Electromechanical brake device and vehicle

Abstract

An embodiment of the present application provides an electronic mechanical braking device and a vehicle. The electronic mechanical braking device includes at least one delay device and two braking devices, one braking device is used to brake the front wheels of the vehicle, and the other braking device is used to brake the rear wheels of the vehicle. The operating modes of the electronic mechanical braking device include a main braking mode and a secondary braking mode, wherein: when the electronic mechanical braking device operates in the main braking mode, the two braking devices are respectively used to receive the motor braking force output by the brake motor; when the electronic mechanical braking device operates in the secondary braking mode, the delay device is used to receive the pedal braking force output by the pedal mechanism of the vehicle and first transmit the braking force to one braking device, and then transmit the braking force to the other braking device. The electronic mechanical braking device of the embodiment of the present application can prevent the vehicle from drifting, skidding and other uncontrolled actions, thereby improving the safety of vehicle driving.

Description

Technical Field

[0001] The embodiments of the present application relate to the technical field of electromechanical braking, and in particular to an electromechanical braking device and a vehicle. Background Art

[0002] An electro-mechanical braking system (EMB) is a braking system that uses a motor-driven mechanical structure to push friction plates to clamp brake discs to produce braking. One of the factors that determines whether the electro-mechanical braking system brakes the vehicle is whether the motor is functioning properly. If the motor is not functioning, the vehicle cannot be braked. Therefore, the electro-mechanical braking system integrates a backup braking mechanism that is a purely mechanical structure and is connected to the vehicle's pedal mechanism. When the motor fails to function, the electro-mechanical braking system uses the pedal braking force output by the pedal mechanism to brake the vehicle. However, when the electro-mechanical braking system uses the pedal braking force output by the pedal mechanism to brake the vehicle, the vehicle is prone to uncontrolled movements such as drifting and skidding, which reduces the safety of the vehicle. Therefore, how to ensure the safety of vehicle driving has become an urgent problem to be solved. Summary of the Invention

[0003] An embodiment of the present application provides an electronic mechanical braking device and a vehicle. When the motor fails to work, the electronic mechanical braking device can first brake the front wheels of the vehicle and then brake the rear wheels of the vehicle, thereby preventing the vehicle from drifting, skidding, and other uncontrolled actions, thereby improving the safety of vehicle driving.

[0004] The first aspect of the present application provides an electronic mechanical braking device, which is used to brake a vehicle. The electronic mechanical braking device includes a delay device and two braking devices, one of which is used to brake the front wheels of the vehicle, and the other of which is used to brake the rear wheels of the vehicle. The operating modes of the electronic mechanical braking device include a main braking mode and a secondary braking mode. When the electronic mechanical braking device operates in the main braking mode, the two braking devices are respectively used to receive the motor force output by the brake motor. When the electronic mechanical braking device operates in the secondary braking mode, the delay device is used to receive the pedal braking force output by the pedal mechanism of the vehicle and first transmit the braking force to the one braking device, and then transmit the braking force to the other braking device.

[0005] When the electronic mechanical braking device of the embodiment of the present application is unable to brake the front and rear wheels of the vehicle using the motor force output by the brake motor, the electronic mechanical braking device will use the pedal braking force output by the pedal mechanism to brake the front and rear wheels of the vehicle. During the process of using the pedal braking force output by the pedal mechanism to brake the front and rear wheels, upon receiving the pedal braking force, the delay device first transmits the braking force to the braking device for braking the front wheels and then transmits the braking force to the braking device for braking the rear wheels, thereby achieving braking of the front wheels before the rear wheels. Therefore, by braking and locking the rear wheels later than the front wheels, uncontrolled movements such as skidding and drifting can be avoided, thereby improving vehicle driving safety.

[0006] In one possible implementation, at least one of the braking devices includes two brakes and a balancing device, each of which is used to brake one of the front or rear wheels. When the electromechanical braking device operates in the primary braking mode, the two brakes are respectively used to receive the motor force output by the brake motor. When the electromechanical braking device operates in the secondary braking mode, the balancing device is used to receive the braking force transmitted by the delay device and transmit the same braking force to the two brakes.

[0007] With this arrangement, one braking device can brake both front wheels or both rear wheels with the same braking force, which can further improve the reliability of the electronic mechanical braking device and thereby prevent the vehicle from drifting, skidding, or other uncontrolled movements.

[0008] In one possible embodiment, the balancing device includes a lever member and a housing member. The housing member includes an input hole and two output holes, the input hole and the output holes being respectively used to communicate with the exterior and interior of the housing member. The lever member is disposed within the housing member and is used to connect the delay device and the two brakes. The braking force transmitted by the delay device is transmitted to the two brakes via the lever member in an equal manner.

[0009] Such an arrangement can ensure that the lever member can always transmit the same braking force to the two brakes respectively.

[0010] In one possible embodiment, the delay device includes a housing and a delay member. The housing is used to secure the delay device and accommodate the delay member. The housing includes an input opening and two output openings, each of which is used to connect the interior and exterior of the housing. The delay member is used to connect the other braking device and the pedal mechanism. After the first braking device receives the braking force transmitted by the delay device, the pedal mechanism then transmits the braking force to the other braking device through the delay member.

[0011] With this arrangement, the delay device can be connected to the two brake devices respectively, so that one brake device receives the braking force transmitted by the delay device first, and the other brake device receives the braking force transmitted by the delay device later, so that the rear wheels brake later than the front wheels.

[0012] In one possible embodiment, the input opening is provided on one side wall of the housing, the two output openings are provided on the other side wall of the housing, the one side wall of the housing is provided opposite the other side wall of the housing, and the time delay element is located between the one side wall of the housing and the other side wall of the housing. Alternatively, the input opening is provided on one side wall of the housing, the two output openings are provided on the other two side walls of the housing, the other two side walls of the housing are provided opposite and respectively connected to the one side wall of the housing, and the time delay element is located between the other two side walls of the housing.

[0013] In one possible embodiment, the delay device includes an input steel cable and two output steel cables. The input steel cable connects the pedal mechanism to one of the output steel cables and the delay member respectively through the input opening. The one output steel cable connects the pedal mechanism and the one brake device through the output opening, and the pedal braking force output by the pedal mechanism transmits the braking force to the one brake device through the input steel cable and the one output steel cable. The other output steel cable connects the delay member and the other brake device through the other output opening, and the pedal braking force output by the pedal mechanism transmits the braking force to the other brake device through the input steel cable, the delay member and the other output steel cable.

[0014] With this arrangement, the cost of the delay device and the difficulty of connecting the delay device to the pedal mechanism and the two brake devices can be reduced, while achieving the premise of transmitting the braking force to one brake device first and then to the other brake device.

[0015] In one possible embodiment, the delay device includes a housing member and a delay member, the housing member being used to secure the delay device, the delay member being disposed within the housing member, and the delay member including a driving member and a driven member, wherein the driving member is used to drive a connection between the pedal mechanism and the driven member, and the driven member is used to connect to the other braking device. When the delay device first transmits braking force to the first braking device, the driving member first moves toward the driven member in a first direction, and then drives the driven member to move in the first direction, causing the delay device to then transmit braking force to the other braking device.

[0016] The use of a delay element with such a structure helps to reduce the cost of the delay element and the volume of the delay device while achieving the rear wheel braking later than the front wheel.

[0017] In a possible embodiment, the active member is also used to transmit and connect the pedal mechanism and the one braking device, and the active member is used to receive the pedal braking force output by the pedal mechanism and transmit the braking force to the one braking device, and first moves along the first direction toward the driven member and then drives the driven member to move along the first direction.

[0018] In one possible embodiment, the axis of the active member and the axis of the driven member are parallel to the first direction, and one end of the active member facing the driven member is movably connected to one end of the driven member facing the active member, wherein: the active member is configured to receive the braking force output by the pedal mechanism and first move toward the driven member in the first direction, and then drive the driven member to move in the first direction. Alternatively, the active member is configured to receive the restoring force output by the pedal mechanism and first move away from the driven member in the first direction, and then drive the driven member to move in the first direction, thereby restoring the displacement of the active member and the driven member relative to the housing member caused by the pedal braking force.

[0019] This arrangement ensures that the delay component can be reused, and each time the vehicle brakes, the rear wheels can be ensured to brake later than the front wheels.

[0020] In one possible embodiment, the end of the active member facing the follower includes a delay chamber having a connection opening facing the follower, and the end of the follower facing the active member includes a delay rod, the delay rod is movably disposed within the delay chamber through the connection opening, and the axis of the delay rod is parallel to the first direction. Alternatively, the end of the active member facing the follower includes a delay rod, the axis of the delay rod is parallel to the first direction, and the end of the follower facing the active member includes a delay chamber having a connection opening facing the follower, and the delay rod is movably disposed within the delay chamber through the connection opening.

[0021] With this arrangement, one brake device can receive the braking force first, and the other brake device can receive the braking force later, so that the rear wheels brake later than the front wheels.

[0022] In a possible implementation manner, the active member and the driven member are respectively slidably connected to the outer shell, and a sliding direction of the active member and the driven member relative to the outer shell is parallel to the first direction.

[0023] Such an arrangement can keep the positions of the active member and the driven member unchanged, which helps to ensure that the active member and the driven member are always movably connected.

[0024] In one possible embodiment, the delay device includes an input gear member and two output gear members, and the input gear member and the two output gear members are respectively arranged inside the housing member and are respectively rotatably connected to the housing member. The input gear member is respectively engaged with one of the output gear members and the active rack of the active member, and the input gear member is used to receive the pedal braking force output by the pedal mechanism and rotate, so that the one output gear member rotates and the active member moves toward the driven member along the first direction. The one output gear member is used to connect to the one braking device, and the pedal braking force output by the pedal mechanism transmits the braking force to the one braking device through the input gear member and the one output gear member. The other output gear member is engaged with the driven rack of the driven member and is used to connect to the other braking device.

[0025] With such an arrangement, the delay device can be connected to the pedal mechanism and the two brake devices respectively, so that the rear wheels are braked later than the front wheels, thereby improving the safety of vehicle driving.

[0026] In one possible embodiment, the two output gear members are located on either side of the input gear member along the first direction, and the input gear member and the two output gear members are located on the same side of the delay member. Alternatively, the two output gear members are located on either side of the input gear member along the first direction, and the input gear member and the two output gear members are located on either side of the delay member.

[0027] With such an arrangement, the size of the delay device can be controlled, thereby reducing the difficulty of arranging the delay device in the vehicle.

[0028] In one possible embodiment, the delay device includes an input steel cable and two output steel cables. One end of the input steel cable is used to connect to the pedal mechanism, and the other end of the input steel cable is used to connect to the input gear member. One end of one output steel cable is used to connect to one output gear member, and the other end of one output steel cable is used to connect to one brake device. One end of another output steel cable is used to connect to another output gear member, and the other end of another output steel cable is used to connect to another brake device.

[0029] With such an arrangement, the cost of connecting the delay device with the pedal mechanism and the brake device can be reduced while achieving the connection between the pedal mechanism and the input gear member and the connection between the brake device and the output gear member.

[0030] In a possible embodiment, the input gear member includes an input shaft member and an input gear, both ends of the input shaft member are respectively rotatably connected to the outer shell member, and the input gear is sleeved on the outer wall of the input shaft member and fixedly connected to the input shaft member, wherein: the outer wall of the input shaft member includes at least two input fixing seats, and the at least two input fixing seats are arranged at intervals around the circumference of the input shaft member, each of the input fixing seats includes an input fixing hole, and the other end of the input steel cable passes through the input fixing hole of each input fixing seat and is fixedly connected to each input fixing seat.

[0031] By adopting the input gear member of such a structure, the input gear member can be connected to the input steel cable, so that the pedal braking force can drive the input gear member to rotate through the input steel cable.

[0032] In a possible embodiment, the output gear member includes an output shaft member and an output gear, both ends of the output shaft member are respectively rotatably connected to the outer shell member, and the output gear is sleeved on the outer wall of the output shaft member and fixedly connected to the output shaft member, wherein: the outer wall of the output shaft member includes at least two output fixing seats, and the at least two output fixing seats are arranged at intervals around the circumference of the output shaft member, each of the output fixing seats includes an output fixing hole, and the other end of the output steel cable passes through the output fixing hole of each of the output fixing seats and is fixedly connected to each of the output fixing seats.

[0033] By adopting the output gear member of such a structure, the output gear member can be connected to the output steel cable, so that the output gear member rotates and the braking force can be transmitted to the brake device through the output steel cable.

[0034] A second aspect of the present application provides a vehicle comprising wheels, a pedal mechanism, and an electromechanical brake device as described in any one of the first aspects. A time delay device of the electromechanical brake device is connected to the pedal mechanism and is used to brake the wheels. Braking the vehicle with the electromechanical brake device having a time delay device can prevent the front wheels of the vehicle from braking later than the rear wheels, thereby preventing the vehicle from drifting, skidding, or other uncontrolled movements. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 A schematic structural diagram of a vehicle provided in an embodiment of the present application;

[0036] Figure 2 A schematic structural diagram of a first electromechanical braking device provided in an embodiment of the present application;

[0037] Figure 3 A schematic structural diagram of a braking device provided in an embodiment of the present application;

[0038] Figure 4A cross-sectional view of a balancing device provided in an embodiment of the present application;

[0039] Figure 5 A schematic structural diagram of a lever member provided in an embodiment of the present application;

[0040] Figure 6 for Figure 5 a front view of the lever member of the illustrated embodiment;

[0041] Figure 7 for Figure 6 Cross-sectional view at AA in the middle;

[0042] Figure 8 A partial exploded view of a delay device provided in an embodiment of the present application;

[0043] Figure 9 for Figure 8 A schematic diagram of the partial structure of the delay device of the illustrated embodiment;

[0044] Figure 10 A schematic structural diagram of the first delay element provided in an embodiment of the present application;

[0045] Figure 11 for Figure 10 A schematic structural diagram of the active component of the illustrated embodiment;

[0046] Figure 12 for Figure 10 A schematic structural diagram of a follower of the illustrated embodiment;

[0047] Figure 13 A schematic structural diagram of a second delay element provided in an embodiment of the present application;

[0048] Figure 14 A schematic structural diagram of a third delay element provided in an embodiment of the present application;

[0049] Figure 15 A schematic structural diagram of a fourth delay element provided in an embodiment of the present application;

[0050] Figure 16 A schematic structural diagram of an input shaft provided in an embodiment of the present application;

[0051] Figure 17 A schematic structural diagram of an input shaft shoulder provided in an embodiment of the present application;

[0052] Figure 18 A right side view of an input shaft shoulder provided in an embodiment of the present application;

[0053] Figure 19 A front view of an input shaft shoulder provided in an embodiment of the present application;

[0054] Figure 20 A schematic structural diagram of an output shaft provided in an embodiment of the present application;

[0055] Figure 21 A schematic diagram of the structure of an output shaft shoulder provided in an embodiment of the present application;

[0056] Figure 22 A right side view of an output shaft shoulder provided in an embodiment of the present application;

[0057] Figure 23 A front view of an output shaft shoulder provided in an embodiment of the present application.

[0058] Description of reference numerals:

[0059] 100. Electromechanical brake device;

[0060] 10. Delay device;

[0061] 30. Housing; 31. Input opening; 32. Output opening; 33. Bottom shell; 34. Cover plate;

[0062] 40. Delay parts;

[0063] 41. Active member; 411. Active rack; 4111. Active tooth portion; 412. Active slider;

[0064] 42. Follower; 421. Driven rack; 4211. Driven tooth portion; 422. Driven slider;

[0065] 43. Delay cavity; 431. Connecting opening;

[0066] 44. Delay rod; 441. Rod body; 442. Abutment portion;

[0067] 45. Delay seat; 451. Plate body; 452. Connecting part;

[0068] 46. ​​Sliding rod; 461. Sliding rod portion; 462. Restricting portion;

[0069] 471, sliding portion; 472, sliding groove;

[0070] 481, active guide rail; 482, driven guide rail;

[0071] 51. Input steel cable; 52. Output steel cable;

[0072] 60. Input gear; 61. Input shaft; 611. Input fixing seat; 6111. Input locking hole; 6112. Input fixing hole; 612. Input shaft; 6121. Input spline portion; 6122. Input shaft body; 613. Input shaft shoulder; 614. Input interference fit; 62. Input gear;

[0073] 70. Output gear; 71. Output shaft; 711. Output fixing seat; 7111. Output locking hole; 7112. Output fixing hole; 712. Output shaft; 7121. Input spline portion; 7122. Input shaft body; 713. Output shaft shoulder; 714. Output interference fit; 72. Output gear;

[0074] 20. Braking device;

[0075] 21. Brake;

[0076] 22. Balancing device;

[0077] 23. Lever member; 231. Input connecting cavity; 2311. Input through hole; 2312. Input through structure; 232. Output connecting cavity; 2321. Output through hole; 2322. Output through structure;

[0078] 24. Housing member; 241. Input hole; 242. Output hole;

[0079] 25. Transfer cable; 251. Transfer cable head; 252. Transfer cable body;

[0080] 200. Vehicle;

[0081] 210. Pedal mechanism; 220. Front wheel; 230. Rear wheel. DETAILED DESCRIPTION

[0082] Figure 1 This is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. Figure 1 As shown, the vehicle 200 provided in the embodiment of the present application may include wheels, a pedal mechanism 210, and an electromechanical brake device 20. The electromechanical brake device 20 is connected to the pedal mechanism 210 and is used to brake the wheels to achieve braking of the vehicle 200. It will be understood that the wheels include front wheels 220 and rear wheels 230.

[0083] Among them, the vehicle 200 can be a two-wheeled vehicle, a three-wheeled vehicle, an electric vehicle / electric vehicle (EV), or it can also be a pure electric vehicle (Pure Electric Vehicle / Battery Electric Vehicle, PEV / BEV), a hybrid electric vehicle (Hybrid Electric Vehicle, HEV), a range extended electric vehicle (Range Extended Electric Vehicle, REEV), a plug-in hybrid electric vehicle (Plug-in Hybrid Electric Vehicle, PHEV), a new energy vehicle (New Energy Vehicle, NEV), etc.

[0084] In an embodiment of the present application, the electronic mechanical brake device 20 may include two brake devices 20. One of the brake devices 20 is used to brake the front wheel 220 of the vehicle 200, and the other brake device 20 is used to brake the rear wheel 230 of the vehicle 200. The operating modes of the electronic mechanical brake device 20 may include a main brake mode and a secondary brake mode. When the electronic mechanical brake device 20 operates in the main brake mode, the two brake devices 20 are respectively used to receive the motor braking force output by the brake motor and brake the front wheel 220 and the rear wheel 230 respectively. When the electronic mechanical brake device 20 operates in the secondary brake mode, the two brake devices 20 are respectively used to receive the pedal braking force output by the pedal mechanism 210 and brake the front wheel 220 and the rear wheel 230 respectively.

[0085] It can be understood that the main braking mode and the auxiliary braking mode do not operate at the same time, and the electronic mechanical braking device 20 mainly operates in the main braking mode. Only when the braking device 20 cannot receive the motor braking force output by the brake motor, that is, when the brake motor cannot work normally, the electronic mechanical braking device 20 operates in the auxiliary braking mode. In other words, the auxiliary braking mode is equivalent to the backup braking mode of the electronic mechanical braking device 20.

[0086] When the electromechanical brake device 20 operates in secondary braking mode, the order in which the front wheels 220 and rear wheels 230 are braked can affect the safety of the vehicle 200. Specifically, if the rear wheels 230 brake first and the front wheels 220 brake later, the rear wheels 230 may lock before the front wheels 220, potentially causing the vehicle 200 to drift, skid, or experience other uncontrolled movements. Therefore, the order in which the two brake devices 20 apply braking to the front and rear wheels 220, 230, determines the order in which they are braked, thereby affecting the safety of the vehicle 200. Consequently, ensuring the safety of the vehicle 200 has become a pressing issue.

[0087] In view of this, an embodiment of the present application provides an electromechanical braking device 20 and a vehicle 200 .

[0088] Among them, when the electronic mechanical braking device 20 of the embodiment of the present application operates in the auxiliary braking mode, the rear wheel 230 can be braked first and then the front wheel 220, so that the rear wheel 230 will not lock earlier than the front wheel 220, thereby improving the driving safety of the vehicle 200 and further improving the safety of the people in the vehicle 200.

[0089] The structure of the electronic mechanical braking device 20 provided in the embodiment of the present application is described below with reference to the accompanying drawings.

[0090] Figure 2 This is a schematic diagram of the structure of the first electromechanical brake device provided in the embodiment of the present application. Figure 2 As shown, the electronic mechanical brake device 20 of the present embodiment may include a delay device 10 and two brake devices 20. One brake device 20 is used to brake the front wheels 220 of the vehicle 200, and the other brake device 20 is used to brake the rear wheels 230 of the vehicle 200. The electronic mechanical brake device 20 may operate in a primary braking mode and a secondary braking mode. When the electronic mechanical brake device 20 operates in the primary braking mode, the two brake devices 20 are respectively used to receive the motor force output by the brake motor, so that one brake device 20 brakes the front wheels 220 and the other brake device 20 brakes the rear wheels 230. When the electronic mechanical brake device 20 operates in the secondary braking mode, the delay device 10 is used to receive the pedal braking force output by the pedal mechanism 210 of the vehicle 200 and transmit the braking force first to one brake device 20 and then to the other brake device 20. This causes one brake device 20 to brake the front wheels 220 first and the other brake device 20 to brake the rear wheels 230 later, thereby achieving braking and locking of the rear wheels 230 later than the front wheels 220.

[0091] It can be understood that when the brake motor cannot work normally, that is, the brake motor cannot output the motor braking force, the delay device 10 receives the pedal braking force output by the pedal mechanism 210 and first transmits the braking force to the brake device 20 for braking the front wheel 220, and then transmits the braking force to the brake device 20 for braking the rear wheel 230, so that the front wheel 220 is braked earlier than the rear wheel 230, which can avoid the vehicle 200 from skidding, drifting and other uncontrolled actions, thereby improving the driving safety of the vehicle 200.

[0092] It should be noted that when the electromechanical brake devices 20 operate in the main braking mode, the two brake devices 20 can simultaneously brake the front wheel 220 and the rear wheel 230, or one brake device 20 can brake the front wheel 220 first and the other brake device 20 can brake the rear wheel 230 later. One way to achieve this is by controlling the order in which the two brake devices 20 receive the electric force. Alternatively, a delay mechanism can be integrated into the brake device 20 that brakes the rear wheel 230, causing the brake device 20 that brakes the rear wheel 230 to brake later than the brake device 20 that brakes the front wheel 220.

[0093] See also Figure 1 As shown, the number of front wheels 220 and rear wheels 230 are both two. Therefore, in the embodiment of the present application, one braking device 20 is used to brake both front wheels 220, and another braking device 20 is used to brake both rear wheels 230. It can be seen from this that the number of front wheels 220 or rear wheels 230 is the same. Of course, the number of front wheels 220 and rear wheels 230 can be different. In some embodiments, the number of front wheels 220 and rear wheels 230 can also be one, so that one braking device 20 is used to brake one front wheel 220 and the other braking device 20 is used to brake one rear wheel 230. In addition, the number of front wheels 220 and rear wheels 230 can also be different. For example, in some embodiments, there can be one front wheel 220 and two rear wheels 230, so that one braking device 20 is used to brake one front wheel 220 and the other braking device 20 is used to brake both rear wheels 230.

[0094] It should be noted that, when the number of the front wheels 220 or the rear wheels 230 is an even number greater than two, the number of the braking devices 20 for braking the front wheels 220 or the rear wheels 230 may be equal to the number of the front wheels 220 or the rear wheels 230 divided by two.

[0095] In some possible implementations, the braking device 20 for braking a front wheel 220 or a rear wheel 230 may include a friction plate (not shown in the figure) and a transmission member (not shown in the figure). The transmission member is used to connect the friction plate to the delay device 10 and the brake motor respectively. When the electronic mechanical braking device 20 operates in the primary braking mode, the brake motor can drive the friction plate to move axially toward the brake disc of the front wheel 220 or the rear wheel 230 through the transmission member, so that the friction plate clamps the brake disc and achieves braking. When the electronic mechanical braking device 20 operates in the secondary braking mode, the transmission member is used to receive the braking force transmitted by the delay device 10 and drive the friction plate to move axially toward the brake disc of the front wheel 220 or the rear wheel 230, so that the friction plate clamps the brake disc and achieves braking.

[0096] Figure 3A schematic diagram of the structure of a braking device provided in an embodiment of the present application. In a possible implementation, see Figure 3 As shown, the braking device 20 may include two brakes 21 and a balancing device 22. Each brake 21 is used to brake a front wheel 220 or a rear wheel 230. When the electromechanical braking device 20 operates in the primary braking mode, the two brakes 21 are respectively used to receive the motor force output by the brake motor, thereby braking the two front wheels 220 or the two rear wheels 230. When the electromechanical braking device 20 operates in the secondary braking mode, the balancing device 22 is used to receive the braking force transmitted by the delay device 10 and transmit the same braking force to the two brakes 21, thereby braking the two front wheels 220 or the two rear wheels 230. By having the balancing device 22 receive the braking force transmitted by the delay device 10 and transmit the same braking force to the two brakes 21, it is possible to avoid different braking forces on the two front wheels 220 or the two rear wheels 230, further helping to prevent the vehicle 200 from drifting, spinning out of control, and other uncontrolled behaviors, thereby improving the driving safety of the vehicle 200.

[0097] In the embodiments of the present application, the specific structure of the brake 21 is not limited herein. For example, in some possible implementations, the brake 21 may include a friction pad (not shown) and a caliper member (not shown). The caliper member may include a transmission portion and a fixing portion. The fixing portion is configured to connect to the body of the vehicle 200, thereby securing the brake 21 to the vehicle 200. The transmission portion is configured to connect the friction pad to the brake motor (not shown) and the balancing device 22, respectively. When the electromechanical brake device 20 operates in the primary braking mode, the brake motor drives the friction pad via the transmission portion to move axially along the front wheel 220 or the rear wheel 230, thereby clamping the brake disc of the front wheel 220 or the rear wheel 230. When the electromechanical brake device 20 operates in the secondary braking mode, the balancing device 22 receives the braking force transmitted by the delay device 10 and drives the friction pad via the transmission portion to move axially along the front wheel 220 or the rear wheel 230, thereby clamping the brake disc of the front wheel 220 or the rear wheel 230.

[0098] In the embodiment of the present application, the specific structure of the balancing device 22 is not limited. Figure 4 This is a cross-sectional view of a balancing device provided in an embodiment of the present application. For example, in some possible implementations, see Figure 4As shown, the balancing device 22 may include a lever member 23 and a housing member 24. The lever member 23 is disposed within the housing member 24 and is used to connect the delay device 10 to the two brakes 21. The braking force transmitted by the delay device 10 can be transmitted to the two brakes 21 via the lever member 23, thereby transmitting the same braking force to the two brakes 21, so that the two brakes 21 brake the two front wheels 220 or the rear wheels 230 with the same braking force. In addition, locating the lever member 23 within the housing member 24 prevents foreign matter outside the housing member 24 from affecting the normal operation of the lever member 23, ensuring that the balancing device 22 can transmit the same braking force to the two brakes 21.

[0099] The housing 24 is configured to connect to the body of the vehicle 200 to securely attach the balancing device 22 to the vehicle body. The housing 24 may include an input hole 241 and two output holes 242, each of which connects the interior and exterior of the housing 24. The lever 23 may connect to the delay device 10 via the input hole 241, and the lever 23 may connect to the two brakes 21 via the two output holes 242. The braking force transmitted by the delay device 10 can be transmitted to the two brakes 21 via the lever 23, with the same braking force applied to each wheel. This helps improve the reliability of the electronic mechanical brake device 20.

[0100] In the embodiment of the present application, the specific structure of the lever member 23 is not limited. Figure 5 This is a schematic structural diagram of a lever member provided in an embodiment of the present application. Figure 6 for Figure 5 A front view of the lever member of the illustrated embodiment, Figure 7 for Figure 6 For example, in some embodiments, see Figure 4 and Figure 5 The lever member 23 may include an input connection chamber 231 and two output connection chambers 232. The input connection chamber 231 is used to connect the delay device 10, and the two output connection chambers 232 are used to connect the two brakes 21 respectively. Figure 5 The two output connecting cavities 232 are arranged on either side of the input connecting cavity 231 (in the X direction). The distance between the input connecting cavity 231 and one output connecting cavity 232 is equal to the distance between the input connecting cavity 231 and the other output connecting cavity 232. This arrangement ensures that the braking force transmitted by the lever member 23 to the two brakes 21 is equal in magnitude, and enables the lever member 23 to be connected to the delay device 10 and the two brakes 21 respectively.

[0101] It can be understood that the lever principle: F1*L1=F2*L2 ensures that the braking forces transmitted by the lever member 23 to the two brakes 21 are equal. Here, F1 and F2 are the braking forces transmitted by the lever member 23 to the two brakes 21, respectively. L1 is the distance between the input connecting cavity 231 and one output connecting cavity 232, and L2 is the distance between the input connecting cavity 231 and the other output connecting cavity 232.

[0102] The use of the input connection cavity 231 to connect with the delay device 10 helps to reduce the difficulty of connecting the lever member 23 to the delay device 10 while satisfying the lever principle. Similarly, the use of the output connection cavity 232 to connect with the brake 21 helps to reduce the difficulty of connecting the lever member 23 to the brake 21 while satisfying the lever principle.

[0103] In the embodiment of the present application, there is no limitation on the specific structure of the input connection cavity 231. For example, in some possible implementations, see Figure 5-Figure 7 As shown, the input connection cavity 231 may include an input through hole 2311, which is located on the top wall of the lever member 23 and is perpendicular to the axis of the lever member 23 (eg, Figure 5 The input through hole 2311 has an inner wall including an input through structure 2312. The input through structure 2312 extends in a direction perpendicular to the axis of the lever 23 (e.g., Figure 5 The first direction (in the Y direction) passes through a side wall of the lever member 23. The first direction, the second direction and the axis of the lever member 23 are perpendicular to each other.

[0104] In the embodiment of the present application, there is no specific limitation on the specific structure of the input through structure 2312. For example, in some embodiments, Figure 5 As shown, the input through structure 2312 can be a ring-shaped input port with a gap. There is no limitation on the specific shape of the ring-shaped input port. Figure 7 As shown, the longitudinal cross-section of the annular input port along the first direction is L-shaped. Of course, in addition to being an annular input port with a notch, in some embodiments, the input through-hole structure 2312 can also be an annular input hole 241. The specific structure of the annular input hole 241 is not limited here. For example, the annular input hole 241 can be a circular hole.

[0105] In the embodiment of the present application, there is no specific limitation on the specific structure of the output connection cavity 232. In some possible implementations, see Figure 5-Figure 7 As shown, each output connection cavity 232 may include an output through hole 2321, which is located on the top wall of the lever member 23 and extends in a direction perpendicular to the axis of the lever member 23 (eg, Figure 5The axis of the output through hole 2321 is parallel to the axis of the input through hole 2311. The inner wall of each output through hole 2321 includes an output through structure 2322, and the two output through structures 2322 respectively penetrate the other two side walls of the lever member 23.

[0106] In the embodiment of the present application, the specific structure of the output through structure 2322 is specifically limited. For example, in some embodiments, Figure 5 As shown, the output through-hole structure 2322 can be an annular output port with a notch. The specific shape of the annular output port is not limited here. For example, as shown in FIG. 5 , the annular output port is L-shaped. Of course, in addition to being an annular output port with a notch, in some embodiments, the output through-hole structure 2322 can also be an annular output hole. The specific structure of the annular output hole is not limited here. For example, the annular output hole can be a circular hole.

[0107] In the embodiment of the present application, there is no limitation on the connection structure between the lever member 23 and the two brakes 21. For example, in some embodiments, see Figure 5 As shown, the balancing device 22 may further include two transmission cables 25 , one end of each transmission cable 25 being movably connected to an output connection cavity 232 via an output hole 242 , and the other end of each transmission cable 25 being connected to a brake 21 .

[0108] The specific structure of the transmission cable 25 is not limited here. For example, in some embodiments, see Figure 5 As shown, each transmission cable 25 may include a transmission cable head 251 and a transmission cable body 252. The transmission cable head 251 is a rod-shaped structure and is movably disposed in the output through-hole 2321. The axis of the transmission cable head 251 is parallel to the axis of the output through-hole 2321. One end of the transmission cable body 252 is fixedly connected to the middle of the transmission cable head 251, and the other end of the transmission cable body 252 is connected to the brake 21. The transmission cable body 252 is movably disposed in the output through-structure 2322.

[0109] Figure 8 This is a partial exploded view of a delay device provided in an embodiment of the present application. Figure 9 for Figure 8 The partial structural diagram of the delay device of the embodiment shown is shown. In a possible implementation, see Figure 8 and Figure 9As shown, the delay device 10 of the embodiment of the present application may include a housing member 30 and a delay member 40. The housing member 30 is used to fix the delay device 10 and to accommodate the delay member 40. The housing member 30 includes an input opening 31 and two output openings 32, and the input opening 31 and the two output openings 32 are respectively used to connect the inside and the outside of the housing member 30. The delay member 40 is used to connect another braking device 20 and a pedal mechanism 210. After one braking device 20 first receives the braking force transmitted by the delay device 10, the pedal mechanism 210 then transmits the braking force to the other braking device 20 through the delay member 40. The delay member 40 can achieve the braking and locking of the rear wheel 230 later than the front wheel 220, thereby improving the driving safety of the vehicle 200.

[0110] As will be appreciated, the housing 30 defines a cavity whose inner wall includes an input opening 31 and an output opening 32. The delay element 40 is disposed within the cavity to prevent external foreign matter, such as water and dust, from affecting its proper operation, thereby ensuring that the rear wheels 230 brake and lock later than the front wheels 220.

[0111] In the embodiment of the present application, there is no limitation on the specific structure of the housing 30. For example, in some embodiments, see Figure 8 As shown, the housing 30 may include a bottom shell 33 and a cover plate 34. The cover plate 34 is disposed on the bottom shell 33 and defines a cavity together with the bottom shell 33 for accommodating the delay element 40. The input opening 31 and the output opening 32 may be disposed on the bottom shell 33.

[0112] In some possible implementations, see Figure 8 As shown, the input opening 31 can be provided on one side wall of the housing 30, and the two output openings 32 can be provided on the other side wall of the housing 30. One side wall of the housing 30 is disposed opposite the other side wall of the housing 30, and the delay element 40 is located between the one side wall of the housing 30 and the other side wall of the housing 30. This arrangement ensures that the delay element 40 can be connected to the two brake devices 20 and can receive the pedal braking force transmitted by the pedal mechanism 210.

[0113] Of course, in addition to being provided on two opposing side walls of the housing 24, the input opening 31 and the output opening 32 may, in some possible implementations, be provided on one side wall of the housing 30, and the two output openings 32 may be provided on the other two side walls of the housing 30, with the other two side walls of the housing 30 being arranged opposite each other and connected to one side wall of the housing 30, respectively, with the delay member 40 being located between the other two side walls of the housing 30. This arrangement can control the direction of the steel cable connecting the delay device 10 and the brake device 20, thereby reducing the difficulty of connecting the delay device 10 to the two brake devices 20.

[0114] Figure 10 This is a schematic diagram of the structure of the first delay element provided in the embodiment of the present application. In some possible implementations, such as Figure 9 and Figure 10 As shown, the delay member 40 implemented in this application may include an active member 41 and a driven member 42. The active member 41 is used to transmit and connect the pedal mechanism 210 and the driven member 42, and the driven member 42 is used to connect another brake device 20. When the delay device 10 first transmits the braking force to one brake device 20, the active member 41 first moves in a first direction (such as Figure 9 or Figure 10 X direction) toward the driven member 42, and then drives the driven member 42 along the first direction (such as Figure 9 or Figure 10 The delay device 10 moves in the X direction, so that the delay device 10 transmits the braking force to the other brake device 20. The delay member 40 with such a structure helps reduce the cost of the delay member 40 and the size of the delay device 10 while ensuring that the rear wheel 230 brakes later than the front wheel 220.

[0115] It can be understood that when the delay device 10 transmits the braking force to the brake device 20 for braking the front wheel 220, the active member 41 moves to the right at the same time, and after a period of time, the active member 41 actively drives the driven member 42 to move to the right, so that the active member 41 can receive the pedal braking force output by the pedal mechanism 210 and transmit the braking force to the brake device 20 for braking the rear wheel 230 through the driven member 42, which can ensure that the front wheel 220 brakes earlier than the rear wheel 230.

[0116] It should be noted that, in addition to connecting the pedal mechanism 210 and the brake device 20 for braking the rear wheel 230, the delay member 40 can also, in some possible implementations, be used to connect the pedal mechanism 210 to two brake devices 20, respectively. Specifically, the pedal braking force output by the pedal mechanism 210 is first transmitted through the delay member 40 to the brake device 20 for braking the front wheel 220, and then to the brake device 20 for braking the rear wheel 230. Since the delay member 40 may include an active member 41 and a passive member 42, the active member 41 may have a first end connected to the pedal mechanism 210, a second end connected to the brake device 20 for braking the front wheel 220, and a second end connected to the passive member 42. The active member 41 is configured to receive the pedal braking force output by the pedal mechanism 210 and transmit the braking force to one of the brake devices 20, first moving in a first direction toward the passive member 42 and then driving the passive member 42 to move in the first direction.

[0117] In some possible implementations, the axis of the active member 41 and the axis of the driven member 42 are parallel to the first direction (eg Figure 10In the X-direction, one end of the active member 41 facing the follower 42 is movably connected to the end of the follower 42 facing the active member 41. The active member 41 is configured to receive the braking force output by the pedal mechanism 210 and first move toward the follower 42 in a first direction, then drive the follower 42 to move in the first direction. Alternatively, the active member 41 is configured to receive the restoring force output by the pedal mechanism 210 and first move away from the follower 42 in the first direction, then drive the follower 42 to restore the displacement of the active member 41 and follower 42 relative to the housing 30 caused by the pedal braking force. This arrangement ensures that the delay member 40 can be reused, thereby ensuring that the rear wheels 230 brake later than the front wheels 220 each time the vehicle 200 brakes.

[0118] In the embodiment of the present application, there is no limitation on the specific structure of the movable connection between the active member 41 and the driven member 42 . Figure 11 for Figure 10 The schematic structural diagram of the active part of the embodiment shown, Figure 12 for Figure 10 For example, in some embodiments, see Figure 10-12 As shown, one end of the active member 41 facing the follower 42 includes a delay cavity 43 having a connecting opening 431 facing the follower 42, and one end of the follower 42 facing the active member 41 includes a delay rod 44, which is movably arranged inside the delay cavity 43 through the connecting opening 431, and the axis of the delay rod 44 is parallel to the first direction.

[0119] After the active member 41 receives the pedal braking force, see Figure 9 and Figure 10 As shown, the delay rod 44 first moves a distance to the right in the delay chamber 43 until the delay rod 44 abuts against the inner wall of the delay chamber 43, and then the delay rod 44 pushes the follower 42 to move along the first direction, thereby transmitting braking force to the braking device 20 of the rear wheel 230.

[0120] After the active member 41 receives the restoring force, see Figure 9 and Figure 10 As shown, the delay rod 44 first moves a distance to the left in the delay chamber 43 until the delay rod 44 abuts against the inner wall of the connecting opening 431, and then the delay rod 44 moves to the left along the first direction with the follower 42, and the active member 41 and the follower 42 can return to their initial positions.

[0121] In the embodiment of the present application, there is no limitation on the specific structure of the delay rod 44. Figure 10 and Figure 11As shown, the delay rod 44 may include a rod body 441 and an abutment portion 442. The rod body 441 is disposed within the connecting opening 431, and one end of the rod body 441 located within the delay chamber 43 is fixedly connected to the abutment portion 442. The abutment portion 442 is larger than the connecting opening 431, ensuring that the abutment portion 442 is always located within the delay chamber 43. The abutment portion 442 is configured to abut against the inner wall of the delay chamber 43, thereby enabling the delay rod 44 to push the follower 42 to move rightward along the first direction or to move the follower 42 to move leftward.

[0122] It is understood that the positions of the delay rod 44 and the delay chamber 43 can also be interchanged. For example, in some embodiments, the end of the active member 41 facing the driven member 42 includes the delay rod 44, the axis of the delay rod 44 is parallel to the first direction, and the end of the driven member 42 facing the active member 41 includes the delay chamber 43 having a connecting opening 431 facing the driven member 42. The delay rod 44 is movably disposed within the delay chamber 43 through the connecting opening 431.

[0123] In addition to the active connection between the active member 41 and the driven member 42 being realized through the delay rod 44 and the delay chamber 43. Figure 13 This is a schematic diagram of the structure of the second delay element provided in the embodiment of the present application. In some embodiments, see Figure 13 As shown, the end of the active member 41 facing the follower 42 may also include a delay seat 45, and the end of the follower 42 facing the active member 41 may also include two sliding rods 46. The delay seat 45 includes a plate body 451 and a connecting portion 452. The connecting portion 452 is fixedly connected to the plate body 451 at one end facing the follower 42. The plate body 451 includes two sliding holes arranged at circumferential intervals around the connecting portion 452. Each sliding rod 46 may include a sliding rod portion 461 and a limiting portion 462. The sliding rod portion 461 is fixedly connected to the limiting portion 462 at one end facing the active member 41, and the sliding rod portion 461 can be movably inserted into the sliding rod. The plate body 451 is located between the limiting portion 462 and the other end of the sliding rod portion 461.

[0124] After the active member 41 receives the pedal braking force, see Figure 13 As shown, the plate body 451 moves a distance to the right until the plate body 451 abuts against the follower 42, and then the plate body 451 pushes the follower 42 to move to the right along the first direction, thereby transmitting braking force to the braking device 20 that brakes the rear wheel 230.

[0125] After the active member 41 receives the restoring force, see Figure 13 As shown, the plate body 451 moves a distance to the left until the plate body 451 abuts against the limiting portion 462, and then the plate body 451 drives the follower 42 to move left along the first direction, and the active member 41 and the follower 42 can return to their initial positions.

[0126] It is understandable that the arrangement positions of the delay seat 45 and the sliding rod 46 can also be interchanged. For example, in some embodiments, the delay seat 45 can also be set on the driven member 42, and the sliding rod 46 can also be set on the active member 41.

[0127] Figure 14 This is a schematic diagram of the structure of the third delay element provided in the embodiment of the present application. In some embodiments, see Figure 14 As shown, the active member 41 and the driven member 42 can also be arranged along the height direction of the delay device 10 (for example Figure 14 The axes of the active member 41 and the driven member 42 are parallel to the first direction (e.g., Figure 14 (in the middle X-direction), one end of the active member 41 includes a sliding portion 471, and one end of the driven member 42 includes a sliding groove 472 extending along the first direction. The sliding portion 471 is partially inserted into the sliding groove 472. When the sliding portion 471 abuts the right side wall of the sliding groove 472 in the first direction, the active member 41 can drive the member 42 to move rightward. When the sliding portion 471 abuts the left side wall of the sliding groove 472 in the first direction, the active member 41 can drive the member 42 to move leftward.

[0128] Figure 15 This is a schematic diagram of the structure of the fourth delay element provided in the embodiment of the present application. In some embodiments, the active element 41 and the driven element 42 may also be disconnected, for example Figure 15 As shown, the active member 41 and the driven member 42 are arranged side by side and spaced apart along the first direction, and the axis of the active member 41 and the axis of the driven member 42 are parallel to the first direction. Figure 15 Alternatively, the driving member 41 receives the restoring force output by the pedal structure and moves away from the driven member 42 in the first direction to restore the displacement of the driving member 41 relative to the housing member 30 due to the pedal braking force. An elastic member (not shown) is provided between the driven member 42 and the housing member 30 to restore the displacement of the driven member 42 relative to the housing member 30 due to the displacement of the driving member 41 relative to the housing member 30.

[0129] It is understandable that, since there is a gap between the active member 41 and the driven member 42 in the first direction, the driven member 42 will not move simultaneously when the active member 41 starts to move along the first direction, thereby ensuring that the driven member 42 starts to move later than the active member 41.

[0130] In some possible implementations, the active member 41 and the driven member 42 can be slidably connected to the housing 30, and the direction in which the active member 41 and the driven member 42 slide relative to the housing 30 is parallel to the first direction. This arrangement can keep the positions of the active member 41 and the driven member 42 unchanged, helping to ensure that the active member 41 and the driven member 42 are always movably connected.

[0131] In the embodiment of the present application, there is no limitation on the structure of the sliding connection between the active member 41 and the housing member 30. For example, in some embodiments, see Figure 9 and Figure 10 As shown, the active member 41 may include two Figure 10 X direction) (e.g. Figure 10 The active slider 412 is arranged relatively to each other in the Y direction. One side wall of the shell member 30 includes an active slide groove for inserting one of the active sliders 412. The interior of the shell member 30 may include an active guide rail 481, the axis of the active guide rail 481 is parallel to the first direction, and the active guide rail 481 includes an active slide groove for inserting another active slider 412. The active member 41 is located between the side wall of one end of the shell member 30 and the active guide rail 481. The use of such a structure helps to improve the stability of the sliding connection between the active member 41 and the shell member 30. In addition, the use of the active guide rail 481 to connect with the other active slider 412 can reduce the difficulty of assembling the active member 41 and the shell member 30.

[0132] In the embodiment of the present application, the specific structure of the active slider 412 is not limited. In addition, the structure of the active slide groove can be determined according to the active slider 412. For example, in some embodiments, see Figure 9 and Figure 10 As shown, the active sliding block 412 is a rectangular plate-shaped structure, and correspondingly, the active sliding groove can be a rectangular sliding groove.

[0133] It should be noted that, in some embodiments, the active guide rail 481 may be removed from the outer shell 30 , and the other side wall of the outer shell 30 includes an active sliding groove for inserting another active sliding block 412 .

[0134] In the embodiment of the present application, there is no limitation on the structure of the sliding connection between the follower 42 and the housing 30. For example, in some embodiments, the follower 42 may include two Figure 10 X direction) (e.g. Figure 10The driven slider 422 is arranged opposite to the driven slider 422 in the Y direction. One side wall of the housing 30 includes a driven slide groove for inserting one of the driven sliders 422. The interior of the housing 30 includes a driven guide rail 482, the axis of which is parallel to the first direction, and the driven guide rail 482 includes a driven slide groove for inserting the other driven slider 422. The follower 42 is located between the side wall of one end of the housing 30 and the driven guide rail 482. Such an arrangement helps to improve the stability of the sliding connection between the follower 42 and the housing 30. In addition, the use of the driven guide rail 482 to connect with the other driven slider 422 can reduce the difficulty of assembling the follower 42 and the housing 30.

[0135] In the embodiment of the present application, the specific structure of the driven slider 422 is not limited. In addition, the structure of the driven slide groove can be determined according to the driven slider 422. For example, in some embodiments, see Figure 9 and Figure 10 As shown, the driven sliding block 422 is a rectangular plate-shaped structure, and correspondingly, the driven sliding groove can be a rectangular sliding groove.

[0136] It should be noted that, in some embodiments, the driven guide rail 482 may be removed from the outer shell 30 , and the other side wall of the outer shell 30 includes a driven sliding groove for inserting another driven slider 422 .

[0137] In some possible implementations, see Figure 8 and Figure 9 As shown, the delay device 10 of the embodiment of the present application may further include an input gear member 60 and two output gear members 70. The input gear member 60 and the two output gear members 70 are arranged inside the housing member 30 and are respectively rotatably connected to the housing member 30. The input gear member 60 is respectively engaged with an output gear member 70 and an active rack 411 of the active member 41. The input gear member 60 is used to receive the pedal braking force output by the pedal mechanism 210 and rotate around its own axis, so that an output gear member 70 rotates and the active member 41 moves toward the driven member 42 along the first direction. An output gear member 70 is used to connect to a brake device 20. The pedal braking force output by the pedal mechanism 210 transmits the braking force to a brake device 20 through the input gear member 60 and an output gear member 70. Another output gear member 70 is engaged with the driven rack 421 of the driven member 42 and is used to connect to another brake device 20. With such an arrangement, the delay device 10 can be connected to the pedal mechanism 210 and the two brake devices 20 respectively, so that the rear wheel 230 brakes later than the front wheel 220, thereby improving the driving safety of the vehicle 200.

[0138] It is understood that the pedal braking force can cause the input gear member 60 to rotate, and the input gear member 60 can drive the output gear member 70 connected to the brake device 20 for braking the front wheel 220 to rotate and cause the active member 41 to move in the first direction (for example, Figure 8 or Figure 9 X direction) moves toward the follower 42.

[0139] Since the driving member 41 moves in the first direction earlier than the driven member 42, and the output gear member 70 engaged with the input gear member 60 rotates simultaneously with the driving member 41 moving in the first direction, one output gear member 70 rotates first, and the other output gear member 70 rotates later, so that the delay device 10 can first transmit the braking force to the brake device 20 for braking the front wheel 220, and then transmit the braking force to the brake device 20 for braking the rear wheel 230.

[0140] See also Figure 11 As shown, the active rack 411 may include a plurality of gears along a first direction (eg Figure 11 The active teeth 4111 are arranged side by side and at intervals (in the middle X direction).

[0141] See also Figure 12 The driven rack 421 may include a plurality of Figure 12 The driven teeth 4211 are arranged side by side and at intervals (in the middle X direction).

[0142] In one possible implementation, see Figure 9 As shown, along the first direction, the two output gear members 70 can be located on both sides of the input gear member 60, and the input gear member 60 and the two output gear members 70 can be located on the same side of the delay member 40. This arrangement can reduce the height dimension of the delay device 10, which helps to reduce the volume of the delay device 10.

[0143] Of course, in addition to being located on one side of the delay element 40 , in some embodiments, the two output gear elements 70 may also be located on both sides of the input gear element 60 along the first direction, and the input gear element 60 and the two output gear elements 70 may also be located on both sides of the delay element 40 .

[0144] In one possible implementation, see Figure 9As shown, the delay device 10 of the embodiment of the present application may also include an input steel cable 51 and two output steel cables 52. One end of the input steel cable 51 is used to connect to the pedal mechanism 210, and the other end of the input steel cable 51 is used to connect to the input gear member 60. One end of an output steel cable 52 is used to connect to an output gear member 70, and the other end of an output steel cable 52 is used to connect to a brake device 20. One end of another output steel cable 52 is used to connect to another output gear member 70, and the other end of another output steel cable 52 is used to connect to another brake device 20. With such an arrangement, the cost of connecting the delay device 10 to the pedal mechanism 210 and the brake device 20 can be reduced, while realizing the connection between the input gear member 60 and the pedal mechanism 210 and the output gear member 70 and the brake device 20.

[0145] Since the function of the input steel cable 51 is to transmit the pedal braking force, and the function of the input gear member 60 and the output gear member 70 is to cooperate with the delay member 40, the pedal braking force can correspond to two braking forces generated successively, and the two output steel cables 52 transmit the two braking forces generated successively to the two brake devices 20 respectively. Therefore, in some embodiments, when the structure cooperating with the delay member 40 is no longer the input gear member 60 and the output gear member 70, the pedal braking force can also be transmitted through the input steel cable 51, and the braking force transmitted from the delay device 10 to the brake device 20 can be transmitted through the output steel cable 52.

[0146] When the brake device 20 brakes the two front wheels 220 or the rear wheels 230, see Figure 4 As shown, each output steel cable 52 is movably connected to the input connection cavity 231 of the lever member 23 of the balance device 22 of a brake device 20, so that the delay device 10 can transmit the same braking force to the two brakes 21 respectively through the lever member 23.

[0147] When the brake device 20 brakes a front wheel 220 or a rear wheel 230 , each output cable 52 is connected to a transmission member of the brake device 20 , so that the braking force transmitted by the delay device 10 can drive the friction plate to move through the transmission member.

[0148] It is understandable that, in addition to being connected by steel cables, the connection structure between the delay device 10 and the pedal mechanism 210 and the brake device 20 may also adopt other connection devices for transmitting force. For example, in some embodiments, the connection device (not shown in the figure) may include multiple connecting rods and multiple cables. Multiple cables and multiple connecting rods are alternately connected, and a cable is provided between two adjacent connecting rods. One end of one of the cables is connected to the connecting rod, and the other end of one of the cables is connected to the pedal mechanism 210. One end of another cable is connected to the connecting rod, and the other end of the other cable is connected to the delay device 10.

[0149] In some possible implementations, see Figure 9 As shown, the input gear member 60 of the embodiment of the present application may include an input shaft member 61 and an input gear 62. The input gear 62 is sleeved on the outer wall of the input shaft member 61 and fixedly connected to the input shaft member 61. Both ends of the input shaft member 61 are rotatably connected to the housing member 30. The outer wall of the input shaft member 61 includes at least two input fixing seats 611, which are spaced apart around the circumference of the input shaft member 61. Each input fixing seat 611 includes an input fixing hole 6112 (for example, Figure 17 The other end of the input cable 51 passes through the input fixing hole 6112 of each input fixing seat 611 and is fixedly connected to each input fixing seat 611. With such a structured input gear member 60, the input gear member 60 can be connected to the input cable 51, so that the pedal braking force can drive the input gear member 60 to rotate via the input cable 51.

[0150] In the embodiment of the present application, there is no limitation on the specific structure of the input shaft 61. For example, in some embodiments, the input shaft 61 may include an input shaft 612 and an input shoulder 613 of a hollow structure. The two ends of the input shaft 612 are rotatably connected to the two opposite side walls of the outer shell 30 respectively. The input gear 62 is sleeved on the outer wall of the input shaft 612 and fixedly connected to the input shaft 612. The input shoulder 613 is sleeved on the outer wall of the input shaft 612 and fixedly connected to the input shaft 612. The outer wall of the input shoulder 613 includes at least two input fixing seats 611 arranged at intervals along the circumference of the input shoulder 613. The input shaft 61 with such a structure can reduce the manufacturing difficulty of the input shaft 61.

[0151] In the embodiment of the present application, there is no limitation on the specific structure of the input shaft 612 . Figure 16 This is a schematic diagram of the structure of an input shaft provided in an embodiment of the present application. For example, in some embodiments, see Figure 16 As shown, the input shaft 612 may include an input spline portion 6121 and an input shaft body portion 6122. The input spline portion 6121 is disposed on the outer wall of the input shaft body portion 6122 and is fixedly connected to the input shaft body portion 6122. The input spline portion 6121 is configured to be spline-connected to the input gear 62, thereby fixing the input shaft 612 to the input gear 62.

[0152] In the embodiments of the present application, the manner in which the input shoulder 613 is fixedly connected to the input shaft 612 is not specifically limited. For example, in some embodiments, the input shoulder 613 may be connected to the input shaft 612 using an interference fit, with both ends of the input shoulder 613 respectively abutting the input gear 62 and a sidewall of the housing 30. Furthermore, the specific structure of the input shoulder 613 is not limited herein. Figure 17This is a schematic diagram of the structure of an input shaft shoulder provided in an embodiment of the present application. Figure 18 This is a right side view of an input shaft shoulder provided in an embodiment of the present application. Figure 19 This is a front view of an input shaft shoulder provided in an embodiment of the present application. For example, in some embodiments, see Figure 17-Figure 19 As shown, the inner wall of the input shoulder 613 may include a plurality of input interference portions 614 spaced apart along the circumference of the input shoulder 613. The input interference portions 614 abut against the outer wall of the input shaft 612, and the axes of the input interference portions 614 are parallel to the axis of the input shoulder 613. The radial cross-section of the input interference portion 614 may be semicircular, semi-stomachic, or arcuate.

[0153] In the embodiment of the present application, the specific number of the input fixing seats 611 can be determined according to the diameter of the input steel cable 51, the diameter of the input shaft 612, etc., and is not limited here. Figure 19 As shown, there are four input fixing seats 611 .

[0154] In the embodiment of the present application, there is no limitation on the method of fixing the input steel cable 51 and the input fixing seat 611. For example, in some embodiments, Figure 17 As shown, the top wall of each input fixing seat 611 may further include an input locking hole 6111 communicating with the input fixing hole 6112. The input locking hole 6111 is used to receive an input screw. The input screw is threadedly connected to the input fixing seat 611 and abuts against the input cable 51, thereby securing the input fixing seat 611 to the input cable 51.

[0155] In one possible implementation, see Figure 9 As shown, the output gear member 70 of the embodiment of the present application may include an output shaft member 71 and an output gear 72. The output gear 72 is sleeved on the outer wall of the output shaft member 71 and fixedly connected to the output shaft member 71. The two ends of the output shaft member 71 are respectively rotatably connected to the housing member 30. The outer wall of the output shaft member 71 includes at least two output fixing seats 711, and the at least two output fixing seats 711 are arranged at intervals around the circumference of the output shaft member 71. Each output fixing seat 711 includes an output fixing hole 7112 (for example, Figure 21 The other end of the output cable 52 passes through the output fixing hole 7112 of each output fixing seat 711 and is fixedly connected to each output fixing seat 711. With such a structured output gear 70, the output gear 70 can be connected to the output cable 52, so that the output gear 70 rotates and the braking force can be transmitted to the brake device 20 via the output cable 52.

[0156] In the embodiment of the present application, there is no limitation on the specific structure of the output shaft 71. For example, in some embodiments, see Figure 9As shown, the output shaft 71 may include an output shaft 712 and a hollow output shoulder 713. The two ends of the output shaft 712 are rotatably connected to two opposing side walls of the housing 30. The output gear 72 is sleeved on the outer wall of the output shaft 712 and fixedly connected to the output shaft 712. The output shoulder 713 is sleeved on the outer wall of the output shaft 712 and fixedly connected to the output shaft 712. The outer wall of the output shoulder 713 includes at least two output fixing seats 711 spaced apart along the circumference of the output shoulder 713. Using such a structure for the output shaft 71 can reduce the difficulty of manufacturing the output shaft 71.

[0157] In the embodiment of the present application, there is no limitation on the specific structure of the output shaft 712 . Figure 20 This is a schematic diagram of the structure of an output shaft provided in an embodiment of the present application. For example, in some embodiments, see Figure 10 As shown, the output shaft 712 may include an output spline portion 7121 and an output shaft body 7122. The output spline portion 7121 is disposed on the outer wall of the output shaft body 7122 and is fixedly connected to the output shaft body 7122. The output spline portion 7121 is configured to be spline-connected to the output gear 72, thereby fixing the output shaft 712 to the output gear 72.

[0158] In the embodiments of the present application, there are no specific limitations on the manner in which the output shoulder 713 is fixedly connected to the output shaft 712. For example, in some embodiments, the output shoulder 713 may be connected to the output shaft 712 using an interference fit, with both ends of the output shoulder 713 respectively abutting the output gear 72 and a sidewall of the housing 30. Furthermore, there are no specific limitations on the specific structure of the output shoulder 713. Figure 21 This is a schematic diagram of the structure of an output shaft shoulder provided in an embodiment of the present application. Figure 22 This is a right side view of an output shaft shoulder provided in an embodiment of the present application. Figure 23 This is a front view of an output shaft shoulder provided in an embodiment of the present application. For example, in some embodiments, see Figure 21-23 As shown, the inner wall of the output shoulder 713 may include a plurality of output interference portions 714 spaced apart along the circumference of the output shoulder 713. The output interference portions 714 abut against the outer wall of the output shaft 712, and the axes of the output interference portions 714 are parallel to the axis of the output shoulder 713. The radial cross-section of the output interference portion 714 may be semicircular, semi-stomachic, or arc-shaped.

[0159] In the embodiment of the present application, the specific number of the output fixing seats 711 can be determined according to the diameter of the output steel cable 52, the diameter of the output shaft 712, etc., and is not limited here. Figure 21 As shown, the number of the output fixing seats 711 can be four.

[0160] In the embodiment of the present application, there is no limitation on the method of fixing the output cable 52 and the output fixing seat 711. For example, in some embodiments, Figure 21 As shown, the top wall of each output fixing seat 711 may further include an output locking hole 7111 that communicates with the output fixing hole 7112. The output locking hole 7111 is used to receive an output screw. The output screw is threadedly connected to the output fixing seat 711 and abuts against the output cable 52, thereby securing the output fixing seat 711 to the output cable 52.

[0161] In the description of the embodiments of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to a fixed connection, an indirect connection via an intermediate medium, internal communication between two components, or an interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the embodiments of this application based on specific circumstances.

[0162] In the embodiments of the present application, any device or element referred to or implied must have a specific orientation, be constructed and operate in a specific orientation, and therefore should not be understood as limiting the embodiments of the present application. In the description of the embodiments of the present application, the meaning of "plurality" is two or more, unless otherwise specifically specified.

[0163] The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the embodiments of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the embodiments of the present application described herein can, for example, be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0164] The term "plurality" in this document refers to two or more. The term "and / or" in this document simply describes a relationship between related objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A alone, A and B together, or B alone. Furthermore, the character " / " in this document generally indicates an "or" relationship between the related objects; in a formula, the character " / " indicates a "division" relationship between the related objects.

[0165] It will be understood that the various numerical numbers involved in the embodiments of the present application are merely distinctions for the convenience of description and are not intended to limit the scope of the embodiments of the present application.

Claims

1. An electromechanical braking device for braking a vehicle, characterized in that: The electronic mechanical braking device includes a delay device and two braking devices, one of which is used to brake the front wheels of the vehicle, and the other is used to brake the rear wheels of the vehicle. The operating modes of the electronic mechanical braking device include a primary braking mode and a secondary braking mode, wherein: When the electronic mechanical brake device operates in the main brake mode, the two brake devices are respectively used to receive the electric braking force output by the brake motor; When the electromechanical brake device operates in the auxiliary brake mode, the delay device is used to receive the pedal braking force output by the pedal mechanism of the vehicle and first transmit the braking force to the one brake device and then transmit the braking force to the other brake device; The delay device includes a delay member, and the delay member includes an active member and a driven member, wherein: the active member is used for transmission connection between the pedal mechanism and the driven member, and the driven member is used for connecting the other brake device; When the delay device first transmits the braking force to the one braking device, the active member first moves toward the driven member along the first direction, and then drives the driven member to move along the first direction, so that the delay device then transmits the braking force to the other braking device; The end of the active member facing the driven member includes a delay cavity having a connection opening facing the driven member, and the end of the driven member facing the active member includes a delay rod, the delay rod is movably disposed inside the delay cavity through the connection opening, and the axis of the delay rod is parallel to the first direction; or One end of the active member facing the follower includes a delay rod, the axis of the delay rod is parallel to the first direction, and one end of the follower facing the active member includes a delay cavity having a connecting opening facing the follower, and the delay rod is movably arranged inside the delay cavity through the connecting opening.

2. The electromechanical brake device according to claim 1, characterized in that At least one of the braking devices includes two brakes and a balancing device, each of the brakes is used to brake one of the front wheels or the rear wheels; When the electromechanical brake device operates in the main brake mode, the two brakes are respectively used to receive the motor force output by the brake motor; When the electromechanical brake device operates in the auxiliary brake mode, the balancing device is used to receive the braking force transmitted by the delay device and transmit the same braking force to the two brakes respectively.

3. The electromechanical brake device according to claim 2, characterized in that: The balancing device includes a lever member and a housing member; The housing comprises an input hole and two output holes, wherein the input hole and the two output holes are respectively used to communicate with the outside and the inside of the housing; The lever member is arranged inside the housing member, and is used to connect the delay device and the two brakes. The braking force transmitted by the delay device transmits the same braking force to the two brakes respectively through the lever member.

4. The electromechanical brake device according to any one of claims 1 to 3, characterized in that: The time delay device further comprises a housing member; The housing is used to fix the delay device and accommodate the delay element. The housing includes an input opening and two output openings. The input opening and the two output openings are respectively used to communicate with the interior and the exterior of the housing; The time delay member is used to connect the other brake device and the pedal mechanism; After the one braking device receives the braking force transmitted by the delay device, the pedal mechanism transmits the braking force to the other braking device through the delay member.

5. The electromechanical brake device according to claim 4, characterized in that: The input opening is provided on one side wall of the housing, the two output openings are provided on the other side wall of the housing, the one side wall of the housing is arranged opposite to the other side wall of the housing, and the time delay element is located between the one side wall of the housing and the other side wall of the housing; or, The input opening is arranged on a side wall of the shell member, and the two output openings are respectively arranged on the other two side walls of the shell member. The other two side walls of the shell member are arranged opposite to each other and are respectively connected to one side wall of the shell member. The delay member is located between the other two side walls of the shell member.

6. The electromechanical brake device according to claim 4, characterized in that The time delay device includes an input steel cable and two output steel cables; The input steel cable passes through the input opening to connect the pedal mechanism to one of the output steel cable and the delay element respectively; The output steel cable is connected to the pedal mechanism and the brake device through the output opening, and the pedal braking force output by the pedal mechanism is transmitted to the brake device through the input steel cable and the output steel cable; Another output steel cable connects the delay element and the other braking device through another output opening, and the pedal braking force output by the pedal mechanism transmits the braking force to the other braking device through the input steel cable, the delay element and the other output steel cable.

7. The electromechanical brake device according to claim 5, characterized in that The time delay device includes an input steel cable and two output steel cables; The input steel cable passes through the input opening to connect the pedal mechanism to one of the output steel cable and the delay element respectively; The output steel cable is connected to the pedal mechanism and the brake device through the output opening, and the pedal braking force output by the pedal mechanism is transmitted to the brake device through the input steel cable and the output steel cable; Another output steel cable connects the delay element and the other braking device through another output opening, and the pedal braking force output by the pedal mechanism transmits the braking force to the other braking device through the input steel cable, the delay element and the other output steel cable.

8. The electromechanical brake device according to any one of claims 1 to 3, characterized in that: The delay device further comprises a housing member, which is used to fix the delay device, and the delay member is arranged inside the housing member.

9. The electromechanical brake device according to claim 8, characterized in that: The active member is also used to transmit and connect the pedal mechanism and the one of the brake devices. The active member is used to receive the pedal braking force output by the pedal mechanism and transmit the braking force to the one of the brake devices, and first moves toward the driven member along the first direction and then drives the driven member to move along the first direction.

10. The electromechanical brake device according to claim 8, characterized in that The axis of the active member and the axis of the driven member are parallel to the first direction, and one end of the active member facing the driven member is movably connected to one end of the driven member facing the active member, wherein: The active member is used to receive the braking force output by the pedal mechanism and first move toward the driven member along the first direction, and then drive the driven member to move along the first direction; or, The active member is used to receive the restoring force output by the pedal mechanism and first move along the first direction away from the driven member, and then drive the driven member to move along the first direction to restore the displacement of the active member and the driven member relative to the housing member due to the pedal braking force.

11. The electromechanical brake device according to claim 8, wherein: The active member and the driven member are respectively connected to the outer shell in a sliding manner, and the sliding directions of the active member and the driven member relative to the outer shell are parallel to the first direction.

12. The electromechanical brake device according to claim 8, wherein: The delay device includes an input gear member and two output gear members, wherein the input gear member and the two output gear members are respectively arranged inside the housing member and are respectively rotatably connected to the housing member, wherein: The input gear member is respectively engaged with one of the output gear members and the driving rack of the driving member, and the input gear member is used to receive the pedal braking force output by the pedal mechanism and rotate, so that the one of the output gear members rotates and the driving member moves toward the driven member along the first direction; The one output gear member is used to connect to the one brake device, and the pedal braking force output by the pedal mechanism is transmitted to the one brake device through the input gear member and the one output gear member; The other output gear member is meshed with the driven rack of the driven member and is used to connect the other braking device.

13. The electromechanical brake device according to claim 12, wherein: The two output gear members are respectively located on both sides of the input gear member along the first direction, and the input gear member and the two output gear members are located on the same side of the delay member; or, The two output gear members are respectively located on both sides of the input gear member along the first direction, and the input gear member and the two output gear members are respectively located on both sides of the delay member.

14. The electromechanical brake device according to claim 12 or 13, characterized in that: The time delay device comprises an input steel cable and two output steel cables, wherein: One end of the input steel cable is used to connect to the pedal mechanism, and the other end of the input steel cable is used to connect to the input gear member; One end of one of the output steel cables is used to connect to one of the output gear members, and the other end of one of the output steel cables is used to connect to one of the brake devices; One end of another output steel cable is used to connect to the other output gear member, and the other end of another output steel cable is used to connect to the other braking device.

15. A vehicle, characterized in that: comprising a wheel, a pedal mechanism and an electromechanical brake device according to any one of claims 1 to 14; The time delay device of the electronic mechanical brake device is connected to the pedal mechanism and is used for braking the wheel.

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