Electromechanical braking device, its braking mechanism, drive mechanism and vehicle

Abstract

The present application provides an electronic mechanical braking device and its braking mechanism, driving mechanism and vehicle. The electronic mechanical braking device includes a braking mechanism 10, a driving mechanism 20 and a flexible transmission mechanism 30. The braking mechanism 10 and the driving mechanism 20 are respectively used to fixedly connect two spaced apart parts in the vehicle. The flexible transmission mechanism 30 transmits and connects the driving mechanism 20 and the braking mechanism 10, and the flexible transmission mechanism 30 is used to receive the braking force generated by the driving mechanism 20 and drive the braking mechanism 10. The electronic mechanical braking device and its braking mechanism and driving mechanism provided in the present application can reduce the unsprung mass and occupied wheel end volume of the vehicle, can improve the shock absorption performance and handling safety performance of the vehicle, and are beneficial to the overall vehicle layout.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle braking, and more particularly, to an electromechanical braking device, its braking mechanism, driving mechanism and vehicle. Background Art

[0002] An electromechanical braking device generally includes a driving mechanism and a braking mechanism. Compared with a traditional braking device that needs to use a hydraulic mechanism to provide braking force, the driving mechanism of an electromechanical braking device usually uses an electric motor to provide braking force. The driving mechanism and the braking mechanism of an existing electromechanical braking device usually adopt an integral structure. Correspondingly, the driving mechanism and the braking mechanism are both installed at the wheel end of the vehicle, which not only occupies a large wheel end space, thus affecting the working space of other components and the overall vehicle layout, but also increases the unsprung mass of the vehicle, thus affecting the shock absorption performance and safety performance of the vehicle. Summary of the Invention

[0003] The present application provides an electromechanical braking device, its braking mechanism, driving mechanism and vehicle, which can reduce the occupation of the wheel end space of the vehicle, reduce the unsprung mass of the vehicle, and improve the shock absorption performance and handling safety of the vehicle.

[0004] In a first aspect, an electromechanical braking device is provided. The electromechanical braking device is applied to a vehicle, and the vehicle includes a wheel and a chassis. The electromechanical braking device includes a braking mechanism 10, a driving mechanism 20 and a flexible transmission mechanism 30. The braking mechanism 10 and the driving mechanism 20 are respectively used for fixedly connecting two spaced parts of the vehicle. The flexible transmission mechanism 30 is drivingly connected between the driving mechanism 20 and the braking mechanism 10. The flexible transmission mechanism 30 is used to receive the braking force generated by the driving mechanism 20 and drive the braking mechanism 10.

[0005] Based on this technical solution, in an electromechanical braking device in which the driving mechanism 20 and the braking mechanism 10 are separately arranged and installed, the driving mechanism 20 is fixedly installed on the vehicle chassis and belongs to the sprung mass; the braking mechanism 10 is fixedly installed at the wheel end of the wheel and belongs to the unsprung mass. In a vehicle braking state, the driving mechanism 20 generates a braking force, and the flexible transmission mechanism 30 transmits the braking force to the wheel end braking mechanism 10 to drive the braking mechanism 10 to brake the wheel. The structure of this electromechanical braking device can reduce the unsprung mass of the vehicle and the occupied wheel end volume, reduce the air time of the vehicle on a bumpy road surface, improve the handling safety performance and shock absorption performance of the vehicle, and the structure of this brake is more convenient for installation and arrangement.

[0006] In combination with the first aspect, in some implementations of the first aspect, the flexible transmission mechanism 30 includes a cable core 32 and a compression-proof outer shell 31. One end of the cable core 32 is provided with a first connection end 33, and the other end of the cable core 32 is provided with a second connection end 34. The compression-proof outer shell 31 wraps the cable core 32. One end of the compression-proof outer shell 31 is provided with a first fixing member 331, and the other end of the compression-proof outer shell 31 is provided with a second fixing member 341. The cable core 32 is hinged to the braking mechanism 10 through the first connection end 33 and is hinged to the driving mechanism 20 through the second connection end 34. The compression-proof outer shell 31 is fixed to the braking mechanism 10 through the first fixing member 331 and is fixed to the driving mechanism 20 through the second fixing member 341. Wherein, when the cable core 32 is pulled by the braking force generated by the driving mechanism 20 and relative movement occurs between the cable core 32 and the compression-proof outer shell 31, the flexible transmission mechanism 30 generates a tensile force and transmits the tensile force to the braking mechanism 10 to brake the wheel.

[0007] Based on this technical solution, the overall flexible transmission mechanism 30 will generate a tensile force only when relative movement occurs between the cable core 32 and the compression-proof outer shell 31. When relative movement occurs between the wheel and the chassis on a bumpy road, the flexible transmission mechanism 30 moves as a whole with the wheel and the chassis, and no relative movement occurs between the cable core 32 and the compression-proof outer shell 31. The overall flexible transmission mechanism 30 will not generate a tensile force on the braking mechanism 10 to brake the wheel, ensuring the safety of vehicle driving. Moreover, the flexible transmission mechanism 30 has the characteristics of flexibility and bendability, which is more convenient for layout and installation.

[0008] In combination with the first aspect, in some implementations of the first aspect, the first connection end 33 and the second connection end 34 include connection holes.

[0009] In combination with the first aspect, in some implementations of the first aspect, the braking mechanism 10 includes a wheel-end caliper 1, a braking unit 6, and a first connection assembly 5. The wheel-end caliper 1 is arranged at the wheel end and is used for fixedly installing the braking mechanism 10 and the compression-proof outer shell 31. The braking unit 6 is arranged inside the wheel-end caliper 1 and is used for driving the brake disc 40 to brake the wheel. The first connection assembly 5 is arranged on the top plate 12 of the wheel-end caliper 1 and is used for transmitting and connecting the flexible transmission mechanism 30 and transmitting the braking force to the braking unit 6. Wherein, the compression-proof outer shell 31 is fixed to the side plate 11 of the wheel-end caliper 1 through the first fixing member 331.

[0010] Based on this solution, when the vehicle brakes, the flexible transmission mechanism 30 transmits the braking force to the braking mechanism 10, enabling pure mechanical braking. The wheel-end caliper 1 is fixed relative to the vehicle, and the braking unit 6 is fixedly installed on the wheel-end caliper 1. The overall electro-mechanical braking device has a simple structure, is easy to install, and is stable and reliable as a whole.

[0011] In conjunction with the first aspect, in certain implementations of the first aspect, the brake unit 6 includes a first brake unit 61 and a second brake unit 62. The first brake unit 61 and the second brake unit 62 are arranged along a first direction and are slidably mounted within the wheel-end caliper 1. A brake gap is formed between the first brake unit 61 and the second brake unit 62 for the brake disc 40 to extend therethrough. The first direction is parallel to the axis of the brake disc 40.

[0012] Based on this solution, when the vehicle brakes, the flexible transmission mechanism 30 transmits the braking force to the brake mechanism 10. The first and second brake units 61, 62 in the brake mechanism 10 are acted upon by the braking force and move closer together, enabling them to clamp the brake disc 40 within the braking gap to achieve braking. This electromechanical brake device has a simple structure, and the first and second brake units 61, 62 can be driven independently, resulting in a more stable clamping and braking process on the brake disc 40 and higher device reliability.

[0013] In conjunction with the first aspect, in certain implementations of the first aspect, the brake unit 6 includes a first gain bridge 611 and a second gain bridge 621, as well as a first friction plate 612 and a second friction plate 622. The first gain bridge 611 and the second gain bridge 621 are disposed within the wheel-end caliper 1 and are movable in a first direction. The first friction plate 612 and the second friction plate 622 are respectively disposed on the inner sides of the first gain bridge 611 and the second gain bridge 621 facing the brake clearance. The first crankshaft unit 41 and the second crankshaft unit 42 are respectively in contact with the sides of the first gain bridge 611 and the second gain bridge 621 facing away from the brake clearance.

[0014] Based on this solution, when the vehicle brakes, the flexible transmission mechanism 30 transmits the braking force to the brake mechanism 10. The first brake unit 61 and the second brake unit 62 in the brake mechanism 10 are acted upon by the braking force and move closer to each other. The first gain bridge 611 and the second gain bridge 621 are driven toward the braking gap. When the first brake unit 61 and the second brake unit 62 are driven simultaneously, they move closer to each other, allowing the first friction plate 612 and the second friction plate 622 to clamp the brake disc 40 within the braking gap, achieving braking. This electromechanical brake device has a simple structure, a more stable clamping and braking process for the brake disc 40, and a higher reliability.

[0015] In combination with the first aspect, in certain implementations of the first aspect, the first connecting component 5 includes a balance rod 52 and an angle rod 51. The balance rod 52 is disposed on the top plate 12 of the wheel end caliper 1. The balance rod 52 is movable along a second direction perpendicular to the first direction. An elastic reset member 7 is provided between the balance rod 52 and the wheel end caliper 1. The angle rod 51 is disposed on the top plate 12 of the wheel end caliper 1. The angle rod 51 is rotatable about the rotating shaft 123 of the wheel end caliper 1. One end of the angle rod 51 is provided with a first connecting column 511, and the other end of the angle rod 51 is hinged to the balance rod 52. Among them, the first connecting column 511 is hinged to the first connecting end portion 33, and the height of the first connecting column 511 does not exceed the upper edge of the wheel end caliper 1.

[0016] Based on this solution, when the vehicle brakes, the braking force of the driving mechanism 20 is transmitted to the angle rod 51 of the first connecting component 5 through the flexible transmission mechanism 30, the angle rod 51 then transmits it to the balance rod 52, and the balance rod 52 then distributes it to the braking unit 6. The balance rod 52 can adjust the forces distributed to the first braking unit 61 and the second braking unit 62, so that the first braking unit 61 and the second braking unit 62 are reasonably stressed, protecting the braking unit 6 and the wheel end caliper 1. When the vehicle stops braking, the braking force of the driving mechanism 20 disappears, and the balance rod 52 can return to its original position under the action of the elastic reset member 7. This electro-mechanical braking device has a simple structure and higher reliability.

[0017] In combination with the first aspect, in certain implementations of the first aspect, the braking mechanism further includes a crankshaft unit 4 for driving the braking unit 6 to brake the wheel. Among them, the crankshaft unit 4 is hinged to the first connecting component 5, is rotatably installed in the wheel end caliper 1 along the first direction, and the crankshaft unit 4 is located on the side of the braking unit 6 away from the braking gap.

[0018] Based on this solution, the balance rod 52 connects the first crankshaft unit 41 and the second crankshaft unit 42. When the vehicle brakes, the flexible transmission mechanism 30 drives the balance rod 52 through the angle rod 51. The movement of the balance rod 52 drives the first crankshaft unit 41 and the second crankshaft unit 42 to rotate. The rotation of the first crankshaft unit 41 and the second crankshaft unit 42 drives the first braking unit 61 and the second braking unit 62 to approach each other. The mutual approach of the first braking unit 61 and the second braking unit 62 enables the first friction plate 612 and the second friction plate 622 to clamp the brake disc 40 located in the braking gap, realizing the braking of the wheel. This electro-mechanical braking device has a simple structure, the clamping and braking process of the brake disc 40 is more stable, and the reliability of the device is higher.

[0019] In combination with the first aspect, in certain implementations of the first aspect, the crankshaft unit 4 includes a first rotating shaft 412 and a second rotating shaft 422, a first transmission arm 411 and a second transmission arm 421, and a first cam 413 and a second cam 423. The first rotating shaft 412 and the second rotating shaft 422 are disposed in the mounting holes of the wheel end caliper 1. The first rotating shaft 412 and the second rotating shaft 422 are rotatable about a first axis direction, and the first axis direction is perpendicular to the first direction. The first transmission arm 411 and the second transmission arm 421 are disposed on the top plate 12 of the wheel end caliper 1. One end of the first transmission arm 411 and the second transmission arm 421 is connected to the balance bar 52, and the other ends are respectively connected to the first rotating shaft 412 and the second rotating shaft 422. The first cam 413 and the second cam 423 are respectively fixed to the first rotating shaft 412 and the second rotating shaft 422, and the first cam 413 and the second cam 423 are respectively in contact with the first braking unit 61 and the second braking unit 62.

[0020] Based on this solution, during vehicle braking, the balance bar 52 drives the first crankshaft unit 41 and the second crankshaft unit 42 to rotate. The first cam 413 and the second cam 423 are respectively fixed to the first rotating shaft 412 and the second rotating shaft 422, and can rotate about the first axis direction together with the first rotating shaft 412 and the second rotating shaft 422. The circumferential surfaces of the first cam 413 and the second cam 423 are respectively in contact with the first braking unit 61 and the second braking unit 62. The geometric centers of the first cam 413 and the second cam 423 are parallel to the first axis direction and there is a preset distance between them and the first axis direction, so that the first braking unit 61 and the second braking unit 62 in contact with the circumferential surfaces of the first cam 413 and the second cam 423 can respectively generate linear motion with the rotation of the first cam 413 and the second cam 423. This electromechanical braking device has a simple structure and higher reliability.

[0021] In combination with the first aspect, in certain implementations of the first aspect, the drive mechanism 20 includes a fixed caliper 50, a motor 21, a reducer 22, and a second connection assembly 23. The fixed caliper 50 is disposed on the chassis and is used for fixedly mounting the drive mechanism 20 and the anti-compression housing 31. The motor 21 is disposed on the side of the fixed caliper 50 and is used for receiving a braking instruction and generating a rotational motion. The reducer 22 is coaxially connected to the motor 21 and is used for reducing the rotational motion generated by the motor 21 and increasing the torque. The second connection assembly 23 is disposed in the fixed caliper 50 and is coaxially connected to the reducer 22 and is used for drivingly connecting the flexible transmission mechanism 30 and converting the braking force generated by the motor 21 through the rotational motion into a linear direction. Among them, the anti-compression housing 31 is fixed to the side extension plate 502 of the fixed caliper 50 through the second fixing member 341.

[0022] Based on this solution, the motor 21 and the reducer 22 are transmission-connected to the power output shaft of the motor 21, and the reducer 22 is transmission-connected to the second connecting component 23. The second connecting component 23 can achieve the effect of converting rotational motion into linear motion. This connection arrangement can save space and facilitate the installation arrangement of the drive mechanism 20 on the chassis.

[0023] In conjunction with the first aspect, in certain implementations of the first aspect, the second connecting assembly 23 includes a transmission gear 231 and a transmission rack 232. The transmission gear 231 is disposed within the fixed caliper 50. The transmission gear 231 is coaxially connected to the reducer 22 and secures the reducer 22 to the outside of the fixed caliper 50. The transmission rack 232 is disposed within the second fixed slot 501 of the fixed caliper 50. The transmission rack 232 is movable in a first direction and meshes with the transmission gear 231. The transmission rack 232 is provided with a second connecting post 2321, which is hingedly connected to the second connecting end 34. The height of the second connecting post 2321 does not exceed the upper edge of the fixed caliper 50.

[0024] Based on this solution, the second connecting component 23 can achieve the effect of converting rotational motion into linear motion. This connection arrangement can save space and facilitate the installation and arrangement of the driving mechanism 20 on the chassis.

[0025] In conjunction with the first aspect, in certain implementations of the first aspect, the flexible transmission mechanism 30 is a steel cable with a shell, wherein the cable core 32 is a steel cable, and the driving mechanism 20 is used to drive the steel cable and the anti-compression shell 31 to move relative to each other so that the steel cable with the shell drives the braking mechanism 10.

[0026] Based on this technical solution, the integral shelled steel cable will only generate tension when the steel cable and the steel cable shell move relative to each other. When the wheel and the chassis move relative to each other on bumpy roads, the shelled steel cable moves with the wheel and the chassis as a whole, and there will be no relative movement between the steel cable and the steel cable shell. The integral shelled steel cable will not generate tension on the braking mechanism 10 to brake the wheel, thereby ensuring the safety of vehicle driving. The shelled steel cable has the characteristics of flexibility and bendability, which is more convenient during layout and installation.

[0027] In combination with the first aspect, in certain implementations of the first aspect, the drive mechanism 20 is fixed to a position of the chassis close to the wheels to shorten the transmission distance of the braking force.

[0028] Based on this solution, the driving mechanism 20 is fixed on the chassis near the wheel end caliper 1, which is beneficial to shortening the transmission distance of the flexible transmission mechanism 30 for the braking force, shortening the braking delay, and improving the driving safety performance of the vehicle.

[0029] Second aspect, a braking mechanism 10 for an electro-mechanical braking device is provided. The braking mechanism 10 is used to drive a brake disc 40 of a vehicle. The braking mechanism 10 is used to fixedly connect a part of the vehicle and a driving mechanism 20 fixedly connected through a sheathed steel cable to another part spaced from the one part in the vehicle. The braking mechanism 10 includes a wheel-end caliper 1, a braking unit 6 and a first connection assembly 5. The wheel-end caliper 1 is used to fixedly connect the braking mechanism 10 and a part of the vehicle. The wheel-end caliper 1 includes a first fixed sliding groove 111, and the first fixed sliding groove 111 is used to fix the anti-compression outer shell 31 of the sheathed steel cable. The first connection assembly 5 is used to drive and connect the first connection end 33 of the steel cable and the braking unit 6. The braking unit 6 is used to drive the brake disc 40.

[0030] Third aspect, a driving mechanism 20 for an electro-mechanical braking device is provided. The driving mechanism 20 is used to drive the braking mechanism 10 of a vehicle. The driving mechanism 20 is used to be fixedly connected to the braking mechanism 10 fixed to a part of the vehicle through a sheathed steel cable. The driving mechanism 20 includes a fixed caliper 50, a motor 21, a speed reducer 22 and a second connection assembly 23. The fixed caliper 50 is used to fixedly connect the driving mechanism 20 and another part spaced from one part in the vehicle. The fixed caliper 50 includes a side extension plate 502, and the side extension plate 502 is used to fix the anti-compression outer shell 31 of the sheathed steel cable. The motor 21 outputs braking force to the second connection assembly 23 through the speed reducer 22. The second connection assembly 23 is used to drive and connect the second connection end 34 of the steel cable.

[0031] Fourth aspect, a vehicle is provided. The vehicle includes a chassis, wheels and an electro-mechanical braking device according to the first aspect or various implementation manners of the first aspect. The driving mechanism 20 of the electro-mechanical braking device is used to fixedly connect to the chassis, and the braking mechanism 10 of the electro-mechanical braking device is used to fixedly connect to the wheels. The distance between the driving mechanism 20 and the braking mechanism 10 is less than or equal to the length of the flexible transmission mechanism 30. Description of the Drawings

[0032] Figure 1 is a schematic structural composition diagram of an electro-mechanical braking device provided by an embodiment of the present application;

[0033] Figure 2 is a connection and structure schematic diagram of a braking mechanism of an electro-mechanical braking device provided by an embodiment of the present application;

[0034] Figure 3 is a connection and structure schematic diagram of a driving mechanism of an electro-mechanical braking device provided by an embodiment of the present application;

[0035] Figure 4It is a connection and structure schematic diagram of the second connection component of an electromechanical braking device provided by an embodiment of the present application;

[0036] Figure 5 It is a schematic diagram of the mechanism connection of an electromechanical braking device provided by an embodiment of the present application;

[0037] Figure 6 It is an exploded view of the braking mechanism of an electromechanical braking device provided by an embodiment of the present application;

[0038] Figure 7 It is a schematic diagram of the structure of a vehicle provided by an embodiment of the present application.

[0039] Reference numerals: 1 - wheel end caliper; 11 - side plate; 12 - top plate; 13 - front plate; 111 - first fixed chute; 121 - mounting hole; 122 - chute; 123 - rotating shaft; 21 - motor; 22 - reducer; 23 - second connection component; 231 - transmission gear; 232 - transmission rack; 2321 - second connection column; 31 - anti-compression housing; 32 - cable core; 33 - first connection end; 34 - second connection end; 331 - first fixing member; 341 - second fixing member; 4 - crankshaft unit; 41 - first crankshaft unit; 42 - second crankshaft unit; 411 - first transmission arm; 421 - second transmission arm; 412 - first rotating shaft; 422 - second rotating shaft; 413 - first cam; 423 - second cam; 5 - first connection component; 51 - angle bar; 511 - first connection column; 52 - balance bar; 6 - braking unit; 61 - first braking unit; 62 - second braking unit; 611 - first gain bridge; 621 - second gain bridge; 612 - first friction plate; 622 - second friction plate; 7 - elastic reset member; 10 - braking mechanism; 20 - driving mechanism; 30 - flexible transmission mechanism; 40 - brake disc; 50 - fixed caliper; 501 - second fixed chute; 502 - side extension plate; 500 - vehicle body; 600 - wheel hub; 700 - chassis. Detailed implementation manners

[0040] Next, the technical solutions in the present application will be described in conjunction with the accompanying drawings.

[0041] It should be noted that in the description of the embodiments of the present application, unless otherwise specified, " / " means "or". For example, A / B may mean A or B. The "and / or" herein is merely a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B may mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of the present application, "a plurality of" means two or more than two, "at least one" and "one or more" mean one, two or more than two. The singular forms "a", "one kind", "the", "above-mentioned", "this" and "this one" are also intended to include expressions such as "one or more", unless there is a clear opposite indication in the context.

[0042] The reference to "one embodiment" or "some embodiments" etc. described in this specification means that in one or more embodiments of the present application, the specific features, structures or characteristics described in combination with this embodiment are included. Thus, the statements "in one embodiment", "in some embodiments", "in other some embodiments", "in still other embodiments" etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "comprising", "including", "having" and their variants all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0043] In the description of the embodiments of the present application, the orientation or positional relationship indicated by terms such as "upper", "lower", "left", "right", "vertical", "horizontal" etc. is defined relative to the orientation or position where the components in the drawings are schematically placed. It should be understood that these directional terms are relative concepts, which are used for relative description and clarification, rather than indicating or implying that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. It can change accordingly with the change of the orientation where the components in the drawings are placed, so it cannot be understood as a limitation to the present application.

[0044] In the embodiments of the present application, the same reference numeral is used to represent the same component or the same part. In addition, the components in the drawings are not drawn to scale, and the sizes and dimensions of the components shown in the drawings are only exemplary and should not be understood as a limitation to the present application.

[0045] For ease of understanding, first, a brief description of the electro-mechanical braking device and the brake involved in the present application will be given. There are two common types of brakes in the current braking industry. One is the traditional electronic hydraulic brake (EHB), and the other is the electronic mechanical brake (EMB). After receiving the driver's pedal input, the traditional EHB gives a hydraulic output, which is transmitted through a hydraulic pipeline to the wheel-end brake caliper, driving the piston in the hydraulic caliper, pushing the friction plate, pressing the brake disc at the wheel end, generating a braking torque, and decelerating or even stopping the vehicle. As is well known in the braking industry, an EMB has a motor, a reducer, and a rotary-to-linear mechanism installed at each wheel end. After the driver's pedal input, the rotational motion of the motor is decelerated and torque-increased by the reducer, and then, through the rotary-to-linear mechanism, a thrust is generated to push the friction plate in the wheel-end brake caliper, pressing the brake disc at the wheel end, generating a braking torque, and decelerating or even stopping the vehicle.

[0046] Compared with the traditional EHB, the EMB has advantages such as fast response, delicate adjustment, and no brake fluid pollution. However, in the existing EMB technical solutions, the motor, the reducer, and the rotary-to-linear mechanism are all installed at the wheel end, making the volume and weight of the wheel end large. There are already many complex suspension parts, drive shafts, etc. at the wheel end, and the space is narrow. The rotation of the steerable wheel generates an envelope, and the space between the wheel end and the surrounding suspension parts and drive shafts is even narrower. When installing the EMB motor, the reducer, and the wheel-end brake caliper together, they often interfere with the parts around the wheel end of the vehicle. Further, the brake installed at the wheel end is part of the unsprung mass. The larger the unsprung mass, the longer the hang time of the wheel end on a bumpy road. During the hang time, the wheel completely loses its driving, braking, and other functions, which is not conducive to the driving safety of the vehicle and affects the shock absorption performance of the vehicle.

[0047] The present application provides an electro-mechanical braking device, its braking mechanism, driving mechanism, and vehicle, which can reduce the occupied volume of the vehicle wheel end, reduce the unsprung mass, and improve the shock absorption performance and handling safety of the vehicle. Hereinafter, first, in combination with Figures 1 to 6 the electro-mechanical braking device proposed in the present application will be described.

[0048] Figure 1 FIG. 12 is a schematic structural composition diagram of an electro-mechanical braking device provided by an embodiment of the present application. The electro-mechanical braking device includes a braking mechanism 10, a driving mechanism 20, and a flexible transmission mechanism 30. Among them, the braking mechanism 10 and the driving mechanism 20 are respectively used to fixedly connect two spaced parts of the vehicle, and the flexible transmission mechanism 30 is drivingly connected between the driving mechanism 20 and the braking mechanism 10. The flexible transmission mechanism 30 is used to receive the braking force generated by the driving mechanism 20 and drive the braking mechanism 10.

[0049] Exemplarily, the braking mechanism 10 is fixed to the wheel end. The driving mechanism 20 is fixed to the wheel chassis corresponding to the vehicle wheel, maintaining relative fixation with the chassis, and is used to receive braking instructions to provide braking force. The flexible transmission mechanism 30 is used to connect the driving mechanism 20 and the braking mechanism 10, and is used to transmit the braking force of the driving mechanism 20 to the braking mechanism 10 to brake the brake disc 40 of the corresponding wheel. The brake disc 40 is fixed to the inner side of the wheel hub.

[0050] In the prior art, the electro-mechanical braking device is integrally installed at the wheel end, resulting in an increase in the unsprung mass of the vehicle. The larger the unsprung mass of the vehicle, the longer the wheel hang time on bumpy roads. Wheel hang will affect the driving, braking, and steering of the vehicle, which is not conducive to vehicle performance and driving safety. In the electro-mechanical braking device provided by the embodiments of the present application, the driving mechanism 20 is fixedly installed on the chassis corresponding to the wheel, and the driving mechanism 20 belongs to the sprung mass of the vehicle. Compared with the prior art where the driving mechanism and the braking mechanism of the electro-mechanical braking device are integrally installed at the wheel end, the driving mechanism provided by the present application can reduce the unsprung mass of the vehicle, reduce the wheel hang time of the vehicle on bumpy roads, improve the shock absorption performance and handling performance of the vehicle, and improve the driving safety performance of the vehicle.

[0051] The wheel end of a vehicle usually includes other components such as suspension parts and drive shafts, resulting in a narrow wheel end space. For example, the wheel end of the front wheel includes steering components, suspension parts, and drive shafts, etc., resulting in a narrower wheel end space for the front wheel. Existing electro-mechanical braking devices usually adopt an integrated structure and need to be installed at the wheel end of the vehicle, thus requiring a large amount of wheel end space, which not only affects the working space of other components, but also is not conducive to the overall vehicle layout. In the electro-mechanical braking device provided by the present application, the braking mechanism 10 and the driving mechanism 20 can be respectively fixed to two parts of the vehicle, which can reduce the occupation of the wheel end space, solve the space limitation for the installation of the electro-mechanical braking device, not only reduce the impact on the working space of other components, but also improve the overall vehicle layout.

[0052] Figure 2 It is a connection and structure schematic diagram of a braking mechanism of an electro-mechanical braking device provided by an embodiment of the present application.

[0053] Figure 3 It is a connection and structure schematic diagram of a driving mechanism of an electro-mechanical braking device provided by an embodiment of the present application.

[0054] The flexible transmission mechanism 30 specifically includes an anti-compression housing 31 and a cable core 32. The two ends of the cable core 32 respectively have a first connection end 33 and a second connection end 34, and the two ends of the anti-compression housing 31 respectively have a first fixing member 331 and a second fixing member 341. The first connection end 33 is fixedly connected to the braking mechanism 10, and the second connection end 34 is fixedly connected to the driving mechanism 20. The overall flexible transmission mechanism 30 has a certain flexibility and can be bent. When the wheel moves up and down relative to the chassis on a bumpy road surface, the flexible transmission mechanism 30 will not be pulled and damaged; at the same time, this relative movement between the wheel and the chassis will not cause the flexible transmission mechanism 30 to generate a pulling force on the braking mechanism 10. Only when relative movement occurs between the cable core 32 and the anti-compression housing 31, the entire flexible transmission mechanism 30 will generate a pulling force on the braking mechanism 10; when the wheel moves up and down relative to the chassis on a bumpy road surface, the flexible transmission mechanism 30 will move as a whole with the movement between the wheel and the chassis, and no relative movement will occur between the cable core 32 and the anti-compression housing 31, and no axial compression will occur inside the flexible transmission mechanism 30. Therefore, the flexible transmission mechanism 30 will not generate a pulling force to drive the braking mechanism 10 to brake due to bumps.

[0055] It should be noted that the first connection end 33 and the second connection end 34 of the flexible transmission mechanism 30 can both be in the shape of holes, or can be connection ends of other shapes according to the shape of the connecting column, such as square holes, hinge holes, connecting columns, etc. This application does not make special limitations on this.

[0056] It should also be noted that the flexible transmission mechanism 30 can be a steel cable with a shell, so that the cable core 32 is a steel cable and the anti-compression housing 31 is a steel cable housing formed by a steel coil layer. This application does not make special limitations on this.

[0057] It should also be noted that the flexible transmission mechanism 30 can be a Bowden cable, so that the cable core 32 is an internal steel wire and the anti-compression housing 31 is a steel pipe sleeve. This application does not make special limitations on this.

[0058] The braking mechanism 10 includes a wheel-end caliper 1, a crankshaft unit 4, a first connection assembly 5, a braking unit 6, and an elastic reset member 7; wherein the first connection assembly 5 includes an angle rod 51 and a balance rod 52, the crankshaft unit 4 includes a first crankshaft unit 41 and a second crankshaft unit 42, and the braking unit 6 includes a first braking unit 61 and a second braking unit 62. The wheel-end caliper 1 can be fixed to the vehicle frame during application to maintain relative fixation with the frame. When the vehicle brakes, the wheel-end caliper 1 will not undergo structural changes or position movements. With the structure of the wheel-end caliper 1 as a reference, a first direction X, a second direction Y, and a third direction Z are defined.

[0059] The first crankshaft unit 41 and the second crankshaft unit 42 are arranged along the first direction X. The first crankshaft unit 41 and the second crankshaft unit 42 can be rotatably mounted in the wheel end caliper 1 about the first axis direction L1. The first crankshaft unit 41 and the second crankshaft unit 42 can be simultaneously driven to rotate by the first connection assembly 5, and the rotation directions of the first crankshaft unit 41 and the second crankshaft unit 42 are opposite. For each crankshaft unit 4, it has a corresponding first axis direction L1. Here, the first axis direction L1 is parallel to the third direction Z, so the first axis direction L1 is perpendicular to the first direction X and the second direction Y. The first braking unit 61 and the second braking unit 62 are arranged along the first direction X inside the wheel end caliper 1. A certain braking gap can be formed between the first braking unit 61 and the second braking unit 62, and a part of the brake disc 40 can extend into this braking gap. The first braking unit 61 and the second braking unit 62 can move simultaneously along the first direction X to approach each other or move away from each other. The two crankshaft units 4 and the two braking units 6 correspond one by one. In the braking state, the two crankshaft units 4 can drive the two braking units 6 to move towards each other along the first direction X to approach each other; among them, the first crankshaft unit 41 drives the first braking unit 61, and the second crankshaft unit 42 drives the second braking unit 62, so that the first braking unit 61 and the second braking unit 62 move towards each other along the first direction X to approach each other.

[0060] When it is necessary to brake the brake disc 40, the driving mechanism 20 receives a braking instruction and provides a braking force. The braking force is transmitted to the braking mechanism 10 through the flexible transmission mechanism 30. The flexible transmission mechanism 30 is fixedly connected to the braking mechanism 10 through the first connection end 33 and the first connection assembly 5. The flexible transmission mechanism 30 transmits the braking force generated by the driving mechanism to the angle lever 51 at the wheel end caliper 1 end in the form of a tensile force. By pulling the angle lever 51, the balance lever 52 is driven. The balance lever 52 drives the two crankshaft units 4 to drive the two braking units 6 to approach each other along the first direction X respectively. The two braking units 6 can clamp the brake disc 40. Friction is generated between the rotating or rotating-tending brake disc 40 and the two braking units 6. When the friction is large enough, the rotation of the brake disc 40 can be stopped until it remains stationary relative to the wheel end caliper 1, realizing the braking of the brake disc 40. Among them, the balance lever 52 can linearly move relative to the wheel end caliper 1 along the second direction Y, and an elastic resetting member 7 is connected between the balance lever 52 and the wheel end caliper 1. When the braking mechanism 10 is in the braking state and drives the balance lever 52 to linearly move relative to the wheel end caliper 1, the elastic resetting member 7 has an elastic potential energy for driving the balance lever 52 to reset.

[0061] It should be noted that the flexible transmission mechanism 30 and the braking mechanism 10 are fixedly connected through the first connection end 33 and the first connection assembly 5. Among them, the first connection end 33 can be fixedly connected to the angle bar 51, and the first connection end 33 can be hingedly fixed to the first connection column 511 of the angle bar 51. In this application, no special limitation is imposed on the shape of the first connection end 33. Therefore, the shape of the first connection column 511 should match the shape of the first connection end 33 to achieve the purpose of connection and fixation. Correspondingly, the shape of the first connection column 511 can be a square column, a hinge column, a connection hole, etc., and this application does not make special limitations on this.

[0062] It should also be noted that the anti-compression housing 31 of the flexible transmission mechanism 30 can be fixed to the side plate 11 of the wheel end caliper 1 through the first fixing member 331, so that the cable core 32 drives the angle bar 51 along the first direction X in the first fixing chute 111, thereby driving the crankshaft unit 4 to brake the vehicle by the braking unit 6. In this application, no special limitation is imposed on the fixing method between the first fixing member 331 and the side plate 11. The first fixing member 331 and the side plate 11 can be fixed by screws and screw holes, or can be fixed by welding or other methods, and this application does not make special limitations on this.

[0063] It should also be noted that this application does not make any limitations on the materials and physical objects of the components in the braking mechanism 10. For example, the elastic reset member 7 can be an elastic reset member such as a spring, and this application does not make special limitations on this.

[0064] Figure 3 It is a connection and structure schematic diagram of the driving mechanism of an electromechanical braking device provided by an embodiment of this application. Figure 4 It is a connection and structure schematic diagram of the second connection assembly of an electromechanical braking device provided by an embodiment of this application.

[0065] The driving mechanism 20 specifically includes a motor 21, a reducer 22, and a second connection assembly 23. When the driving mechanism 20 is applied, it can be fixed to the corresponding wheel chassis of the vehicle through the fixed caliper 50, fixed at a position close to the wheel, and kept relatively fixed with the wheel chassis. The motor 21 and the reducer 22 are coaxially fixed. Based on the power output mode of the motor 21, the second connection assembly 23 can convert the rotational motion output by the motor 21 through the reducer 22 into a linear motion.

[0066] In the embodiment of this application, the rotation center of the rotational motion output by the motor 21 through the reducer 22 is parallel to the second direction Y, and the second connection assembly 23 can convert this rotational motion into a linear motion parallel to the first direction X. The second connection assembly 23 can be Figure 3 and Figure 4The transmission gear 231 and the transmission rack 232 shown in [Figure 0] mean that the second connection assembly 23 includes the transmission gear 231 and the transmission rack 232. The transmission gear 231 is coaxially fixed to the output shaft of the speed reducer 22, so that the transmission gear 231 can rotate coaxially with the speed reducer 22. The rotation center of the transmission gear 231 is parallel to the second direction Y. The transmission gear 231 is provided with teeth in the circumferential direction, and the transmission rack 232 is provided with teeth in the linear direction. The teeth of the transmission gear 231 mesh with the teeth of the transmission rack 232. When the transmission gear 231 rotates with the speed reducer 22, the transmission rack 232 moves linearly in the direction parallel to the first direction X. The transmission rack 232 is fixed in the second fixed chute 501 of the fixed caliper 50, and the transmission rack 232 can move linearly in the second fixed chute 501 in the first direction X. A second connection post 2321 is provided on the transmission rack 232. The second connection post 2321 is used to connect the flexible transmission mechanism 30, and the second connection post 2321 can be fixedly connected to the second connection end 34. The anti-compression housing 31 of the flexible transmission mechanism 30 is fixed to the side extension plate 502 of the fixed caliper 50, and the flexible transmission mechanism 30 and the fixed caliper 50 are fixedly connected through the second fixing member 341 and the side extension plate 502.

[0067] When a braking instruction is received, the motor 21 generates a rotational motion. This rotational motion is decelerated and torque-increased by the speed reducer 22. The coaxially fixed transmission gear 231 rotates coaxially with the speed reducer 22. The transmission gear 231 pulls the transmission rack 232, and the transmission rack 232 pulls the cable core 32 of the flexible transmission mechanism 30, causing relative movement between the cable core 32 and the anti-compression housing 31, thereby generating a tensile force on the flexible transmission mechanism 30. This tensile force pulls the first connection assembly of the braking mechanism 10 to drive the two braking units 6 to brake.

[0068] It should be noted that this application does not make any limitations on the fixing method of the driving mechanism 20, the fixed connection method between the driving mechanism 20 and the fixed caliper 50, and the fixed connection method between the fixed caliper 50 and the corresponding wheel chassis. For example, fixing methods such as gear fixing, hinged fixing, and welding fixing can be used, and this application does not make special limitations on this.

[0069] It should also be noted that the anti-compression housing 31 of the flexible transmission mechanism 30 can be fixed to the side extension plate 502 of the fixed caliper 50 through the second fixing member 341. The transmission rack 232 in the second fixing chute 501 converts the braking force in the rotational direction into the braking force in the first direction X, driving a relative movement between the driving cable core 32 and the anti-compression housing 31, thereby driving the braking mechanism 10 to brake the vehicle. Herein, no special limitation is imposed on the fixing manner between the second fixing member 341 and the side extension plate 502. The second fixing member 341 and the side extension plate 502 can be fixed through screws and screw holes, or can be fixed by welding or other means, and this application does not make special limitations thereon.

[0070] It should also be noted that this application does not impose any limitation on the fixed position of the driving mechanism 20 on the vehicle chassis. The driving mechanism 20 is fixed to the vehicle chassis through the fixed caliper 50. The driving mechanism 20 can be fixed to the vehicle chassis along the vehicle body direction through the fixed caliper 50; the driving mechanism 20 can also be fixed to the vehicle chassis perpendicular to the vehicle body direction through the fixed caliper 50; the driving mechanism 20 can also be fixed to the vehicle chassis at a certain angle with the vehicle body direction through the fixed caliper 50, and this application does not make special limitations thereon.

[0071] It should also be noted that this application does not impose any limitation on the wheels braked by the driving mechanism 20. Figure 3 The "Front Right, FR" mark on the fixed caliper 50 only represents a schematic diagram of a situation in the embodiments of this application, and does not impose any limitation on the usage scenarios and fixed positions defined by this application.

[0072] It should also be noted that this application does not make specific limitations on the tooth dimensions and quantities of the transmission gear 231 and the transmission rack 232 in the second connection assembly 23. Figure 3 and Figure 4 The teeth shown are all schematic diagrams, and this application does not make special limitations thereon.

[0073] It should also be noted that this application does not make special limitations on the shape of the second connection column 2321. Since this application does not make special limitations on the shape of the second connection end 34, the shape of the second connection column 2321 should match the shape of the second connection end 34 to achieve the purpose of connection and fixation. Correspondingly, the shape of the second connection column 2321 can be a square column, a hinged column, a connection hole, etc., and this application does not make special limitations thereon.

[0074] Figure 5It is a schematic diagram of the mechanism connection of an electro-mechanical braking device provided by an embodiment of the present application. The first connection assembly 5 in the embodiment of the present application specifically includes an angle bar 51 and a balance bar 52, and the second connection assembly 23 specifically includes a transmission rack 232 and a transmission gear 231. The rotational motion output by the motor 21 is decelerated and torque-increased by the speed reducer 22, and the rotational motion is converted into a linear motion through the second connection assembly 23. The driving mechanism 20 and the flexible transmission mechanism 30 are connected through the second connection end 34, and the flexible transmission mechanism 30 and the braking mechanism 10 are connected through the first connection end 33. In the braking state, after receiving the braking instruction, the driving mechanism 20 pulls the cable core 32, causing relative movement between the cable core 32 and the anti-compression housing 31, so that the entire flexible transmission mechanism 30 generates a pulling force. The flexible transmission mechanism pulls the angle bar 51, and drives the two crankshaft units 4 through the balance bar 52, so that the two crankshaft units 4 rotate and drive the two braking units 6 to clamp the brake disc 40, thereby achieving the braking effect.

[0075] Figure 6 It is an exploded view of the braking mechanism of an electro-mechanical braking device provided by an embodiment of the present application. In the braking state, the flexible transmission mechanism 30 transmits the braking force to the braking mechanism 10, and the flexible transmission mechanism 30 drives the two crankshaft units 4 to rotate by pulling the angle bar 51 and the balance bar 52. The angle bar 51 is subjected to the pulling force of the flexible transmission mechanism 30, and a linear motion parallel to the first direction X is generated at the end of the first connection column 511; a linear motion parallel to the second direction Y is generated at the fixed end of the angle bar 51 and the balance bar 52. Each connecting arm of the balance bar 52 is respectively hinged to the first crankshaft unit 41 and the second crankshaft unit 42. The first crankshaft unit 41 includes a first transmission arm 411, a first rotating shaft 412, and a first cam 413. The first rotating shaft 412 can rotate around its own axis, and the axis direction of the first rotating shaft 412 coincides with the above-mentioned first axis direction L1. One end of the first transmission arm 411 is fixed to the first rotating shaft 412, and the other end is rotationally matched with the balance bar 52. The first cam 413 is coaxially fixed to the first rotating shaft 412, so that the first cam 413 can rotate around the first axis direction L1 together with the first rotating shaft 412. The second crankshaft unit 42 includes a second transmission arm 421, a second rotating shaft 422, and a second cam 423. The second rotating shaft 422 can rotate around its own axis, and the axis direction of the second rotating shaft 422 coincides with the above-mentioned first axis direction L1. One end of the second transmission arm 421 is fixed to the second rotating shaft 422, and the other end is rotationally matched with the balance bar 52. The second cam 423 is coaxially fixed to the second rotating shaft 422, so that the second cam 423 can rotate around the first axis direction L1 together with the second rotating shaft 422.

[0076] The balance bar 52 can also rotate relative to the wheel end caliper 1 about the second axis direction L2, and the second axis direction L2 is parallel to the third direction Z. The second axis direction L2 is parallel to the first axis direction L1. It should be understood that during the movement of the first connection assembly 5, the position of the first axis direction L1 relative to the wheel end caliper 1 remains fixed, while the second axis direction L2 can vary relative to the wheel end caliper 1.

[0077] In the braking state, the two crankshaft units 4 rotate and drive the two braking units 6 to clamp the brake disc 40. It should be understood that the first crankshaft unit 41 drives the first braking unit 61, and the second crankshaft unit 42 drives the second braking unit 62. The braking gap between the first braking unit 61 and the second braking unit 62 allows a part of the brake disc 40 to extend therein, and the first braking unit 61 and the second braking unit 62 are arranged along the first direction X and the first braking unit 61 and the second braking unit 62 can approach each other along the first direction X to clamp the brake disc 40. Here, the first direction X is perpendicular to the two surfaces e of the brake disc 40 (only one surface e is shown here due to the viewing angle limitation). The two surfaces e face the first braking unit 61 and the second braking unit 62 respectively, and each surface e is parallel to the second direction Y and the third direction Z. When the two braking units 6 clamp the brake disc 40, the two braking units 6 contact the two surfaces e of the brake disc 40 in a one-to-one correspondence.

[0078] In the embodiment of the present application, the first cam 413 and the second cam 423 are configured to contact the first brake unit 61 and the second brake unit 62, respectively. The first brake unit 61 comprises a first gain bridge 611 and a first friction plate 612, while the second brake unit 62 comprises a second gain bridge 621 and a second friction plate 622. The first brake unit 61 and the second brake unit 62 are arranged along a first direction X, with a braking gap formed between them. This braking gap allows a portion of the brake disc 40 to extend into. For each brake unit 6, the first friction plate 612 is disposed on the side of the first gain bridge 611 facing the braking gap, and the second friction plate 622 is disposed on the side of the second gain bridge 621 facing the braking gap, thereby forming the aforementioned braking gap between the first friction plate 612 and the second friction plate 622. Two contact areas Q are formed on the side of the first gain bridge 611 facing away from the first friction plate 612, and on the side of the second gain bridge 621 facing away from the second friction plate 622. These contact areas Q are respectively configured to contact the edges of the first cam 413 and the second cam 423 of the two crankshaft units 4. In other words, in a pair of corresponding crankshaft units 4 and brake units 6, the first cam 413 of the first crankshaft unit 41 is located on the side of the first gain bridge 611 facing away from the brake gap, and the second cam 423 of the second crankshaft unit 42 is located on the side of the second gain bridge 621 facing away from the brake gap. As a result, when the crankshaft units 4 rotate, the first cam 413 and the second cam 423 can respectively drive the first gain bridge 611 and the first friction plate 612, and the second gain bridge 621 and the second friction plate 622, to move toward the brake gap. When the two crankshaft units 4 rotate simultaneously and drive the first gain bridge 611 and the first friction plate 612 as well as the second gain bridge 621 and the second friction plate 622 to move toward the braking gap, the first friction plate 612 and the second friction plate 622 approach each other.

[0079] The wheel-end caliper 1 has a frame structure and includes two side plates 11 (only one side plate 11 is shown here due to the viewing angle limitation). A top plate 12 and a front plate 13 are connected between the two side plates 11. The space between the two side plates 11 can be used to install the above two braking units 6. Two mounting holes 121 are provided on the top plate 12, and the two mounting holes 121 respectively correspond to the two crankshaft units 4. The first crankshaft unit 41 can pass through the corresponding mounting hole 121 and enter the interior of the wheel-end caliper 1, so that the first cam 413 of the first crankshaft unit 41 can abut against the contact area Q on the first braking unit 61 located inside the wheel-end caliper 1. The second crankshaft unit 42 can pass through the corresponding mounting hole 121 and enter the interior of the wheel-end caliper 1, so that the second cam 423 of the second crankshaft unit 42 can abut against the contact area Q on the second braking unit 62 located inside the wheel-end caliper 1. A first fixed sliding groove 111 is provided on the top plate 12. The first fixed sliding groove 111 extends along the first direction X and cooperates with the side plate 11 to fix the flexible transmission mechanism 30. The first connecting column 511 end of the angle bar 51 is driven by the flexible transmission mechanism 30 and can slide along the first direction X in the first fixed sliding groove 111. A sliding groove 122 and a rotating shaft 123 are also provided between the two mounting holes 121. The sliding groove 122 extends along the second direction Y, and the balance bar 52 can be inserted into the sliding groove 122. The balance bar 52 can slide along the second direction Y in the sliding groove 122 and can also rotate around its own axis in the sliding groove 122. The rotating shaft 123 is used to cooperate with the angle bar 51. The angle bar 51 is sleeved on the rotating shaft 123, so that the angle bar 51 can rotate around the rotating shaft 123.

[0080] Taking the wheel-end caliper 1 as a reference, such an arrangement can save space and facilitate the installation and layout of the entire braking mechanism 10. The angle lever 51 is hinged to the rotating shaft 123 on the wheel-end caliper 1. In the braking state, the flexible transmission mechanism 30 can drive the angle lever 51 to rotate. The balance lever 52 is fixed in the sliding groove 122 on the wheel-end caliper 1 by being hinged to the angle lever 51, and can rotate around the second axis direction L2 in the sliding groove 122, and can also move linearly in the sliding groove 122 along the second direction. The angle lever 51 drives the balance lever 52 to move relative to the wheel-end caliper 1 along the second direction Y through hinging. The movement of the balance lever 52 relative to the wheel-end caliper 1 will store elastic potential energy in the elastic reset member 7, so that the elastic reset member 7 can drive the balance lever 52 to reset when the driving mechanism 20 stops driving. The movement of the balance lever 52 can drive the two crankshaft units 4 to rotate around their corresponding first axis directions L1 respectively. The first crankshaft unit 41 and the second crankshaft unit 42 rotate around their corresponding first axis directions L1, driving the first cam 413 and the second cam 423 to perform a rotary motion around the first axis direction L1. The rotation of the first cam 413 and the second cam 423 pushes the contact surfaces Q on the first gain bridge 611 of the first braking unit 61 and the second gain bridge 621 of the second braking unit 62 to generate a linear motion along the first direction X through their outer contours. For the two braking units 6, the two braking units 6 will be driven to perform an action of approaching each other, so that the first friction plate 612 and the second friction plate 622 can clamp the brake disc 40 to exert a braking effect.

[0081] The flexible transmission mechanism 30 drives the angle lever 51 to rotate around the rotating shaft 123, and the rotation of the angle lever 51 drives the balance lever 52 to move linearly along the second direction Y. The linear movement of the balance lever 52 along the second direction Y can drive the first transmission arm 411 of the first crankshaft unit 41 and the second transmission arm 421 of the second crankshaft unit 42 to rotate around the corresponding first axis direction L1, and at the same time the first rotating shaft 412 and the second rotating shaft 422 as well as the first cam 413 and the second cam 423 rotate around the corresponding first axis direction L1. Among them, the transmission distances between the two crankshaft units 4 and the balance lever 52 are equal. Thus, the balance lever 52 can evenly distribute the power to the two crankshaft units 4. Here, the balance lever 52 can also rotate around the second axis direction L2, so that the balance lever 52 can adjust the rotation angles of the two crankshaft units 4.

[0082] In summary, in the electromechanical braking device provided by the present application, the braking mechanism 10 and the driving mechanism 20 can be respectively fixed to two parts of the vehicle, which can reduce the occupation of the wheel end space, solve the space limitation for the installation of the electromechanical braking device, not only reduce the influence on the working space of other components, but also improve the overall vehicle layout. The driving mechanism 20 is fixedly installed on the chassis corresponding to the wheel, and the driving mechanism 20 belongs to the unsprung mass of the vehicle. Compared with the prior art in which the driving mechanism and the braking mechanism in the electromechanical braking device are integrally installed at the wheel end, the driving mechanism provided by the present application can reduce the unsprung mass of the vehicle, reduce the wheel lift time of the vehicle on bumpy roads, improve the shock absorption performance and handling performance of the vehicle, and improve the driving safety performance of the vehicle.

[0083] Among them, the braking mechanism 10 provided by the embodiment of the present application has a more stable and reliable structure. The entire braking power transmission chain structure is also relatively simple, and the power can be evenly distributed to the two braking units 6 to prevent the brake disc 40 from being worn and the wheel end caliper 1 from being fatigued and damaged. The braking mechanism 10 uses a pure mechanical method for braking, and can still achieve the braking effect in case of system electrical failure.

[0084] It should be noted that the present application does not make any limitation on the name of the wheel end caliper 1. For example, in the prior art, some are called wheel end calipers, fixed calipers, brake calipers, etc., and the present application does not make any special limitation on this.

[0085] It should also be noted that the drawings in the embodiments of the present application do not fully show the connection manners and mechanical components among the various functional mechanisms and functional parts in the embodiments of the present application. For example, the connections between the components may also include shaft holes, connection columns, hinge holes, hinge shafts, elastic resetting parts, etc. For example, the hinge between the angle rod 51 and the balance rod 52 can be achieved by machining a hinge hole on the angle rod 51, and the angle rod 51 and the balance rod 52 are hinged through a hinge shaft. Again, for example, the two braking units 6 can be connected through an elastic resetting part to provide a stable return force for the two braking units 6. The present application does not make any special limitation on this.

[0086] Furthermore, it should be noted that the wheel position to which the electromechanical braking device defined by the present application is applied is not limited, and the vehicle type is not limited. The front right wheel (FR) and rear right wheel (RR) marked in the drawings are only for indicating the directions of the device structure schematic diagrams in the drawings. For example, the electromechanical braking device defined by the present application can also be applied to the rear left wheel (RL), front left wheel (FL), etc., and can also be applied to the braking scenarios of vehicles such as cars, trucks, bicycles, motorcycles, etc. The present application does not make any specific limitation on this.

[0087] Combined with Figures 2 - 6As shown in the figure, an embodiment of the present application further provides a braking mechanism 10 for an electro-mechanical braking device. The braking mechanism 10 is used to drive the brake disc 40 of the vehicle. The braking mechanism 10 is used to fixedly connect a part of the vehicle and drive the mechanism 20 fixedly connected to another part spaced apart from a part of the vehicle through a sheathed steel cable. The braking mechanism 10 includes a wheel-end caliper 1, a braking unit 6, and a first connection assembly 5.

[0088] Among them, the wheel-end caliper 1 is used to fixedly connect the braking mechanism 10 and a part of the vehicle. The wheel-end caliper 1 includes a first fixed chute 111. The first fixed chute 111 is used to fix the anti-compression outer shell 31 of the sheathed steel cable. The first connection assembly 5 is used to drive and connect the first connection end 33 of the steel cable and the braking unit 6. The braking unit 6 is used to drive the brake disc 40.

[0089] Exemplarily, the braking mechanism 10 is fixed at the wheel end of the wheel. The driving mechanism 20 is fixed on the wheel chassis corresponding to the vehicle wheel, maintaining relative fixation with the chassis, and is used to receive a braking instruction to provide braking force. In the electro-mechanical braking device provided by the embodiment of the present application, the driving mechanism 20 is fixedly installed on the chassis corresponding to the wheel, and the driving mechanism 20 belongs to the unsprung mass of the vehicle. Compared with the prior art in which the driving mechanism and the braking mechanism of the electro-mechanical braking device are integrally installed at the wheel end, the driving mechanism provided by the present application can reduce the unsprung mass of the vehicle, reduce the wheel hang time of the vehicle on a bumpy road surface, improve the shock absorption performance and handling performance of the vehicle, and improve the driving safety performance of the vehicle.

[0090] Combined with Figures 2 - 6 As shown in the figure, an embodiment of the present application further provides a driving mechanism 20 for an electro-mechanical braking device. The driving mechanism 20 is used to drive the braking mechanism 10 of the vehicle. The driving mechanism 20 is used to drive and connect the braking mechanism 10 fixedly connected to a part of the vehicle through a sheathed steel cable. The driving mechanism 20 includes a fixed caliper 50, a motor 21, a reducer 22, and a second connection assembly 23.

[0091] Among them, the fixed caliper 50 is used to fixedly connect the driving mechanism 20 and another part spaced apart from a part of the vehicle. The fixed caliper 50 includes a side extension plate 502. The side extension plate 502 is used to fix the anti-compression outer shell 31 of the sheathed steel cable. The motor 21 outputs braking force to the second connection assembly 23 through the reducer 22. The second connection assembly 23 is used to drive and connect the second connection end 34 of the steel cable.

[0092] Exemplarily, the braking mechanism 10 is fixed at the wheel end. The driving mechanism 20 is fixed on the wheel chassis corresponding to the vehicle wheel, maintaining relative fixation with the chassis, and is used to receive a braking instruction to provide braking force. Compared with the prior art where the driving mechanism and the braking mechanism in an electro-mechanical braking device are integrally installed at the wheel end, the braking mechanism 10 provided in this application receives the braking force provided by the driving motor through a steel cable with a shell, can be separately fixed at the wheel end of the vehicle, thereby reducing the occupation of the wheel end space, not only reducing the influence on the working space of other components, but also improving the overall vehicle layout.

[0093] An embodiment of this application also provides a vehicle, which includes a chassis, a wheel, and the electro-mechanical braking device described in the above embodiment.

[0094] Figure 7 It is a schematic structural diagram of a vehicle provided by an embodiment of this application. The vehicle body 500 of this vehicle is loaded with the above electro-mechanical braking device. Among them, the braking mechanism 10 can be installed on the vehicle hub 600, and the driving mechanism 20 can be installed on the chassis 700 corresponding to the vehicle wheel. The driving mechanism 20 and the braking mechanism 10 are connected by a flexible transmission mechanism 30 for force transmission. Specifically, the brake disc 40 is connected to the hub 600, and the braking mechanism 10 is fixed to the vehicle body 500 through the wheel end caliper 1. When the vehicle is in a braking state, the braking mechanism 10 is driven so that the two braking units 6 clamp the brake disc 40, and the brake disc 40 can then brake the hub 600 to achieve the purpose of braking and parking. When this vehicle brakes, it can achieve all the beneficial effects of the above electro-mechanical braking device.

[0095] Figure 7 It is a schematic structural diagram of a vehicle provided by an embodiment of this application. This vehicle can include the above electro-mechanical braking device. Exemplarily, this vehicle can include road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or entertainment equipment, etc. For example, this vehicle is a vehicle in a broad sense and can be a transportation vehicle (such as commercial vehicles, passenger vehicles, motorcycles, flying vehicles, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawn mowers, harvesters, etc.), amusement equipment, toy vehicles, etc. The embodiment of this application does not make specific limitations on the type of vehicle.

[0096] It should be noted that Figures 1 to 7 It is only a schematic explanatory diagram for facilitating the understanding of the embodiments of this application and does not form a special limitation on this application.

[0097] As described above, it is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of changes or substitutions, which should all be covered within the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims described above.

Claims

1. An electro-mechanical braking device, characterized in that, Applied to a vehicle, the electronic mechanical braking device comprises a braking mechanism (10), a driving mechanism (20) and a flexible transmission mechanism (30). The braking mechanism (10) and the driving mechanism (20) are respectively used to fixedly connect two spaced-apart parts of the vehicle. The flexible transmission mechanism (30) is transmission-connected to the driving mechanism (20) and the braking mechanism (10). The flexible transmission mechanism (30) is used to receive the braking force generated by the driving mechanism (20) and drive the braking mechanism (10). The flexible transmission mechanism (30) comprises a cable core (32) and an anti-compression shell (31), wherein the anti-compression shell (31) covers the cable core (32). When the cable core (32) is pulled by the braking force generated by the driving mechanism (20) and moves relative to the anti-compression housing (31), the flexible transmission mechanism (30) generates a pulling force and transmits the pulling force to the braking mechanism (10) to brake the wheel.

2. The electromechanical brake device according to claim 1, wherein: One end of the cable core (32) is provided with a first connecting end (33), and the other end of the cable core (32) is provided with a second connecting end (34); One end of the anti-compression shell (31) is provided with a first fixing component (331), and the other end of the anti-compression shell (31) is provided with a second fixing component (341); The cable core (32) is hinged to the braking mechanism (10) via the first connecting end (33), and is hinged to the driving mechanism (20) via the second connecting end (34); The anti-compression housing (31) is fixed to the braking mechanism (10) via the first fixing component (331); and is fixed to the driving mechanism (20) via the second fixing component (341).

3. The electromechanical braking device according to claim 2, characterized in that, The braking mechanism (10) comprises: A wheel end caliper (1), disposed at the wheel end and used for fixedly mounting the brake mechanism (10) and the anti-compression housing (31); A brake unit (6) is disposed in the wheel-end caliper (1) and is used to drive a brake disc (40) to brake the wheel; A first connecting assembly (5) is provided on the top plate (12) of the wheel-end caliper (1), and is used for transmission connection to the flexible transmission mechanism (30) and for transmitting the braking force to the brake unit (6); The anti-compression housing (31) is fixed to the side plate (11) of the wheel-end caliper (1) via the first fixing component (331).

4. The electromechanical braking device according to claim 3, characterized in that, The braking unit (6) comprises a first braking unit (61) and a second braking unit (62). The first brake unit (61) and the second brake unit (62) are arranged along a first direction and are slidably mounted in the wheel end caliper (1). A braking gap is formed between the first braking unit (61) and the second braking unit (62) for the brake disc (40) to extend into, and the first direction is parallel to the axis direction of the brake disc (40).

5. The electromechanical braking device according to claim 3, wherein, The first connecting component (5) comprises: The balance bar (52) is arranged on the top plate (12) of the wheel end caliper (1). The balance bar (52) can move along a second direction perpendicular to the first direction. An elastic reset member (7) is arranged between the balance bar (52) and the wheel end caliper (1). The angle bar (51) is arranged on the top plate (12) of the wheel end caliper (1). The angle bar (51) can rotate around the rotating shaft (123) of the wheel end caliper (1). A first connecting column (511) is provided at one end of the angle bar (51), and the other end of the angle bar (51) is hinged to the balance bar (52). Wherein, the first connecting column (511) is hinged to the first connecting end (33), and the height of the first connecting column (511) does not exceed the upper edge of the wheel end caliper (1).

6. The electromechanical braking device according to claim 4, wherein The braking mechanism (10) further includes a crankshaft unit (4) for driving the braking unit (6) to brake the wheel. Wherein, the crankshaft unit (4) is hinged to the first connecting assembly (5), is rotatably installed in the wheel end caliper (1) along the first direction, and the crankshaft unit (4) is located on the side of the braking unit (6) away from the braking gap.

7. The electromechanical braking device according to any one of claims 2 to 5, characterized in that, The driving mechanism (20) includes:[[]] A fixed caliper (50) is arranged on the chassis and is used for fixedly installing the driving mechanism (20) and the anti-compression housing (31). A motor (21) is arranged on the side surface of the fixed caliper (50) and is used for receiving a braking instruction and generating a rotational motion. A speed reducer (22) is coaxially connected to the motor (21) and is used for decelerating and increasing the torque of the rotational motion generated by the motor (21). A second connecting assembly (23) is arranged in the fixed caliper (50), is coaxially connected to the speed reducer (22), is used for drivingly connecting the flexible transmission mechanism (30), and converting the braking force generated by the rotational motion of the motor (21) into a linear direction. Wherein, the anti-compression housing (31) is fixed to the side extension plate (502) of the fixed caliper (50) through the second fixing member (341).

8. The electromechanical braking device according to claim 7, wherein, The second connecting assembly (23) includes:[[]] A transmission gear (231) is arranged in the fixed caliper (50). The transmission gear (231) is coaxially connected to the speed reducer (22) and fixes the speed reducer (22) outside the fixed caliper (50). A transmission rack (232) is arranged in the second fixed sliding groove (501) of the fixed caliper (50). The transmission rack (232) can move along the first direction and meshes with the transmission gear (231). Wherein, the transmission rack (232) is provided with a second connecting column (2321). The second connecting column (2321) is hinged to the second connecting end (34), and the height of the second connecting column (2321) does not exceed the upper edge of the fixed caliper (50).

9. The electromechanical braking device according to any one of claims 2 to 5, characterized in that, The flexible transmission mechanism (30) is a steel cable with a shell, the cable core (32) is a steel cable, and the driving mechanism (20) is used to drive the relative movement of the steel cable and the anti-compression shell (31) so that the steel cable with a shell drives the braking mechanism (10).

10. A braking mechanism (10) for an electromechanical braking device, the braking mechanism (10) being used to drive a brake disc (40) of a vehicle, characterized in that, The braking mechanism (10) is used to fixedly connect a part of the vehicle and is connected by a steel cable with a shell to a driving mechanism (20) fixedly connected to another part of the vehicle spaced from the one part. The braking mechanism (10) includes a wheel-end caliper (1), a braking unit (6), and a first connection assembly (5), where: The wheel-end caliper (1) is used to fixedly connect the braking mechanism (10) and a part of the vehicle. The wheel-end caliper (1) includes a first fixed sliding groove (111), and the first fixed sliding groove (111) is used to fix the anti-compression shell (31) of the steel cable with a shell; The first connection assembly (5) is used to transmit and connect the first connection end (33) of the steel cable and the braking unit (6); The braking unit (6) is used to drive the brake disc (40).

11. A drive mechanism (20) for an electromechanical braking device, the drive mechanism (20) being used to drive a braking mechanism (10) of a vehicle, characterized in that, The driving mechanism (20) is used to be connected by a steel cable with a shell to the braking mechanism (10) fixedly connected to a part of the vehicle. The driving mechanism (20) includes a fixed caliper (50), a motor (21), a reducer (22), and a second connection assembly (23), where: The fixed caliper (50) is used to fixedly connect the driving mechanism (20) and another part of the vehicle spaced from the one part. The fixed caliper (50) includes a side extension plate (502), and the side extension plate (502) is used to fix the anti-compression shell (31) of the steel cable with a shell; The motor (21) outputs a braking force to the second connection assembly (23) through the reducer (22); The second connection assembly (23) is used to transmit and connect the second connection end (34) of the steel cable.

12. A vehicle, characterized in that, An electro-mechanical braking device including a chassis, wheels, and any one of claims 1 to 9, where the driving mechanism (20) is used to fixedly connect the chassis, the braking mechanism (10) is used to fixedly connect to the wheel end of the wheel, and the distance between the driving mechanism (20) and the braking mechanism (10) is less than or equal to the length of the flexible transmission mechanism (30).

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