A bidirectional distributed electronic mechanical brake actuator based on universal transmission and rack and pinion

Abstract

The application provides a bidirectional distributed electronic mechanical brake actuator based on universal transmission and gear rack, which is mainly composed of a motor, a transmission system shell, a ball cage universal joint, a shell, a left brake caliper rack pull rod, a left brake caliper, a retainer and a right brake caliper; when braking, the motor shaft rotates, drives the first gear shaft, the ball cage universal joint and the second gear shaft to rotate through bevel gears, drives the third gear shaft to rotate through the bevel gears, thereby drives the gear to rotate, the rack converts the rotary motion of the gear into linear motion, drives the left brake caliper to move along the left brake caliper guide groove, and drives the left brake pad to press against the brake disc through the left brake caliper; at the same time, the rack drives the right brake caliper to move along the right brake caliper shaft guide groove, and drives the right brake pad to press against the brake disc through the right brake caliper; thereby exerts the braking force on the wheel, and the size of the braking force can be adjusted by adjusting the motor torque; the motor is arranged on the vehicle body, which can effectively reduce the unsprung mass.

Description

Technical Field

[0001] This invention belongs to the field of automotive braking technology, specifically relating to a bidirectional distributed electromechanical brake actuator based on universal joint transmission and gear rack. Background Technology

[0002] With the electrification and intelligentization of automobiles, the steer-by-wire system of automobile chassis has become a future trend, and electromechanical braking systems are an important development direction for steer-by-wire systems. As described in the literature "Integration Research on Braking System of Pure Electric Truck" (Nie Mengwen. Integration Research on Braking System of Pure Electric Truck [D]. Zibo: Shandong University of Technology, 2022), compared with traditional braking systems, electromechanical braking systems have higher transmission efficiency, faster response, and more reliable operation, and can meet the mechanical braking torque requirements of decoupled braking energy recovery systems. Therefore, research on electromechanical braking systems is of great significance for improving the braking performance, handling stability, and economy of the vehicle, as well as promoting the development of steer-by-wire systems for automobile chassis.

[0003] Currently, although my country has made some progress in the research of electromechanical brake actuators, further research has revealed that existing electromechanical brake actuators still have some problems. For example, the scheme proposed in "A Bidirectional Force-Increasing Electromechanical Brake Actuator Based on Double-Sided Eccentric Wheels and Worm Gears" (Yang Kun, Wang Jie, Nie Mengwen, et al. A Bidirectional Force-Increasing Electromechanical Brake Actuator Based on Double-Sided Eccentric Wheels and Worm Gears [P]. ZL202111066966.1) has two main problems: First, although the above scheme reduces the mass of the electromechanical brake actuator to a certain extent, the unsprung mass is still relatively large, affecting the ride comfort and handling stability of the vehicle; second, the above scheme requires a large installation space, otherwise it is easy to interfere with other components. Therefore, how to effectively reduce the unsprung mass and the required installation space while meeting the braking requirements of the whole vehicle has become an important development direction.

[0004] To address the aforementioned issues, this invention, based on previous research, proposes a novel electromechanical brake actuator that mounts the motor on the vehicle body and transmits power via a universal joint. This electromechanical brake actuator effectively reduces unsprung mass and wheel installation space, significantly improving ride comfort and handling stability of the vehicle. Summary of the Invention

[0005] This invention provides a bidirectional distributed electromechanical brake actuator based on universal joint and gear rack, characterized in that it mainly consists of a motor, a transmission system housing, a ball cage universal joint, a housing, a left brake caliper rack and pinion rod, a left brake caliper, a cage, and a right brake caliper.

[0006] The motor (1) is a rotary motor. The right end face (A1) of the motor has two motor mounting holes (35). The motor mounting holes (35) are used to mount the motor on the vehicle body and serve to fix the motor. The lower end face (A2) of the motor has four transmission system housing mounting threaded holes (1-1) for mounting the transmission system housing (32) on the motor (1) and serve to fix the transmission system housing.

[0007] The first bevel gear (33) is mounted on the motor shaft (34), and the second bevel gear (31) is mounted on the first gear shaft (27). The first bevel gear (33) meshes with the second bevel gear (31).

[0008] The upper end face (B1) of the transmission system housing is provided with four transmission system housing mounting holes (32-1), and the left end face (B2) of the transmission system housing is provided with a first bearing mounting hole (32-3) and three first bearing end cover mounting threaded holes (32-2). The number of transmission system housing mounting holes (32-1) and the number of transmission system housing mounting threaded holes (1-1) are the same and their positions correspond one-to-one, which serve to fix the transmission system housing. The first bearing mounting hole (32-3) is used to install the first rolling bearing (30), and the first bearing end cover mounting threaded holes (32-2) are used to fix the first bearing end cover (29).

[0009] The first rolling bearing (30) is mounted on the transmission housing (32) via the first bearing end cap (29) and the first bolt (28).

[0010] The left end of the ball cage universal joint (2) is connected to the second gear shaft (3), and the right end is connected to the first gear shaft (27).

[0011] The first left end face (C1) of the housing is provided with a left brake caliper guide groove (13-A-1), the second left end face (C2) of the housing is provided with a left brake caliper shaft hole (13-A-2), and the third left end face (C3) of the housing is provided with a housing mounting hole (13-A-3) and a right brake caliper shaft hole (13-A-4). The left brake caliper guide groove (13-A-1) cooperates with the left brake caliper guide boss (14-1) and plays a guiding role. The number of housing mounting holes (13-A-3) and housing mounting threaded holes (17-1) are the same and their positions correspond one-to-one, which plays a role in fixing the housing.

[0012] The right end face (D1) of the housing is provided with a second bearing mounting hole (13-B-1) and three second bearing end cover mounting threaded holes (13-B-2); the second bearing mounting hole (13-B-1) is used to install the second rolling bearing (6), and the second bearing end cover mounting threaded holes (13-B-2) are used to fix the second bearing end cover (4).

[0013] The upper end face (E1) inside the shell is provided with a first boss (13-E-1), the rear end face (E2) inside the shell is provided with a second boss (13-E-2), the lower end face (E3) inside the shell is provided with a third boss (13-E-3), and the front end face (E4) inside the shell is provided with a fourth boss (13-E-4). The upper end face of the first boss (13-E-1) inside the shell is engaged with the upper end face (E1) inside the shell, and the lower end face is a plane. The second boss (13-E-2) and the fourth boss (13-E-4) inside the shell are both cylindrical bosses.

[0014] The first boss (13-E-1) inside the housing has a left brake caliper shaft guide groove (13-C-1); the second boss (13-E-2) inside the housing has a third bearing seat (13-D-2); the third boss (13-E-3) inside the housing has a right brake caliper shaft guide groove (13-C-3); and the fourth boss (13-E-4) inside the housing has a fourth bearing seat (13-C-2). A left brake caliper limiting block (13-D-1) is located at the left end of the left brake caliper shaft guide groove (13-C-1), and a right brake caliper limiting block (13-D-3) is located at the right end of the right brake caliper shaft guide groove (13-C-3). The left brake caliper shaft guide groove (13-C-1) and the right brake caliper shaft guide groove... (13-C-3) are all semi-circular grooves, and their axes are coplanar with the axis of the left brake caliper shaft hole (13-A-2) and the plane in which they are located is perpendicular to the bottom surface; the third bearing seat (13-D-2) and the fourth bearing seat (13-C-2) are coaxial and are used to install the third rolling bearing (8) and the fourth rolling bearing (26) respectively. The left brake caliper limiting block (13-D-1) is located at the leftmost end of the left brake caliper shaft guide groove (13-C-1), and its function is to limit the stroke of the left brake caliper rack rod (12), thereby limiting the stroke of the left brake caliper (14). The right brake caliper limiting block (13-D-3) is located at the rightmost end of the right brake caliper shaft guide groove (13-C-3), and its function is to limit the stroke of the right brake caliper (20).

[0015] The second rolling bearing (6) is mounted on the housing (13) via the second bearing end cap (4) and the second bolt (5).

[0016] The third bevel gear (10) is mounted on the second gear shaft (3); the fourth bevel gear (11) is mounted on the third gear shaft (25).

[0017] The third rolling bearing (8) is mounted on the third bearing housing (13-D-2), and the rear end of the third gear shaft (25) is mounted on the third rolling bearing (8); the fourth rolling bearing (26) is mounted on the fourth bearing housing (13-C-2), and the front end of the third gear shaft (25) is mounted on the fourth rolling bearing (26); the third gear shaft (25) is coaxial with the third rolling bearing (8) and the fourth rolling bearing (26), and the axis is perpendicular to the front and rear end faces.

[0018] The left brake caliper rack and pinion rod (12) includes a left brake caliper shaft external thread (12-1), a left brake caliper shaft (12-2), a left brake caliper shaft guide boss (12-3), a first spring mounting hole (12-4), and a first rack (12-5); the left brake caliper (14) is mounted on the left brake caliper shaft (12-2) through the left brake caliper shaft external thread (12-1) and the left brake caliper mounting thread hole (14-2). The left brake caliper shaft guide boss (12-3) is a semi-circular boss with the same radius as the left brake caliper shaft guide groove (13-C-1). The first spring mounting hole (12-4) is used to mount the first spring (7). The first rack (12-5) meshes with the gear (9), and the number of its teeth can be increased or decreased according to the actual application.

[0019] The left brake caliper (14) has a symmetrical structure. The right end face (G1) of the left brake caliper is provided with a left brake caliper guide boss (14-1), and the left end face (G2) of the left brake caliper is provided with a cylindrical boss (14-3). The cylindrical boss (14-3) is provided with a left brake caliper mounting threaded hole (14-2). The shape of the left brake caliper guide boss (14-1) is the same as the shape of the left brake caliper guide groove (13-A-1). The left brake caliper mounting threaded hole (14-2) is engaged with the left brake caliper shaft external thread (12-1).

[0020] The cage (17) has a symmetrical structure. The right end face (F1) of the cage is provided with a housing mounting threaded hole (17-1) and a cage mounting hole (17-2). The number of housing mounting threaded holes (17-1) and housing mounting holes (13-A-3) are the same and their positions correspond one-to-one. The cage (17) is mounted on the steering knuckle (22) through the cage mounting hole (17-2).

[0021] The right brake caliper (20) includes a right brake caliper shaft (20-1), a second rack (20-2), a second spring mounting hole (20-3), and a right brake caliper shaft guide boss (20-4). The right brake caliper shaft (20-1) is coaxial with the right brake caliper shaft hole (13-A-4). The second rack (20-2) meshes with the gear (9) and has the same number of teeth as the first rack (12-5). The second spring mounting hole (20-3) is used to install the second spring (36). The right brake caliper shaft guide boss (20-4) is a semi-circular boss with the same radius as the right brake caliper shaft guide groove (13-C-3).

[0022] The first spring (7) is a compression spring, with its left end installed at the first spring mounting hole (12-4) and its right end installed on the housing (13); the second spring (36) is a tension spring, with its left end installed at the second spring mounting hole (20-3) and its right end installed on the housing (13).

[0023] Compared with traditional braking system solutions, this solution can achieve all the functions of traditional braking through a rotary motor and related transmission system, and can also achieve active braking, thus providing a solution for traditional vehicle braking systems, decoupled braking energy recovery in new energy vehicles, and braking systems for intelligent driving vehicles.

[0024] Compared with existing electromechanical brake actuators, this solution places the motor on the vehicle body and transmits power through a universal joint, which can effectively reduce unsprung mass and wheel installation space, and significantly improve the vehicle's ride comfort and handling stability. Attached Figure Description

[0025] Figure 1 This is a three-dimensional assembly drawing of an electromechanical brake actuator.

[0026] Figure 2 This is a three-dimensional structural diagram of the motor.

[0027] Figure 3 This is a three-dimensional structural diagram of the transmission system housing.

[0028] Figure 4 Three-dimensional shell structure Figure 1 .

[0029] Figure 5 Three-dimensional shell structure Figure 2 .

[0030] Figure 6 This is a front view of the casing.

[0031] Figure 7 for Figure 6 A sectional view along line AA.

[0032] Figure 8 Three-dimensional cross-section of the shell Figure 1 .

[0033] Figure 9 Three-dimensional cross-section of the shell Figure 2 .

[0034] Figure 10 This is a three-dimensional structural diagram of the left brake caliper rack and pinion.

[0035] Figure 11 This is a three-dimensional structural diagram of the left brake caliper.

[0036] Figure 12 This is a left view of the left brake caliper.

[0037] Figure 13 Three-dimensional structural diagram of the cage.

[0038] Figure 14 This is a three-dimensional structural diagram of the right brake caliper.

[0039] Figure 15 This is a three-dimensional assembly drawing of the motor and transmission system housing.

[0040] Figure 16 This is a three-dimensional assembly drawing of the first bevel gear, the second bevel gear, and the first rolling bearing.

[0041] Figure 17 This is a three-dimensional assembly drawing of the third bevel gear, the fourth bevel gear, and the second rolling bearing.

[0042] Figure 18 This is a three-dimensional assembly drawing of the third rolling bearing and its housing.

[0043] Figure 19 This is a three-dimensional assembly drawing of the fourth rolling bearing and its housing.

[0044] Figure 20 This is a 3D assembly drawing of the left brake caliper rack and pinion rod and the left brake caliper.

[0045] Figure 21 This is a three-dimensional assembly drawing of the left brake caliper, right brake caliper, and housing.

[0046] Figure 22 This is a three-dimensional assembly drawing of the housing and cage.

[0047] Figure 23 Three-dimensional assembly drawing of the cage and steering knuckle.

[0048] Figure 24 This is a three-dimensional assembly drawing of the housing, cage, and steering knuckle.

[0049] Figure 25 This is a three-dimensional assembly drawing of the left brake pad, right brake pad, left brake caliper, and right brake caliper.

[0050] Figure 26 This is a 3D diagram of an electromechanical brake actuator.

[0051] In the diagram: 1. Motor; 2. Ball cage universal joint; 3. Second gear shaft; 4. Second bearing end cover; 5. Second bolt; 6. Second rolling bearing; 7. First spring; 8. Third rolling bearing; 9. Gear; 10. Third bevel gear; 11. Fourth bevel gear; 12. Left brake caliper rack and pinion rod; 13. Housing; 14. Left brake caliper; 15. Right brake pad; 16. Third bolt; 17. Cage; 18. Left brake pad; 19. Wheel fixing bolt; 20. Right brake caliper; 21. Fourth bolt; 22. Steering knuckle; 23. Brake disc; 24. Fifth bolt; 25. Third gear shaft; 26. Fourth rolling bearing; 27. First gear shaft; 28. First bolt; 29. ​​First bearing end cover; 30. First rolling bearing; 31. Second bevel gear; 32. Transmission housing; 33. First bevel gear; 34. Motor shaft; 35. Motor mounting hole; 36. Second spring; 37. Sixth bolt.

[0052] The detailed meaning of the image is as follows:

[0053] Figure 2 In the middle: A1, right end face of the motor; A2, lower end face of the motor; 1-1, threaded hole for mounting the transmission system housing.

[0054] Figure 3 In the middle: B1, upper end face of the transmission system housing; B2, left end face of the transmission system housing; 32-1, mounting hole of the transmission system housing; 32-2, threaded hole for mounting the first bearing end cover; 32-3, mounting hole of the first bearing.

[0055] Figure 4-9 C1, First left end face of housing; C2, Second left end face of housing; C3, Third left end face of housing; 13-A-1, Left brake caliper guide groove; 13-A-2, Left brake caliper shaft hole; 13-A-3, Housing mounting hole; 13-A-4, Right brake caliper shaft hole; D1, Right end face of housing; 13-B-1, Second bearing mounting hole; 13-B-2, Second bearing end cap mounting threaded hole; E1, Upper end face of housing interior; E2, Rear end face of housing interior; E3, Lower end face of housing interior. E4, front end face inside the housing; 13-E-1, first boss inside the housing; 13-E-2, second boss inside the housing; 13-E-3, third boss inside the housing; 13-E-4, fourth boss inside the housing; 13-C-1, guide groove for the left brake caliper shaft; 13-C-2, fourth bearing seat; 13-C-3, guide groove for the right brake caliper shaft; 13-D-1, left brake caliper limiting block; 13-D-2, third bearing seat; 13-D-3, right brake caliper limiting block.

[0056] Figure 10In the middle: 12-1, external thread of the left brake caliper shaft; 12-2, left brake caliper shaft; 12-3, guide boss of the left brake caliper shaft; 12-4, first spring mounting hole; 12-5, first rack.

[0057] Figure 11-12 In the middle: G1, right end face of left brake caliper; G2, left end face of left brake caliper; 14-1, guide boss of left brake caliper; 14-2, mounting threaded hole of left brake caliper; 14-3, cylindrical boss.

[0058] Figure 13 In the middle: F1, right end face of the cage; 17-1, housing mounting threaded hole; 17-2, cage mounting hole.

[0059] Figure 14 Middle: 20-1, right brake caliper shaft; 20-2, second rack; 20-3, second spring mounting hole; 20-4, right brake caliper shaft guide boss. Detailed Implementation

[0060] This invention provides a bidirectional distributed electromechanical brake actuator based on universal joint transmission and gear rack. To make the technical solution and effects of this invention clearer and more explicit, the invention is further described in detail with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are only for explaining this invention and are not intended to limit this invention.

[0061] A bidirectional distributed electromechanical brake actuator based on universal joint and gear rack mainly consists of a motor, transmission system housing, ball cage universal joint, housing, left brake caliper rack and pinion rod, left brake caliper, cage, and right brake caliper.

[0062] like Figure 2 As shown, the motor (1) is a rotary motor. The right end face (A1) of the motor has two motor mounting holes (35). The motor mounting holes (35) are used to mount the motor on the vehicle body and serve to fix the motor. The lower end face (A2) of the motor has four transmission system housing mounting threaded holes (1-1) for mounting the transmission system housing (32) on the motor (1) and serving to fix the transmission system housing.

[0063] like Figure 3 As shown, the upper end face (B1) of the transmission system housing is provided with 4 transmission system housing mounting holes (32-1), and the left end face (B2) of the transmission system housing is provided with a first bearing mounting hole (32-3) and 3 first bearing end cover mounting threaded holes (32-2). The number of transmission system housing mounting holes (32-1) and the number of transmission system housing mounting threaded holes (1-1) are the same and their positions correspond one-to-one, which serve to fix the transmission system housing. The first bearing mounting hole (32-3) is used to install the first rolling bearing (30), and the first bearing end cover mounting threaded hole (32-2) is used to fix the first bearing end cover (29).

[0064] like Figure 4 As shown, the first left end face (C1) of the housing is provided with a left brake caliper guide groove (13-A-1), the second left end face (C2) of the housing is provided with a left brake caliper shaft hole (13-A-2), and the third left end face (C3) of the housing is provided with a housing mounting hole (13-A-3) and a right brake caliper shaft hole (13-A-4). The left brake caliper guide groove (13-A-1) cooperates with the left brake caliper guide boss (14-1) and plays a guiding role. The number of housing mounting holes (13-A-3) and housing mounting threaded holes (17-1) are the same and their positions correspond one-to-one, which plays a role in fixing the housing.

[0065] like Figure 5 As shown, the right end face (D1) of the housing is provided with a second bearing mounting hole (13-B-1) and three second bearing end cover mounting threaded holes (13-B-2); the second bearing mounting hole (13-B-1) is used to install the second rolling bearing (6), and the second bearing end cover mounting threaded holes (13-B-2) are used to fix the second bearing end cover (4).

[0066] like Figure 6 , 7 As shown, the upper end face (E1) inside the shell is provided with the first boss (13-E-1), the rear end face (E2) inside the shell is provided with the second boss (13-E-2), the lower end face (E3) inside the shell is provided with the third boss (13-E-3), and the front end face (E4) inside the shell is provided with the fourth boss (13-E-4). The upper end face of the first boss (13-E-1) inside the shell is joined to the upper end face (E1) inside the shell, and the lower end face is a plane. The second boss (13-E-2) and the fourth boss (13-E-4) inside the shell are both cylindrical bosses.

[0067] like Figure 7 , 8As shown in Figure 9, the first boss (13-E-1) inside the housing has a left brake caliper shaft guide groove (13-C-1), the second boss (13-E-2) inside the housing has a third bearing seat (13-D-2), the third boss (13-E-3) inside the housing has a right brake caliper shaft guide groove (13-C-3), and the fourth boss (13-E-4) inside the housing has a fourth bearing seat (13-C-2). The left brake caliper shaft guide groove (13-C-1) has a left brake caliper limiting block (13-D-1) at its left end, and the right brake caliper shaft guide groove (13-C-3) has a right brake caliper limiting block (13-D-3) at its right end. The left brake caliper shaft guide groove (13-C-1) and the right brake caliper shaft guide groove (13-C-3) are connected. The grooves (13-C-3) are all semi-circular grooves, and their axes are coplanar with the axis of the left brake caliper shaft hole (13-A-2) and the plane in which they are located is perpendicular to the bottom surface; the third bearing seat (13-D-2) and the fourth bearing seat (13-C-2) are coaxial and are used to install the third rolling bearing (8) and the fourth rolling bearing (26) respectively. The left brake caliper limiting block (13-D-1) is located at the leftmost end of the left brake caliper shaft guide groove (13-C-1), and its function is to limit the stroke of the left brake caliper rack rod (12), thereby limiting the stroke of the left brake caliper (14). The right brake caliper limiting block (13-D-3) is located at the rightmost end of the right brake caliper shaft guide groove (13-C-3), and its function is to limit the stroke of the right brake caliper (20).

[0068] like Figure 10 As shown, the left brake caliper rack and pinion rod (12) includes a left brake caliper shaft external thread (12-1), a left brake caliper shaft (12-2), a left brake caliper shaft guide boss (12-3), a first spring mounting hole (12-4), and a first rack (12-5); the left brake caliper (14) is mounted on the left brake caliper shaft (12-2) through the left brake caliper shaft external thread (12-1) and the left brake caliper mounting thread hole (14-2); the left brake caliper shaft guide boss (12-3) is a semi-circular boss with the same radius as the left brake caliper shaft guide groove (13-C-1); the first spring mounting hole (12-4) is used to mount the first spring (7); the first rack (12-5) meshes with the gear (9), and the number of its teeth can be increased or decreased according to the actual application.

[0069] like Figure 11 , 12 As shown, the left brake caliper (14) has a symmetrical structure. The right end face (G1) of the left brake caliper is provided with a left brake caliper guide boss (14-1), and the left end face (G2) of the left brake caliper is provided with a cylindrical boss (14-3). The cylindrical boss (14-3) is provided with a left brake caliper mounting threaded hole (14-2). The shape of the left brake caliper guide boss (14-1) is the same as the shape of the left brake caliper guide groove (13-A-1). The left brake caliper mounting threaded hole (14-2) is engaged with the left brake caliper shaft external thread (12-1).

[0070] like Figure 13 As shown, the cage (17) has a symmetrical structure. The right end face (F1) of the cage is provided with a housing mounting threaded hole (17-1) and a cage mounting hole (17-2). The number of housing mounting threaded holes (17-1) and housing mounting holes (13-A-3) are the same and their positions correspond one-to-one. The cage (17) is mounted on the steering knuckle (22) through the cage mounting hole (17-2).

[0071] like Figure 14 As shown, the right brake caliper (20) includes a right brake caliper shaft (20-1), a second rack (20-2), a second spring mounting hole (20-3), and a right brake caliper shaft guide boss (20-4). The right brake caliper shaft (20-1) is coaxial with the right brake caliper shaft hole (13-A-4). The second rack (20-2) meshes with the gear (9), and its number of teeth is the same as that of the first rack (12-5). The second spring mounting hole (20-3) is used to install the second spring (36). The right brake caliper shaft guide boss (20-4) is a semi-circular boss, and its radius is the same as that of the right brake caliper shaft guide groove (13-C-3).

[0072] like Figure 15 As shown, the motor (1) is mounted on the vehicle body through the motor mounting hole (35), and the transmission housing (32) is mounted on the motor (1) through the transmission housing mounting hole (32-1), the transmission housing mounting threaded hole (1-1) and the sixth bolt (37).

[0073] like Figure 3 , 16 As shown, the first rolling bearing (30) is installed at the first bearing mounting hole (32-3) through the first bearing end cover (29), and the first bearing end cover (29) is installed on the transmission housing (32) through the first bolt (28) for fixing the first rolling bearing (30); the first bevel gear (33) is installed on the motor shaft (34), and the second bevel gear (31) is installed on the first gear shaft (27), and the first bevel gear (33) meshes with the second bevel gear (31); the first gear shaft (27) is interference-fitted with the first rolling bearing (30), the right end is connected to the second bevel gear (31), and the left end is connected to the ball cage universal joint (2). The first gear shaft (27), the second bevel gear (31), and the first rolling bearing (30) are coaxial, and there is a certain distance between the second bevel gear (31) and the first rolling bearing (30) without motion interference.

[0074] like Figure 17As shown, the second rolling bearing (6) is installed in the second bearing mounting hole (13-B-1) through the second bearing end cover (4), and the second bearing end cover (4) is installed on the housing (13) through the second bolt (5) for fixing the second rolling bearing (6); the third bevel gear (10) is installed on the second gear shaft (3), and the fourth bevel gear (11) is installed on the third gear shaft (25), and the third bevel gear (10) meshes with the fourth bevel gear (11); the second gear shaft (3) is interference-fitted with the second rolling bearing (6), the left end is connected to the third bevel gear (10), and the right end is connected to the ball cage universal joint (2), and the second gear shaft (3) is coaxial with the second rolling bearing (6) and the third bevel gear (10).

[0075] like Figure 8 , 9 As shown in Figures 18 and 19, the third rolling bearing (8) is mounted on the third bearing housing (13-D-2), and the rear end of the third gear shaft (25) is mounted on the third rolling bearing (8); the fourth rolling bearing (26) is mounted on the fourth bearing housing (13-C-2), and the front end of the third gear shaft (25) is mounted on the fourth rolling bearing (26). The third gear shaft (25) is coaxial with the third rolling bearing (8) and the fourth rolling bearing (26), and the axis is perpendicular to the front and rear end faces.

[0076] like Figure 4 , 8As shown in Figures 11, 14, 20, and 21, gear (9) is mounted on the third gear shaft (25). The upper end of gear (9) meshes with the first rack (12-5), and the lower end of gear (9) meshes with the second rack (20-2). There is a certain distance between gear (9) and the fourth bevel gear (11), and there is no motion interference. The left brake caliper shaft guide boss (12-3) cooperates with the left brake caliper shaft guide groove (13-C-1) to play a guiding role. The left end face of the left brake caliper shaft guide boss (12-3) is connected to the left brake caliper limiting block (13-D-1). The left brake caliper (14) is mounted on the left brake caliper rack rod (12) through the left brake caliper mounting threaded hole (14-2) and the left brake caliper shaft external thread (12-1). When the assembly is completed, the following conditions must be met: 1. The right end face (G1) of the left brake caliper is parallel to the first left end face (C1) of the housing; 2. The guide boss (14-1) of the left brake caliper coincides with the guide groove (13-A-1) of the left brake caliper; 3. The left brake caliper (14) can only move left and right along the guide groove; 4. The left brake caliper shaft (12-2) is aligned with the left brake caliper shaft hole (13-A-2). The left brake caliper shaft guide boss (12-3) and the left brake caliper shaft guide groove (13-C-1) are coaxial and have no motion interference. The gear (9) meshes with the first rack (12-5). The right brake caliper shaft guide boss (20-4) and the right brake caliper shaft guide groove (13-C-3) cooperate to play a guiding role. The right end face of the right brake caliper shaft guide boss (20-4) contacts the right brake caliper limiting block (13-D-3). When the assembly is completed, it is necessary to satisfy 2: the right brake caliper shaft (20-1) and the right brake caliper shaft hole (13-C-1) are aligned. -A-4) are coaxial, the right brake caliper shaft guide boss (20-4) coincides with the right brake caliper shaft guide groove (13-C-3), and the gear (9) meshes with the second rack (20-2), so the right brake caliper (20) can only move left and right along the guide groove; the first spring (7) is a compression spring, with the left end installed at the first spring mounting hole (12-4) and the right end installed on the housing (13); the second spring (36) is a tension spring, with the left end installed at the second spring mounting hole (20-3) and the right end installed on the housing (13).

[0077] like Figure 4 , 22 As shown, the housing (13) is mounted on the cage (17) through the housing mounting hole (13-A-3) and the third bolt (16).

[0078] like Figure 23 As shown, the cage (17) is mounted on the steering knuckle (22) by the fourth bolt (21).

[0079] like Figure 11 , 14As shown in Figure 25, the left brake pad (18) is mounted on the left brake caliper (14); the right brake pad (15) is mounted on the right brake caliper (20), and the left and right brake pads are parallel to the brake disc (23).

[0080] The working principle of the bidirectional distributed electromechanical brake actuator based on universal joint transmission and gear rack proposed in this invention is as follows:

[0081] The process of applying braking force and adjusting the braking force is as follows:

[0082] When the driver presses the brake pedal, the motor (1) is energized, and the motor shaft (34) rotates clockwise, driving the first bevel gear (33) to rotate clockwise. Through the first bevel gear (33), the second bevel gear (31) and the first gear shaft (27) rotate clockwise. The ball joint (2) rotates clockwise, driving the second gear shaft (3) and the third bevel gear (10) to rotate clockwise. Through the third bevel gear (10), the fourth bevel gear (11) and the third gear shaft (25) rotate clockwise, thereby driving the gear (9) to rotate clockwise. When the first rack (12-5) rotates, it drives the left brake caliper rack lever (12) to move to the right along the left brake caliper shaft guide groove (13-C-1) inside the housing. The left brake caliper (14) moves to the right along the left brake caliper guide groove (13-A-1) on the housing, causing the left brake pad (18) to press against the brake disc (23). At the same time, the second rack (20-2) drives the right brake caliper (20) to move to the left along the right brake caliper shaft guide groove (13-C-3) inside the housing, causing the right brake pad (15) to press against the brake disc (23).

[0083] During the braking process, the driver can control the magnitude of the motor torque output by the motor (1) through the opening of the brake pedal, thereby adjusting the magnitude of the braking force.

[0084] The process of canceling the brake is as follows:

[0085] When the driver reduces the brake pedal opening, the motor (1) is energized, and the motor shaft (34) rotates counterclockwise, driving the first bevel gear (33) to rotate counterclockwise. Through the first bevel gear (33), the second bevel gear (31) and the first gear shaft (27) rotate counterclockwise. The ball joint (2) rotates counterclockwise, driving the second gear shaft (3) and the third bevel gear (10) to rotate counterclockwise. Through the third bevel gear (10), the fourth bevel gear (11) and the third gear shaft (25) rotate counterclockwise, thereby driving the gear (9) to rotate counterclockwise. The first rack (12-5) and the first spring (7) drive the left brake caliper rack lever (12) to rotate along the left side of the housing. The moving caliper shaft guide groove (13-C-1) moves to the left, and the left brake caliper (14) moves to the left along the left brake caliper guide groove (13-A-1) on the housing, causing the left brake pad (18) to move away from the brake disc (23) until the left end face of the left brake caliper rack rod (12) contacts the left brake caliper limit block (13-D-1); at the same time, the second rack (20-2) and the second spring (36) cause the right brake caliper (20) to move to the right along the right brake caliper shaft guide groove (13-C-3) inside the housing, causing the right brake pad (15) to move away from the brake disc (23) until the right end face of the right brake caliper (20) contacts the right brake caliper limit block (13-D-3).

[0086] During vehicle operation, the relative position of the motor (1) and housing (13) will change with the left and right swing and up and down movement of the wheel. In order to avoid motion interference, a ball cage universal joint (2) is used to adapt to the change in the relative position of the motor (1) and housing (13), thereby ensuring the stability and reliability of the electromechanical brake actuator.

Claims

1. A bidirectional distributed electronic mechanical brake actuator based on a cardan transmission and a rack and pinion, characterized in that: Mainly by motor, drive train shell, ball cage universal joint, shell, left brake caliper rack pull rod, left brake caliper, retainer, right brake caliper is composed of; The motor (1) is a rotating motor, and two motor mounting holes (35) are arranged on the right end surface (A1) of the motor. The motor (1) is fixed on the vehicle body through the motor mounting holes (35). Four drive train shell mounting threaded holes (1-1) are arranged on the lower end surface (A2) of the motor; Four drive train shell mounting holes (32-1) are arranged on the upper end surface (B1) of the drive train shell. A first bearing mounting hole (32-3) and three first bearing end cover mounting threaded holes (32-2) are arranged on the left end surface (B2) of the drive train shell. The number of the drive train shell mounting holes (32-1) and the drive train shell mounting threaded holes (1-1) is the same, and the positions are one-to-one corresponding; The ball cage universal joint (2) is connected with the second gear shaft (3) at the left end and connected with the first gear shaft (27) at the right end; The first left end surface (C1) of the shell is provided with a left brake caliper guide groove (13-A-1). The second left end surface (C2) of the shell is provided with a left brake caliper shaft hole (13-A-2). The third left end surface (C3) of the shell is provided with a shell mounting hole (13-A-3) and a right brake caliper shaft hole (13-A-4). The left brake caliper guide groove (13-A-1) is matched with the left brake caliper guide boss (14-1). The number of the shell mounting hole (13-A-3) and the shell mounting threaded hole (17-1) is the same, and the positions are one-to-one corresponding; The right end surface (D1) of the shell is provided with a second bearing mounting hole (13-B-1) and three second bearing end cover mounting threaded holes (13-B-2); The inner upper end surface (E1) of the shell is provided with a first inner shell boss (13-E-1). The inner rear end surface (E2) of the shell is provided with a second inner shell boss (13-E-2). The inner lower end surface (E3) of the shell is provided with a third inner shell boss (13-E-3). The inner front end surface (E4) of the shell is provided with a fourth inner shell boss (13-E-4). The upper end surface of the first inner shell boss (13-E-1) is connected with the inner upper end surface (E1) of the shell. The lower end surface is a plane. The second inner shell boss (13-E-2) and the fourth inner shell boss (13-E-4) are both cylindrical bosses. The first boss (13-E-1) inside the shell is provided with a left brake caliper shaft guide groove (13-C-1), the second boss (13-E-2) inside the shell is provided with a third bearing seat (13-D-2), the third boss (13-E-3) inside the shell is provided with a right brake caliper shaft guide groove (13-C-3), and the fourth boss (13-E-4) inside the shell is provided with a fourth bearing seat (13-C-2); the left end of the left brake caliper shaft guide groove (13-C-1) is provided with a left brake caliper limiting block (13-D-1), and the right end of the right brake caliper shaft guide groove (13-C-3) is provided with a right brake caliper limiting block (13-D-3); the left brake caliper shaft guide groove (13-C-1) and the right brake caliper shaft guide groove (13-C-3) are both semicircular grooves, the axis of which is coplanar with the axis of the left brake caliper shaft hole (13-A-2) and the plane where the axis is located is perpendicular to the bottom surface; the third bearing seat (13-D-2) and the fourth bearing seat (13-C-2) are coaxial, the left brake caliper limiting block (13-D-1) is located at the leftmost end of the left brake caliper shaft guide groove (13-C-1), and the right brake caliper limiting block (13-D-3) is located at the rightmost end of the right brake caliper shaft guide groove (13-C-3); The left brake caliper rack pull rod (12) comprises a left brake caliper shaft external thread (12-1), a left brake caliper shaft (12-2), a left brake caliper shaft guide boss (12-3), a first spring mounting hole (12-4), and a first rack (12-5); the left brake caliper (14) is mounted on the left brake caliper shaft (12-2) through the left brake caliper shaft external thread (12-1) and the left brake caliper mounting thread hole (14-2), the left brake caliper shaft guide boss (12-3) is a semicircular boss with the same radius as the left brake caliper shaft guide groove (13-C-1), the first spring mounting hole (12-4) is used for mounting the first spring (7), and the first rack (12-5) is engaged with the gear (9), and the number of teeth can be increased or decreased according to actual application; The left brake caliper (14) has a symmetrical structure, the left brake caliper right end surface (G1) is provided with a left brake caliper guide boss (14-1), the left brake caliper left end surface (G2) is provided with a cylindrical boss (14-3), and the left brake caliper mounting thread hole (14-2) is arranged on the cylindrical boss (14-3); the shape of the left brake caliper guide boss (14-1) is the same as that of the left brake caliper guide groove (13-A-1), and the left brake caliper mounting thread hole (14-2) is matched with the left brake caliper shaft external thread (12-1); The retainer (17) has a symmetrical structure, the retainer right end surface (F1) is provided with a shell mounting thread hole (17-1) and a retainer mounting hole (17-2); the shell mounting thread hole (17-1) is the same in number as the shell mounting hole (13-A-3) and one-to-one corresponds in position, and the retainer (17) is mounted on the knuckle (22) through the retainer mounting hole (17-2); The right brake caliper (20) comprises a right brake caliper shaft (20-1), a second rack (20-2), a second spring mounting hole (20-3), a right brake caliper shaft guide boss (20-4); the right brake caliper shaft (20-1) is coaxial with the right brake caliper shaft hole (13-A-4), the second rack (20-2) is engaged with the gear (9), and the number of teeth is the same as that of the first rack (12-5); the second spring mounting hole (20-3) is used for mounting the second spring (36); the right brake caliper shaft guide boss (20-4) is a semicircular boss, and the radius is the same as that of the right brake caliper shaft guide groove (13-C-3).

2. A bidirectional distributed electronic mechanical brake actuator based on a cardan transmission and a rack and pinion according to claim 1, characterized in that: The left brake caliper guide boss (14-1) coincides with the left brake caliper guide groove (13-A-1), the left brake caliper shaft guide boss (12-3) coincides with the left brake caliper shaft guide groove (13-C-1), the right brake caliper shaft guide boss (20-4) coincides with the right brake caliper shaft guide groove (13-C-3), and can move left and right along the guide groove.

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