Electronic brake and vehicle

Abstract

This application provides an electronic brake and an automobile, belonging to the technical field of braking systems. A seal is formed between the cover and the motor housing, and another seal is formed by the interference fit between the sealing bracket and the motor assembly. This effectively prevents grease from seeping into the space between the motor assembly and the motor housing, avoiding short circuits and performance degradation. The wiring space between the sealing bracket and the motor housing is used to connect the motor terminals and the housing terminals, avoiding the problem of rear wiring affecting the assembly of the housing end cover and elastic components, improving assembly convenience, and making better use of the internal space of the motor housing. By setting at least two planetary gear reduction units connected in series along the axial direction of the motor housing, a multi-stage reduction structure is formed, which effectively amplifies the transmission ratio and thus effectively increases the output torque. By designing the planetary gears and sun gear of the first-stage gear reduction unit as plastic gears, noise reduction can be significantly reduced.

Description

Technical Field

[0001] This application belongs to the field of braking system technology, and more specifically, relates to an electronic brake and an automobile. Background Technology

[0002] Electronic brakes use electronic buttons for operation, replacing traditional mechanical handbrake levers. They offer both temporary braking and long-term parking functions, preventing vehicle slippage, and providing stable braking, especially on slopes. Furthermore, they effectively reduce the driver's physical burden. Drum brakes in electronic brake systems offer advantages such as light weight, low drag, and low cost, which helps improve the driving range of new energy vehicles, thereby enhancing vehicle performance and cost-effectiveness, giving the product a greater competitive edge.

[0003] The actuator is the core power component of a drum brake, mainly consisting of a motor and a reduction unit. The reduction unit is connected to the motor's output shaft, increasing the output torque through a larger transmission ratio, thereby ensuring braking reliability. The reduction unit requires grease to ensure operational stability. However, in existing actuators, grease is prone to entering the motor's mounting space during operation, leading to contamination of the motor wiring area, short circuits, and decreased motor performance. This affects the reliability of the electronic brake and increases motor noise, impacting the vehicle's NVH (noise, vibration, and harshness) performance. Utility Model Content

[0004] The purpose of this application is to provide an electronic brake and vehicle that addresses the problem that in existing actuators, the grease used to lubricate the reducer can easily enter the motor mounting space, causing contamination.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows: In a first aspect, embodiments of this application provide an electronic brake, comprising: The motor housing has a reducer mounting space and a motor mounting space distributed along its own axial direction; The reducer assembly is fixed within the reducer mounting space; The motor assembly is fixed within the motor mounting space, and its output shaft is connected to the reducer assembly; A sealing bracket, cylindrical in shape, is placed between the reducer mounting space and the motor mounting space. The motor end cover of the motor assembly facing the reducer assembly is interference-fitted into the sealing bracket. The end of the sealing bracket facing the reducer mounting space is bent outward to form a cover. The outer peripheral edge of the cover is clearance-fitted with the inner wall of the motor housing.

[0006] In existing technology, the reducer has a separate housing, and the motor is directly assembled and connected to the reducer housing. There is no good seal between the gears of the motor and the reducer. Vibration occurs during the operation of the motor assembly, and vibration also occurs during vehicle operation due to bumps and other factors. This vibration causes the electronic brake to vibrate as a whole, which in turn affects the sealing of the mating position between the motor and the reducer. As a result, grease from the reducer enters the assembly space around the motor. Since this space contains sensitive structures such as the motor's lead wires, the entry of grease can easily contaminate the motor's lead wires, causing short circuits or a decrease in motor performance.

[0007] In the embodiments shown in this application, the motor housing serves as a component integrating the reducer assembly and the motor assembly, achieving integration and protection for both. Compared with the prior art, this application has the following advantages: 1) Due to the clearance fit between the cover and the motor housing, the cover will not interfere with the motor housing after assembly. This prevents the sealing bracket from colliding with the motor housing and causing abnormal noises during vibration. It also accommodates volume changes due to thermal expansion and contraction. Simultaneously, the cover can limit the radial deformation of the motor housing to a certain extent, providing support and improving the stability of the motor housing structure. Furthermore, the cover effectively shields the space between the sealing bracket and the motor housing, forming a seal for the grease. During use, the small gap effectively prevents grease droplets from being directly thrown into the space between the sealing bracket and the motor housing. In addition, since there is a certain amount of grease on the side of the gap facing the reducer mounting space, the grease, due to its adhesiveness, forms a seal at this gap, preventing further penetration into the space between the sealing bracket and the motor housing. Therefore, the space between the sealing bracket and the motor housing effectively improves the problem of grease seeping into the space between the motor assembly and the motor housing by preventing large oil droplets from being thrown in and by blocking grease penetration.

[0008] 2) Because the motor end cover and the sealing bracket are interference-fitted, a seal is formed at the fitting position, making it difficult for the grease near the output shaft of the motor assembly to penetrate further into the space between the motor assembly and the motor housing through the interference fit.

[0009] This application integrates the reducer assembly and the motor assembly using the same motor housing. A seal is formed between the cover and the motor housing, and another seal is formed by the interference fit between the sealing bracket and the motor assembly. This effectively prevents grease from seeping into the space between the motor assembly and the motor housing. Since the lead wire structure of the motor assembly is mostly located on the side of the cover away from the reducer mounting space, the sealing of this area is reliably achieved through the above two structures. This prevents contamination of the outer peripheral assembly space of the motor assembly (especially the wiring positions), thereby avoiding short circuits and motor performance degradation, ensuring the reliability of the electronic brake. At the same time, it also prevents operating noise caused by grease intrusion, ensuring the NVH performance of the vehicle.

[0010] In conjunction with the first aspect, in one possible implementation, the through hole in the middle of the cover is bent in a direction away from the installation space of the reducer to form a cylindrical insertion flange, and the insertion flange is inserted and fixed to the sealing bracket.

[0011] In the above technical solution, by setting the plug-in flange, the cover and the sealing bracket can be set separately. The cover and the sealing bracket can be manufactured separately according to the actual assembly requirements, making the design of the two more flexible and the manufacturing difficulty lower. In addition, by using the plug-in flange plug-in method, the interference fit between the cover and the sealing bracket is achieved, and the plug-in is more stable.

[0012] In some embodiments, the sealing bracket has a flange mounting groove on the inner side of one end near the reducer mounting space, and the plug-in flange is inserted into the flange mounting groove.

[0013] In the above technical solution, the flange mounting groove can provide a certain clearance space in the radial direction of the sealing bracket, avoiding the problem of excessive space occupied by the plug-in flange on the inner side of the sealing bracket and interference with the output shaft of the motor assembly or the input end of the reducer assembly.

[0014] In conjunction with the first aspect, in one possible implementation, the motor housing includes a main housing and housing end caps, the main housing is cylindrical and forms the reducer mounting space and the motor mounting space, and the sealing bracket is disposed inside the main housing; The housing end cover sealing cover is provided at the opening on the side of the motor mounting space away from the reducer mounting space, and an elastic buffer is provided between the housing end cover and the motor assembly.

[0015] In the above technical solution, the motor housing is divided into a main housing and an end cover housing. The reducer assembly can be installed into the main housing from the opening side corresponding to the reducer mounting space, and the motor assembly is installed into the main housing from the opening side corresponding to the motor mounting space. The end cover housing is then used for encapsulation, ensuring the airtightness of the motor mounting space and simplifying the assembly process. Furthermore, because an elastic buffer is provided between the end cover housing and the motor assembly, the elastic buffer effectively absorbs the vibration energy generated by the motor assembly during operation, reducing the vibration energy transmitted to the motor housing and thus reducing vibration noise.

[0016] In some embodiments, the sealing bracket is spaced apart from the motor housing to form a wiring space, and a housing terminal is provided on the main housing at a position corresponding to the wiring space. The motor terminal of the motor assembly is connected to the housing terminal.

[0017] In the above technical solution, the sealing bracket has a small size, which can provide sufficient wiring space, avoid the problem of rear wiring affecting the assembly of the housing end cover and elastic components, improve the convenience of assembly, and make better use of the internal space of the motor housing.

[0018] In conjunction with the first aspect, in one possible implementation, the reducer assembly includes at least two planetary gear reduction units axially connected in series along the motor housing, and the output shaft of the motor assembly is connected to the adjacent planetary gear reduction unit.

[0019] In the above technical solution, at least two planetary gear reduction units are designed to form a series multi-stage reduction structure, which can effectively amplify the transmission ratio and thus effectively improve the output torque.

[0020] In some embodiments, the planetary gear reduction unit includes a ring gear, a planet carrier, planet gears, and a sun gear. The ring gear is fixed to the motor housing, and the planet gears and the sun gear are both disposed on the planet carrier. The planet gears mesh with the ring gear, and the sun gear meshes with the planet gears. The output shaft of the motor assembly is connected to the sun gear in the adjacent planetary gear reduction unit; In a direction away from the motor assembly, the planetary carrier is connected to the sun gear in the adjacent planetary gear reduction unit.

[0021] In the above technical solution, the planetary gear reduction unit has a simple structure, and the connection between them and the output shaft of the motor assembly is relatively simple, which can effectively amplify the transmission ratio.

[0022] In some embodiments, the planetary gear reduction unit adjacent to the motor assembly is used as a first-stage gear reduction unit, and the planetary gears and the sun gear in the first-stage gear reduction unit are both plastic gears.

[0023] In the above technical solution, the planetary gears and sun gear of the first-stage gear reduction unit are designed as plastic gears, which can play a significant role in noise reduction.

[0024] In some embodiments, in the remaining planetary gear reduction units located on the output side of the first-stage gear reduction unit, both the planetary gears and the sun gear are metal gears.

[0025] In the above technical solution, the static torque borne by the planetary gear reduction unit located on the output side of the first-stage gear reduction unit gradually increases. Using metal materials to make the gears can effectively improve the structural strength of the gears and avoid gear damage.

[0026] Secondly, embodiments of this application also provide an automobile, including the aforementioned electronic brake.

[0027] Compared with the prior art, the solution shown in this application improves the problem of grease contamination of the outer peripheral assembly space of the motor assembly by adopting the above-mentioned electronic brake, ensuring the reliability of the electronic braking system and thus improving the overall quality of the vehicle. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1 This is a three-dimensional structural diagram of the electronic brake provided in the embodiments of this application; Figure 2 Exploded view of the electronic brake provided in the embodiments of this application; Figure 3 for Figure 2 Schematic diagram of the structure of the motor assembly; Figure 4 for Figure 3 Schematic diagram of the wiring terminals of the motor; Figure 5 A cross-sectional view of the internal structure of an electronic brake provided in an embodiment of this application; Figure 6 for Figure 5 Enlarged view of part A; Figure 7 for Figure 5 Enlarged view of part B; Figure 8 This is a schematic diagram of the reducer assembly used in the embodiments of this application.

[0030] In the diagram: 1. Motor housing; 101. Reducer mounting space; 102. Motor mounting space; 110. Main housing; 111. Stepped limiting groove; 120. Housing end cover; 121. Accommodating chamber; 122. Stepped plug plate; 130. Housing connecting lug; 131. Mounting through hole; 132. Weight reduction hole; 2. Sealing bracket; 201. Flanged mounting groove; 3. Reducer assembly; 310. Planetary gear reduction unit; 311. Gear ring; 312. Planetary carrier; 313. Planetary gears; 314. Sun gear; 315. Torque output section; 3101. First-stage gear reduction unit; 3102. Second-stage gear reduction unit; 3103, Three-stage gear reduction unit; 4, Motor assembly; 401, Circumferential stop groove; 410, Output shaft; 420, Motor front end cover; 421, Front protruding chamber; 422, Lead wire through hole; 430, Motor terminal block; 431, Terminal block; 432, Elastic clip; 440, Front bearing; 450, Motor lead wire; 460, Motor rear end cover; 461, Rear protruding chamber; 470, Rear bearing; 5, Cover; 510, Insertion flange; 6, Elastic buffer; 7, Wiring space; 8, Housing terminal block; 810, External wiring terminal; 820, Reinforcing rib. Detailed Implementation

[0031] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0032] It should be noted that when a component is referred to as being "set on" another component, it can be directly on the other component or indirectly on that other component.

[0033] It should be understood that the term "front" refers to the direction in which the output shaft of the motor assembly protrudes from the main body of the motor assembly and extends to connect with the reducer assembly, and vice versa. Other directional terms, unless otherwise specified, such as "length," "width," "upper," "lower," "top," "bottom," "inner," and "outer," are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, solely for the convenience of describing this application and simplifying the description, and not to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0034] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "a few" means two or more, unless otherwise explicitly specified.

[0035] Please refer to the following: Figures 1 to 8 The electronic brake provided in this application will now be described. The electronic brake includes a motor housing 1, a sealing bracket 2, a reducer assembly 3, and a motor assembly 4. The motor housing 1 has a reducer mounting space 101 and a motor mounting space 102 distributed along its own axial direction. The reducer assembly 3 is fixed in the reducer mounting space 101, and the motor assembly 4 is fixed in the motor mounting space 102. The output shaft 410 is connected to the reducer assembly 3. The sealing bracket 2 is cylindrical and is placed between the reducer mounting space 101 and the motor mounting space 102. The motor end cover of the motor assembly 4 facing the reducer assembly 3 is interference-fitted into the sealing bracket 2. The end of the sealing bracket 2 facing the reducer mounting space 101 is bent outward to form a cover 5. The outer peripheral edge of the cover 5 is clearance-fitted with the inner wall of the motor housing 1.

[0036] In this embodiment, the gap between the outer edge of the cover 5 and the inner wall of the motor housing 1 is 0.4mm~0.7mm (e.g. 0.5mm, 0.6mm). By reasonably setting the size of the gap, on the basis of ensuring sealing, abnormal noise is avoided when the cover 5 contacts the motor housing 1, and deformation or damage to both is also avoided when the cover 5 squeezes the motor housing 1 during thermal expansion and contraction.

[0037] In this embodiment, the motor housing 1 needs to be connected to the braking element. The motor housing 1 can be made of metal (e.g., stainless steel) to give it high structural strength and better adapt to assembly requirements; or, the motor housing 1 can be made of high-strength plastic (e.g., polycarbonate, polyethylene terephthalate) to give it a lighter weight. The sealing bracket 2 and the cover 5 are preferably made of plastic to ensure assembly stability while minimizing the weight of the electronic brake.

[0038] In this embodiment, the sealing bracket 2 is a cylindrical component with continuous sidewall distribution. After being interference-fitted with the motor end cover, it forms a seal at the interference fit position, and the sealing bracket 2 itself also acts as a barrier and isolation for the lubricating grease.

[0039] The electronic brake in this embodiment can be a drum brake, or it can be designed as other types of brakes, and is not limited to any one type.

[0040] In existing technology, the reducer has a separate housing, and the motor is directly assembled and connected to the reducer housing. There is no good seal between the gears of the motor and the reducer. Vibration occurs during the operation of the motor assembly, and vibration also occurs during vehicle operation due to bumps and other factors. This vibration causes the electronic brake to vibrate as a whole, which in turn affects the sealing of the mating position between the motor and the reducer. As a result, grease from the reducer enters the assembly space around the motor. Since this space contains sensitive structures such as the motor's lead wires, the entry of grease can easily contaminate the motor's lead wires, causing short circuits or a decrease in motor performance.

[0041] In the embodiment of this application, the motor housing 1 serves as a component integrating the reducer assembly 3 and the motor assembly 4, achieving integration and protection of the reducer assembly 3 and the motor assembly 4. Compared with the prior art, this application has the following beneficial effects: 1) Due to the clearance fit between the cover 5 and the motor housing 1, the cover 5 will not interfere with the motor housing 1 after assembly. This prevents the sealing bracket 2 from colliding with the motor housing 1 and causing abnormal noises during vibration. It can also adapt to volume changes due to thermal expansion and contraction. At the same time, the cover 5 can limit the radial deformation of the motor housing 1 to a certain extent, providing support and improving the structural stability of the motor housing 1. Furthermore, the cover 5 effectively blocks the gap between the sealing bracket 2 and the motor housing 1, forming a seal for the grease. During use, the small gap effectively prevents grease droplets from being directly thrown into the gap between the sealing bracket 2 and the motor housing 1. In addition, since there is a certain amount of grease on the side of the gap facing the reducer mounting space 101, the grease forms a seal at this gap due to its adhesive properties, preventing further penetration of the grease into the gap between the sealing bracket 2 and the motor housing 1. It is evident that the gap between the sealing bracket 2 and the motor housing 1 effectively improves the problem of grease seeping into the space between the motor assembly 4 and the motor housing 1 by blocking large oil droplets from entering and by preventing grease from seeping in.

[0042] 2) Because the motor end cover and the sealing bracket 2 are interference-fitted, a seal is formed at the fitting position, making it difficult for the grease near the output shaft 410 of the motor assembly 4 to further penetrate into the space between the motor assembly 4 and the motor housing 1 through the interference fit position.

[0043] This application integrates the reducer assembly 3 and the motor assembly 4 using the same motor housing 1. A cover 5 forms a seal with the motor housing 1, and an interference fit between the sealing bracket 2 and the motor assembly 4 forms another seal, effectively preventing grease from seeping into the space between the motor assembly 4 and the motor housing 1. Since the lead wire structure of the motor assembly 4 is mostly located on the side of the cover 5 away from the reducer mounting space 101, the sealing of this area is reliably achieved through the above two structures, preventing contamination of the outer peripheral assembly space of the motor assembly 4 (especially the wiring position), thereby avoiding short circuits and motor performance degradation, and ensuring the reliability of the electronic brake.

[0044] In some embodiments, the motor assembly 4 described above can be adopted as follows: Figure 3 The structure shown. See also Figure 3 The motor assembly 4 is provided with a circumferential stop groove 401, which can cooperate with the circumferential stop protrusion provided inside the motor housing 1 to prevent the motor assembly 4 from rotating inside the motor housing 1, further improving assembly stability. Optionally, the circumferential stop groove 401 is located on the side of the motor assembly 4 facing the reducer assembly 3, so that when the motor assembly 4 is pushed into the motor housing 1, it can directly mate with the circumferential stop protrusion on the motor housing 1. It should be noted that the number of circumferential stop grooves 401 can be one or more, depending on the actual assembly requirements of the motor assembly 4. The circumferential stop protrusions and circumferential stop grooves 401 correspond one-to-one; the circumferential stop groove 401 can be a square groove, a round groove, etc., as long as it meets the stop assembly requirements, and there is no unique limitation here.

[0045] In some embodiments where the cover 5 and the sealing bracket 2 are assembled, the cover 5 and the sealing bracket 2 are integrally connected, reducing the seam between them and improving the integrity of the cover 5 and the sealing bracket 2. When vibration occurs, the overall structure formed by the cover 5 and the sealing bracket 2 has higher strength, which can further prevent the cover 5 from colliding with the motor housing 1 and the sealing bracket 2 from generating frictional noise between the motor assembly 4. In this embodiment, the integral connection method includes, but is not limited to, integral casting, integral injection molding, etc., which will not be listed here.

[0046] In other embodiments where the cover 5 is assembled with the sealing bracket 2, the cover 5 may be adopted as follows: Figure 5 and Figure 6 The structure shown. See also Figure 5 and Figure 6The through hole in the middle of the cover 5 is bent away from the reducer mounting space 101 to form a cylindrical insertion flange 510, which is inserted and fixed to the sealing bracket 2. In this embodiment, by setting the insertion flange 510, the cover 5 and the sealing bracket 2 are set separately. The cover 5 and the sealing bracket 2 can be manufactured separately according to actual assembly requirements, making the design of both more flexible and the manufacturing difficulty lower. In addition, the insertion flange 510 achieves an interference fit between the cover 5 and the sealing bracket 2, making the insertion more stable.

[0047] Optionally, the plug-in flange 510 is continuously distributed in the circumferential direction of the cover 5, and the plug-in flange 510 and the sealing bracket 2 are interference-fitted. The plug-in position between the two has good sealing performance, which can effectively prevent the problem of grease seeping into the space of the cover 5 towards the motor assembly 4 from the plug-in position.

[0048] Optionally, the insert flanges 510 are discontinuously distributed around the circumference of the cover 5, forming a cylindrical structure. When this cylindrical structure is interference-fitted with the sealing bracket 2, it undergoes a certain elastic deformation, causing the individual insert flanges 510 to swing inwards. Through elastic action, they abut against the inner surface of the sealing bracket 2, ultimately achieving interference-fit fixation. This arrangement effectively reduces the assembly precision requirements between the insert flanges 510 and the sealing bracket 2. By absorbing assembly errors through the swinging deformation of the insert flanges 510, manufacturing and assembly difficulties are reduced. Furthermore, a sealing ring can be provided between the sealing bracket 2 and the side of the cover 5 facing the motor mounting space 102 to ensure a sealing effect.

[0049] Based on the above embodiments, see Figure 6 The sealing bracket 2 has a flange mounting groove 201 on the inner side of one end near the reducer mounting space 101, and the insert flange 510 is inserted into the flange mounting groove 201. The flange mounting groove 201 can provide a certain clearance space in the radial direction of the sealing bracket 2, so as to avoid the insert flange 510 occupying too much space on the inner side of the sealing bracket 2 and interfering with the output shaft 410 of the motor assembly 4 or the input end of the reducer assembly 3.

[0050] In some embodiments, the motor housing 1 may be made of, for example Figure 1 , Figure 2 and Figure 5 The structure shown. See also Figure 1 , Figure 2 and Figure 5The motor housing 1 includes a main housing 110 and a housing end cover 120. The main housing 110 is cylindrical and forms a reducer mounting space 101 and a motor mounting space 102. A sealing bracket 2 is disposed inside the main housing 110. The housing end cover 120 is located at the opening of the motor mounting space 102 opposite to the reducer mounting space 101. An elastic buffer 6 is provided between the housing end cover 120 and the motor assembly 4. In this embodiment, the motor housing 1 is divided into a main housing 110 and an end cover housing. The reducer assembly 3 can be installed into the main housing 110 from the opening side corresponding to the reducer mounting space 101, and the motor assembly 4 can be installed into the main housing 110 from the opening side corresponding to the motor mounting space 102. Then, the end cover housing is used for sealing to ensure the airtightness of the motor mounting space 102 and simplify the assembly process. In addition, since an elastic buffer 6 is provided between the housing end cover 120 and the motor assembly 4, the elastic buffer 6 can effectively absorb the vibration energy generated by the motor assembly 4 during operation, reduce the vibration energy transmitted to the motor housing 1, and thus reduce vibration noise.

[0051] In some specific embodiments, due to the small gap between the motor assembly 4 and the housing end cover 120, the size of the elastic buffer 6 is subject to certain limitations. Based on this, examples of how the elastic buffer 6 can be implemented are as follows: 1) The elastic buffer 6 is a wave spring, such as... Figure 2 and Figure 5 As shown, a wave spring is an elastic element with several peaks and valleys on a thin metal ring. It is suitable for applications where the load and deformation are not large, the spring stiffness is small, and axial preload needs to be applied. Furthermore, due to its small axial dimension, it is suitable for installation in confined spaces, which meets the assembly scenario of the motor assembly 4 in this application. The material of the elastic buffer 6 can be spring steel 65Mn or other metal materials, which will not be listed here. 2) The elastic buffer 6 is a rubber block. There are multiple rubber blocks, which are distributed circumferentially along the housing end cover 120 and are all connected to the housing end cover 120. This design can also provide multi-point contact with the motor assembly 4, ensuring that the motor assembly 4 is subjected to uniform force.

[0052] In some embodiments, see Figure 5 and Figure 6A wiring space 7 is formed between the sealing bracket 2 and the motor housing 1. A housing terminal 8 is provided on the main housing 110 at a position corresponding to the wiring space 7. The motor terminal 430 of the motor assembly 4 is connected to the housing terminal 8. The dimensions of the sealing bracket 2 in this embodiment are related to the structure and dimensions of the motor end cover mounting position. Generally, a protrusion is provided in the corresponding area of ​​the motor end cover to install the bearing structure, enabling rotational adaptation between the input shaft and the main body of the motor assembly 4. This protrusion structure has a small diameter; therefore, the sealing bracket 2 has a small size, providing sufficient wiring space 7 to avoid rear wiring affecting the assembly of the housing end cover 120 and the elastic element, improving assembly convenience, and better utilizing the internal space of the motor housing 1.

[0053] In some specific embodiments of the motor assembly 4, the motor end cover extending from the output shaft 410 is the motor front end cover 420. The motor front end cover 420 is provided with a forward protruding chamber 421, and a front bearing 440 is provided in the front protruding chamber 421. The output shaft 410 of the motor assembly 4 and the motor front end cover 420 are rotatably adapted to each other through the front bearing 440.

[0054] Optional, see below Figure 3 The front cover 420 of the motor is provided with a lead wire through hole 422. The motor lead wire 450 passes through the lead wire through hole 422 and the lead end is provided with a motor terminal 430. After the motor assembly 4 is installed into the motor mounting space 102, the motor terminal 430 can be connected to the housing terminal 8 from the side of the reducer mounting space 101. The housing terminal 8 extends outward from the motor housing 1 and can be connected to the terminal leading out from the vehicle body, thus realizing the communication connection with the control unit (such as the vehicle computer).

[0055] The motor terminal 430 can be implemented in various ways, including but not limited to threaded terminals, pluggable terminals, and spring-loaded terminals, as long as it can meet the assembly requirements inside the motor housing 1. This embodiment exemplarily shows a pluggable terminal; see reference... Figures 3 to 5 It has a terminal plate 431 and two opposing elastic clips 432, which form a clamping space between the elastic clips 432 and the terminal plate 431. This clamping space can accommodate the corresponding area of ​​the housing terminal 8, realizing the pre-positioning of the motor terminal 430 and the housing terminal 8. Furthermore, the terminal plate 431 and the housing terminal 8 can be locked together by threaded fasteners.

[0056] For more details, please refer to Figure 1 and Figure 2The portion of the housing terminal 8 extending out of the motor housing 1 adopts a plug-in type, which can be plugged into the vehicle body's wiring terminals. This simplifies installation and removal, effectively improving efficiency. When maintenance is required, it can also be easily connected to maintenance equipment, reducing maintenance costs. Based on this, the portion of the housing terminal 8 extending out of the motor housing 1 is defined as the external wiring terminal 810. A reinforcing rib 820 is provided between the external wiring terminal 810 and the motor housing 1, reinforcing the intersection area to prevent breakage of the external wiring terminal 810 after repeated plugging and unplugging, and to prevent deformation of the external wiring terminal 810 or the motor housing 1 due to vibration.

[0057] Optionally, the rear end cover 460 of the motor is provided with a rearwardly protruding cavity 461, such as... Figure 2 and Figure 5 As shown, a rear bearing 470 is provided in the rear protruding chamber 461, and the output shaft 410 of the motor assembly 4 is rotatably adapted to the rear end cover 460 of the motor via the rear bearing 470. Correspondingly, the housing end cover 120 is provided with a receiving chamber 121 for accommodating the rear protruding chamber 461, so as to improve the compactness of the assembly structure in the axial direction of the motor assembly 4.

[0058] Optional, see below Figure 5 and Figure 7 The main housing 110 has a stepped limiting groove 111 at its rear end opening, and the housing end cover 120 has a stepped insertion plate 122 on its outer periphery. The stepped insertion plate 122 is inserted into the stepped limiting groove 111 to achieve pre-positioning of the main housing 110 and the housing end cover 120. Subsequently, the two are fixed by welding, resulting in a high joint strength that effectively ensures the sealing requirements of the motor installation space 102. Specifically, the welding methods include, but are not limited to, ultrasonic welding and laser welding. Among them, ultrasonic welding achieves connection through intermolecular bonding, resulting in higher connection strength and better meeting the sealing requirements.

[0059] Based on the above embodiments, the elastic buffer 6 is arranged around the rear protruding cavity 461 to provide more buffer contact points and improve the uniformity of buffer force.

[0060] To improve braking reliability, the braking torque required by the vehicle is constantly increasing, necessitating larger torque outputs from the actuators. Existing electronic brakes generally employ single-stage reduction and torque amplification; for example, worm gears are insufficient to meet the high torque design requirements. To address this issue, the reducer assembly 3 in this embodiment can employ, for example... Figure 1 , Figure 2 , Figure 5 and Figure 8 The structure shown. See also Figure 1 , Figure 2 , Figure 5 and Figure 8The reducer assembly 3 includes at least two planetary gear reduction units 310 connected in series along the axial direction of the motor housing 1. The output shaft 410 of the motor assembly 4 is connected to the adjacent planetary gear reduction unit 310. Planetary gears themselves can achieve efficient, compact, and stable power transmission, with a single-stage transmission efficiency of 95%-97%, low energy loss, and precise control of torque output. Furthermore, planetary gears are lighter, saving space and simplifying installation. In addition, the multi-tooth meshing design of planetary gears effectively distributes the load, allowing them to withstand larger radial and axial loads, making them suitable for high-torque output scenarios. Based on this, designing at least two planetary gear reduction units 310 to form a multi-stage reduction structure in series can effectively amplify the transmission ratio, thereby effectively increasing the output torque.

[0061] In some specific embodiments, the planetary gear reduction unit 310 described above can be adopted as follows: Figure 1 , Figure 2 , Figure 5 and Figure 8 The structure shown. See also Figure 1 , Figure 2 , Figure 5 and Figure 8 The planetary gear reduction unit 310 includes a gear ring 311, a planet carrier 312, planet gears 313, and a sun gear 314. The gear ring 311 is fixed to the motor housing 1. The planet gears 313 and the sun gear 314 are both mounted on the planet carrier 312, with the planet gears 313 meshing with the gear ring 311 and the sun gear 314 meshing with the planet gears 313. The output shaft 410 of the motor assembly 4 is connected to the sun gear 314 in the adjacent planetary gear reduction unit 310. In the direction away from the motor assembly 4, the planet carrier 312 is connected to the sun gear 314 in the adjacent planetary gear reduction unit 310. Each planetary gear reduction unit 310 includes at least two planet gears 313. This embodiment exemplarily shows an embodiment with three planet gears 313. The planetary gear reduction unit 310 of this embodiment has a simple structure, and the series connection between them and the output shaft 410 of the motor assembly 4 is relatively simple, which can effectively amplify the transmission ratio.

[0062] Optionally, the fixing methods of the gear ring 311 and the motor housing 1 are as follows: 1) The internal teeth of the gear ring 311 are directly machined on the inner side of the motor housing 1, which is equivalent to the gear ring 311 being integrally set with the motor housing 1; 2) An assembly groove is provided on the inner side of the motor housing 1, and the gear ring 311 is directly clamped into the assembly groove after machining. It should also be noted that the gear rings 311 in each planetary gear reduction unit 310 can be set separately, or they can be an integrally connected whole gear ring 311 structure (e.g., Figure 5 (As shown).

[0063] The comfort of a car is a crucial factor for users, and the noise of electronic brakes is also a significant factor affecting comfort. Existing electronic brakes generally use gear structures for transmission, and noise generated by gear meshing is unavoidable. To address this issue, in some more specific embodiments, a planetary gear reduction unit 310 adjacent to the motor assembly 4 is used as a first-stage gear reduction unit 3101. The planetary gears 313 and sun gear 314 in the first-stage gear reduction unit 3101 are both plastic gears. Using plastic gears not only meets strength requirements but also reduces transmission noise. The reasons are as follows: First, the molecular structure of plastics (such as nylon, polyoxymethylene, polyurethane, etc.) has a high coefficient of internal friction, which can effectively absorb the vibration energy generated by meshing and reduce the propagation of sound waves. Second, plastics have a low elastic modulus, which can disperse energy through small deformations when subjected to impact or alternating loads, reducing resonance amplitude and thus reducing noise. Third, the dimensional design of plastic components can absorb assembly errors or differences in thermal expansion through appropriate tolerances (such as slightly larger clearances or interference fits), avoiding hard contact friction between metals. Therefore, since the first-stage gear reduction unit 3101 is directly connected to the motor assembly 4 and bears the largest input torque, it is most prone to generating abnormal noise. Therefore, designing the planetary gears 313 and the sun gear 314 of the first-stage gear reduction unit 3101 as plastic gears can play a significant role in noise reduction.

[0064] In this embodiment, the planetary gears 313 and sun gears 314 in the remaining planetary gear reduction units 310 can also be made of plastic, which not only makes them lighter but also maximizes the noise reduction effect.

[0065] Optionally, the sun gear 314 in the first-stage gear reduction unit 3101 can be directly rotatably connected to the corresponding planet carrier 312, or the sun gear 314 in the first-stage gear reduction unit 3101 can be connected to the output shaft 410 of the motor assembly 4 (e.g., Figure 2 and Figure 3 As shown, after the motor assembly 4 and the reducer assembly 3 are connected, the sun gear 314 meshes with the corresponding planet gear 313. More specifically, the connection scheme between the sun gear 314 and the output shaft 410 includes, but is not limited to, a key connection.

[0066] Based on the above embodiments, in the remaining planetary gear reduction units 310 located on the output side of the first-stage gear reduction unit 3101, both the planetary gears 313 and the sun gear 314 are metal gears. The static torque borne by the planetary gear reduction units 310 located on the output side of the first-stage gear reduction unit 3101 gradually increases. Using metal materials to make the gears can effectively improve the structural strength of the gears and prevent gear damage.

[0067] Optionally, both planetary gear 313 and sun gear 314 are made of powder metallurgy material, meaning both are powder metallurgy gears. This type of gear has very high material utilization during production, with minimal material waste and lower manufacturing costs. Furthermore, complex structures can be integrally molded, allowing for more flexible gear design. Additionally, the gears have high surface quality, requiring less subsequent finishing, further reducing manufacturing costs. Optionally, the planetary gear 313 and sun gear 314 can be implemented using, but are not limited to, iron-copper-carbon alloy gears.

[0068] In some embodiments, see Figure 2 , Figure 5 and Figure 8 The gear ring 311, sun gear 314 and planet gear 313 all adopt helical teeth. During the transmission process, the inclined tooth design makes the meshing process smoother. The tooth contact gradually expands from a point to the entire tooth surface, reducing impact and noise and enhancing transmission smoothness.

[0069] In some specific embodiments of the reducer assembly 3, see [reference needed]. Figure 2 , Figure 5 As shown in Figure 8, there are three planetary gear reduction units 310. The planetary gear reduction unit 310 closest to the motor assembly 4 is designated as the first-stage gear reduction unit 3101. In the direction away from the motor assembly 4, the remaining planetary gear reduction units 310 are sequentially defined as the second-stage gear reduction unit 3102 and the third-stage gear reduction unit 3103. In the third-stage gear reduction unit 3103, the planet carrier 312 forms a torque output section 315 on the side away from the motor assembly 4. The torque output section 315 is connected to the braking element in the electronic brake, and the braking element is driven to brake by the output of torque.

[0070] The specific implementation of the torque output unit 315 is illustrated in the following example: 1) Refer to Figure 1 and Figure 2 1) The torque output section 315 is a torque output shaft. The outer circumference of the torque output shaft is provided with a spline. The input end of the braking element is correspondingly set as an input shaft. The input shaft is provided with a spline groove. The torque output shaft is inserted into the input shaft and is circumferentially stopped by the spline structure. 2) The torque output section 315 is a torque output groove. The input end of the braking element is correspondingly set as an input shaft. The input shaft is inserted into the torque output groove and the two can also be circumferentially stopped. The specific circumferential stopping method can be that the torque output groove is a polygonal groove and the input shaft is correspondingly set as a polygonal prism shaft, or the torque output groove is a circular groove but is provided with an internal spline, and the input shaft is correspondingly provided with an external spline. The torque output groove and the input shaft are circumferentially stopped by the spline structure.

[0071] In some embodiments, see Figure 5The motor housing 1 is closed on one side and open on the other. The closed side is where the motor mounting space 102 is located, which can provide a relatively sealed space for the motor assembly 4 and prevent the motor assembly 4 from being contaminated. The open side is located on the side where the reducer assembly 3 is located. The torque output part 315 mentioned above extends from the open side to connect with the braking element.

[0072] Optionally, a housing connecting lug 130 is provided on the open side of the motor housing 1. The housing connecting lug 130 has a mounting through hole 131, and the motor housing 1 can be connected to the vehicle body through a threaded fastener passing through the mounting through hole 131. Specifically, there are multiple housing connecting lugs 130, which are evenly distributed along the circumference of the motor housing 1 to ensure that the motor housing 1 is subjected to uniform force after assembly.

[0073] Based on the above embodiments, the outer shell connecting ear 130 is a triangular plate-shaped component, with its large end connected to the motor housing 1, and the mounting through hole 131 located near the small end. The triangular design enhances the multi-directional load-bearing capacity of the outer shell connecting ear 130, thereby improving the structural strength of the outer shell connecting ear 130 and avoiding the problem of the outer shell connecting ear 130 breaking after assembly.

[0074] Optionally, the housing connecting ear 130 is provided with weight-reducing holes 132 to reduce the weight of the housing connecting ear 130, which better meets the design requirements of lightweighting. More specifically, the weight-reducing holes 132 are triangular holes, and each housing connecting ear 130 is provided with two sets of weight-reducing holes 132. The two sets of weight-reducing holes 132 are symmetrically distributed on both sides of the housing connecting ear 130. The triangular holes not only meet the weight reduction requirements, but also further improve the structural strength of the housing connecting ear 130.

[0075] The electronic brake of this application includes a sealing bracket 2 and a cover 5 between the reducer assembly 3 and the motor assembly 4, providing good isolation between them and preventing problems such as short circuits and performance degradation in the motor assembly 4. The electronic brake of this application also employs a three-stage planetary gear transmission, achieving a high transmission ratio and reducing overall operating noise, thus meeting both the customer's requirements for high torque and comfort.

[0076] Based on the same inventive concept, this application also provides an automobile that includes the above-described electronic brake.

[0077] Compared with the prior art, the automobile of this application improves the problem of grease contamination of the outer periphery of the motor assembly 4 by adopting the above-mentioned electronic brake, ensuring the reliability of the electronic braking system and thus improving the overall quality of the vehicle.

[0078] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An electronic brake, characterized by include: The motor housing (1) has a reducer mounting space (101) and a motor mounting space (102) distributed along its own axial direction; The reducer assembly (3) is fixed within the reducer mounting space (101); The motor assembly (4) is fixed in the motor mounting space (102), and the output shaft (410) is connected to the reducer assembly (3); The sealing bracket (2) is cylindrical and is placed between the reducer mounting space (101) and the motor mounting space (102). The motor end cover of the motor assembly (4) facing the reducer assembly (3) is interference-fitted into the sealing bracket (2). The end of the sealing bracket (2) facing the reducer mounting space (101) is bent outward to form a cover (5). The outer peripheral edge of the cover (5) is clearance-fitted with the inner wall of the motor housing (1).

2. The electronic brake as described in claim 1, characterized in that, The through hole in the middle of the cover (5) is bent in the direction away from the speed reducer installation space (101) to form a cylindrical insertion flange (510), and the insertion flange (510) is inserted and fixed to the sealing bracket (2).

3. The electronic brake as described in claim 2, characterized in that, The sealing bracket (2) has a flange mounting groove (201) on the inner side of one end near the reducer mounting space (101), and the plug-in flange (510) is inserted into the flange mounting groove (201).

4. The electronic brake as described in claim 1, characterized in that, The motor housing (1) includes a main housing (110) and a housing end cap (120). The main housing (110) is cylindrical and forms the reducer installation space (101) and the motor installation space (102). The sealing bracket (2) is disposed inside the main housing (110). The housing end cover (120) is sealed at the opening of the motor mounting space (102) on the side opposite to the reducer mounting space (101), and an elastic buffer (6) is provided between the housing end cover (120) and the motor assembly (4).

5. The electronic brake as described in claim 4, characterized in that, The sealing bracket (2) is spaced apart from the motor housing (1) to form a wiring space (7). The main housing (110) is provided with a housing terminal (8) at a position corresponding to the wiring space (7). The motor terminal (430) of the motor assembly (4) is connected to the housing terminal (8).

6. The electronic brake as claimed in claim 1, characterized in that, The reducer assembly (3) includes at least two planetary gear reduction units (310) arranged in series along the axial direction of the motor housing (1), and the output shaft (410) of the motor assembly (4) is connected to the adjacent planetary gear reduction unit (310).

7. The electronic brake as claimed in claim 6, characterized in that, The planetary gear reduction unit (310) includes a gear ring (311), a planet carrier (312), planet gears (313), and a sun gear (314). The gear ring (311) is fixed to the motor housing (1). The planet gears (313) and the sun gear (314) are both mounted on the planet carrier (312). The planet gears (313) mesh with the gear ring (311), and the sun gear (314) meshes with the planet gears (313). The output shaft (410) of the motor assembly (4) is connected to the sun gear (314) in the adjacent planetary gear reduction unit (310); In a direction away from the motor assembly (4), the planet carrier (312) is connected to the sun gear (314) in the adjacent planetary gear reduction unit (310).

8. The electronic brake as claimed in claim 7, characterized in that, The planetary gear reduction unit (310) adjacent to the motor assembly (4) is used as the first-stage gear reduction unit (3101). The planetary gears (313) and the sun gear (314) in the first-stage gear reduction unit (3101) are both plastic gears.

9. The electronic brake as claimed in claim 8, characterized in that, In the remaining planetary gear reduction units (310) located on the output side of the primary gear reduction unit (3101), the planetary gears (313) and the sun gear (314) are both metal gears.

10. A car, characterized in that, Includes the electronic brake as described in any one of claims 1-9.

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