂ , and the length of the force arm of the electronic pedal is l, then the maximum pedal force F _max =M ₁ / l. Considering the dynamic situation and system efficiency, the above calculation can be further analyzed and calculated theoretically, or the empirical method commonly used in engineering can be used to multiply a certain safety factor on the basis of the above calculation. For details, refer to relevant general design materials or standards such as mechanical design manuals.

Claims (8)

1. there is an automobile-used brake-by-wire device for flexible redundant unit, comprising:

One braking importation, it includes that one is applied on this electronic pedal with pedal sense simulator and the electronic pedal of sensor, braking input；

One brake output section is divided, and it includes the brake with actuator, drive mechanism, clearance adjustment mechanism and sensor, and brake is connected with wheel holding work respectively, braking input the braking moment determined is applied on wheel by direct or indirect；

One control for brake part, it includes a control unit and a failure diagnosis unit, and control unit is communicated by vehicle bus with failure diagnosis unit, according to the braking operation pattern that the status command control realization received is different；

Characterized by further comprising:

One Flexible Transmission part, it includes executing the two-way controllable clutch mechanism of driving wheel, an intermediate transmission mechanism and two, executes driving wheel centre bore affixed with electronic pedal rotating shaft, executes driving wheel and is connected directly or indirectly through flexible member with the intermediate transmission wheel of intermediate transmission mechanism；The left and right drive of intermediate transmission mechanism outer clutch driving wheel with two two-way controllable clutch mechanisms respectively is connected directly or indirectly through flexible member；Two-way controllable clutch mechanism is installed between a pair rotary drive pair of brake drive mechanism, and its clutch turning wheel is affixed with driving pair element, and in its clutch, star-wheel is affixed with driven secondary element.

The automobile-used brake-by-wire device with flexible redundant unit the most according to claim 1, it is characterized in that: the left and right drive of described intermediate transmission mechanism, intermediate transmission wheel is arranged on jackshaft by bearing, left and right drive takes turns interference fits with intermediate transmission respectively, and by bonded, three is coaxial.

The automobile-used brake-by-wire device with flexible redundant unit the most according to claim 1, it is characterized in that: in the clutch of described two-way controllable clutch mechanism, outside star-wheel, inside drive outer with clutch, form some wedge shape spaces pair uniform to circumference, two wedge shape narrow spaces of each wedge shape space centering are relative, a pair roller of interior installation, roller in spring pre-tightening makes the outer drive inward facing surface of itself and clutch and clutch outside star-wheel work surface contact, every pair of roller is separated by the shift fork of clutch turning wheel, clutch turning wheel and star-wheel matched in clearance in clutch.

The automobile-used brake-by-wire device with flexible redundant unit the most according to claim 1, it is characterized in that: be cased with respectively on the wire digging line of the left and right drive of described intermediate transmission mechanism adjusting spring, housing is fixed in the one end adjusting spring, the other end compresses and adjusts screwed pipe, adjust screwed pipe one end and shell bores matched in clearance, the other end has external screw thread, coordinates with adjusting nut, locking nut, withstands wire digging line sleeve cap by adjusting nut.

The automobile-used brake-by-wire device with flexible redundant unit the most according to claim 1, it is characterized in that: the clutch turning wheel shift fork of described two-way controllable clutch mechanism is adjacent roller in a free state and has certain unidirectional gap, the frictional force that roller produces during wedging in wedge shape space, more than directly or indirectly dragging the suffered resistance of power-off actuator idle running, directly act on less than actuator or the stalling torque of indirect transfer.

The automobile-used brake-by-wire device with flexible redundant unit the most according to claim 1, it is characterized in that: its angular travel of described electronic pedal value after executing the clutch outer drive transmission of driving wheel, intermediate transmission mechanism, two-way controllable clutch mechanism, drive more than actuator the outer drive of clutch of two-way controllable clutch mechanism that angle value that brake gap turned over is completely eliminated.

The automobile-used brake-by-wire device with flexible redundant unit the most according to claim 1, it is characterised in that: described two-way controllable clutch mechanism is installed in non-steering wheels brake, and the vehicle for four-wheel steering is then installed in rear wheel brake.

The automobile-used brake-by-wire device with flexible redundant unit the most according to claim 1, it is characterized in that: described control system is provided with braking switching switch, connecting power supply and actuator, this switch is placed on steering wheel or steering column or master control borad, and instrumental panel is provided with the display lamp of correspondence.