Electromechanical brake with gap adjustment based on one-way self-locking mechanism

Abstract

Electronic mechanical brake based on one-way self-locking mechanism gap adjustment, including drive motor reduction mechanism, camshaft, clamping bearing, gap adjustment bearing, support bearing, gap adjustment bracket, support block, compression spring, one-way self-locking mechanism, the caliper seat of wheel brake mechanism, drive motor reduction mechanism, camshaft, clamping bearing, gap adjustment bearing, support bearing, gap adjustment bracket, support block, compression spring are installed on the caliper seat of wheel brake mechanism, three sets of self-locking mechanisms are respectively installed between the rear end of three sliding grooves and the rear end of adjusting bracket and support block, under the joint action of related mechanisms of the present application, when the gap between brake pad and brake disc becomes larger due to the wear of brake pad, brake disc and the like, the brake pad can be automatically adjusted to the appropriate position in one-way forward direction, the effect of automatically adjusting the gap between brake pad and brake disc is realized, the excellent brake function of vehicle is ensured, and the vehicle maintenance cost is reduced, and the application prospect of the present application is good.

Description

Technical Field

[0001] This invention relates to the field of braking equipment technology, and in particular to an electromechanical brake based on a one-way self-locking mechanism for gap adjustment. Background Technology

[0002] Braking the rotating wheels of a vehicle is an essential function for its use. The quality of braking performance not only affects braking comfort but also plays a decisive role in vehicle safety. In terms of drive and transmission methods, braking devices mainly fall into two categories: mechanical-hydraulic and electromechanical. The former is still widely used due to its mature technology, but its practical application still has certain shortcomings due to drawbacks such as easy leakage in the hydraulic circuit and slow braking response.

[0003] With the advancement of electric vehicle technology, electromechanical braking technology has been widely developed. Electromechanical brakes offer advantages such as eliminating the need for hydraulic fluid, rapid response, and more accurate braking force control, making them a popular type of brake, especially in electric vehicles. The drive actuator of an electromechanical brake mainly includes a lead screw, wedge, connecting rod, and cam. In actual operation, the power output from the drive motor reduction mechanism drives the brake pads and the vehicle's brake disc through the lead screw, wedge, connecting rod, and cam, creating relative sliding friction that stops the brake disc's rotation and thus brings the vehicle to a stop. Because this is a friction-based method of forced braking, the brake pads gradually become thinner. When the gap between the brake pads and the brake disc exceeds a certain threshold, the braking effect deteriorates. Therefore, to maintain the vehicle's normal braking function, the brake pad gap needs to be adjusted. For cam-type electromechanical brakes, the adjustment method typically involves a worker manually moving the drive motor reduction mechanism forward a certain position. This allows the cam's protruding surface to push the brake pads forward as much as possible when the brake is applied and the drive motor reduction mechanism rotates, thereby reducing the gap between the brake pads and the brake disc and achieving better braking performance. Manual adjustment is inconvenient for workers and increases maintenance costs for vehicle owners. While existing technologies use electronic components to detect the gap between the brake pads and brake disc and then automatically control the drive motor reduction mechanism to move a certain position for brake gap compensation adjustment (hereinafter referred to as electronic control), this method requires a power supply, and the electronic components are greatly affected by environmental factors and component aging, which cannot guarantee the reliability of the adjustment. Therefore, its application cannot effectively meet practical needs. In summary, it is particularly necessary to provide a vehicle mechanical brake that does not require manual adjustment, combines the reliability of manual adjustment with the convenience of electronic control adjustment, and can automatically adjust the gap between the brake disc and brake pads. Summary of the Invention

[0004] To overcome the shortcomings of existing electromechanical brakes, such as the inconvenience to workers and increased maintenance costs for vehicle owners caused by manual adjustment of the gap between brake pads and brake discs, and the inability to guarantee the reliability of electronic adjustment due to factors such as the reliability of electronic components, this invention provides an electromechanical brake based on a one-way self-locking mechanism. This mechanism automatically adjusts the brake pads forward to a suitable position when the gap between the brake pads and brake discs widens due to wear, achieving a fully mechanical, precise, and automatic adjustment of the gap between the brake pads and brake discs. This ensures excellent braking function and reduces vehicle maintenance costs.

[0005] The technical solution adopted by this invention to solve its technical problem is:

[0006] An electromechanical brake based on a one-way self-locking mechanism for gap adjustment includes a drive motor reduction mechanism, a camshaft, a clamping bearing, an adjusting bearing, a support bearing, a gap adjustment bracket, a support block, a compression spring, a one-way self-locking mechanism, and a caliper seat for a wheel brake mechanism. The camshaft has at least three cams in its middle section; the inner rings of at least two adjusting bearings are tangentially contacted at the outer ends of two cams on the left and right sides of the camshaft; the inner rings of at least two support bearings are tightly fitted onto the left and right outer ends of the camshaft; and the inner ring of the clamping bearing is tangentially contacted at the outer end of the middle cam of the camshaft. The caliper seat has at least three sliding grooves on one side of its rear end; support frames are respectively installed at the front ends of the left and right sliding grooves; and each support frame has a guide groove from its inner and outer front to its rear end. The two support bearings are located at the inner front ends of the two support frames. The three cams and the clamping bearing... The adjusting bearing is located between the inner and outer sides of the two support frames; there are at least two support blocks, each slidingly fitted inside the middle of the two support frames with its front end located at the rear end of the two support bearings, each support block having a mounting groove in its middle, and each support block having a pressure hole on its inner side; at least two compression springs are slidably fitted inside the mounting grooves of the two support blocks at their front ends; the pressure rods on the left and right sides of the clearance adjusting bracket enter the support frames through guide grooves at the inner ends of the two support frames, and the two pressure rods are located at the rear ends of the two compression springs; a support plate is installed on the outer side of the support block in one of the support frames, and the drive motor reduction mechanism is installed on the support plate; the power output shaft of the drive motor reduction mechanism and one outer end of the camshaft are fixedly installed together; there are at least three sets of self-locking mechanisms, each set of self-locking mechanisms is installed between the rear ends of the three sliding grooves and the rear ends of the adjusting bracket and the support blocks.

[0007] Furthermore, the two cams at the left and right ends have the same shape and are smaller than the outer diameter of the middle cam, and there is a gap between the outer sides of the two adjusting bearings and the outer ends of the inner sides of the two support frames.

[0008] Furthermore, the outer diameter of the compression spring and the support block is smaller than the inner diameter of the support frame, the left and right spacing of the support bearing is smaller than the left and right width of the support frame, and the outer diameter of the pressure rod of the gap adjustment bracket is smaller than the width of the guide groove at the inner end of the support frame.

[0009] Furthermore, the front end of the gap adjustment bracket has a bearing mounting hole, the front ends of the two push rods and the outer rings of the two adjusting bearings are fixedly installed together, and the gap between the inner sides of the two push rods, the front side of the adjustment bracket and the rear outer end of the clamping bearing are spaced apart.

[0010] Furthermore, the friction pads of the vehicle braking mechanism are installed on the inner front end of the caliper seat, and the rear side of the brake pads of the braking mechanism and the front side of the outer ring of the clamping bearing of the camshaft are tightly and movably fitted together.

[0011] Furthermore, each locking mechanism includes a cover plate, elastic pads, inner wedges, outer wedges, and a fixing screw. The rear ends of the movable block and the two support blocks of the clearance adjustment bracket are respectively slidably located in the three sliding grooves of the caliper seat. The rear ends of the movable block and the support blocks each have screw holes. In each locking mechanism, the fixing screw is led forward from the opening of the cover plate. Each of the two outer wedges has a limiting groove in the middle of its rear end. The two elastic pads are respectively located in the two limiting grooves. The front ends of the left and right sides of the cover plate and the rear ends of the two elastic pads are in contact respectively. The inner wedge is slidably located between the inner sides of the two outer wedges.

[0012] Furthermore, in each locking mechanism, the inclined surfaces on the inner sides of the two outer wedges match the inclined surfaces on the outer sides of the inner wedges. The front ends of the fixing screws of two locking mechanisms are fixedly connected to the rear ends of the two support blocks, and the front ends of the fixing screws of the other locking mechanism are fixedly connected to the rear ends of the movable block.

[0013] The beneficial effects of this invention are as follows: This invention uses a fully mechanical mechanism to achieve automatic clearance adjustment between the brake pads and the brake disc. In practical applications, when the brake pads and brake disc wear (causing a larger gap between the brake pads and brake disc), resulting in a larger rotation angle of the intermediate cam, the cams at both ends of the camshaft, due to the increased rotation angle, will first push the adjusting bearing, adjusting bracket, and the intermediate one-way self-locking mechanism forward a certain distance. Then, the compression spring is compressed and stores potential energy. When the camshaft rotates, the squeezing force on the support block decreases, and the pressure in the compression spring can overcome the squeezing force. The compression spring then pushes the support block, support bearing, and camshaft forward a certain distance (simultaneously driving the brake pads and the drive motor reduction mechanism forward). After the locking mechanism reaches its lower position, since the inner wedge can only move down along the two outer wedges, when the cams of the subsequent three camshafts rotate to their initial positions, the locking mechanism will also remain in its current position. The distance between the rear ends of the brake pads and the brake disc is close. Thus, during the next braking, because the distance between the rear end of the brake disc and the front end of the brake pad is close to the initial clearance, excellent braking function of the vehicle is ensured, and vehicle maintenance costs are reduced. In summary, this invention has good application prospects. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall cross-sectional structure and a partially enlarged schematic diagram of the present invention.

[0015] Figure 2 This is a schematic diagram of the outline of the intermediate cam of the camshaft and the brake angle of the present invention.

[0016] Figure 3 This is a schematic diagram of the camshaft clearance adjustment state of the present invention.

[0017] Figure 4 This is a schematic diagram of the one-way self-locking mechanism of the present invention.

[0018] Figure 5 This is a schematic diagram of the outer wedge block structure of the present invention. Detailed Implementation

[0019] Figure 1 , 2As shown in Figures 3, 4, and 5, the electromechanical brake with clearance adjustment based on a one-way self-locking mechanism includes a drive motor reduction mechanism (not shown in the figure), a camshaft 3, a clamping bearing 4, an adjusting bearing 5, a support bearing 6, a clearance adjustment bracket 7, a support block 8, a compression spring 9, a one-way self-locking mechanism 10, and a "["-shaped caliper seat 11 for the vehicle's wheel braking mechanism. The caliper seat 11 is mounted on a caliper bracket near the vehicle wheel via a sliding guide rail (floating caliper). The caliper bracket is then fixed to the steering knuckle or axle by bolts or other means. The camshaft 3 has three cams 31 in the middle. 32, 33, There are two clearance adjustment brackets 7. The inner rings of the two adjusting bearings 5 ​​are tangentially contacted on the outer ends of the two cams 32 and 33 at the left and right ends of the camshaft, respectively. The inner rings of the two support bearings 6 are tightly fitted and fixed to the middle of the left outer end and right side end of the camshaft 3, respectively. The inner ring of the clamping bearing 4 is tangentially contacted on the outer end of the middle cam 31 of the camshaft. The rear right side of the caliper seat 11 has three rectangular sliding grooves 111 distributed from left to right at certain intervals. A hollow rectangular support frame 12 (through the sliding groove) is welded to the front end of the left and right sliding grooves 111, respectively. The inner and outer sides of the support frame 12 each have a rectangular guide groove 121 from the front to the rear. The lower end of the support frame 12 is a closed structure. The two support bearings 6 are respectively slidably located at the inner front ends of the two support frames 12, and the two ends of the camshaft 3 are respectively located at the left and right parts of the outer ends of the guide grooves 121 of the two support frames 12. The three cams 31, 32, 33, the clamping bearing 4, and the adjusting bearing 5 are located between the inner outer ends of the two support frames 12. There are two rectangular support blocks 8, which are respectively slidably fitted inside the middle of the two support frames 12, with their front parts located at the rear ends of the two support bearings 6. Each support block 8 has a hollow mounting groove 81 distributed front and back in the middle. Each of the two support blocks 8 has a horizontally penetrating pressure hole 82 in the middle of its inner side, which communicates with the mounting groove 81. There are two compression springs 9, which are slidably sleeved on the lower end of the mounting groove 81. The pressure rods 71 ​​in the middle of the left and right sides of the gap adjustment bracket 7 enter the support frame 12 through guide grooves 121 at the inner ends of the two support frames, and the two pressure rods 71 ​​are located at the rear ends of the two compression springs 9. A thickness smaller than the width of the sliding groove is welded to the front and back of the right outer side of the support block 8 inside the right support frame. A support plate (not shown in the figure) is provided. The drive motor reduction mechanism is installed on the support plate. The left end power output shaft of the drive motor reduction mechanism and the right end of the camshaft 3 are fixedly installed together. There are three sets of self-locking mechanisms 10. The three sets of self-locking mechanisms 10 are respectively installed in the rear end of the three sliding grooves 111 and the rear end of the adjusting bracket 7 and the support block 8.

[0020] Figure 1 , 2As shown in Figures 3, 4, and 5, the two cams 32 and 33 at the left and right ends have the same shape and are smaller than the outer diameter of the middle cam 31. There is a certain gap between the outer sides of the two adjusting bearings 5 ​​and the outer ends of the inner sides of the two support frames 12. The outer diameter of the compression spring 9 and the support block 8 is smaller than the inner diameter of the support frame 12. The left and right distance between the support bearings 6 is smaller than the left and right width of the support frame 12. The outer diameter of the pressure rod 71 of the gap adjustment bracket is smaller than the width of the guide groove 121 at the inner end of the support frame. The gap adjustment bracket 7 has integrally formed top rods 72 on the left and right sides of the front end, and the front ends of the two top rods 72 and the outer rings of the two adjusting bearings 5 ​​are fixedly installed together. The gap between the inner sides of the two top rods 72, the distance between the front side of the adjustment bracket and the rear outer end of the clamping bearing 4 are also considered. The friction pad 14 of the vehicle braking mechanism is horizontally mounted on the inner front end of the caliper seat 11, and its friction surface is located on the front side of the brake disc 15 of the braking mechanism. The rear side of the brake pad 16 of the braking mechanism and the front end of the outer ring of the clamping bearing 4 of the camshaft are tightly and movably fitted together, and the front friction surface of the brake pad 16 is located on the rear side of the brake disc 15. Each locking mechanism includes a cover plate 101, elastic pads 102, inner wedges 103, outer wedges 104, and a fixing screw 105. The rear ends of the rectangular movable block 73 and the two support blocks 8 of the clearance adjustment bracket 5 are respectively slidably located in the three sliding grooves 111 of the caliper seat. Each of the movable block 73 and the support block 8 has a screw hole in the middle of its rear end. In each locking mechanism, the fixing screw 105 is led forward from the opening in the middle of the rectangular cover plate 101. Each of the two outer wedges 104 has a limiting groove 106 in the middle of its rear end. The two elastic pads 102 are respectively located in the two limiting grooves 106 (the inner diameter is larger than the outer diameter of the elastic pad and the height is lower than the height of the elastic pad). The front ends of the left and right sides of the cover plate 101 and the rear ends of the two elastic pads 102 are in contact respectively. The inner wedge 103 is slidably located between the inner sides of the two outer wedges 104. In each locking mechanism, the inclined surfaces on the inner sides of the two outer wedges 104 match the inclined surfaces on the outer sides of the inner wedge 103. The front ends of the fixing screws 105 of the two locking mechanisms are connected to the middle of the rear ends of the two support blocks 8 by threads. The front ends of the fixing screws of the other locking mechanism are connected to the middle of the rear ends of the movable block 73 by threads.

[0021] Figure 1 , 2As shown in Figures 3, 4, and 5, during normal braking, the driver controls the power output shaft of the drive motor reduction mechanism via an electronic control switch (foot pedal control) to rotate the camshaft 3 counterclockwise for a period of time. The intermediate cam 31 drives the clamping bearing 4 to rotate from angle α to angle β, moving the outer ring of the clamping bearing 4 forward and pushing the brake pad 16 forward. The brake pad 16 overcomes the elastic force of the spring in the vehicle's wheel braking mechanism, and its front end contacts the rear end of the brake disc 15. The floating caliper seat mounted on the brake mechanism moves to the rear end, so that the rear side of the friction pad 14 will closely contact the front end of the brake disc 15, clamping the brake disc 15 and achieving the purpose of forcibly stopping the wheel rotation and braking. When the driver stops braking, the power output shaft of the drive motor reduction mechanism controls the camshaft 3 to rotate clockwise for a period of time. The intermediate cam 31 drives the clamping bearing 4 to rotate from angle β to angle α, causing the outer ring of the clamping bearing 4 to move backward and increase the distance between it and the brake pad 16. The brake pad 16 moves backward under the elastic force of the spring in the wheel braking mechanism of the vehicle, increasing the distance between it and the rear end of the brake disc 15, ensuring that the intermediate cam and the inner ring of the clamping bearing are in tangential contact. At the same time, the floating caliper seat moves forward, increasing the distance between the rear end of the friction pad 14 and the brake disc, and it is no longer in a braking state. It should be noted that the working principle of the floating caliper mentioned in this paragraph is completely consistent with the principle and working process of existing electric vehicle electromechanical brakes. Therefore, the technical solution mentioned in this paragraph is not the subject of protection of this invention.

[0022] Figure 1 , 2As shown in Figures 3, 4, and 5, in this invention, when the thickness of the brake pad 16 or friction pad 14 and brake disc 15 does not decrease, that is, when the gap between the three is appropriate, and the cam 31 can effectively brake by rotating at an angle α, the camshaft synchronously drives the cams 32 and 33 to rotate counterclockwise by a relatively small angle. In this way, the cams 32 and 33 drive the adjusting bearing 5 to rotate from angle α to angle β by a relatively small angle, not exceeding angle α. The two cams 32 and 33 will not push the camshaft and cam 31 forward through the adjusting bearing 5, and the brake pad 16 maintains its current position. When the thickness of brake pad 16, friction pad 14, and brake disc 15 decreases due to various reasons, that is, when the gap between the three is too large, and the cam 31 cannot effectively brake when rotating at angle α (it needs to rotate at a relatively larger angle, and the protrusion length increases), the camshaft synchronously drives cams 32 and 33 to rotate counterclockwise at a relatively large angle. In this way, cams 32 and 33 drive the adjusting bearing 5 to rotate from angle α to angle β at a relatively large angle, exceeding α, to angle β. The protruding surface of cam 31 relatively expands the distance between the clamping bearing 4 and the front end, which can also achieve a good braking purpose. At the same time, because the counterclockwise rotation angle of cams 32 and 33 is relatively large, their protruding surfaces will push the two adjusting bearings 5 ​​forward. In turn, the outer ring of the rear end of the two clearance bearings will pull the clearance adjusting bracket 7 forward. The two pressure rods 71 ​​of the clearance adjusting bracket 7 will compress the compression spring 9 to store potential energy. Since the brake pad 16 and brake disc 15 are in contact when braking has not stopped, the camshaft 3 will not move forward. When braking is complete and the brake pads and brake discs are spaced further apart, the potential energy of the two compression springs 9 is released. As a result, the two support blocks 8 drive the camshaft forward a certain distance, achieving the purpose of automatically adjusting the gap between the brake pads and brake discs. (The gap between the brake pads and brake discs decreases. In reality, the thinner the brake pads become after wear, the larger the rotation angle of the cams 31, 32, and 32. The greater the counterclockwise rotation of the protruding surfaces, the more the two adjusting bearings move downward, and the greater the pressure on the compression springs 9. When braking stops, the camshaft moves forward a relatively larger distance, and vice versa. This effectively achieves automatic gap adjustment and also prevents the gap from being too small or too large. In this embodiment, the gap between the brake pads and brake discs is about 0.6 mm on both sides after adjustment.)When the brakes stop, the adjusting bracket drives the three self-locking mechanisms forward. As the movable block 73 and support block 8 move forward under the force of the compression spring, they respectively drive the inner wedge block 103 forward. Simultaneously, after the elastic pads 102 on both sides of the cover plate 101 are compressed, the two outer wedge blocks 104 move forward synchronously. (When the inner wedge block 103 moves forward, there is a tendency for the inner and outer wedge blocks to separate from each other. The two outer wedge blocks 104 have a backward compressive force on the elastic pads. Therefore, the inner sides of the two outer wedge blocks 104 and the outer sides of the inner wedge block 103 can maintain contact without being squeezed too tightly, allowing the one-way self-locking mechanism to move forward.) After the spring potential energy is fully released... The movable block 73 and the support block 8 no longer drive the inner wedge block 103 forward. Due to the elastic force of the elastic pad 102, the two outer wedge blocks 104 move forward. At the same time, the upward thrust increases the squeezing force between the inclined surfaces of the inner and outer wedge blocks. The two outer wedge blocks 104 and the inner wedge block 103 interact and press against the inner wall of the sliding groove 111 of the caliper seat. This prevents the outer wedge block 104, the support block, and the movable block from moving backward after the spring potential energy is eliminated. In other words, after the camshaft and the adjusting bearing are adjusted and moved forward, they will not move backward, ensuring that the gap between the brake pad and the brake disc is in the automatically set gap after adjustment.

[0023] Figure 1 , 2 As shown in Figures 3, 4, and 5, in this invention, the two working surfaces of the outer wedge 104 can be made different by various processes such as electroplating, spraying, and polishing, which can change the relative sliding friction coefficient of the contact surfaces; the materials of the inner wedge 103 and the sliding groove 111 can also be different, and the final result is that the friction coefficient of the outer wedge 104(a) is f. a (f a Let f be the coefficient of friction on surface a where the outer wedge 104 (b) contacts the inner wedge 103. b (f b Let be the coefficient of friction on surface b where the outer wedge 104 contacts the sliding groove. Then the friction angles are respectively ( (Equivalent friction angle corresponding to the friction coefficient of surface a) ( Let be the equivalent friction angle corresponding to the friction coefficient of surface b. Then, the condition for the unidirectional self-locking mechanism to self-lock when it receives an upward force is: (γ is the angle between surface a and surface b of the outer wedge 104); furthermore, considering that the force required to pull forward will not be too large, the force required to pull downward is related to the residual internal force of the outer wedge 104 from the previous pull, and let the residual normal force between the outer wedge 103 and the inner wall of the sliding groove 11 be F. Nb (F NbIf the residual normal force between the outer wedge 103 and the inner wall of the sliding groove 11 is the force required to pull down at the instant, then the force required to pull down is... (F p F0 is the elastic force required when the unidirectional self-locking mechanism is pulled down, and F0 is the elastic force on the elastic pad. min{a,b} represents the function taking the smaller value from ab, and max{a,b} represents the function taking the larger value from ab. To ensure that the pulling force is not too large, the appropriate value should be selected. The required tension at this point The spring force generated by the pre-compression of the compression spring is greater than F0 to ensure the normal operation of the automatic gap adjustment mechanism. The wedge angle design range of the outer wedge block is... Therefore, as long as This allows for the design of a wedge block that achieves unidirectional self-locking; the wedge angle of the outer wedge block can be selected at the middle position. The caliper base of this invention is made of gray cast iron; the inner wedge 103 is steel with a polytetrafluoroethylene (PTFE) coating; the outer wedge 104 is steel with copper plating, and the plating layer on the inclined surface is ground off. The coefficient of friction between the PTFE and the steel is f. a =0.04, the coefficient of friction between copper and cast iron is f b =1.01 Friction angle The optional outer wedge angle range is 2.29° to 43°, and γ = 22.65° can be selected using the principle of choosing the middle position. Through the above, under the joint action of related mechanisms, this invention can automatically adjust the unidirectional descent height of the brake disc to a suitable position after wear of brake pads and brake discs causes the gap between them to increase. This achieves the effect of fully mechanical, precise, and automatic adjustment of the gap between the brake pads and brake discs, ensuring excellent braking function of the vehicle and reducing vehicle maintenance costs.

[0024] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. An electromechanical brake based on a one-way self-locking mechanism for gap adjustment, comprising a drive motor reduction mechanism, a camshaft, a clamping bearing, a gap adjusting bearing, a support bearing, a gap adjusting bracket, a support block, a compression spring, a one-way self-locking mechanism, and a caliper seat for a wheel brake mechanism, characterized in that, The camshaft has at least three cams in its middle section. The inner rings of at least two adjusting bearings are respectively tightly fitted onto the outer ends of the two cams at the left and right ends of the camshaft. The inner rings of at least two support bearings are respectively tightly fitted onto the left and right outer ends of the camshaft. The inner ring of the clamping bearing is tightly fitted onto the outer end of the middle cam of the camshaft. The caliper seat has at least three sliding grooves on one side of its rear end. Support frames are respectively installed at the front ends of the left and right sliding grooves. There is a guide groove on the inner and outer front and rear parts of the support frames. The two support bearings are respectively slidably located at the inner front ends of the two support frames. The three cams, the clamping bearing, and the adjusting bearing are located between the outer sides of the inner ends of the two support frames. There are at least two support blocks, and the two support blocks are respectively slidably fitted onto the middle of the two support frames. The front part is located at the rear end of the two support bearings. Each of the two support blocks has a mounting groove in the middle. Each of the two support blocks has a pressure hole on its inner side. At least two compression springs are slidably sleeved in the front end of the mounting grooves of the two support blocks. The pressure rods in the middle of the left and right sides of the clearance adjustment bracket enter the support frame through the guide grooves at the inner end of the two support frames. The two pressure rods are located at the rear end of the two compression springs. A support plate is installed on the outer side of the support block in one of the support frames. The drive motor reduction mechanism is installed on the support plate. The power output shaft of the drive motor reduction mechanism and one of the outer ends of the camshaft are fixedly installed together. There are at least three sets of self-locking mechanisms. The three sets of self-locking mechanisms are respectively installed in the rear end of the three sliding grooves and between the rear end of the adjustment bracket and the support block.

2. The electromechanical brake based on a one-way self-locking mechanism for gap adjustment according to claim 1, characterized in that, The two cams at the left and right ends have the same shape and are smaller than the outer diameter of the middle cam. There is a gap between the outer sides of the two clearance adjusting bearings and the outer ends of the inner sides of the two support frames.

3. The electromechanical brake based on a one-way self-locking mechanism for gap adjustment according to claim 1, characterized in that, The outer diameter of the compression spring and support block is smaller than the inner diameter of the support frame; the left and right spacing of the support bearing is smaller than the left and right width of the support frame; and the outer diameter of the pressure rod of the gap adjustment bracket is smaller than the width of the guide groove at the inner end of the support frame.

4. The electromechanical brake based on a one-way self-locking mechanism for gap adjustment according to claim 1, characterized in that, The front end of the gap adjustment bracket has a push rod. The front ends of the two push rods and the rear of the outer rings of the two adjusting bearings are fixed together. The gap between the inner sides of the two push rods, the distance between the front side of the adjustment bracket and the rear outer end of the clamping bearing.

5. The electromechanical brake based on a one-way self-locking mechanism for gap adjustment according to claim 1, characterized in that, The friction pads of the vehicle's braking mechanism are installed on the inner front end of the caliper seat, and the rear side of the brake pads of the braking mechanism and the front side of the outer ring of the clamping bearing of the camshaft are tightly and movably fitted together.

6. The electromechanical brake based on a one-way self-locking mechanism for gap adjustment according to claim 1, characterized in that, Each locking mechanism includes a cover plate, elastic washers, inner wedges, outer wedges, and a fixing screw. The rear end of the clearance adjustment bracket has a movable block and two support blocks that slide in three sliding grooves in the caliper seat. The rear end of the movable block and support blocks each has a screw hole. In each locking mechanism, the fixing screw extends forward from the opening in the cover plate. Each of the two outer wedges has a limiting groove in the middle of its rear end. The two elastic washers are located in the two limiting grooves. The front ends of the left and right sides of the cover plate and the rear ends of the two elastic washers are in contact. The inner wedge slides between the inner sides of the two outer wedges.

7. The electromechanical brake based on a one-way self-locking mechanism for gap adjustment according to claim 1, characterized in that, In each locking mechanism, the inclined surfaces on the inner sides of the two outer wedges match the inclined surfaces on the outer sides of the inner wedges. The front ends of the fixing screws of two locking mechanisms are fixedly connected to the rear ends of the two support blocks, while the front ends of the fixing screws of the other locking mechanism are fixedly connected to the rear ends of the movable block.

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