Electromechanical brake system and vehicle

Abstract

The application provides an electromechanical brake system and a vehicle. The device comprises a caliper body, the caliper body comprising two sliders, a screw rod and a gain bridge, one slider being used to movably connect one friction plate and the gain bridge, the gain bridge being used to drive one friction plate, the other slider being used to drivingly connect one slider and the other friction plate through the screw rod, and the screw rod being used to threadedly connect the other slider; and a driving device, the driving device being used to drive the gain bridge and one slider and to drive the screw rod to rotate along the screw rod axis relative to the two sliders through a one-way torque limiting device. The electromechanical brake system of the application realizes decoupling of brake force gain and wear compensation through the one-way torque limiting device, and the reliability of the electromechanical brake system is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to an electromechanical braking system and a vehicle. Background Technology

[0002] Electro-mechanical braking (EMB) systems use a brake motor and a mechanical transmission mechanism to drive the brakes. EMB systems are characterized by their simple structure, rapid response, smooth load transfer, and lack of hydraulic lines, resulting in high transmission efficiency. EMB systems can improve vehicle safety, handling, and comfort.

[0003] The braking force and braking stroke output by the brake motor are relatively fixed. In some scenarios, the electromechanical braking system may experience internal jamming or wear. To address this, a gain mechanism can be incorporated into the electromechanical braking system to adjust the braking force, and a friction damage compensation mechanism can be installed to adjust the braking stroke. However, the gain mechanism and the friction damage compensation mechanism may be stacked, resulting in a complex internal structure and overlapping energy flows in the electromechanical braking system. This is detrimental to the precision control of the electromechanical braking system and also increases its manufacturing cost. Summary of the Invention

[0004] This application provides an electromechanical braking system and a vehicle, which utilizes a one-way torque limiting device to decouple braking force gain and wear compensation, thereby improving the reliability of the electromechanical braking system. Specifically, this application includes the following solutions:

[0005] In a first aspect, this application provides an electromechanical braking system, which includes a clamp body, the clamp body including two sliders, a screw and a gain bridge, one slider for movably connecting a friction plate and the gain bridge, the gain bridge for driving a friction plate, the other slider for connecting a slider and another friction plate via a screw drive, the screw for threadedly connecting the other slider; and a driving device for driving the gain bridge and one slider and for driving the screw to rotate relative to the two sliders along the screw axis via a one-way torque limiting device.

[0006] This electromechanical braking system uses a drive unit to move two sliders, which in turn drive two friction pads to slide relative to each other to achieve braking. A gain bridge is provided between one slider and one friction pad to increase the braking force during braking. A screw is provided between the two sliders, and the drive unit can adjust the distance between the two friction pads by rotating the screw to achieve wear compensation. The braking force gain and wear compensation are decoupled by a unidirectional torque limiting device. This electromechanical braking system has a relatively simple structure and high reliability, can be adapted to more working scenarios, and ensures that the electromechanical braking system effectively provides braking force.

[0007] In one implementation, the drive device includes a cam for abutting between a gain bridge and a slider, and the cam is used to drive a connecting screw via a one-way torque limiting device.

[0008] In this implementation, the drive unit drives a gain bridge and a slider through a cam to realize the braking function of the electromechanical braking system and provide braking force gain; the cam also drives the screw through a one-way torque limiting device so that the screw can be driven to rotate after wear occurs to achieve wear compensation.

[0009] In one implementation, the one-way torque limiting device includes a one-way clutch and a torque limiter, and the drive device is used to drive the connecting screw sequentially through the torque limiter and the one-way clutch, wherein:

[0010] The torque limiter is used for clockwise or counterclockwise rotation along the axis of the torque limiter;

[0011] A one-way clutch is used to drive the screw to rotate forward with the torque limiter and to limit the screw to rotate backward with the torque limiter. In this implementation, the torque limiter can rotate with the cam and drive or slip according to the torque change of the cam. The one-way clutch can rotate synchronously with the cam and drive the screw to rotate in one direction. Utilizing the dynamic characteristics of the one-way torque limiting device, after wear occurs in the electromechanical braking system, the screw can rotate in one direction relative to another slider to reduce the relative distance between the two sliders, thus achieving a wear compensation function.

[0012] In one implementation, the torque limiter includes a coaxially driven drive component and a driven component, wherein the driven component is coaxially fixed to a one-way clutch, and the drive component is coaxially driven to a cam, wherein:

[0013] Along the axial direction of the cam, there are mutually cooperating protrusions and grooves between the drive component and the cam. The protrusions are embedded in the grooves to achieve coaxial transmission between the cam and the drive component.

[0014] In this implementation, the torque limiter's drive component is provided with a protrusion and embedded in the cam's groove, or the cam is provided with a protrusion and embedded in the torque limiter's drive component's groove, both of which can achieve the effect of the cam driving the torque limiter's drive component to rotate coaxially.

[0015] In one implementation, along the circumferential direction of the cam, the width of the groove is greater than the width of the convex rib. After the cam rotates relative to the drive component by a preset angle, the convex rib and the groove come into contact and rotate coaxially, wherein:

[0016] The preset angle θ0 of the cam's rotation relative to the drive component and the maximum rotation angle θ of the cam during braking. nax The ratio satisfies the following condition:

[0017] 1:25≤θ0:θ max ≤1:5.

[0018] In this implementation, a gap is set between the convex strip and the groove, allowing the cam to first push the two friction pads to slide relative to each other a preset distance before driving the screw to rotate and achieve wear compensation. Wear on the friction pads is only detected when the two friction pads have slid relative to each other a preset distance and are not in contact with the brake disc, at which point the screw needs to be driven to rotate for wear compensation.

[0019] One implementation method is that the torque limiter is a double ratchet torque limiter, a ball ratchet torque limiter, or a friction torque limiter.

[0020] One implementation method is that the one-way clutch is a ratchet pawl clutch or an overrunning clutch.

[0021] In one implementation, the electromechanical braking system includes two screws arranged radially at intervals and located on both sides of a gain bridge. The driving device drives the two screws to rotate synchronously through a unidirectional torque limiting device.

[0022] In this implementation, the two screws are positioned on both sides of the gain bridge, which allows the two sliders to slide smoothly and ensures that the mechanical actions between the braking force gain and wear compensation do not interfere with each other.

[0023] In one implementation, the rotation axis of the cam intersects the axis of the screw, and the driving device includes a reversing gear set, a pulley, and a drive belt, wherein:

[0024] The input gear of the reversing gear set is driven coaxially with the torque limiter.

[0025] The output gear axis of the reversing gear set is parallel to the axial direction of the screw. The output gear of the reversing gear set is coaxially driven with the pulley, and the pulley drives the two screws to rotate synchronously through the transmission belt.

[0026] In this implementation, the reversing gear set, pulley, and drive belt are connected between the one-way clutch and the screws. The reversing gear set is used to reverse the rotational motion, making the rotation axis of the pulley parallel to the axial direction of the screw. The drive belt synchronously transmits the rotational motion of the pulley to the two screws, ensuring that the two screws rotate synchronously.

[0027] In one implementation, a slider has a receiving cavity located between two screws and used to accommodate at least a reversing gear set. The slider also includes a cover plate for covering the opening of the receiving cavity, wherein:

[0028] Along the axial direction of the output gear of the reversing gear set, the cover plate is located on the side of the output gear of the reversing gear set away from the pulley.

[0029] The output gear shaft of the reversing gear set includes an extension section that extends toward the cover plate and has a hexagonal cross-sectional shape.

[0030] In this implementation, the reversing gear set can be housed within a slider to form a sealed protection. The extension of the output gear of the reversing gear set facing the cover plate facilitates manual adjustment of the gap between the two friction plates, and facilitates the assembly and maintenance of the electromechanical braking system.

[0031] In one implementation, a slider is provided with a receiving groove, a cam and a gain bridge are located in the receiving groove, the cam and a friction plate are arranged on both sides of the gain bridge along the axial direction of the screw, and the cam is used to rotate and hold the gain bridge to slide in the receiving groove to push a friction plate.

[0032] In this implementation, the cam drives a friction plate to slide through the gain bridge. The cam also drives the gain bridge to slide within a slider, thereby driving another slider to move another friction plate, forming the effect of two friction plates sliding relative to each other to brake the brake disc.

[0033] In one implementation, along the axial direction of the screw, the gain bridge includes a fixed member, a rolling member, and a displacement member arranged sequentially. The fixed member is used to abut against the cam, the displacement member is fixed to a friction plate, and the rolling member is located between the fixed member and the displacement member, wherein:

[0034] Along the radial direction of the screw, a friction plate can be displaced relative to a slider during braking. The displacement element moves synchronously with the friction plate and reduces the distance between it and the fixed element. The rolling element abuts between the fixed element and the displacement element to increase the braking force.

[0035] In this implementation, a friction plate connected to the gain bridge drive is also slidably connected to a slider along the radial direction of the screw. During braking, the friction plate is displaced relative to the slider by the circumferential force of the rotating brake disc, which in turn causes the displacement component to displace relative to the fixed component, thereby reducing the distance between the displacement component and the fixed component. The rolling component is squeezed by the fixed component and the displacement component, generating a reverse thrust, which in turn increases the pressure between the two friction plates and the brake disc, thus achieving gain compensation of the braking force.

[0036] In one implementation, the length of the displacement element is smaller than the length of the receiving groove along the radial direction of the screw.

[0037] In this implementation, the gain bridge is housed within a receiving groove in a slider and moves synchronously against the slider during its motion. A displacement member extends out of the receiving groove to connect a friction plate. The receiving groove controls the displacement distance of the friction plate relative to a slider by limiting the displacement distance of the displacement member.

[0038] In one implementation, the fixing member has a first V-shaped notch facing the displacement member, and the displacement member has a second V-shaped notch facing the fixing member. The first V-shaped notch and the second V-shaped notch are aligned along the axial direction of the screw. When the displacement member moves synchronously with a friction plate, it causes the first V-shaped notch to shift relative to the second V-shaped notch to reduce the distance between the displacement member and the fixing member.

[0039] In this implementation, the V-shaped notches formed by the fixed member and the displacement member allow for the positioning of the rolling member. Furthermore, the two V-shaped notches cooperate to form two sets of inclined surfaces, allowing the displacement member to slide relative to the fixed member on both sides while compressing the rolling member, thus achieving a braking force gain effect. This application's mechatronic braking system is applicable to both the left and right wheels of a vehicle.

[0040] In one implementation, the fastener has at least two first V-shaped notches, and the at least two first V-shaped notches are arranged at radial intervals along the screw.

[0041] The displacement member has the same number of second V-shaped notches as the first V-shaped notches, and each second V-shaped notch is aligned with a first V-shaped notch along the axial direction of the screw.

[0042] A rolling element is provided between the first V-shaped notch and the second V-shaped notch that are aligned with each other.

[0043] In this implementation, multiple sets of first V-shaped notches, second V-shaped notches, and rolling elements are arranged at intervals along the displacement direction of the displacement element, making the pressure transmitted to the friction plate by the braking force gain mechanism more uniform and improving the braking force gain effect.

[0044] In one implementation, the rolling element is cylindrical, and its axis is perpendicular to the axial direction of the screw, and also perpendicular to the displacement direction of a friction plate relative to a slider during braking.

[0045] In this implementation, the rolling element is set to be cylindrical, and the axis of the rolling element is parallel to the length direction of the V-shaped notch. This increases the contact area between the rolling element and the displacement element and the fixed element, so that the rolling element can better support the displacement element and the fixed element, and provide a more uniform braking force gain pressure to the friction plate.

[0046] In one implementation, the driving device includes a brake motor and a transmission mechanism. The brake motor is fixed to a slider and drives a cam to rotate through the transmission mechanism, wherein:

[0047] Along the axial direction of the screw, the brake motor is located on the side of a slider away from a friction plate, and the motor shaft of the brake motor is perpendicular to the axial direction of the screw;

[0048] The input component of the transmission mechanism is connected to the brake motor and slides along the axial direction of the screw. The two ends of the output component of the transmission mechanism are respectively rotatably connected to the input component and the cam of the transmission mechanism.

[0049] In this implementation, the brake motor provides braking force, and its arrangement reduces the overall dimensions of the electromechanical braking system along the screw axis, saving wheel end space. The transmission mechanism transmits the driving force provided by the brake motor to the cam to drive its rotation.

[0050] Secondly, this application provides a vehicle including wheels and an electromechanical braking system provided in any of the above implementations, wherein the axial direction of the screw in the electromechanical braking system is substantially parallel to the rotation axis of the brake disc of the wheel.

[0051] The vehicle provided in the second aspect of this application uses the electromechanical braking system provided in the first aspect of this application for braking. Because the electromechanical braking system provided in the first aspect of this application couples the braking force gain mechanism and the wear compensation mechanism to two friction pads respectively to achieve energy diversion, the reliability of the vehicle during braking can be improved. Attached Figure Description

[0052] Figure 1 This is a schematic diagram illustrating the working scenario of the electromechanical braking system provided in this application embodiment in a vehicle.

[0053] Figure 2 A schematic diagram of the external structure of the electromechanical braking system provided in the embodiments of this application;

[0054] Figure 3 This is an exploded view of the electromechanical braking system provided in the embodiments of this application;

[0055] Figure 4 This is a schematic diagram of the cooperation structure of two sliders in the electromechanical braking system provided in the embodiments of this application;

[0056] Figure 5 This is a schematic diagram of the mating structure of the first friction plate in the electromechanical braking system provided in the embodiments of this application;

[0057] Figure 6 This is an exploded view of the gain bridge in the electromechanical braking system provided in the embodiments of this application;

[0058] Figure 7 This is a schematic diagram illustrating the working principle of the gain bridge in the electromechanical braking system provided in the embodiments of this application;

[0059] Figure 8 A cross-sectional schematic diagram of the gain bridge in the electromechanical braking system provided in the embodiments of this application;

[0060] Figure 9A schematic diagram of a ball-ratchet type torque limiter in the electromechanical braking system provided in this application embodiment;

[0061] Figure 10 A partial structural diagram of the electromechanical braking system provided in the embodiment of this application at the start of braking;

[0062] Figure 11 This is a partial structural diagram of the electromechanical braking system provided in the embodiments of this application during the braking process;

[0063] Figure 12 This is a schematic diagram of a friction-type torque limiter in the electromechanical braking system provided in the embodiments of this application.

[0064] Figure 13 This is a schematic diagram of a double ratchet type torque limiter in the electromechanical braking system provided in the embodiments of this application.

[0065] Figure 14 This is a schematic diagram of another engagement state of the double ratchet torque limiter in the electromechanical braking system provided in the embodiments of this application;

[0066] Figure 15 A schematic diagram of an electromechanical braking system including a one-way clutch provided in an embodiment of this application;

[0067] Figure 16 A schematic diagram of the structure of the one-way clutch as an overrunning clutch in the electromechanical braking system provided in the embodiments of this application;

[0068] Figure 17 This is a schematic diagram of the external structure of the cam in the electromechanical braking system provided in the embodiments of this application;

[0069] Figure 18 This is an exploded structural diagram of the cam drive connected to the screw in the electromechanical braking system provided in the embodiment of this application;

[0070] Figure 19 This is a partial cross-sectional structural diagram of the location of the receiving cavity in the electromechanical braking system provided in the embodiments of this application;

[0071] Figure 20 A partial structural diagram of the electromechanical braking system provided in the embodiment of this application at the start of braking;

[0072] Figure 21 This is a partial structural schematic diagram of the electromechanical braking system during the braking process provided in an embodiment of this application;

[0073] Figure 22This is a schematic diagram of the transmission path in the electromechanical braking system provided in the embodiments of this application. Detailed Implementation

[0074] The technical solutions of the embodiments of this application will now be described with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0075] The serial numbers assigned to components in this document, such as "first" and "second," are used solely to distinguish the described objects and have no sequential or technical meaning. The term "connection" in this application, unless otherwise specified, includes both direct and indirect connections. It should be understood that the terms "upper," "lower," "front," "rear," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are used only for the convenience of describing this application and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0076] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above" or "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below" or "below" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0077] This application provides an electromechanical braking system, which includes a clamp body, two sliders, a screw, and a gain bridge. One slider is used to movably connect a friction plate and the gain bridge, and the gain bridge is used to drive the friction plate. The other slider is used to connect a slider and another friction plate via a screw drive, and the screw is used to thread-connect the other slider. A driving device is provided, which is used to drive the gain bridge and one slider, and to drive the screw to rotate relative to the two sliders along the screw axis via a one-way torque limiting device.

[0078] The electromechanical braking system of this application achieves decoupling between braking force gain and wear compensation through a unidirectional torque limiting device, resulting in a relatively simple structure and high reliability. It can adapt to a wider range of working scenarios, ensuring that the electromechanical braking system effectively provides braking force.

[0079] This application provides a vehicle including wheels and the aforementioned electromechanical braking system, wherein the axial direction of the screw in the electromechanical braking system is substantially parallel to the rotation axis of the brake disc of the wheel. The vehicle of this application has high braking reliability.

[0080] Please see Figure 1 The provided application provides a schematic diagram of the working scenario of an electromechanical braking system 100 in a vehicle.

[0081] like Figure 1 As shown, the electromechanical braking system 100 provided in this application is installed at the wheel of a vehicle, specifically corresponding to the brake disc 201 of the wheel. The electromechanical braking system 100 includes a caliper bracket 105 and a braking assembly. The caliper bracket 105 is fixed to the vehicle frame and close to the brake disc 201. During vehicle operation, the brake disc 201 rotates with the wheel, while the caliper bracket 105 remains fixed relative to the frame, creating the effect that the brake disc 201 rotates relative to the caliper bracket 105.

[0082] The braking assembly is connected to the caliper bracket 105, and can slide relative to the caliper bracket 105 (i.e., the vehicle frame) through an internal mechanism. The sliding direction of the internal mechanism of the braking assembly relative to the caliper bracket 105 is parallel to the axial direction of the brake disc 201. The sliding of the braking assembly relative to the caliper bracket 105 through its internal mechanism creates friction with the brake disc 201, thereby braking the brake disc 201 and achieving the braking action.

[0083] Please refer to the above. Figure 2 The provided schematic diagram shows the external structure of an electromechanical braking system 100 according to this application, and is accompanied by reference to... Figure 3 An exploded view of the provided electromechanical braking system 100.

[0084] like Figure 2 and Figure 3 As shown, the braking component in the electromechanical braking system 100 of this application includes a clamp body, which includes two sliders (defined in this embodiment as the first slider 101 and the second slider 102) and two friction plates (defined in this embodiment as the first friction plate 103 and the second friction plate 104). One slider (defined in this embodiment as the first slider 101) is used to movably connect one friction plate (defined in this embodiment as the first friction plate 103) and a gain bridge 110, the gain bridge 110 being used to drive the first friction plate 103. The other slider (defined in this embodiment as the second slider 102) is used to drively connect the first slider 101 and the other friction plate (defined in this embodiment as the second friction plate 104) via a screw 106, the screw 106 being used to thread the second slider 102.

[0085] The first slider 101 and the second slider 102 are arranged at intervals, and the arrangement direction of the first slider 101 and the second slider 102 is parallel to the rotation axis of the brake disc 201. The first slider 101 and the second slider 102 are arranged on both sides of the brake disc 201 along the rotation axis of the brake disc 201. The first slider 101 is fixed to the caliper bracket 105, and the second slider 102 is slidably connected to the first slider 101 and can slide toward the first slider 101.

[0086] The first friction plate 103 is driven to the first slider 101 via the gain bridge 110, and is located between the first slider 101 and the brake disc 201. The second friction plate 104 is driven to the second slider 102, and is located between the second slider 102 and the brake disc 201. That is, the first friction plate 103 and the second friction plate 104 are also arranged on both sides of the brake disc 201 along the rotation axis of the brake disc 201. The first friction plate 103 can slide relative to the first slider 101 and move closer to the brake disc 201, and the second friction plate 104 moves closer to the brake disc 201 as the second slider 102 slides.

[0087] In the electromechanical braking system 100 of this application, the braking assembly drives the first friction pad 103 to slide relative to the first slider 101 and drives the second slider 102 to slide toward the first slider 101, so that the first friction pad 103 and the second friction pad 104 come closer together and contact the brake disc 201. The two friction pads generate friction on both sides of the brake disc 201 to achieve braking of the brake disc 201.

[0088] For details, please refer to the following: Figure 4 The diagram shows the mating structure between the two sliders.

[0089] A screw 106 is also provided between the first slider 101 and the second slider 102. The screw 106 includes a rotating end 1061 and a threaded end 1062 along its own axial direction. The first slider 101 and the second slider 102 are respectively provided with receiving holes for cooperating with the screw 106. The receiving hole of the first slider 101 is a blind hole, and the rotating end 1061 of the screw 106 extends into the receiving hole of the first slider 101, and the screw 106 is fixedly connected to the first slider 101; the receiving hole of the second slider 102 is a threaded hole, and the threaded end 1062 of the screw 106 extends into the receiving hole of the second slider 102, and the screw 106 is threadedly connected to the second slider 102.

[0090] The electromechanical braking system 100 of this application includes a drive unit for driving a gain bridge 110 and a first slider 101. The drive unit is also used to drive a screw 106 to rotate relative to the two sliders along the axial direction of the screw 106 via a one-way torque limiting device.

[0091] Understandably, when the screw 106 rotates relative to the first slider 101 and the second slider 102, the positions of the screw 106 and the first slider 101 remain relatively constant along the axial direction of the screw 106. The threaded end 1062 of the screw 106 rotates relative to the receiving hole of the second slider 102 and generates displacement. As a result, the distance between the first slider 101 and the second slider 102 changes.

[0092] For example, when the screw 106 rotates clockwise, the threaded end 1062 of the screw 106 extends into the receiving hole of the second slider 102, reducing the distance between the first slider 101 and the second slider 102; when the screw 106 rotates counterclockwise, the threaded end 1062 of the screw 106 retracts into the receiving hole of the second slider 102, increasing the distance between the first slider 101 and the second slider 102. In other embodiments, the thread direction of the threaded end 1062 of the screw 106 can be reversed, so that when the screw 106 rotates clockwise, the distance between the first slider 101 and the second slider 102 increases, and when the screw 106 rotates counterclockwise, the distance between the first slider 101 and the second slider 102 decreases.

[0093] It should be noted that in some embodiments, the receiving hole of the first slider 101 for receiving the screw 106 can also be a through hole, and the receiving hole of the first slider 101 and the rotating end 1061 of the screw 106 are fixed along the axial dimension of the screw 106. The specific fixing method can include a slot or other structure, which can also achieve the effect of changing the distance between the first slider 101 and the second slider 102 by driving the screw 106 to rotate.

[0094] Please see Figure 5 The diagram shows the mating structure of the first friction plate 103 at the first slider 101.

[0095] In one embodiment, the driving device includes a cam 107. The cam 107 abuts against a structure arranged between the gain bridge 110 and the first slider 101, and is used to drive the screw 106 via a one-way torque limiting device. Specifically, the cam 107 is rotatably connected to the first slider 101, and the gain bridge 110 is driveably connected between the first slider 101 and the first friction plate 103. The cam 107 can rotate relative to the first slider 101, pushing the gain bridge 110 and the first friction plate 103 to slide relative to the first slider 101. That is, the first slider 101 is driveably connected to the first friction plate 103 via the cam 107 and the gain bridge 110.

[0096] The gain bridge 110 rests between the cam 107 and the first friction plate 103 to increase the braking force of the electromechanical braking system 100. For details, please refer to [reference needed]. Figure 6 .

[0097] In one embodiment, the gain bridge 110 includes a fixing member 111, a rolling member 112, and a displacement member 113. The fixing member 111, the rolling member 112, and the displacement member 113 are arranged sequentially along the axial direction of the screw 106. The fixing member 111 is used to abut against the cam 107, the displacement member 113 is fixed to the first friction plate 103, and the rolling member 112 is located between the fixing member 111 and the displacement member 113.

[0098] The eccentric portion 1071 of the cam 107 contacts and abuts against the fixing member 111. When the cam 107 rotates relative to the first slider 101, the eccentric portion 1071 abuts against the fixing member 111 and slides towards the brake disc 201. The fixing member 111 drives the gain bridge 110 to slide towards the brake disc 201 as a whole, and pushes the first friction plate 103 to slide synchronously towards the brake disc 201. The first friction plate 103 contacts the end face of the brake disc 201, forming friction to brake the brake disc 201.

[0099] Furthermore, based on the structure of the gain bridge 110, the first friction plate 103 can be displaced relative to the first slider 101 during braking along the axial direction of the screw 106. After the first friction plate 103 contacts the brake disc 201, the circumferential force of the rotating brake disc 201 reacts to the first friction plate 103, driving the first friction plate 103 to displace tangentially (radially along the screw 106) along the brake disc 201. The first friction plate 103 is fixedly connected to the displacement member 113, and the first friction plate 103 drives the displacement member 113 to move synchronously. The displacement member 113 is displaced relative to the fixed member 111 along the direction perpendicular to the arrangement of the two sliders (radially along the screw 106).

[0100] The displacement member 113 and the fixed member 111 are provided with mutually cooperating inclined surfaces. During the displacement member 113's displacement relative to the fixed member 111, the two mutually cooperating inclined surfaces also move relative to each other, reducing the distance between the displacement member 113 and the fixed member 111 along the axial direction of the screw 106. The rolling member 112 is located between the two mutually cooperating inclined surfaces. Due to the reduced distance between the fixed member 111 and the displacement member 113, the rolling member 112 exerts a holding pressure on the fixed member 111 and the displacement member 113 respectively, thereby holding the fixed member 111 and the displacement member 113 to move towards the first slider 101 and the first friction plate 103 respectively.

[0101] Because the cam 107 is rotatably connected to the first slider 101, and the cam 107 abuts against the fixing member 111, the abutting force generated by the rolling member 112 acts on the first friction plate 103 through the displacement member 113, thereby increasing the contact pressure between the first friction plate 103 and the brake disc 201, achieving the effect of increasing the friction between the first friction plate 103 and the brake disc 201. It can be understood that the friction between the first friction plate 103 and the brake disc 201 is the braking force of the electromechanical braking system 100, that is, the structure of the gain bridge 110 can increase the braking force of the electromechanical braking system 100.

[0102] It should be noted that the power of the gain bridge 110 comes from the friction between the brake disc 201 and the first friction pad 103. That is, when the gain bridge 110 achieves braking force gain, the brake disc 201 is already in contact with the first friction pad 103. Inside the gain bridge 110, the fixed member 111, the rolling member 112, and the displacement member 113 also maintain mutual contact. In some scenarios, the displacement of the displacement member 113 relative to the fixed member 111 may be small, or there may only be a tendency to displace. The first friction pad 103 is pulled by the friction of the brake disc 201, which drives the displacement member 113 to move. This force is transmitted by the gain bridge 110 through the internal mechanism, forming a supporting force and increasing the friction between the first friction pad 103 and the brake disc 201. It can also be explained that after the gain bridge 110 is subjected to the pulling force of the first friction pad 103, there may be no relative displacement inside it. Only through the increase in mutual pressure between the components can a pushing force be generated on the first friction pad 103, thus achieving the effect of braking force gain.

[0103] Please see Figure 7 The diagram shows the working principle of the gain bridge 110. Figure 7 In the schematic diagram, the total braking force of the electromechanical braking system 100 is defined as N, the braking force gain provided by the gain bridge 110 is defined as Nv, and the angle between the inclined plane between the fixed member 111 and the displacement member 113 and the horizontal direction is defined as... The coefficient of friction between the first friction plate 103 and the brake disc 201 is μ. The braking force gain ratio K of the gain bridge 110 can be calculated as follows:

[0104]

[0105] in:

[0106] N = N v +F a ;

[0107] F f =μ*N;

[0108] Understandable, F aFor the original braking force of the electromechanical braking system 100, F f The frictional force exerted by the electromechanical braking system 100 on the brake disc 201 is shown in the figure. The structure includes two sets of fixed members 111, rolling members 112 and displacement members 113, wherein the braking force gain provided by a single set of fixed members 111, rolling members 112 and displacement members 113 is 0.5 Nv.

[0109] In one embodiment, the first slider 101 has a receiving groove 1011. The cam 107 and the gain bridge 110 are located within the receiving groove 1011. Specifically, the gain bridge 110 is partially received within the receiving groove 1011. See also [link to relevant documentation]. Figure 8 The diagram shows the fixed member 111 and the rolling member 112 of the gain bridge 110, which are housed within the receiving groove 1011, while the displacement member 113 is partially housed within the receiving groove 1011. The other part of the displacement member 113 is located outside the receiving groove 1011 and is fixedly connected to the first friction plate 103.

[0110] In the direction in which the displacement member 113 moves synchronously with the first friction plate 103 (i.e., perpendicular to the direction in which the two sliders are arranged), the length of the displacement member 113 is smaller than the length of the receiving groove 1011. Thus, the receiving groove 1011 can partially accommodate the gain bridge 110, while simultaneously allowing the gain bridge 110 to move relative to the first slider 101 along with the first friction plate 103, thereby increasing the braking force of the electromechanical braking system 100. Conversely, the receiving groove 1011 can also be used to limit the displacement distance of the displacement member 113, thereby limiting the first friction plate 103 and preventing it from undergoing excessive displacement relative to the first slider 101 under the frictional force of the brake disc 201.

[0111] In one embodiment, the fixing member 111 has a first V-shaped notch 1111 facing the displacement member 113, and the displacement member 113 has a second V-shaped notch 1131 facing the fixing member 111. Along the axial direction of the screw 106, the first V-shaped notch 1111 and the second V-shaped notch 1131 are aligned. The inclined surfaces that mate between the fixing member 111 and the displacement member 113 are the two parallel end faces of the first V-shaped notch 1111 and the second V-shaped notch 1131. It can be understood that when the displacement member 113 moves synchronously with the first friction plate 103, it causes the first V-shaped notch 1111 to shift relative to the second V-shaped notch 1131, reducing the distance between the two parallel end faces, thereby reducing the distance between the displacement member 113 and the fixing member 111.

[0112] The first V-shaped notch 1111 and the second V-shaped notch 1131, which are aligned with each other, also form a receiving space in which the rolling element 112 can be received for positioning. There are two pairs of parallel end faces between the first V-shaped notch 1111 and the second V-shaped notch 1131. When the displacement element 113 moves in either direction with the first friction plate 103, the distance between the two pairs of parallel end faces decreases. Therefore, the displacement element 113 can move along either side perpendicular to the two sliders, achieving the effect of squeezing the rolling element 112 and increasing the braking force.

[0113] In other words, for the first friction pad 103, the tangential force from the brake disc 201 acting on it can extend to the left or right in a direction perpendicular to the two sliders without affecting the braking force gain of the gain bridge 110. This configuration allows the electromechanical braking system 100 of this application to be applied to both the left and right wheels of a vehicle simultaneously, without requiring adjustment of the installation direction of the electromechanical braking system or the internal structure of the gain bridge 110 according to the wheel direction, facilitating vehicle assembly and improving vehicle maintainability.

[0114] For the electromechanical braking system 100 of this application, the fixing member 111, the rolling member 112, and the displacement member 113 need to be coordinated in groups to achieve the effect of increased braking force. Multiple sets of cooperating fixing members 111, rolling members 112, and displacement members 113 can be arranged in a direction perpendicular to the arrangement of the two sliders (radial direction of the screw 106). That is, in one embodiment, the fixing member 111 has at least two first V-shaped notches 1111, and each first V-shaped notch 1111 is spaced apart along the direction perpendicular to the arrangement of the two sliders (radial direction of the screw 106). Correspondingly, the displacement member 113 has the same number of second V-shaped notches 1131 as the first V-shaped notches 1111, and each second V-shaped notch 1131 is aligned with a first V-shaped notch 1111 along the arrangement direction of the two sliders (axial direction of the screw 106). A rolling element 112 is provided between the first V-shaped notch 1111 and the second V-shaped notch 1131 that are aligned with each other, thus forming a set of mutually cooperating fixing element 111, rolling element 112 and displacement element 113.

[0115] The arrangement of multiple sets of cooperating fixing parts 111, rolling parts 112 and displacement parts 113 can make the distribution of the resistance force of the gain bridge 110 on the first friction plate 103 relatively uniform, and the pressure of the first friction plate 103 on the brake disc 201 relatively balanced, thereby obtaining a more stable braking friction force and forming a better braking force gain effect.

[0116] In the illustrated structure, the fixing member 111 can be composed of multiple block-shaped parts with first V-shaped notches 1111. These block-shaped parts are respectively fixed to the first slider 101. The displacement member 113 can include a frame and multiple block-shaped parts with second V-shaped notches 1131. The multiple block-shaped parts of the displacement member 113 are slidably connected to the frame and aligned one by one with the block-shaped parts of the fixing member 111. By separating the fixing member 111 and the displacement member 113 into multiple block-shaped parts, the overall manufacturing cost of the gain bridge 110 can be reduced.

[0117] In one embodiment, the rolling element 112 can be cylindrical. The axis of the rolling element 112 is perpendicular to the arrangement direction of the two sliders (radial direction of the screw 106) and simultaneously perpendicular to the displacement direction of the first friction plate 103 relative to the first slider 101 during braking (axial direction of the screw 106). Thus, the axis of the cylindrical rolling element 112 is parallel to the length direction of the first V-shaped notch 1111 and the second V-shaped notch 1131, relatively increasing the contact area between the rolling element 112 and the first V-shaped notch 1111 and the second V-shaped notch 1131. This allows the rolling element 112 to provide better support for the displacement element 113 and the fixing element 111, and makes the gain pressure exerted by the gain bridge 110 on the first friction plate 103 more balanced.

[0118] On the screw 106 side, based on the aforementioned, the rotation of the screw 106 can adjust the distance between the first slider 101 and the second slider 102. The braking assembly of the electromechanical braking system 100 of this application also includes a one-way torque limiting device, and a driving device is used to drive the one-way torque limiting device to drive the screw 106 to rotate relative to the first slider 101 and the second slider 102 along the screw axis. Specifically, the cam 107 is used to drive the screw 106 through the one-way torque limiting device.

[0119] In one embodiment, the one-way torque limiting device includes a torque limiter 120 and a one-way clutch 130. A drive unit is used to sequentially drive a screw 106 via the torque limiter 120 and the one-way clutch 130. The torque limiter 120 is used to rotate clockwise or counterclockwise along its axis, and the one-way clutch 130 is used to drive the screw 106 to rotate clockwise with the torque limiter 120. The one-way clutch 130 also limits the screw 106 from rotating counterclockwise with the torque limiter 120.

[0120] Specifically, the torque limiter 120 is connected between the cam 107 and the screw 106. When the cam 107 rotates relative to the first slider 101, the torque limiter 120 can drive the screw 106 to rotate synchronously relative to the first slider 101. At this time, the threaded end 1062 of the screw 106 rotates relative to the second slider 102 to adjust the distance between the first slider 101 and the second slider 102.

[0121] In one embodiment, the torque limiter 120 is coaxially driven with the cam 107. The torque limiter 120 can be a double ratchet torque limiter, a ball ratchet torque limiter, or a friction torque limiter. Figure 9 The working principle of the ball ratchet torque limiter is illustrated. Figure 9 The torque limiter 120 shown specifically includes a driving member 121 and a driven member 122. The driving member 121 is coaxially driven with the cam 107, and the driven member 122 is drivenly connected with the screw 106.

[0122] The driving member 121 is sleeved around the driven member 122. The inner circumferential surface of the driving member 121 is provided with a ratchet structure arranged in a ring. The driven member 122 is provided with a through hole 1221, which extends radially toward the driving member 121. Multiple through holes 1221 are arranged circumferentially along the driven member 122.

[0123] Inside each through-hole 1221, there is a matching spring 1222 and a ball 1223. Along the radial direction of the follower 122, the spring 1222 is closer to the rotation center of the follower 122 than the ball 1223, while the ball 1223 is closer to the ratchet structure on the inner circumferential surface of the drive member 121. The spring 1222 is used to push the ball 1223 to slide towards the ratchet structure on the inner circumferential surface of the drive member 121.

[0124] Please refer to the above. Figure 10 When the electromechanical braking system 100 starts braking, the cam 107 rotates relative to the first slider 101 and pushes the first friction plate 103 toward the brake disc 201. Before the first friction plate 103 contacts the brake disc 201, the drive member 121 of the torque limiter 120 can rotate synchronously with the cam 107. At this time, because the first friction plate 103 is not in contact with the brake disc 201, the torque borne by the cam 107 is relatively small. During the rotation of the drive member 121 with the cam 107, the spring 1222 can hold the ball 1223 to contact the ratchet structure on the inner circumferential surface of the drive member 121. The drive member 121 pushes the ball 1223 to rotate synchronously through the ratchet structure on the inner circumferential surface, and drives the driven member 122 to rotate synchronously with the drive member 121.

[0125] Please refer to the above. Figure 11After the cam 107 rotates to a preset angle, the first friction plate 103 contacts the brake disc 201. If the cam 107 rotates further thereafter, the pressure between the first friction plate 103 and the brake disc 201 will increase. This pressure will increase the torque borne by the cam 107, and the torque of the drive member 121 will increase synchronously with the rotation of the cam 107. At this time, the elastic force provided by the spring 1222 no longer supports the ball 1223 to rotate with the ratchet mechanism on the inner circumference of the drive member 121. The ball 1223 and the ratchet on the inner circumference of the drive member 121 will begin to slip. The drive member 121 and the driven member 122 will no longer form a synchronous rotational engagement. The cam 107 continues to rotate relative to the first slider 101 to achieve braking, while the screw 106 is in a relatively stationary state relative to the second slider 102.

[0126] That is, the torque limiter 120 is used to realize the transmission between the cam 107 and the screw 106, or to realize the slippage decoupling between the cam 107 and the screw 106, based on the different torques borne by the cam 107 during the braking process of the electromechanical braking system 100. When the cam 107 and the screw 106 are connected by transmission through the torque limiter 120, the screw 106 can rotate relative to the second slider 102 under the drive of the cam 107, and adjust the distance between the first slider 101 and the second slider 102.

[0127] Understandably, during long-term operation, the first friction pad 103 and the second friction pad 104 will experience frictional wear with the brake disc 201. As the first friction pad 103 and the second friction pad 104 wear down, their thickness decreases, and the distance between them and the brake disc 201 increases accordingly. This increases the travel distance required for the first friction pad 103 and the second friction pad 104 to reach contact with the brake disc 201 during each braking process, causing a delay in braking by the electromechanical braking system 100. Furthermore, even if the first friction pad 103 and the second friction pad 104 slide the same distance during braking, the contact pressure between them and the brake disc 201 decreases, potentially leading to insufficient braking force.

[0128] The electromechanical braking system 100 of this application drives the screw 106 to rotate via the cam 107, which adjusts the distance between the first slider 101 and the second slider 102, and thus adjusts the distance between the first friction plate 103 and the second friction plate 104. The brake disc 201 is located between the first friction plate 103 and the second friction plate 104. The distance at which the first friction plate 103 and / or the second friction plate 104 slides to contact the brake disc 201 is adjusted accordingly, which can create a wear compensation effect for the electromechanical braking system 100.

[0129] It should be noted that there are many existing technologies that can realize the function of the torque limiter 120, and the above-mentioned implementation of the torque limiter 120 is not limited to... Figure 9The ball-load ratchet type torque limiter shown is an example. Figure 12 As shown, the torque limiter 120 can also be a friction-type torque limiter. Through the cooperation between two friction wheels 1224, when the torque is relatively small, the two friction wheels 1224 rotate coaxially due to friction, causing the driving member 121 and the driven member 122 on both sides of the friction wheels to rotate synchronously. When the torque is relatively large, the two friction wheels 1224 begin to slip, and the driving member 121 and the driven member 122 also slip. A compression spring 1225 can also provide a mutual resisting friction thrust between the two friction wheels 1224.

[0130] Figure 13 and Figure 14 This illustrates the working mode of the double ratchet torque limiter. The double ratchet torque limiter utilizes the engagement between two meshing ratchet wheels 1226. When the torque is relatively small, the two ratchet wheels 1226 mesh together and rotate coaxially (e.g., ...). Figure 13 As shown), so that the driving member 121 and the driven member 122 on both sides of the ratchet 1226 rotate synchronously; when the torque is relatively large, the two ratchet wheels 1226 begin to slip (as shown). Figure 14 As shown, slippage is achieved between the driving member 121 and the driven member 122. The two ratchet wheels 1226 can also be provided with a thrust through mutual friction via a compression spring 1225.

[0131] The aforementioned torque limiter can also achieve the effect of slippage when the rotational torque of cam 107 exceeds a preset threshold.

[0132] The one-way clutch 130 is connected between the torque limiter 120 and the screw 106. The one-way clutch 130 has the function of one-way transmission and is used to control the rotation direction of the screw 106 relative to the second slider 102.

[0133] For details, please refer to the following: Figure 15 .exist Figure 15 In the schematic diagram, the one-way clutch 130 and the driven member 122 of the torque limiter 120 are coaxially driven. At this time, the one-way clutch 130 is driven between the driven member 122 of the torque limiter 120 and the screw 106 (specifically, between the driven member 122 and the input gear 141 of the reversing gear set, see...). Figure 18 It is understood that in some other embodiments, the one-way clutch 130 can also be coaxially driven with the drive member 121 of the torque limiter 120. In this case, the one-way clutch 130 is driven between the cam 107 and the drive member 121, and can also achieve the same function.

[0134] The one-way clutch 130 has the characteristic of one-way transmission. When the cam 107 rotates and pushes the first friction plate 103, the torque limiter 120 rotates synchronously with the cam 107 and drives the one-way clutch 130 to rotate. The rotation direction of the one-way clutch 130 is the same as that of the cam 107 and it works in the transmission state. That is, the cam 107 is connected to the screw 106 through the torque limiter 120 and the one-way clutch 130. The cam 107 can drive the screw 106 to rotate synchronously while pushing the first friction plate 103.

[0135] When the electromechanical braking system 100 completes braking, the first friction plate 103 slides away from the brake disc 201, and the cam 107 rotates in the opposite direction. At this time, the torque limiter 120 can rotate in the opposite direction synchronously with the cam 107, and the one-way clutch 130 is in a slipping state, disengaging the transmission connection between the cam 107 and the screw 106.

[0136] As mentioned above, the rotation of the screw 106 relative to the second slider 102 can adjust the distance between the first slider 101 and the second slider 102, thereby achieving a wear compensation effect. For the electromechanical braking system 100 of this application, the wear of the first friction plate 103 and the second friction plate 104 is unidirectional, meaning the distance between the first slider 101 and the second slider 102 needs to be reduced unidirectionally to achieve a wear compensation effect.

[0137] Therefore, the introduction of the one-way clutch 130 in this embodiment can control the rotation direction between the screw 106 and the second slider 102, so that the screw 106 rotates unidirectionally relative to the second slider 102 under the drive of the cam 107. At this time, the rotation of the screw 106 relative to the second slider 102 can cause the distance between the first slider 101 and the second slider 102 to decrease unidirectionally, thereby achieving the effect of compensating for wear. When the cam 107 rotates in the opposite direction, the one-way clutch 130 slips, releasing the transmission state between the cam 107 and the screw 106. At this time, the screw 106 will not rotate in the opposite direction relative to the second slider 102, ensuring that the distance between the first slider 101 and the second slider 102 decreases unidirectionally.

[0138] The one-way clutch 130 can be a ratchet pawl clutch or an overrunning clutch. Figure 16 The following explanation uses a one-way clutch as an example of an overrunning clutch.

[0139] like Figure 16As shown, the one-way clutch includes an annular component 131, a movable body 132, and an elastic component 133. The annular component 131 is coaxially fixed to the driven member 122 of the torque limiter 120. The outer circumferential surface of the annular component 131 can fit against the inner circumferential surface of the driven member 122. The movable body 132 is coaxially driven with the driven member 122 of the torque limiter 120. Specifically, the annular component 131 includes multiple grooves 1311, arranged circumferentially along the annular component 131, with the opening of each groove 1311 facing the inner circumferential surface of the annular component 131. The groove bottom depth of each groove 1311 is different. Along the circumferential direction of the annular component 131, the deeper groove bottoms of each groove 1311 are located on the same side of the groove 1311, and the shallower groove bottoms are located on the opposite side of the groove 1311.

[0140] Movable bodies 132 and elastic elements 133 are paired and disposed within grooves 1311 of the annular member 131. Along the radial direction of the annular member 131, the diameter of the movable body 132 is greater than the depth of the shallower bottom of the groove 1311 and less than the depth of the deeper bottom of the groove 1311. Each elastic element 133 is located on the deeper side of the groove 1311 relative to its corresponding movable body 132. The elastic element 133 is used to push the movable body 132 towards the shallower side of the groove 1311.

[0141] When the driven member 122 of the torque limiter 120 extends into the inner circumferential surface of the annular member 131, the driving member 121 rotates from the deeper side of the groove bottom of each groove 1311 towards the shallower side (defined as the forward rotation direction in this embodiment), thereby driving each movable body 132 to rotate towards the shallower side of the groove bottom of the groove 1311. The driven member 122 rubs against each movable body 132, and the movable body 132 continuously abuts against the sidewall of the groove 1311 under the action of friction, pushing the driven member 122 and the driving member 121 to rotate synchronously in the forward direction.

[0142] When the annular component 131 rotates forward (which can be understood as the one-way clutch 130 rotating forward), its outer circumferential surface rubs against the inner circumferential surface of the inner hole of the driving component 121 (or through splines, drive pins, etc.), thereby driving the driven component 122 to rotate synchronously forward. The screw 106 rotates synchronously and reduces the distance between the first slider 101 and the second slider 102.

[0143] And when Figure 16When the one-way clutch 130 reverses (in this embodiment, reversal refers to the rotation of the annular member 131 from the shallower side of the groove bottom of each groove 1311 towards the deeper side), it drives each movable body 132 to rotate towards the deeper side of the groove bottom of the groove 1311. The friction between each movable body 132 and the driven member 122 decreases. Under the action of friction, the movable body 132 compresses the elastic member 133 and releases the frictional engagement with the driven member 122. The driven member 122 can slip with each movable body 132, and the one-way clutch 130 slips as a whole, releasing the transmission connection between the torque limiter 120 and the screw 106.

[0144] The follower 122 does not rotate with the drive 121 when the drive 121 reverses, the screw 106 is stationary relative to the second slider 102, and the distance between the first slider 101 and the second slider 102 remains unchanged.

[0145] Therefore, by controlling the rotation direction of the one-way clutch 130, the one-way clutch 130 can operate in either a transmission state or a slipping state. Specifically, when the one-way clutch 130 operates in the forward rotation state, it rotates and drives the screw 106 to rotate, reducing the distance between the first slider 101 and the second slider 102, thus compensating for wear. When the one-way clutch 130 operates in the slipping state, slippage occurs between the screw 106 and the one-way clutch 130. Through this configuration, the one-way clutch 130 achieves a unidirectional feed effect.

[0146] The electromechanical braking system 100 of this application, by setting up a gain bridge 110, can achieve a braking force gain effect during braking; by setting up a one-way torque limiting device, it can achieve a wear compensation effect during long-term operation of the electromechanical braking system 100. These two aspects improve the reliability of the electromechanical braking system 100 of this application.

[0147] In this system, both the braking force gain and the power source for wear compensation originate from the rotational movement of the cam 107 relative to the first slider 101. Because the gain bridge 110 is slidably connected to the first slider 101, the rotation of the cam 107 relative to the first slider 101 maintains the gain effect of the gain bridge 110 throughout its entire service life. In some operating scenarios, when the electromechanical braking system 100 experiences internal jamming or other phenomena, the braking force gain provided by the gain bridge 110 ensures that the electromechanical braking system 100 provides reliable braking force, guaranteeing vehicle safety.

[0148] The screw 106 is connected to the cam 107 via a one-way torque limiting device. The torque limiter 120 can disengage the screw 106 from the cam 107 after the torque of the cam 107 increases. The one-way clutch 130 controls the one-way feed of the screw 106 relative to the second slider 102. The wear compensation effect in the electromechanical braking system 100 of this application is based on the torque received by the cam 107. In some operating scenarios, when the first friction plate 103 and the second friction plate 104 experience wear, the one-way torque limiting device, in conjunction with the mechanism of the screw 106, can compensate for the wear. The torque limiter 120 is used to decouple the cam 107 from the wear compensation mechanism.

[0149] In existing braking systems, the braking force gain and wear compensation are achieved through the same mechanism. This mechanism, which simultaneously achieves braking force gain and wear compensation, has a relatively complex structure, making it difficult to manufacture and costly. Furthermore, during braking, the actions of the mechanisms can interfere with each other, resulting in suboptimal braking force gain and wear compensation effects. In this application's electromechanical braking system 100, the braking force gain and wear compensation are decoupled through a unidirectional torque limiting device. This results in a relatively simple structure, ease of manufacturing, and high reliability. Simultaneously, this application's electromechanical braking system 100 improves reliability from both the braking force gain and wear compensation perspectives, enabling it to adapt to more working scenarios and ensuring that the electromechanical braking system 100 can effectively provide braking force throughout its service life.

[0150] As mentioned above, the torque limiter 120 and the cam 107 are coaxially driven. In one embodiment, the torque limiter 120 and the cam 107 can achieve coaxial drive through mutually cooperating grooves and protrusions. For details, please refer to [link to previous text]. Figure 15 And see also Figure 17 In this embodiment, the drive member 121 of the torque limiter 120 is provided with a groove 1211, and the cam 107 is provided with a protrusion 1072. Along the rotation axis of the cam 107, the opening direction of the groove 1211 faces the cam 107, and the extension direction of the protrusion 1072 faces the drive member 121. The protrusion 1072 is located within the groove 1211. The drive member 121 and the cam 107 achieve coaxial transmission through the cooperation of the groove 1211 and the protrusion 1072.

[0151] Understandably, in some embodiments, the drive member 121 may also be provided with a structure similar to the protrusion 1072, which, together with the cam 107, is provided with a structure similar to the groove 1211. The two work together to achieve coaxial transmission between the drive member 121 and the cam 107.

[0152] In one embodiment, a circumferential gap exists between the drive member 121 of the torque limiter 120 and the cam 107. This circumferential gap is used to adjust the start time of the torque limiter 120's synchronous rotation with the cam 107. Specifically, the circumferential width of the groove 1211 of the drive member 121 is greater than the circumferential width of the protrusion 1072 of the cam 107, forming a circumferential gap between the groove 1211 and the protrusion 1072. When the cam 107 begins to rotate and pushes the first friction plate 103, the sidewall of the protrusion 1072 has not yet made contact with the sidewall of the groove 1211. After the cam 107 can rotate independently by a certain angle, the protrusion 1072 makes contact with the groove 1211, and the cam 107 then drives the drive member 121 to rotate.

[0153] This specific angle can be obtained through a preset method, that is, by setting the width dimensions of the protrusion 1072 and the groove 1211 respectively, the circumferential gap between the protrusion 1072 and the groove 1211 is controlled, thereby obtaining this specific angle. In this embodiment of the application, the angle of individual rotation of the cam 107 is defined as the preset angle θ0.

[0154] The preset angle θ0 can control the timing at which the torque limiter 120 begins to rotate synchronously with the cam 107. By setting the preset angle θ0, it is possible to avoid driving the screw 106 to rotate relative to the second slider 102 every time the cam 107 rotates and pushes the first friction plate 103, and to adjust the distance between the first slider 101 and the second slider 102. Because the wear of the electromechanical braking system 100 is accumulated over a long period of operation, by setting the preset angle θ0, the screw 106 can be controlled to rotate relative to the second slider 102 only after the cam 107 pushes the first friction plate 103 to slide a certain distance and a gap appears between the first friction plate 103 or the second friction plate 104 and the brake disc 201, resulting in the first friction plate 103 or the second friction plate 104 not yet making contact with the brake disc 201, in order to compensate for the gap formed by wear.

[0155] In other words, by setting a preset angle θ0, the sliding distance of the first friction plate 103 and / or the second friction plate 104 when the cam 107 rotates independently relative to the torque limiter 120 can be controlled. This sliding distance can be set according to the distance between the first friction plate 103 and / or the second friction plate 104 and the brake disc 201. That is, after the cam 107 rotates by the preset angle θ0, the first friction plate 103 and / or the second friction plate 104 form contact with the brake disc 201. If the first friction plate 103 and / or the second friction plate 104 are not worn at this time, the torque increases when the cam 107 rotates further, the torque limiter 120 slips, and the rotation of the cam 107 will not drive the screw 106 to rotate relative to the second slider 102.

[0156] When the cam 107 rotates to a preset angle θ0, if the first friction plate 103 and / or the second friction plate 104 are worn, the torque will be smaller when the cam 107 rotates further. A transmission is formed between the convex strip 1072 and the groove 1211. The rotation of the cam 107 will drive the screw 106 to rotate relative to the second slider 102 through the torque limiter 120, so as to form a compensation effect for the wear of the electromechanical braking system 100.

[0157] Therefore, by setting the circumferential clearance (preset angle θ0) between the cam 107 and the torque limiter 120, the timing for the electromechanical braking system 100 to initiate wear compensation can be adjusted. In one embodiment, the maximum rotation angle of the cam 107 during braking is defined as θ. max The preset angle θ0 of the rotation of cam 107 relative to drive member 121 and the maximum rotation angle θ of cam 107 during braking process max The ratio satisfies the condition: 1:25 ≤ θ0: θ max ≤1:5. Setting the cam 107 to meet the torque limiter 120 for independent rotation within this angle range ensures that the first friction plate 103 and / or the second friction plate 104 slide a sufficient distance to form contact with the brake disc 201, and ensures that when wear compensation is performed, the screw 106 rotates a sufficient angle relative to the second slider 102 to adjust the distance between the first slider 101 and the second slider 102.

[0158] Please see back Figure 3 and Figure 4 In one embodiment, the electromechanical braking system 100 includes two screws 106 arranged radially at intervals. The two screws 106 are located on either side of the gain bridge 110, perpendicular to the arrangement direction of the two sliders. A drive device drives the two screws 106 to rotate synchronously via a unidirectional torque limiting device. Specifically, a cam 107 is connected to the two screws 106 via a torque limiter 120. The synchronous rotation of the two screws 106 adjusts the distance between the first slider 101 and the second slider 102, making the relative sliding between them smoother, and allowing the braking assembly to slide more smoothly relative to the caliper bracket 105.

[0159] Furthermore, the two screws 106 are positioned on both sides of the gain bridge 110, which ensures that the mechanical actions between the braking force gain and wear compensation in the electromechanical braking system 100 of this application do not interfere with each other.

[0160] In one embodiment, the drive mechanism of the electromechanical braking system 100 includes a reversing gear set, a pulley 143, and a drive belt 144. The reversing gear set, pulley 143, and drive belt 144 are sequentially connected between the cam 107 and the screw 106. For details, please refer to [link to relevant documentation]. Figure 18 The reversing gear set includes an input gear 141 and an output gear 142, wherein the input gear 141 is coaxially driven with the driven member 122 of the torque limiter 120. In some embodiments, the input gear 141 may also be coaxially driven with a one-way clutch 130. The output gear 142 is coaxially driven with a pulley 143. The pulley 143 is connected to the screw 106 via a drive belt 144.

[0161] Thus, the cam 107 is connected to the screw 106 via a torque limiter 120, a one-way clutch 130, a reversing gear set, a pulley 143, and a drive belt 144. The torque limiter 120 is used to slip when the torque of the cam 107 exceeds a preset threshold, and the one-way clutch 130 is used to realize the one-way transmission function between the cam 107 and the screw 106.

[0162] In one embodiment, the rotation axis of the cam 107 is substantially perpendicular to the arrangement direction of the two sliders, and the axial direction of the screw 106 is substantially parallel to the arrangement direction of the two sliders. The rotation axis of the cam 107 intersects the axial direction of the screw 106; in some embodiments, the rotation axis of the cam 107 is perpendicular to the axial direction of the screw 106. The reversing gear set 140 is used to change the rotational direction of the transmission between the cam 107 and the screw 106.

[0163] Specifically, the input gear 141 and output gear 142 of the reversing gear set are bevel gears. The cooperation between the input gear 141 and the output gear 142 can deflect the rotation axis of the cam 107 to be parallel to the screw 106, thereby realizing the reversing function of the rotational motion and ensuring that the rotation of the cam 107 can drive the screw 106 to rotate.

[0164] The transmission method of pulley 143 and drive belt 144 can ensure reliable synchronous rotation of pulley 143 and screw 106 even when the wheelbase between pulley 143 and screw 106 is relatively far. In the scenario where there are two screws 106, pulley 143 can also reliably drive the two screws 106 to rotate synchronously via drive belt 144, ensuring that the two screws 106 are synchronously adjusted to the distance between the first slider 101 and the second slider 102.

[0165] On the other hand, the transmission belt 144 is relatively small in size. Given the relatively large wheelbase between the pulley 143 and the screw 106, the transmission belt 144 can relatively compress the internal space of the electromechanical braking system 100 while still achieving the transmission function. It is understood that in other embodiments, the reversing gear set can also achieve the transmission connection between the cam 107 and the screw 106 through chain drive, rack and pinion drive, gear set drive, or linkage drive, etc.

[0166] In one embodiment, a tensioner 145 is also provided on the movement path of the transmission belt 144 (see also [reference]). Figure 3 The tensioner 145 is used to adjust the movement path of the drive belt 144, making it easier to control the volume occupied by the drive belt 144 in the electromechanical braking system 100. At the same time, the tensioner 145 is also used to adjust the tension of the drive belt 144 so that the drive belt 144 can form reliable pressure with the screw 106 and drive the screw 106 to rotate through friction.

[0167] On one side of screw 106, it can be as follows Figure 18 As shown, a friction section 1063 is provided in the screw 106. The surface roughness of the friction section 1063 is relatively high. The transmission belt 144 is sleeved on the outer circumferential surface of the friction section 1063 to increase the friction between the transmission belt 144 and the screw 106, ensuring synchronous transmission. Furthermore, the friction section 1063 of the screw 106 can also be located at the end, and the friction section 1063 and the main body of the screw 106 are separate structures. The separate friction section 1063 can be machined individually, reducing the overall machining difficulty of the screw 106 and saving costs. The friction section 1063 can be connected via a mandrel (…). Figure 18 The drive force of the drive belt 144 is converted into the rotational motion of the screw 106 by means of a spindle 1064 (illustrated in the diagram) and other methods. The cross-sectional shape of the spindle 1064 can be rectangular, hexagonal, etc.

[0168] On the other hand, when the reversing gear set is driven to the screw 106 via chain drive, rack drive, or gear set, a meshing section can be provided in the screw 106. The structure of the meshing section is similar to that of the friction section 1063 described above, and it is used to realize the transmission connection between the screw 106 and the transmission chain, transmission rack, and transmission gear. The meshing section can also be provided at the end of the screw 106, or it can be a separate structure from the main body of the screw 106, without affecting the implementation of the solution of this application.

[0169] In one embodiment, the first slider 101 is further provided with a receiving cavity 1012, which is located between the two screws 106 and is used to accommodate the reversing gear set. Please refer to the following for details. Figure 19 The receiving cavity 1012 of the first slider 101 is at least used to accommodate the reversing gear set, and the receiving cavity 1012 is also provided with a cover plate 1013. The cover plate 1013 is used to cover the opening of the receiving cavity 1012. The reversing gear set can be installed into the first slider 101 through the opening of the receiving cavity 1012. The cover plate 1013 is used to achieve sealed protection for the reversing gear set.

[0170] In this embodiment, along the axial direction of the output gear 142 of the reversing gear set, the cover plate 1013 is located on the side of the output gear 142 of the reversing gear set away from the pulley 143. The gear shaft of the output gear 142 of the reversing gear set includes an extension 1421, which extends toward the cover plate 1013. In a cross-section perpendicular to the extension 1421, the extension 1421 is rectangular or hexagonal in shape.

[0171] Therefore, during the assembly or maintenance of the electromechanical braking system 100 of this application, the output gear 142 of the reversing gear set can be exposed by opening the cover plate 1013. Since the output gear 142 has an extension section 1421 facing the cover plate 1013, and the cross-sectional shape of the extension section 1421 is rectangular or hexagonal, the output gear 142 can be rotated by tools such as wrenches or sockets, and further driven by the pulley 143 and the transmission belt 144 to rotate the screw 106 relative to the second slider 102.

[0172] Understandably, manually adjusting the rotation of the screw 106 relative to the second slider 102 can also adjust the distance between the second slider 102 and the first slider 101. That is, the electromechanical braking system 100 of this application, based on the above embodiment, also possesses the function of manually achieving wear compensation, thereby improving the assemblability and maintainability of the electromechanical braking system 100.

[0173] It should be noted that, in Figure 19 In the schematic diagram, the gear shaft of the output gear 142 is a separate structure from the output gear 142. The gear shaft of the output gear 142 also passes through the body of the output gear 142 and is fixedly connected to the pulley 143, thereby realizing coaxial transmission between the output gear 142 and the pulley 143. The separate structure of the body of the output gear 142 and the gear shaft does not affect the function of the extension section 1421, and the synchronous connection of the output gear 142 and the pulley 143 through the gear shaft reduces the number of parts in the electromechanical braking system 100, and also helps to compress the spatial volume of the electromechanical braking system 100.

[0174] In one embodiment, the driving device of the electromechanical braking system 100 includes a brake motor 108 and a transmission mechanism 109. The transmission mechanism 109 is connected between the brake motor 108 and the cam 107. The electromechanical braking system 100 provides driving force through the brake motor 108 to drive the cam 107 to rotate relative to the first slider 101.

[0175] For details, please refer to the following: Figure 2 and Figure 3In one embodiment, the brake motor 108 is fixed to the first slider 101 and located on the side of the first slider 101 opposite to the first friction plate 103. The axial direction of the motor shaft of the brake motor 108 intersects the axial direction of the screw 106. In the schematic diagram, the motor shaft of the brake motor 108 can also be arranged perpendicular to the axial direction of the screw 106, thereby reducing the size of the electromechanical braking system 100 along the axial direction of the screw 106 and saving wheel end space. The brake motor 108 drives the transmission mechanism 109 to move through the motor shaft and drives the cam 107 to rotate.

[0176] Please refer to the above. Figure 20 The transmission mechanism 109 includes an input component 1091 and an output component 1092. One end of the input component 1091 is connected to the motor shaft of the brake motor 108, and the other end of the input component 1091 is rotatably connected to one end of the output component 1092. The other end of the output component 1092 is rotatably connected to the cam 107.

[0177] exist Figure 20 In the schematic diagram, the end of the input component 1091 that mates with the motor shaft is configured as a rack structure, and the end of the motor shaft is provided with drive teeth. When the motor shaft rotates, the drive teeth mesh with the rack to drive the input component 1091 to slide. The sliding direction of the input component 1091 can be parallel to the axial direction of the screw 106. At this time, because the opposite ends of the output component 1092 are rotatably connected to the input component 1091 and the cam 107 respectively, after the motor shaft of the brake motor 108 drives the input component 1091 to slide, the output component 1092 can drive the cam 107 to rotate (e.g., ...). Figure 21 As shown), and the eccentric portion 1071 of the cam 107 abuts against the gain bridge 110, so as to drive the first friction plate 103 to slide toward the brake disc 201.

[0178] A slider 1073 may also be provided at the eccentric portion 1071 of the cam 107. The slider 1073 is located between the eccentric portion 1071 and the gain bridge 110, which can increase the contact area of ​​the cam 107 acting on the gain bridge 110, thereby making the cam 107 push the gain bridge 110 more smoothly.

[0179] On the other hand, a reducer 1093 can also be provided between the transmission mechanism 109 and the brake motor 108. The reducer 1093 is connected between the motor shaft of the brake motor 108 and the input component 1091. The reducer 1093 is used to adjust the torque and speed output by the motor shaft to match the transmission effect between the brake motor 108 and the cam 107.

[0180] Figure 22 This illustration shows the transmission path of the electromechanical braking system 100 of this application in one embodiment. For example... Figure 22As shown, the electromechanical braking system 100 of this application outputs power through the brake motor 108, which is transmitted through the transmission mechanism 109 (reducer 1093, input component 1091, and output component 1092) to drive the cam 107 to rotate. The rotation of the cam 107 generates wear compensation and braking force gain through the one-way torque limiting device and the gain bridge 110. The wear compensation power of the one-way torque limiting device can act on the first slider 101, the screw 106, and the second slider 102. The one-way torque limiting device drives the screw 106 to rotate relative to the first slider 101 and the second slider 102 through the internal mechanism of the electromechanical braking system 100, thereby achieving the wear compensation effect.

[0181] The braking force gain of the gain bridge 110 is applied to the first friction plate 103 and the second friction plate 104, thereby driving the first friction plate 103 and the second friction plate 104 to slide relative to each other, and to contact the brake disc 201 from both sides to form friction braking. The gain bridge 110 is used to increase the pressure of the first friction plate 103 and / or the second friction plate 104 on the brake disc 201, thereby increasing the braking force of the electromechanical braking system 100.

[0182] The electromechanical braking system 100 of this application incorporates a one-way torque limiting device, allowing the power output from the rotation of the cam 107 to achieve both braking force gain and wear compensation effects via two different transmission routes. Furthermore, the one-way torque limiting device can cause slippage during the rotation of the cam 107 based on the torque it bears, thereby decoupling the braking force gain and wear compensation. The internal structure of the electromechanical braking system 100 is relatively simple and highly reliable. The vehicle provided by this application thus exhibits improved reliability during braking.

[0183] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the scope of protection of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. An electromechanical braking system, characterized in that, The electromechanical braking system includes: The clamp body includes two sliders, a screw, and a gain bridge. One slider is used to movably connect a friction plate and the gain bridge, and the gain bridge is used to drive the friction plate. The other slider is used to drively connect the slider and the other friction plate through the screw, and the screw is used to thread the other slider. A driving device is provided for driving the gain bridge and the slider. The driving device is also used to drive the screw to rotate relative to the two sliders along the screw axis through a one-way torque limiting device and a reversing gear set. The output gear axis of the reversing gear set is parallel to the axial direction of the screw.

2. The electromechanical braking system as described in claim 1, characterized in that, The drive device includes a cam that abuts against the gain bridge and the slider, and the cam is used to drive the screw via a one-way torque limiting device.

3. The electromechanical braking system as described in claim 2, characterized in that, The one-way torque limiting device includes a one-way clutch and a torque limiter. The drive device is used to sequentially drive the screw through the torque limiter and the one-way clutch, wherein: The torque limiter is used to rotate clockwise or counterclockwise along the axis of the torque limiter; The one-way clutch is used to drive the screw to rotate forward with the torque limiter and to limit the screw to rotate in reverse with the torque limiter.

4. The electromechanical braking system as described in claim 3, characterized in that, The torque limiter includes a coaxially driven drive component and a driven component. The driven component is coaxially fixed to the one-way clutch, and the drive component is coaxially driven to the cam, wherein: Along the axial direction of the cam, the drive member and the cam are provided with a mutually cooperating protrusion and groove, the protrusion being embedded in the groove to achieve coaxial transmission between the cam and the drive member.

5. The electromechanical braking system as described in claim 4, characterized in that, Along the circumferential direction of the cam, the width of the groove is greater than the width of the convex strip. After the cam rotates relative to the drive member by a preset angle, the convex strip and the groove contact and rotate coaxially, wherein: The cam rotates at the preset angle relative to the drive member. The maximum rotation angle of the cam during braking. The ratio satisfies the following condition: 1:25≤ ： ≤1:5。 6. The electromechanical braking system according to any one of claims 2-5, characterized in that, The electromechanical braking system includes two screws, which are arranged radially spaced and located on both sides of the gain bridge. The drive device drives the two screws to rotate synchronously through the unidirectional torque limiting device.

7. The electromechanical braking system as described in claim 6, characterized in that, The rotation axis of the cam intersects the axial direction of the screw, and the drive device includes a pulley and a drive belt, wherein: The input gear of the reversing gear set is coaxially driven with the torque limiter of the one-way torque limiting device. The output gear of the reversing gear set is coaxially driven with the pulley, and the pulley drives the two screws to rotate synchronously through the transmission belt.

8. The electromechanical braking system as described in claim 7, characterized in that, One of the sliders has a receiving cavity located between the two screws and used to accommodate at least the reversing gear set. The slider also includes a cover plate for covering the opening of the receiving cavity, wherein: Along the axial direction of the output gear of the reversing gear set, the cover plate is located on the side of the output gear of the reversing gear set away from the pulley; The output gear shaft of the reversing gear set includes an extension section that extends toward the cover plate and has a hexagonal cross-sectional shape.

9. The electromechanical braking system according to any one of claims 2-5, characterized in that, The slider is provided with a receiving groove, the cam and the gain bridge are located in the receiving groove, the cam and the friction plate are arranged on both sides of the gain bridge along the axial direction of the screw, and the cam is used to rotate and push the gain bridge to slide in the receiving groove to push the friction plate.

10. The electromechanical braking system as described in claim 9, characterized in that, Along the axial direction of the screw, the gain bridge includes a fixed member, a rolling member, and a displacement member arranged in sequence. The fixed member is used to abut against the cam, the displacement member is fixed to one of the friction plates, and the rolling member is located between the fixed member and the displacement member, wherein: Along the radial direction of the screw, one of the friction plates can be displaced relative to the one of the sliders during braking. The displacement member moves synchronously with the friction plate and reduces the distance between it and the fixed member. The rolling member abuts against the fixed member and the displacement member to increase the braking force.

11. The electromechanical braking system as described in claim 10, characterized in that, The fixing member has a first V-shaped notch facing the displacement member, and the displacement member has a second V-shaped notch facing the fixing member. The first V-shaped notch and the second V-shaped notch are aligned along the axial direction of the screw. When the displacement member moves synchronously with the friction plate, it causes the first V-shaped notch to shift relative to the second V-shaped notch to reduce the distance between the displacement member and the fixing member.

12. The electromechanical braking system as described in claim 11, characterized in that, The fastener has at least two first V-shaped notches, and the at least two first V-shaped notches are arranged at radial intervals along the screw. The displacement member has the same number of second V-shaped notches as the first V-shaped notches, and each second V-shaped notch is aligned with one of the first V-shaped notches along the axial direction of the screw. A rolling element is provided between the first V-shaped notch and the second V-shaped notch that are aligned with each other.

13. The electromechanical braking system according to any one of claims 10-12, characterized in that, The rolling element is cylindrical, and its axis is perpendicular to the axial direction of the screw and also perpendicular to the displacement direction of the friction pad relative to the slider during braking.

14. The electromechanical braking system according to any one of claims 2-5, characterized in that, The driving device includes a brake motor and a transmission mechanism. The brake motor is fixed to the slider and drives the cam to rotate through the transmission mechanism, wherein: Along the axial direction of the screw, the brake motor is located on the side of the cam opposite to the slider, and the motor shaft of the brake motor is perpendicular to the axial direction of the screw; The input component of the transmission mechanism is connected to the brake motor and slides along the axial direction of the screw. The two opposite ends of the output component of the transmission mechanism are rotatably connected to the input component of the transmission mechanism and the cam, respectively.

15. A vehicle, characterized in that, Includes a wheel and an electromechanical braking system as described in any one of claims 1-14, wherein the axial direction of the screw in the electromechanical braking system is substantially parallel to the rotation axis of the brake disc of the wheel.

Images