Transmission mechanism for electromechanical brake, transmission device and electromechanical brake

Abstract

The utility model discloses a transmission mechanism for an electronic mechanical brake, a transmission device and the electronic mechanical brake, the transmission device comprises a shell and the transmission mechanism, the shell is provided with a containing cavity, and the transmission mechanism is arranged in the containing cavity; the transmission mechanism comprises a ball screw pair, a piston, a return assembly and / or a retention assembly, the return assembly is arranged between the piston and the ball screw pair, the return assembly controls the piston to synchronously move along with the nut in the axial direction of the lead screw, the retention assembly is connected with the lead screw and fixed in the containing cavity, and the lead screw is rotatably arranged relative to the retention assembly. The retention assembly generates retention force so that the rotation movement of the lead screw around the axial direction can be kept at the same axial position all the time. According to the technical scheme, active return of the piston can be achieved, energy loss caused by dragging of a vehicle is reduced, and the endurance of the vehicle is improved. In the assembling process, it can be guaranteed that the initial positions of the multiple pistons are consistent. And the position of the piston is always kept unchanged in a non-braking state, so that the stability of the whole structure is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of brakes, in particular to an electronic mechanical brake and a transmission mechanism and a transmission device thereof. Background Art

[0002] Electromechanical brakes are a new type of component used in vehicle braking systems. With the development of new technologies such as vehicle electronic control and autonomous driving, new demands have been put forward for the electronic control of vehicle braking systems.

[0003] The traditional vehicle braking system adopts a hydraulic braking system. During the braking process, the driver needs to use the brake pedal and pressurize the braking system to achieve the braking function. This traditional braking system is not very conducive to the realization of functions such as vehicle automatic driving. Electromechanical brakes can realize the electronic control of the braking system. The vehicle braking is transmitted to the brake system controller in the form of an electrical signal, and the vehicle braking function is realized through the electronically controlled motor-driven braking system. At the same time, the application of electromechanical brakes also makes the braking structure of the whole vehicle relatively simple.

[0004] However, existing vehicle braking systems still have some problems, such as brake caliper drag, piston eccentric wear, and piston position offset in some cases. Utility Model Content

[0005] One of the purposes of the utility model is to overcome the deficiencies in the prior art and to provide an electronic mechanical brake and a transmission mechanism and a transmission device thereof in view of the above-mentioned problems existing in the vehicle brake system in the prior art.

[0006] To achieve the above objectives, the present invention is implemented through the following technical solutions:

[0007] In the first aspect, the utility model provides a transmission mechanism for an electronic mechanical brake, comprising a ball screw pair, a piston and a return assembly, wherein the ball screw pair comprises a screw and a nut, wherein the nut is rotatably mounted on the screw, the piston is mounted outside the nut, and the return assembly is arranged between the piston and the ball screw pair, and the return assembly controls the piston to move synchronously with the nut along the axial direction of the screw.

[0008] In a preferred embodiment of the present application, the return assembly includes a first synchronizer and a second synchronizer, the first synchronizer is installed on the nut, the second synchronizer is installed on the piston, and the first synchronizer and the second synchronizer cooperate with each other to make the piston move synchronously with the nut.

[0009] In a preferred embodiment of the present application, the first synchronizer is a retaining spring sleeved on the outer wall of the nut, and the second synchronizer is a retaining groove opened on the inner wall of the piston; or, the first synchronizer is a retaining groove opened on the outer wall of the nut, and the second synchronizer is a retaining spring sleeved on the inner wall of the piston; the retaining spring is embedded in the retaining groove.

[0010] In a preferred embodiment of the present application, the first synchronizer is a contact surface on the nut opposite to the closed end of the piston, and the second synchronizer is a stopper provided on the piston and extending inwardly, wherein the inner diameter of the stopper is between the inner diameter and the outer diameter of the nut, and the axial distance between the stopper and the closed end is greater than the axial length of the nut, and the stopper and the contact surface cooperate with each other to realize the synchronous movement of the piston and the nut.

[0011] In a preferred embodiment of the present application, a resilient member is disposed between the first synchronizer member and the second synchronizer member.

[0012] In the second aspect, the utility model provides a transmission device for an electronic mechanical brake, comprising a shell and a transmission mechanism, the shell having a accommodating cavity, and the transmission mechanism is arranged in the accommodating cavity; the transmission mechanism comprises a ball screw pair, a piston and a retaining assembly, the ball screw pair comprises a screw and a nut, the nut is rotatably sleeved on the screw, the piston is sleeved outside the nut, the retaining assembly is connected to the screw and fixed in the accommodating cavity, the screw is rotatably arranged relative to the retaining assembly, and the retaining assembly generates a retaining force so that the rotational motion of the screw around the axial direction always remains in the same axial position.

[0013] In a preferred embodiment of the present application, the accommodating cavity has a flange extending inwardly, and the retaining assembly and the nut are respectively arranged on both sides of the flange in the axial direction, and the retaining assembly is clamped on the table surface of the flange.

[0014] In a preferred embodiment of the present application, the retaining assembly includes a retaining frame and an elastic member, the screw is rotatably connected to the retaining frame, the retaining frame is fixedly connected to the inner wall of the accommodating cavity, and the elastic member is arranged on the retaining frame and mounted on the table surface of the flange.

[0015] In a preferred embodiment of the present application, the elastic member is a multi-layer wave spring.

[0016] In a preferred embodiment of the present application, the retaining assembly includes a bearing and a copper sleeve, a through hole is opened in the center of the retaining assembly, the bearing is fixed in the through hole, the copper sleeve is fixedly connected to the bearing, and the lead screw passes through the through hole and has an interference fit with the copper sleeve.

[0017] In a preferred embodiment of the present application, the number of the transmission mechanisms is at least two, and the lead screws are arranged in the housing in a manner that the lead screws are parallel to each other.

[0018] In a preferred embodiment of the present application, the number of the accommodating cavities is at least two, adjacent accommodating cavities are separated by a partition wall extending along the axial direction, and one transmission mechanism is disposed in each accommodating cavity.

[0019] In a preferred embodiment of the present application, the transmission mechanism is the transmission mechanism as described in the first aspect.

[0020] In the third aspect, the utility model provides an electronic mechanical brake, comprising a driving device, a caliper device and the transmission device as described in the second aspect, the caliper device is installed together with the transmission device, an inner friction plate and an outer friction plate are installed on the caliper device, the driving device is connected to the ball screw pair of the transmission device, and the inner friction plate is connected to the piston of the transmission device.

[0021] In a preferred embodiment of the present application, the driving device includes a motor and a torque transmission assembly, the transmission device includes a plurality of transmission mechanisms, and the motor is connected to the screws of the plurality of transmission mechanisms through the torque transmission assembly to amplify the torque of the motor and transmit it to each of the screws.

[0022] The electronic mechanical brake and its transmission mechanism and transmission device disclosed in the utility model can realize active return of the piston, reduce the energy loss caused by vehicle drag, and improve the vehicle endurance. During the assembly process, the initial positions of multiple pistons can be guaranteed to be consistent. In the non-braking state, the position of the piston is always kept unchanged, thereby improving the overall structural stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The utility model is described with the help of the following drawings:

[0024] Figure 1 It is a structural schematic diagram of an electronic mechanical brake in an embodiment of the utility model;

[0025] Figure 2 It is a partial structural schematic diagram of an electronic mechanical brake in an embodiment of the utility model;

[0026] Figure 3 It is a schematic diagram of the internal partial structure of the electronic mechanical brake in the embodiment of the utility model;

[0027] Figure 4 It is a schematic diagram of the internal partial structure of the transmission device in the electronic mechanical brake of the embodiment of the utility model;

[0028] Figure 5 It is a schematic diagram of the internal partial structure of the transmission mechanism in the electronic mechanical brake of the embodiment of the utility model;

[0029] Figure 6 It is an exploded view of the transmission mechanism and the return assembly in the electronic mechanical brake of the embodiment of the utility model;

[0030] Figure 7 It is an exploded view of the retaining assembly in the electronic mechanical brake of the embodiment of the utility model.

[0031] Reference numerals:

[0032] 1-driving device; 2-caliper device; 3-transmission device; 4-inner friction plate; 5-outer friction plate;

[0033] 110-motor; 111-output wheel; 120-torque transmission assembly; 121-intermediate wheel; 122-large gear; 123-planetary wheel; 124-planetary cage;

[0034] 300-transmission mechanism; 301-housing; 302-accommodating chamber; 303-flange; 304-table; 305-sealing ring; 310-ball screw pair; 311-screw; 312-nut; 313-spline; 314-force sensor; 320-piston; 330-return assembly; 331-first synchronous member; 332-second synchronous member; 333-rebound member; 340-retention assembly; 341-cage; 342-elastic member; 343-bearing; 344-copper sleeve; 345-through hole. DETAILED DESCRIPTION

[0035] In order to better understand the technical solution of the present application, the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0036] It should be clear that the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0037] like Figure 1 and Figure 2 As shown, an embodiment of the utility model discloses an electronic mechanical brake, including a driving device 1, a caliper device 2 and a transmission device 3, the driving device 1 is connected to the transmission device 3, the caliper device 2 and the transmission device 3 are installed together, and an inner friction plate 4 and an outer friction plate 5 are installed on the caliper device 2.

[0038] like Figures 2 to 4As shown, the transmission device 3 includes a housing 301 and a transmission mechanism 300, the housing 301 has a receiving chamber 302, and the transmission mechanism 300 is arranged in the receiving chamber 302. In a preferred implementation of this embodiment, the number of the transmission mechanisms 300 is at least two, and the screws 311 are arranged in parallel in the housing 301, that is, a plurality of transmission mechanisms 300 are arranged in parallel in the housing 301. Considering the size of the internal space of the brake and the limitation of the torque output by the drive device 1 to the transmission mechanism 300, it is optimal to set two transmission mechanisms 300, and the transmission device 3 has a uniform distribution of the pressure applied to the inner friction plate 4 and the outer friction plate 5 when a large braking force is achieved through a double-cylinder design.

[0039] The transmission mechanism 300 includes a ball screw pair 310, a piston 320, a return assembly 330 and a retaining assembly 340. The ball screw pair 310 includes a lead screw 311 and a nut 312, the nut 312 is rotatably sleeved on the lead screw 311, and the piston 320 is sleeved outside the nut 312. The drive device 1 is connected to the ball screw pair 310, the inner friction plate 4 is connected to the piston 320, and the drive device 1 includes a motor 110 and a torque transmission assembly 120, and the motor 110 is connected to the lead screw 311 through the torque transmission assembly 120. When the number of the transmission mechanism 300 is two or more, a plurality of ball screw pairs 310 will be connected to the drive device 1, and the motor 110 will be connected to the lead screws 311 of the plurality of transmission mechanisms 300 through the torque transmission assembly 120, so as to amplify the torque of the motor 110 and transmit it to each lead screw 311. In order to ensure that the torque output by the drive device 1 can be evenly output to each transmission mechanism 300, the torque transmission assembly 120 includes an intermediate wheel 121 and a plurality of large gears 122 matching the number of the lead screw 311. The output wheel 111 of the motor 110 and the intermediate wheel 121 can be coaxially arranged or connected by tooth surface meshing. The intermediate wheel 121 is connected to each large gear 122 by tooth surface meshing, and the corresponding large gear 122 is coaxially arranged with the lead screw 311. In this embodiment, the synchronous action of the double-cylinder piston 320 is achieved by controlling the single motor 110, thereby improving the eccentric wear problem caused by uneven pressure. In a preferred implementation of the present embodiment, each large gear 122 is correspondingly provided with a planetary holder 124 and a set of planetary wheels 123 mounted on the planetary holder 124. The large gear 122 drives the planetary wheels 123 to rotate, and the planetary wheels 123 drive the planetary holder 124 to rotate. The planetary holder 124 is connected to the screw 311 by meshing with the spline 313, so that the torque output by the output wheel 111 of the motor 110 can be amplified and transmitted to the spline 313 of each screw 311. A plurality of pistons 320 are connected to the inner friction plate 4, which can increase the contact area between the pistons 320 and the inner friction plate 4 and solve the wear problem caused by excessive pressure on the inner friction plate 4 when the braking force is large. In order to ensure that the force applied to the inner friction plate 4 by the plurality of pistons 320 can be evenly distributed and output in a balanced manner, the installation positions of the plurality of pistons 320 on the inner friction plate 4 are arranged at equal intervals and symmetrical with respect to the center of the inner friction plate 4, so that the thrust converted by the ball screw pair 310 from the torque output by the output wheel 111 to the respective pistons 320 is uniform, and the respective pistons 320 can synchronously push out the inner friction plate 4, and the caliper device 2 realizes the action of clamping the brake disc by the inner friction plate 4 and the outer friction plate 5, so that the respective parts of the inner friction plate 4 and the outer friction plate 5 can contact the brake disc (not shown) at the same time, thereby achieving braking.During the installation process, before installing the intermediate wheel 121, the initial force value of each piston 320 in the same displacement state is set by controlling the rotation angle of the large gear 122, and then the intermediate wheel 121 is installed to ensure that the positions of the two pistons 320 are consistent in the initial state. Later, the synchronous movement of the pistons 320 is used to ensure the uniformity of the overall pressure distribution on the inner friction plate 4. The braking and brake release process of this embodiment is specifically as follows: during the braking process, the motor 110 drives the output wheel 111 to transmit the speed and torque to the intermediate wheel 121, and the intermediate wheel 121 then transmits the speed and torque to the two large gears 122 respectively. The two large gears 122 respectively drive the two sets of planetary wheels 123 to rotate, and each planetary wheel 123 drives the planetary retaining frame 124 to rotate. There are splines 313 on the two planetary retaining frames 124, and each planetary retaining frame 124 cooperates with the lead screw 311 respectively to transmit the torque to the two ball screw pairs 310. The two lead screws 311 convert the torque into the stroke of the two pistons 320. After the two pistons 320 are pushed out, the force acts on the inner friction plate 4. After the inner friction plate 4 is subjected to the force, the reaction force causes the caliper device 2 to move in the opposite direction, so that the outer friction plate 5 also generates friction on the brake disc. Finally, the friction between the inner friction plate 4 and the outer friction plate 5 realizes the braking process. During the brake release process, the motor 110 reverses, driving the output wheel 111 to reverse, and finally driving the two lead screws 311 to reverse. The two pistons 320 rebound through the deformation of their respective sealing rings 305 and return to their initial positions. Because the inner friction plate 4 and the outer friction plate 5 lose the pressure of the two pistons 320, the return force of the return spring plate is greater than the sliding force of the inner friction plate 4 and the outer friction plate 5, and the inner friction plate 4 and the outer friction plate 5 are separated from the brake disc, achieving the release action.

[0040] like Figure 5 and Figure 6 As shown, the return assembly 330 is disposed between the piston 320 and the ball screw pair 310, and the return assembly 330 controls the piston 320 to move synchronously with the nut 312 along the axial direction of the screw 311. During the brake release process of the electronic mechanical brake of this embodiment, the return assembly 330 can actively return the piston 320, so as to achieve zero drag between brake release and the next brake, reduce the energy loss caused by vehicle drag, and improve vehicle endurance.

[0041] The return assembly 330 includes a first synchronizer 331 and a second synchronizer 332. The first synchronizer 331 is mounted on the nut 312, and the second synchronizer 332 is mounted on the piston 320. The first synchronizer 331 and the second synchronizer 332 cooperate with each other to allow the piston 320 to move synchronously with the nut 312. A rebound member 333 is arranged between the first synchronizer 331 and the second synchronizer 332, and a rubber ring can be used for the rebound member 333. In a preferred implementation of the embodiment, the first synchronizer 331 is a retaining spring sleeved on the outer wall of the nut 312, and the second synchronizer 332 is a retaining groove opened on the inner wall of the piston 320. Figure 3 Only this embodiment is shown. In another preferred embodiment of this embodiment, the first synchronizer 331 is a slot provided on the outer wall of the nut 312, and the second synchronizer 332 is a retaining spring sleeved on the inner wall of the piston 320. In the above two embodiments, the retaining spring is embedded in the slot. Through the design of the retaining spring and the slot, the retaining spring and the rubber ring are compressed to generate elastic restoring force when the nut 312 drives the piston 320 to be pushed out. When the nut 312 drives the piston 320 to return, the elastic restoring force of the retaining spring can help the piston 320 to return to its original position earlier, thereby achieving zero drag. In another preferred implementation of the present embodiment, the first synchronizer 331 is a contact surface (not shown) on the nut 312 that is opposite to the closed end of the piston 320, and the second synchronizer 332 is a stopper (not shown) that is arranged on the piston 320 and extends inwardly, the inner diameter of the stopper is between the inner diameter and the outer diameter of the nut 312, and the axial distance between the stopper and the closed end is greater than the axial length of the nut 312. The stopper and the contact surface cooperate with each other to realize the synchronous movement of the piston 320 and the nut 312, thereby helping the piston 320 to return to its original position earlier and realize zero drag. A rebound member 333, i.e., a rubber ring, can also be arranged between the stopper and the contact surface in this implementation. And when the transmission mechanism 300 is designed as two or more, the return assembly 330 can ensure that the initial positions of multiple pistons 320 are consistent during the assembly process.

[0042] like Figures 5 to 7 As shown, the retaining assembly 340 is connected to the lead screw 311 and fixed in the accommodating chamber 302. The lead screw 311 is rotatably arranged relative to the retaining assembly 340. The retaining assembly 340 generates a retaining force so that the rotational movement of the lead screw 311 around the axial direction is always kept at the same axial position. During the use of the electronic mechanical brake of this embodiment, the position of the spline 313 head of the lead screw 311 is kept unchanged by the retaining assembly 340, the lead screw 311 is always in the same axial position, and the built-in force sensor 315 in the ball screw pair 310 is always kept in contact with the housing 301, so as to ensure that the position of the piston 320 remains unchanged, so that the position of the piston 320 is always accurately controllable, and the overall structural stability is improved.

[0043] In this embodiment, the accommodating cavity 302 has a flange 303 extending inwardly, and the retaining assembly 340 and the nut 312 are respectively arranged on both sides of the flange 303 in the axial direction, and the retaining assembly 340 is clamped on the table 304 of the flange 303. The retaining assembly 340 includes a retaining frame 341, an elastic member 342, a bearing 343 and a copper sleeve 344. A through hole 345 is opened in the center of the retaining assembly 340. The through hole 345 is opened in the center of the retaining frame 341. The lead screw 311 is rotatably connected to the retaining frame 341. The retaining frame 341 is fixedly connected to the inner wall of the accommodating chamber 302. The elastic member 342 is arranged on the retaining frame 341 and mounted on the table 304 of the flange 303. The bearing 343 is fixed in the through hole 345. The copper sleeve 344 is fixedly connected to the bearing 343. The lead screw 311 passes through the through hole 345 and is interference fit with the copper sleeve 344, so that the lead screw 311 and the copper sleeve 344 are pressed tightly, and the bearing 343 realizes that the rotational movement of the lead screw 311 around the axis is not affected. Preferably, the elastic member 342 is a multi-layer wave spring, which is located on the head of the screw 311 away from the nut 312. The spring force of the multi-layer wave spring can keep the screw 311 in the same axial position at all times, that is, during the operation of the vehicle, if encountering a bumpy road section, the piston 320 will not have relative movement, thereby achieving precise position control of the piston 320.

[0044] In the electronic mechanical brake of this embodiment, only the return assembly 330 can be provided to achieve zero drag of the piston 320, or only the retaining assembly 340 can be provided to achieve the screw 311 always maintaining the same axial position to achieve precise position control of the piston 320, or both the return assembly 330 and the retaining assembly 340 can be provided to achieve the above two purposes. In the transmission device 3, only one set of transmission mechanisms 300 can be provided, or two or more sets of transmission mechanisms 300 can be provided. Regardless of the number of transmission mechanisms 300, the return assembly 330 and the retaining assembly 340 can be provided therein and achieve the above purposes.

[0045] The electronic mechanical brake and its transmission mechanism and transmission device disclosed in the utility model can realize active return of the piston, reduce the energy loss caused by vehicle drag, and improve the vehicle endurance. During the assembly process, the initial positions of multiple pistons can be guaranteed to be consistent. In the non-braking state, the position of the piston is always kept unchanged, thereby improving the overall structural stability.

[0046] It should be understood that the above description of the specific embodiments of the utility model is only for illustrating the technical route and features of the utility model, and its purpose is to enable those skilled in the art to understand the content of the utility model and implement it accordingly, but the utility model is not limited to the above specific implementation methods. All changes or modifications made within the scope of the claims of the utility model should be included in the protection scope of the utility model.

Claims

1. A transmission mechanism for an electronic mechanical brake, characterized in that: It includes a ball screw pair, a piston and a return assembly. The ball screw pair includes a screw and a nut. The nut is rotatably sleeved on the screw, and the piston is sleeved outside the nut. The return assembly is arranged between the piston and the ball screw pair. The return assembly controls the piston to move synchronously with the nut along the axial direction of the screw.

2. The transmission mechanism for an electronic mechanical brake according to claim 1, characterized in that: The return assembly includes a first synchronizer and a second synchronizer, wherein the first synchronizer is mounted on the nut, and the second synchronizer is mounted on the piston, and the first synchronizer and the second synchronizer cooperate with each other to enable the piston to move synchronously with the nut.

3. The transmission mechanism for an electronic mechanical brake according to claim 2, characterized in that: The first synchronizer is a retaining spring sleeved on the outer wall of the nut, and the second synchronizer is a retaining groove opened on the inner wall of the piston; or, the first synchronizer is a retaining groove opened on the outer wall of the nut, and the second synchronizer is a retaining spring sleeved on the inner wall of the piston; the retaining spring is embedded in the retaining groove.

4. The transmission mechanism for an electronic mechanical brake according to claim 2, characterized in that: The first synchronizer is a contact surface on the nut opposite to the closed end of the piston, and the second synchronizer is a stopper provided on the piston and extending inwardly, wherein the inner diameter of the stopper is between the inner diameter and the outer diameter of the nut, and the axial distance between the stopper and the closed end is greater than the axial length of the nut, and the stopper and the contact surface cooperate with each other to realize the synchronous movement of the piston and the nut.

5. The transmission mechanism for an electronic mechanical brake according to claim 2, characterized in that: A resilient member is arranged between the first synchronous member and the second synchronous member.

6. A transmission device for an electromechanical brake, characterized in that: It includes a shell and a transmission mechanism, the shell has a accommodating cavity, and the transmission mechanism is arranged in the accommodating cavity; the transmission mechanism includes a ball screw pair, a piston and a retaining assembly, the ball screw pair includes a screw and a nut, the nut is rotatably sleeved on the screw, the piston is sleeved outside the nut, the retaining assembly is connected to the screw and fixed in the accommodating cavity, the screw is rotatably arranged relative to the retaining assembly, and the retaining assembly generates a retaining force so that the rotational movement of the screw around the axial direction always remains in the same axial position.

7. The transmission device for an electromechanical brake according to claim 6, characterized in that: The accommodating cavity has a flange extending inwardly, and the retaining assembly and the nut are respectively arranged on both sides of the flange in the axial direction, and the retaining assembly is clamped on the table surface of the flange.

8. The transmission device for an electromechanical brake according to claim 7, characterized in that: The retaining assembly includes a retaining frame and an elastic member, the lead screw is rotatably connected to the retaining frame, the retaining frame is fixedly connected to the inner wall of the accommodating cavity, and the elastic member is arranged on the retaining frame and mounted on the table surface of the flange.

9. The transmission device for an electromechanical brake according to claim 8, characterized in that: The elastic member is a multi-layer wave spring.

10. The transmission device for an electromechanical brake according to claim 6, characterized in that: The retaining assembly includes a bearing and a copper sleeve. A through hole is provided at the center of the retaining assembly. The bearing is fixed in the through hole. The copper sleeve is fixedly connected to the bearing. The lead screw passes through the through hole and is interference fit with the copper sleeve.

11. The transmission device for an electromechanical brake according to claim 6, characterized in that: The number of the transmission mechanisms is at least two, and the lead screws are arranged in the housing in a manner that the lead screws are parallel to each other.

12. The transmission device for an electromechanical brake according to claim 11, characterized in that: The number of the accommodating cavities is at least two, and adjacent accommodating cavities are separated by a partition wall extending along the axial direction. One transmission mechanism is respectively arranged in each accommodating cavity.

13. The transmission device for an electromechanical brake according to any one of claims 6 to 12, characterized in that: The transmission mechanism is the transmission mechanism according to any one of claims 1 to 5.

14. An electromechanical brake, characterized in that: It comprises a driving device, a caliper device and a transmission device as described in any one of claims 6 to 13, wherein the caliper device is installed together with the transmission device, an inner friction plate and an outer friction plate are installed on the caliper device, the driving device is connected to the ball screw pair of the transmission device, and the inner friction plate is connected to the piston of the transmission device.

15. The electromechanical brake according to claim 14, characterized in that The driving device includes a motor and a torque transmission component, and the transmission device includes a plurality of transmission mechanisms. The motor is connected to the lead screws of the plurality of transmission mechanisms through the torque transmission component to amplify the torque of the motor and transmit it to each of the lead screws.

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