Lateral electromechanical brake device and vehicle

Abstract

The invention provides a side-mounted electronic mechanical braking device and a vehicle. The electronic mechanical braking system comprises a braking motor, a speed reducer and a control circuit board, the control circuit board is used for fixing a control circuit of the braking motor, the control circuit of the braking motor is used for outputting alternating current to drive the braking motor, the braking motor is used for being in transmission connection with a brake through the speed reducer, and the brake is used for braking wheels of the vehicle. The speed reducer comprises an input shaft and an output shaft which are arranged in parallel. The input shaft is in transmission connection with a motor shaft of a brake motor. The output shaft is used for driving a brake. In the axial direction of the brake motor, the input shaft is arranged between a motor shaft of the brake motor and the control circuit board, and the input shaft and the output shaft are arranged on the side, facing the brake motor, of the control circuit board. The thickness direction of the control circuit board is parallel to the axial direction of the input shaft, and the length direction of the control circuit board is parallel to the arrangement direction of the input shaft and the output shaft. The electronic mechanical braking device has the advantages of being small in size and high in transmission efficiency.

Description

Side-mounted electromechanical brake device and vehicle Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a side-mounted electronic mechanical brake device and a vehicle. Background Art

[0002] The electro-mechanical brake (EMB) consists of a brake motor, a mechanical transmission mechanism, and a brake. The brake motor drives the brake through the mechanical transmission mechanism. This system offers advantages such as a simple structure, responsiveness, smooth load transfer, and the absence of hydraulic piping. It can improve vehicle safety, handling, and comfort.

[0003] In existing electromechanical brake devices, the brake motor, mechanical transmission mechanism and brake are independent components, which results in the electromechanical brake device being too large while the wheel end space of the vehicle is limited.

[0004] Summary of the Invention

[0005] The present application provides a side-mounted electronic mechanical brake device and a vehicle, which have the characteristics of small size and high transmission efficiency.

[0006] In a first aspect, the electronic mechanical braking system provided by the present application includes a brake motor, a reducer and a control circuit board, wherein the control circuit board is used to fix the control circuit of the brake motor, the control circuit of the brake motor is used to output AC power to drive the brake motor, the brake motor is used to be connected to the brake through the reducer, and the brake is used to brake the wheels of the vehicle. The reducer includes an input shaft and an output shaft arranged in parallel. The input shaft is used to transmit and connect the motor shaft of the brake motor, and the output shaft is used to drive the brake. Along the axial direction of the brake motor, the input shaft is arranged between the motor shaft of the brake motor and the control circuit board, and the input shaft and the output shaft are arranged on the side of the control circuit board facing the brake motor. The thickness direction of the control circuit board is parallel to the axial direction of the input shaft, and the length direction of the control circuit board is parallel to the arrangement direction of the input shaft and the output shaft.

[0007] The side-mounted control circuit board in the electronic mechanical brake device provided by this application facilitates the electronic mechanical brake device's utilization of the side space of the vehicle's wheel end and reduces the space occupied at the top of the vehicle's wheel end. Furthermore, in the electronic mechanical brake device provided by this application, the input and output shafts of the brake motor and reducer are arranged on the same side of the control circuit board. The braking force transmission path through which the brake motor drives the brake via the reducer is located on the same side of the control circuit board, which can reduce the length of the braking force transmission path and achieve higher transmission efficiency. Furthermore, in the electronic mechanical brake device provided by this application, the control circuit board and brake motor are arranged on either side of the reducer, respectively, facilitating the isolation of the control circuit components and the mechanical transmission mechanism, thereby improving the reliability of the electronic mechanical brake device.

[0008] In one implementation, the electronic mechanical braking device includes a position sensor, which is used to detect the rotation angle of the brake motor. The position sensor includes a stator and a rotor. The control circuit board is used to fix the stator. The input shaft is used to coaxially drive the motor shaft of the brake motor and the rotor of the position sensor.

[0009] The stator of the position sensor and the control circuit of the brake motor in the electromechanical brake device provided in this application are both fixed to the control circuit board, facilitating the integrated design of the circuit components in the electromechanical brake device. Furthermore, the control circuit board and the brake motor are arranged on either side of the reducer's input shaft, facilitating the installation and maintenance of the position sensor and other circuit components on the control circuit board.

[0010] In one implementation, the reducer includes a motor gear and an output wheel. The motor gear is fixed coaxially with the input shaft, and the motor gear is connected to the output wheel for transmission. The output wheel is used to drive the output shaft to rotate. The motor gear and the output wheel are arranged on the side of the control circuit board facing the brake motor.

[0011] The reducer in the electronic mechanical braking device provided in the present application includes a motor gear and an output wheel arranged on the same side of the control circuit board, which not only reduces the length of the braking force transmission path, but also facilitates the electronic mechanical braking device to utilize the side space of the vehicle wheel end, thereby reducing the radial top space occupied by the vehicle wheel end.

[0012] In one implementation, the reducer includes a planetary input gear, a planetary gear train, and a planetary output gear. The motor gear is connected to the planetary input gear, which is connected to the planetary output gear through the planetary gear train. The planetary output gear serves as the output gear of the reducer, driving the output shaft for rotation or being used to drive the output shaft for rotation. The motor gear and the planetary input gear are spaced apart along the arrangement direction of the input and output shafts, and the planetary gear train is arranged between the planetary input and output gears along the axial direction of the output shaft.

[0013] The reducer in the electronic mechanical braking device provided in the present application can not only achieve a larger speed ratio change in a smaller space through the planetary gear train, but also arrange the planetary gear train between the planetary input gear and the planetary output gear, so that the electronic mechanical braking device can make more full use of the side space of the vehicle wheel end, thereby reducing the radial top space occupied by the vehicle wheel end.

[0014] In one implementation, an electromechanical brake device includes a housing. The housing is configured to house a gear train and a control circuit board of a reducer. The housing includes a reducer housing chamber and a control circuit housing chamber. The housing includes a partition and a cover, with the control circuit board positioned between the partition and the cover along the axis of the brake motor. The partition separates the reducer housing chamber from the control circuit housing chamber. The reducer housing chamber houses the gear train of the reducer. The control circuit housing chamber houses the control circuit board.

[0015] The electromechanical brake device provided herein utilizes a side-mounted arrangement of the reducer housing and the control circuit housing, which not only reduces the size of the device but also facilitates the integrated design of the housing within the device. Furthermore, the reducer housing and the control circuit housing are separated by a partition, which not only prevents lubricating oil in the reducer from affecting circuit components but also facilitates the separate assembly and maintenance of the reducer and control circuit boards.

[0016] In one implementation, at least one of the partition plate or the cover plate is used to fix the control circuit board, and the input shaft is used to drive and connect the rotor of the position sensor and the motor shaft of the brake motor through the partition plate.

[0017] The side-mounted control circuit board in the electronic mechanical brake device provided herein can be secured by at least one of a partition or a cover plate, which improves the structural stability of the control circuit board and thereby enhances the electrical reliability of the electronic mechanical brake device. Furthermore, the control circuit board in the electronic mechanical brake device provided herein is arranged perpendicularly to the output and input shafts of the reducer, allowing the electronic mechanical brake device to more fully utilize the lateral space at the vehicle wheel end, thereby reducing the radial overhead space occupied by the vehicle wheel end.

[0018] In one implementation, the motor shaft of the brake motor is integrally structured with the input shaft of the reducer. The brake motor includes a proximal bearing and a distal bearing. Along the axial direction of the brake motor, the proximal and distal bearings are arranged on either side of the brake motor rotor, while the distal bearing and the control circuit board are arranged on either side of the proximal bearing.

[0019] The motor shaft of the brake motor in the electronic mechanical braking device provided by the present application and the input shaft of the reducer adopt an integrated structure, which not only can omit the connection structure design between the motor shaft and the input shaft, but also can make the input shaft and the motor shaft share the same distal bearing, thereby reducing the bearing structure of the input shaft in the reducer, thereby improving the integration of the electronic mechanical braking device and reducing the side space occupied by the vehicle wheel end.

[0020] In one implementation, the electronic mechanical braking device includes a brake, which includes a reversing mechanism and at least one friction plate. The reversing mechanism is used to rotate with the output shaft and drive the friction plate to move axially along the output shaft. The friction plate is used to brake the vehicle wheel. The reversing mechanism is arranged in parallel with the motor shaft of the brake motor along the arrangement direction of the input shaft and the output shaft. The reversing mechanism and the at least one friction plate are arranged on the side of the control circuit board facing the brake motor.

[0021] In the electronic mechanical braking device provided herein, the brake and brake motor are positioned on the same side of the control circuit board. The mechanical transmission mechanism utilizes the gap between the vehicle wheel and the control circuit board, thereby improving the integration of the electronic mechanical braking device and reducing the space occupied by the side of the vehicle wheel. Furthermore, the brake's reversing mechanism is arranged parallel to the motor shaft of the brake motor in the electronic mechanical braking device provided herein, thereby reducing the space occupied by the top of the vehicle wheel.

[0022] In one implementation, the reversing mechanism includes a lead screw and a threaded sleeve. The lead screw is arranged parallel to the motor shaft of the brake motor along the arrangement direction of the input shaft and the output shaft. The lead screw is used to transmit and connect to the output shaft and drive the threaded sleeve to move axially along the lead screw. The threaded sleeve is used to drive at least one friction plate to move axially along the lead screw.

[0023] In the electronic mechanical brake device provided in the present application, the lead screw and the motor shaft of the brake motor are arranged in parallel, which can reduce the space occupied on the top of the vehicle wheel end.

[0024] In one implementation, the electromechanical brake device includes a locking mechanism for locking or releasing the rotation of the output wheel. The locking mechanism includes a clutch and a locking motor. The locking motor controls the locking or releasing of the clutch. A control circuit board holds a control circuit for the locking motor, which outputs AC power to drive the locking motor. The locking motor is axially positioned between the control circuit board and the output wheel.

[0025] In the electronic mechanical brake device provided in the present application, the locking motor is arranged in the gap between the output wheel and the control circuit board, which can reduce the side space occupied by the vehicle wheel end.

[0026] In one implementation, the locking mechanism includes an axially movable member, and the locking motor is used to drive the axially movable member away from or toward the clutch to control the clutch to be locked or released.

[0027] In one implementation, a clutch is used to lock or release the rotation of the planetary input gear. The clutch is housed in the axial bore of the planetary input gear's gear shaft and includes an inner wheel and a movable member. The inner wheel is coaxially fixed to the axial bore of the planetary input gear shaft. The outer circumference of the inner wheel is provided with a groove, the opening of which faces the inner circumference of the axial bore of the planetary input gear shaft. The groove's depth gradually decreases along the circumference of the axial bore of the planetary input gear shaft. The movable member is configured to move within the groove along the circumference of the axial bore of the planetary input gear shaft.

[0028] The electronic mechanical brake device provided in the present application utilizes the shaft hole of the gear shaft of the planetary input wheel to arrange the clutch, which can reduce the side space occupied by the vehicle wheel end.

[0029] In one implementation, the inner wheel includes at least two grooves, the number of movable elements being the same as the number of grooves, and each groove is configured to accommodate one movable element. The at least two grooves are equally spaced along the circumference of the inner wheel, and the minimum groove depth end of one of two adjacent grooves is adjacent to the maximum groove depth end of the other groove along the circumference of the inner wheel.

[0030] In one embodiment, the clutch includes an elastic member that is configured to cooperate with the axially movable member to drive the movable member to move back and forth along the circumference of the inner wheel. The axially movable member moves toward the clutch and drives the movable member to move clockwise along the circumference of the inner wheel. When the axially movable member moves away from the clutch, the elastic member drives the movable member to move counterclockwise along the circumference of the inner wheel. The axially movable member moves toward the clutch and drives the movable member to move counterclockwise along the circumference of the inner wheel. When the axially movable member moves away from the clutch, the elastic member drives the movable member to move clockwise along the circumference of the inner wheel.

[0031] In a second aspect, the present application provides a vehicle comprising a wheel and an electromechanical brake device according to any of the aforementioned implementations, the electromechanical brake device being configured to brake the wheel. The axial direction of the brake motor, the axial direction of the input shaft, and the axial direction of the output shaft are parallel to the axial direction of the wheel, and the arrangement direction of the input shaft and the output shaft is perpendicular to the axial direction of the wheel.

[0032] The vehicle provided in the second aspect of the present application is braked using the electromechanical brake device provided in the first aspect of the present application. Because the electromechanical brake device provided in the first aspect of the present application is small in size and has high transmission efficiency, it saves interior space of the vehicle and improves the reliability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] FIG1 is a schematic diagram of a vehicle provided in an embodiment of the present application;

[0034] FIG2 is a schematic diagram of an electromechanical braking device provided in an embodiment of the present application;

[0035] FIG3 is a schematic diagram of a brake provided in an embodiment of the present application;

[0036] FIG4 is a cross-sectional schematic diagram of the brake shown in FIG3 of the present application;

[0037] FIG5 is a schematic diagram of a brake motor of an electromechanical brake device provided in an embodiment of the present application;

[0038] FIG6 is an exploded schematic diagram of the brake motor shown in FIG5 of the present application;

[0039] FIG7 is a cross-sectional schematic diagram of a brake motor of an electromechanical brake device provided in an embodiment of the present application;

[0040] FIG8 is another cross-sectional schematic diagram of the brake motor of the electromechanical brake device provided in an embodiment of the present application;

[0041] FIG9 is an exploded schematic diagram of an electromechanical brake device provided in an embodiment of the present application;

[0042] FIG10 is another exploded schematic diagram of the electromechanical brake device shown in FIG9 of the present application;

[0043] FIG11 is a schematic diagram of the exploded structure of the housing and circuit board of the electromechanical brake device provided in an embodiment of the present application from a side perspective;

[0044] FIG12 is a schematic structural diagram of the electronic mechanical braking device provided by the embodiment shown in FIG11 of the present application from a side perspective with part of the structure hidden;

[0045] FIG13 is a schematic cross-sectional view of the electronic mechanical brake device provided by the embodiment shown in FIG12 of the present application at a side angle of view at position AA;

[0046] FIG14 is a schematic structural diagram of an electronic mechanical braking device provided in an embodiment of the present application from a side perspective with some structures hidden;

[0047] FIG15 is a schematic structural diagram of an electronic mechanical braking device provided in an embodiment of the present application from a side perspective with some structures hidden;

[0048] FIG16 is a schematic cross-sectional view of the electromechanical brake device provided by the embodiment shown in FIG14 of the present application from a side perspective;

[0049] FIG17 is a schematic diagram of the exploded structure of the electromechanical brake device provided by the embodiment shown in FIG14 of the present application from a side perspective;

[0050] FIG18 is a schematic cross-sectional view of the electronic mechanical braking device provided in an embodiment of the present application, with part of the structure hidden from view from one side;

[0051] FIG19 is an enlarged schematic diagram of a partial structure of the electronic mechanical brake device provided by the embodiment shown in FIG18 of the present application at position B from a side perspective;

[0052] FIG20 is a schematic cross-sectional view of the brake motor of the electromechanical brake device provided in an embodiment of the present application from a side perspective;

[0053] FIG21 is a schematic diagram of a partial structure of the brake motor of the electromechanical brake device provided by an embodiment of the present application from a side perspective;

[0054] FIG22 is a schematic diagram of a planar structure of an electronic mechanical braking device provided in an embodiment of the present application from a side perspective;

[0055] FIG23 is a schematic diagram of the external structure of the reducer of the electromechanical brake device provided in an embodiment of the present application from a side perspective;

[0056] FIG24 is a schematic diagram of the external structure of the electronic mechanical braking device provided in an embodiment of the present application, with part of the structure hidden from view from a side perspective;

[0057] FIG25 is a schematic structural diagram of the electronic mechanical braking device provided by the embodiment shown in FIG24 of the present application from another side with part of the structure hidden;

[0058] FIG26 is a schematic diagram of the external structure of the electronic mechanical braking device provided in an embodiment of the present application, with part of the structure hidden from view from a side perspective;

[0059] FIG27 is a schematic diagram of the external structure of the electronic mechanical braking device provided by the embodiment shown in FIG26 of the present application, with part of the structure hidden from view from another side;

[0060] FIG28 is a schematic diagram of the external structure of the electronic mechanical braking device provided by the embodiment shown in FIG26 of the present application, with part of the structure hidden from view from a side perspective;

[0061] FIG29 is a schematic diagram of the exploded structure of the electronic mechanical brake device provided by the embodiment shown in FIG28 of the present application, with part of the structure hidden from view from one side;

[0062] FIG30 is a schematic diagram of the external structure of the clutch 71 of the electronic mechanical brake device provided by the embodiment shown in FIG29 of the present application, with part of the structure hidden from view from a side perspective;

[0063] FIG31 is a schematic cross-sectional view of the electronic mechanical braking device provided by the embodiment shown in FIG28 of the present application, with part of the structure hidden from view from one side;

[0064] FIG32 is a schematic cross-sectional view of the clutch of the electronic mechanical brake device provided by the embodiment shown in FIG31 of the present application, with part of the structure hidden from view from one side;

[0065] FIG33 is a partial cross-sectional structural diagram of the locking mechanism of the electronic mechanical brake device provided by the embodiment shown in FIG31 of the present application, with part of the structure hidden, viewed from a side perspective;

[0066] FIG34 is an exploded structural diagram of the locking mechanism of the electromechanical brake device provided in the embodiment shown in FIG29 of the present application, with part of the structure hidden from view from one side;

[0067] FIG35 is a schematic diagram of the external structure of the electronic mechanical braking device provided in an embodiment of the present application, with part of the structure hidden from view from a side perspective;

[0068] FIG36 is a schematic diagram of the external structure of the electronic mechanical braking device provided by the embodiment shown in FIG35 of the present application, with part of the structure hidden from view from another side;

[0069] FIG37 is a schematic diagram of the external structure of the electronic mechanical brake device provided by the embodiment shown in FIG35 with part of the structure hidden, viewed from a side perspective;

[0070] FIG38 is a schematic cross-sectional view of the electronic mechanical braking device provided by the embodiment shown in FIG35 of the present application, with part of the structure hidden from view from one side;

[0071] FIG39 is a schematic diagram of the cross-sectional structure of the electronic mechanical braking device provided in an embodiment of the present application, with part of the structure hidden from view from one side. DETAILED DESCRIPTION

[0072] The following will describe the technical solutions in the embodiments of this application in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by ordinary technicians in this field without making any creative work are within the scope of protection of this application.

[0073] The serial numbers assigned to the components herein, such as "first", "second", etc., are only used to distinguish the objects described and do not have any order or technical meaning. The "connection" mentioned in this application includes direct and indirect connections unless otherwise specified. In the description of this application, it should be understood that the orientation or position relationship indicated by the terms "upper", "lower", "front", "back", "top", "bottom", "inside", "outside", etc. is based on the orientation or position relationship shown in the accompanying drawings, and is only for the convenience of describing this application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as a limitation on this application.

[0074] In this application, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above" or "above" a second feature, it can mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below" or "below" a second feature, it can mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0075] The present application provides a vehicle including wheels and an electromechanical brake device for braking the wheels. The electromechanical brake device is compact and has high transmission efficiency, thus saving interior space of the vehicle and improving vehicle reliability.

[0076] The side-mounted electronic mechanical brake system provided by the present application includes a brake motor, a reducer and a control circuit board. The control circuit board is used to fix the control circuit of the brake motor. The control circuit of the brake motor is used to output AC power to drive the brake motor. The brake motor is used to connect to the brake through the reducer. The brake is used to brake the wheels of the vehicle. The reducer includes an input shaft and an output shaft arranged in parallel. The input shaft is used to connect to the motor shaft, and the output shaft is used to drive the brake. Along the axial direction of the brake motor, the input shaft is arranged between the motor shaft and the control circuit board, and the input shaft and the output shaft are arranged on the side of the control circuit board facing the brake motor. The thickness direction of the control circuit board is parallel to the axial direction of the input shaft, and the length direction of the control circuit board is parallel to the arrangement direction of the input shaft and the output shaft.

[0077] The side-mounted control circuit board in the electronic mechanical brake device provided by this application facilitates the electronic mechanical brake device's utilization of the side space of the vehicle's wheel end and reduces the space occupied at the top of the vehicle's wheel end. Furthermore, in the electronic mechanical brake device provided by this application, the input and output shafts of the brake motor and reducer are arranged on the same side of the control circuit board. The braking force transmission path through which the brake motor drives the brake via the reducer is located on the same side of the control circuit board, which can reduce the length of the braking force transmission path and achieve higher transmission efficiency. Furthermore, in the electronic mechanical brake device provided by this application, the control circuit board and brake motor are arranged on either side of the reducer, respectively, facilitating the isolation of the control circuit components and the mechanical transmission mechanism, thereby improving the reliability of the electronic mechanical brake device.

[0078] The present application provides a vehicle comprising a wheel and an electromechanical brake device according to any of the aforementioned implementations, the electromechanical brake device being configured to brake the wheel. The axial direction of the brake motor, the axial direction of the input shaft, and the axial direction of the output shaft are parallel to the axial direction of the wheel, and the arrangement direction of the input shaft and the output shaft is perpendicular to the axial direction of the wheel.

[0079] The vehicle provided in the present application includes the electronic mechanical braking device provided in the present application, which saves the internal space of the vehicle of the present application and improves the reliability of the vehicle.

[0080] Figure 1 is a schematic diagram of a vehicle 1000 provided in an embodiment of the present application. As shown in Figure 1 , vehicle 1000 provided in an embodiment of the present application includes wheels 1001 and an electromechanical brake device 100. Electromechanical brake device 100 is used to brake wheels 1001. Wheels 1001 are used to enable vehicle 1000 to travel on the ground. Electromechanical brake device 100 is used to brake wheels 1001 to control and adjust the rotational speed of wheels 1001, thereby controlling the driving state of vehicle 1000.

[0081] It should be noted that in the embodiment shown in Figure 1, only one wheel 1001 and one electromechanical brake device 100 are used as an example for illustration. In actual application scenarios, each wheel 1001 of the vehicle 1000 can be provided with an electromechanical brake device 100.

[0082] Fig. 2 is a schematic diagram of an electromechanical brake device 100 provided in an embodiment of the present application. In order to clearly illustrate the internal functional structure of the electromechanical brake device 100, the housing of the electromechanical brake device 100 is hidden in Fig. 1.

[0083] As shown in FIG2 , the electronic mechanical brake device 100 of the present application includes a brake motor 10 , a reducer 20 , and a control circuit board 30 . In one embodiment, the electronic mechanical brake device 100 of the present application includes a brake motor 10 , a reducer 20 , a control circuit board 30 , and a brake 40 .

[0084] In the embodiment of the present application, the control circuit board 30 is used to fix the control circuit of the brake motor 10. The control circuit of the brake motor 10 is used to output AC power to drive the brake motor 10. The brake motor 10 is connected to the brake 40 through the speed reducer 20. The brake 40 is used to brake the wheel 1001 of the vehicle 1000.

[0085] In this embodiment of the present application, the reducer 20 includes an input shaft 21 and an output shaft 22 arranged in parallel. The input shaft 21 is used for transmission connection to the motor shaft 11 of the brake motor 10, and the output shaft 22 is used to drive the brake 40. Along the axial direction of the brake motor 10, the input shaft 21 is arranged between the motor shaft 11 of the brake motor 10 and the control circuit board 30. The input shaft 21 and the output shaft 22 are arranged on the side of the control circuit board 30 facing the brake motor 10.

[0086] In one embodiment, the brake motor 10 and the reducer 20 are arranged adjacent to each other along the axial direction of the input shaft 21 , and the motor shaft 11 of the brake motor 10 and the input shaft 21 of the reducer 20 are coaxially driven.

[0087] In the embodiment of the present application, the thickness direction of the control circuit board 30 is parallel to the axial direction of the input shaft 21, and the length direction of the control circuit board 30 is parallel to the arrangement direction of the input shaft 21 and the output shaft 22. Since a number of electronic components are usually integrated on the control circuit board 30, the thickness direction of the control circuit board 30 can be understood as the direction of the plate-like structure of the control circuit board 30 perpendicular to its own plane. The length direction of the control circuit board 30 can be understood as the direction along the plane of the control circuit board 30. By setting the thickness direction of the control circuit board 30 parallel to the axial direction of the input shaft 21 of the reducer 20, and the length direction of the control circuit board 30 parallel to the arrangement direction of the input shaft 21 and the output shaft 22 of the reducer 20, the space occupied by the control circuit board 30 can be reduced.

[0088] In the embodiment of the present application, the input shaft 21 of the reducer 20 is in transmission connection with the output shaft 22. For example, in FIG1 , the input shaft 21 and the output shaft 22 of the reducer 20 are connected by a belt drive, while in FIG2 , the input shaft 21 and the output shaft 22 of the reducer 20 are connected by a gear drive. For example, the transmission connection between the input shaft 21 and the output shaft 22 can also be a chain drive. In the subsequent embodiments of the present application, the gear transmission between the input shaft 21 and the output shaft 22 of the reducer 20 is used as an example.

[0089] 1 and 2 , the axial direction of the brake motor 10 , the axial direction of the input shaft 21 , and the axial direction of the output shaft 22 are parallel to the axial direction of the wheel 1001 , and the arrangement direction of the input shaft 21 and the output shaft 22 are perpendicular to the axial direction of the wheel 1001 .

[0090] As shown in Figure 2, one end of the motor shaft 11 of the brake motor 10 extends toward the direction of the reducer 20 and is transmission-connected to the input shaft 21 of the reducer 20. The motor shaft 11 of the brake motor 10 rotates to drive the input shaft 21 to rotate synchronously, so that the brake motor 10 can input power into the reducer 20 through the input shaft 21, that is, the input shaft 21 is the power input shaft of the reducer 20.

[0091] Along the axial direction of the output shaft 22, the brake 40 is arranged adjacent to the reducer 20. Furthermore, along the arrangement direction of the input shaft 21 and the output shaft 22, the brake motor 10 is arranged adjacent to the reversing mechanism 41 of the brake 40. That is, along the axial direction perpendicular to the input shaft 21, the brake 40 and the brake motor 10 are located on the same side of the reducer 20.

[0092] The output shaft 22 of the reducer 20 extends out of the reducer 20 toward one end of the brake 40 and is transmission-connected to the brake 40, thereby transmitting the power input into the reducer 20 by the input shaft 21 to the brake 40, thereby achieving the effect of driving the brake 40 to brake the vehicle 1000, that is, the output shaft 22 is the power output shaft of the reducer 20.

[0093] Along the axial direction of the input shaft 21, the brake motor 10 and the control circuit board 30 are arranged opposite each other. The control circuit board 30 is used to output AC power to control the brake motor 10 and drive the motor shaft 11 of the brake motor 10 to rotate. This can achieve the effect of the control circuit board 30 transmitting signals to the brake motor 10 to control the operating state of the brake motor 10, thereby enabling the brake motor 10 to drive the brake 40 to brake the vehicle 1000.

[0094] To facilitate understanding of the braking process of vehicle 1000 by electronic mechanical brake device 100 of the present application, the present invention will first introduce brake 40. Please refer to Figures 3 and 4 . Figure 3 is a schematic diagram of the external structure of brake 40 from a side view according to the present invention, and Figure 4 is a schematic diagram of the cross-sectional structure of brake 40 from a side view according to the embodiment shown in Figure 3 .

[0095] In this embodiment of the present application, the electromechanical braking device includes a brake 40. Brake 40 includes a reversing mechanism 41 and at least one friction plate 42. The reversing mechanism 41 rotates with the output shaft 22 and drives the friction plate 42 to move axially along the output shaft 22. The friction plate 42 is used to brake the wheels of the vehicle 1000. Along the alignment of the input shaft 21 and the output shaft 22, the reversing mechanism 41 is arranged parallel to the motor shaft 11 of the brake motor 10. The reversing mechanism 41 and the at least one friction plate 42 are arranged on the side of the control circuit board 30 facing the brake motor 10.

[0096] In the electronic mechanical brake device 100 provided herein, the brake 40 and the brake motor 10 are positioned on the same side of the control circuit board 30. The mechanical transmission mechanism is arranged in the gap between the wheel end of the vehicle 1000 and the control circuit board 30, thereby improving the integration of the electronic mechanical brake device 100 and reducing the side space occupied by the wheel end of the vehicle 1000. Furthermore, the reversing mechanism 41 of the brake 40 and the motor shaft 11 of the brake motor 10 are arranged in parallel in the electronic mechanical brake device 100 provided herein, thereby reducing the space occupied at the top of the wheel end of the vehicle 1000.

[0097] The input shaft 21 of the reducer 20 is connected to the reversing mechanism 41 of the brake 40 via the output shaft 22 of the reducer 20. The reversing mechanism 41 drives the friction plate 42 of the brake 40 to move along the rotation axis of the reversing mechanism 41 as the output shaft 22 of the reducer 20 rotates. The friction plate 42 cooperates with the brake disc 43 to brake the wheel 1001 of the vehicle 1000. The brake disc 43 is fixedly connected to the wheel 1001 of the vehicle 1000 and rotates synchronously with the wheel 1001. That is, the brake disc 43 can rotate with the wheel 1001 while the vehicle 1000 is in motion.

[0098] Exemplarily, there are two friction plates 42, which are arranged on opposite sides of the brake disc 43 along the thickness direction of the brake disc 43. The friction plates 42 are drivingly connected to the reducer 20. Specifically, the frame of the brake 40 is fixedly connected to the frame of the vehicle 1000, and the two friction plates 42 are respectively slidably connected to the frame of the brake 40. Driven by the brake motor 10 and the reducer 20, the two friction plates 42 can slide relative to each other toward the brake disc 43 and move closer to each other, or slide away from the brake disc 43 and move away from each other.

[0099] When the brake motor 10 drives the brake 40 via the speed reducer 20 to brake the vehicle 1000, the speed reducer 20 drives the two friction plates 42 of the brake 40 toward each other (as indicated by the dashed arrows in the figure). The two friction plates 42 can respectively contact the two opposing end surfaces of the brake disc 43, generating friction to reduce the rotational speed of the brake disc 43. Because the brake disc 43 rotates synchronously with the wheel 1001, the reduction in the speed of the brake disc 43 will also cause the speed of the wheel 1001 to decrease, thereby braking the wheel 1001 and thus achieving the function of the electronic mechanical brake device 1000 to brake the vehicle 1000.

[0100] That is, when the brake motor 10 is started, the brake motor 10 realizes the effect of power transmission through the reducer 20, that is, the brake motor 10 inputs power to the reducer 20 from the input shaft 21 of the reducer 20, and outputs power to the brake 40 from the output shaft 22 of the reducer 20 to drive the brake 40 to brake the vehicle 1000.

[0101] In this specification, the braking process of vehicle 1000 is defined as the electronic mechanical brake device 100 of this application operating in service braking mode. That is, the electronic mechanical brake device 100 operating in service braking mode can be understood as the vehicle 1000 operating in motion, with the brake motor 10 operating and driving the brake 40 via the speed reducer 20 to brake the vehicle 1000, thereby reducing the vehicle's speed or stopping it.

[0102] In an embodiment of the present application, the reversing mechanism 41 includes a ball screw 411. The ball screw 411 includes a lead screw 4111 and a screw sleeve 4112. Along the arrangement direction of the input shaft 21 and the output shaft 22, the lead screw 4111 is arranged in parallel with the motor shaft 11 of the brake motor 10. The lead screw 4111 is used to transmit and connect the output shaft 22 and drive the screw sleeve 4112 to move axially along the lead screw 4111. The screw sleeve 4112 is used to drive at least one friction plate 42 to move axially along the lead screw 4111. In the electronic mechanical brake device 100 provided in the present application, the lead screw 4111 is arranged in parallel with the motor shaft 11 of the brake motor 10, which can reduce the occupation of the top space of the wheel end of the vehicle 1000.

[0103] The axial direction of the reversing mechanism 41 can be understood as the rotation axis (i.e., length) direction of the lead screw 4111, that is, the length direction of the lead screw 4111 is parallel to the axial direction of the brake disc 43. Since the lead screw 4111 and the screw sleeve 4112 are meshed and driven, when the lead screw 4111 is driven to rotate along its own rotation axis, the rotation of the lead screw 4111 is transmitted to the screw sleeve 4112, which in turn drives the screw sleeve 4112 to move along the length direction of the lead screw 4111.

[0104] The screw sleeve 4112 moves toward the brake disc 43 along the axial direction of the brake disc 43, and drives the friction plate 42 to move toward the brake disc 43 along the axial direction of the brake disc 43, so that the friction plate 42 can contact the end face of the brake disc 43 and form friction force, thereby achieving the effect of braking the brake disc 43.

[0105] Please refer to Figures 5 to 7 in conjunction with Figure 2. Figure 5 is a schematic diagram of the external structure of the brake motor 10 of the electronic mechanical brake device 100 provided in an embodiment of the present application from a side perspective. Figure 6 is a schematic diagram of the decomposed structure of the brake motor 10 of the electronic mechanical brake device 100 provided in the embodiment shown in Figure 5 of the present application from a side perspective. Figure 7 is a schematic diagram of the cross-sectional structure of the brake motor 10 of the electronic mechanical brake device 100 provided in an embodiment of the present application from a side perspective.

[0106] As shown in Figures 5-7, the brake motor 10 includes a motor stator 10a and a motor rotor 10b. The motor rotor 10b is coaxially fixed to the motor shaft 11 of the brake motor 10. The motor stator 10a is radially sleeved around the outer periphery of the motor rotor 10b and fixed to the housing 16 of the brake motor 10. By applying an excitation current (alternating current) to the brake motor 10, an alternating magnetic field can be generated between the motor stator 10a and the motor rotor 10b, driving the motor rotor 10b to rotate the motor shaft 11 of the brake motor 10 about its own axis.

[0107] Exemplarily, the brake motor 10 includes two bearings 12, which are arranged at intervals along the axial direction of the motor shaft 11 of the brake motor 10, and both bearings 12 are sleeved on the motor shaft 11 of the brake motor 10 to form a supporting effect on the motor shaft 11 of the brake motor 10 while ensuring that the motor shaft 11 of the brake motor 10 rotates around its own axis.

[0108] As shown in Figures 5-7, the two bearings 12 include a proximal bearing 121 and a distal bearing 122. Along the axial direction of the brake motor 10, the proximal bearing 121 and the distal bearing 122 are arranged on both sides of the motor rotor 10b of the brake motor 10, and the distal bearing 122 and the control circuit board 30 are arranged on both sides of the proximal bearing 121.

[0109] Specifically, opposite ends of the motor shaft 11 of the brake motor 10 extend from the motor rotor 10b axially. A proximal bearing 121 and a distal bearing 122 are spaced apart from each other on opposite sides of the motor rotor 10b axially, with the proximal bearing 121 being closer to the reducer 20 than the distal bearing 122.

[0110] The inner ring 1221 of the distal bearing 122 is sleeved on the end of the motor shaft 11 of the brake motor 10 away from the reducer 20 , and the outer ring 1222 of the distal bearing 122 is supported by the housing 16 of the brake motor 10 .

[0111] In other words, as shown in Figures 6 and 7, the distal bearing 122 is arranged on the side of the motor rotor 10b away from the reducer 20, the outer ring 1222 of the distal bearing 122 is fixed to the housing 16 of the brake motor 10, and the inner ring 1221 of the distal bearing 122 is sleeved on the motor shaft 11 of the brake motor 10 and fixed relative to the motor shaft 11 of the brake motor 10.

[0112] Since the inner ring 1221 of the distal bearing 122 can rotate relative to the outer ring 1222 of the distal bearing 122, the distal bearing 122 can ensure that the relative position distance between the motor shaft 11 of the brake motor 10 and the housing 16 of the brake motor 10 remains fixed, while also enabling the motor shaft 11 of the brake motor 10 to rotate around its own axis.

[0113] The inner ring 1211 of the proximal bearing 121 is sleeved on the middle section 11a of the motor shaft 11 of the brake motor 10, and the outer ring 1212 of the proximal bearing 121 is supported by the housing 50 of the electronic mechanical brake device 100 of the present application. In the axial direction of the motor shaft 11 of the brake motor 10, the middle section 11a of the motor shaft 11 is located between the opposite ends of the motor shaft 11 of the brake motor 10 and on the side of the motor rotor 10b facing away from the distal bearing 122.

[0114] 6 and 7 , the proximal bearing 121 is disposed between opposite ends of the motor shaft 11 of the brake motor 10 along its own axial direction. The outer ring 1212 of the proximal bearing 121 is fixed to and supported by the housing 50 of the electromechanical brake device 100 .

[0115] Since the brake motor 10 and the reducer 20 are fixed adjacent to each other along the axial direction of the motor shaft 11 of the brake motor 10, and the end of the motor shaft 11 of the brake motor 10 that is away from the distal bearing 122 is supported by the proximal bearing 121 and is coaxially driven with the input shaft 21 of the reducer 20, the end of the motor shaft 11 that is used to support the brake motor 10 and is away from the distal bearing 122 can be fixed to the housing 50 of the electronic mechanical brake device 100, and both can form a stable support effect for the motor shaft 11 of the brake motor 10, that is, while reducing the number of bearings 12 arranged in the reducer 20 for supporting the motor shaft 11 of the brake motor 10, the integration effect between the brake motor 10 and the reducer 20 is improved, and the structural design within the electronic mechanical brake device 100 of the present application is simplified to reduce the volume.

[0116] At the same time, the inner ring 1211 of the proximal bearing 121 can rotate relative to the outer ring 1212 of the proximal bearing 121. Therefore, the proximal bearing 121 can fix the relative position between the motor shaft 11 of the brake motor 10 and the housing 50 of the electronic mechanical brake device 100, while also enabling the motor shaft 11 of the brake motor 10 to rotate around its own axis.

[0117] It can be understood that by setting the cooperation of the proximal bearing 121 and the distal bearing 122, the motor shaft 11 of the brake motor 10 can be supported at different positions along the axial direction of the motor shaft 11 of the brake motor 10, so that the position of the motor shaft 11 of the brake motor 10 relative to the housing 50 of the electronic mechanical brake device 100 remains fixed, and the motor shaft 11 of the brake motor 10 can rotate stably around its own axis, ensuring that it drives the reducer 20 to rotate synchronously.

[0118] That is, by arranging the inner rings of two bearings 12 to be respectively sleeved on the motor shaft 11 of the brake motor 10, and by supporting the motor shaft 11 through the two bearings 12, the motor shaft 11 of the brake motor 10 can be ensured to rotate smoothly inside the brake motor 10 and inside the reducer 20 at the same time.

[0119] One embodiment, please refer to FIG7 in conjunction with FIG6 . The brake motor 10 includes a snap ring 13 . Along the axial direction of the motor shaft 11 of the brake motor 10 , the motor shaft 11 of the brake motor 10 includes a proximal step surface 111 and a snap groove 112 spaced apart from each other.

[0120] Specifically, as shown in Figures 6 and 7, the motor shaft 11 of the brake motor 10 has a maximum radius R1 along the radial direction of the motor shaft 11 of the brake motor 10. The maximum radius R1 of the motor shaft 11 of the brake motor 10 is greater than the radius R2 of the inner hole of the proximal bearing 121, that is, the inner hole of the inner ring 1211 of the proximal bearing 121. The radius R2 of the inner hole of the proximal bearing 121 is the radius of the inner ring 1211 of the proximal bearing 121 along the radial direction of the proximal bearing 121, and can also be understood as the radius of the middle section 11a of the motor shaft 11 of the brake motor 10 along the radial direction of the motor shaft 11 of the brake motor 10.

[0121] Since the inner ring 1211 of the proximal bearing 121 is sleeved and fixed on the motor shaft 11 of the brake motor 10, the radius dimension of the motor shaft 11 of the brake motor 10 corresponding to the position of the proximal bearing 121 along the axial direction of the motor shaft 11 of the brake motor 10 is smaller than the maximum radius dimension R1 of the motor shaft 11 of the brake motor 10, thereby forming a difference in the radius dimension of the motor shaft 11 of the brake motor 10 and forming a "step" structure on the outer peripheral surface of the motor shaft 11 of the brake motor 10 with different radius dimensions.

[0122] As shown in FIG. 7 , a surface of the motor shaft 11 of the brake motor 10 at a step structure position and perpendicular to the axial direction of the motor shaft 11 of the brake motor 10 is configured as a proximal step surface 111 .

[0123] The slot 112 is formed on the outer circumference of the motor shaft 11 of the brake motor 10 and is spaced apart on the side of the proximal bearing 121 facing away from the proximal step surface 111. The snap ring 13 is embedded in the slot 112, and along the axial direction of the motor shaft 11 of the brake motor 10, the distance between the proximal step surface 111 and the snap ring 13 is equal to the thickness of the proximal bearing 121, thereby securing the proximal bearing 121 to the motor shaft 11 of the brake motor 10.

[0124] That is, when the retaining ring 13 is embedded in the retaining groove 112, the distance between the proximal step surface 111 and the surface of the retaining ring 13 facing the proximal step surface 111 along the axial direction of the motor shaft 11 of the brake motor 10 is equal to the thickness of the proximal bearing 121, so that the proximal step surface 111 and the surface of the retaining ring facing the proximal step surface 111 can respectively form abutment with the proximal bearing 121 from the opposite ends of the proximal bearing 121 to limit the axial movement of the proximal bearing 121 along the motor shaft 11 of the brake motor 10.

[0125] Through the cooperation between the retaining ring 13 and the proximal step surface 111 of the motor shaft 11 of the brake motor 10, the relative fixation between the proximal bearing 121 and the motor shaft 11 can be achieved, thereby preventing the proximal bearing 121 from moving axially along the motor shaft 11 of the brake motor 10 and reducing the supporting effect on the motor shaft 11 of the brake motor 10.

[0126] It should be noted that the thickness dimension of the proximal bearing 121 in this application specification is the distance dimension between two opposite surfaces of the proximal bearing 121 along its own axial direction.

[0127] In the embodiment of the present application, the motor shaft 11 of the brake motor 10 and the input shaft 21 of the reducer 20 are integrally structured. The motor shaft 11 of the brake motor 10 and the input shaft 21 of the reducer 20 in the electronic mechanical brake device 100 provided herein are integrally structured. This not only allows the design of the connection structure between the motor shaft 11 and the input shaft 21 to be omitted, but also allows the input shaft 21 and the motor shaft 11 to share the same distal bearing 122, thereby reducing the bearing structure of the input shaft 21 in the reducer 20, thereby improving the integration of the electronic mechanical brake device 100 and reducing the side space occupied by the wheel end of the vehicle 1000.

[0128] Specifically, the motor shaft 11 of the brake motor 10 extends into the reducer 20 at one end thereof and serves as the power input shaft of the reducer 20, transmitting power to the reducer 20. That is, the motor shaft 11 of the brake motor 10 rotates about its own axis to serve as the power output shaft of the brake motor 10 while also serving as the power input shaft of the reducer 20, transmitting power to the reducer 20.

[0129] By arranging the motor shaft 11 of the brake motor 10 and the input shaft 21 of the reducer 20 as an integrated structure, it is possible to eliminate the need for separately setting up the input shaft 21 for driving the reducer 20, and at the same time, it is possible to eliminate the structural parts for the transmission connection between the motor shaft 11 of the brake motor 10 and the input shaft 21 of the reducer 20, thereby further simplifying the internal structure of the electronic mechanical brake device 100 and reducing its volume.

[0130] It should be noted that, in the embodiments shown in Figures 5-7, the motor shaft 11 of the brake motor 10 and the input shaft 21 of the reducer 20 are only used as an example to illustrate the integral structure, but the motor shaft 11 of the brake motor 10 and the input shaft 21 of the reducer 20 are not limited to being constructed as an integral structure. In other embodiments of the present application, the motor shaft 11 of the brake motor 10 can also be connected to the input shaft 21 of the reducer 20 through a structural member such as a coupling to achieve the function of the brake motor 10 inputting power to the reducer 20.

[0131] In one embodiment, the speed reducer 20 includes a parking ratchet 24, which is sleeved on the input shaft 21 and fixed to the input shaft 21 along the circumference of the input shaft 21. The parking ratchet 24 is configured to cooperate with an external ratchet (not shown) to limit the rotation of the input shaft 21. Since the input shaft 21 and the motor shaft 11 of the brake motor 10 are integrally constructed in the schematic diagrams of Figures 5 and 6, this specification uses the example of the parking ratchet 24 sleeved on the motor shaft 11 of the brake motor 10 as an example for illustrative description.

[0132] Specifically, the input shaft 21 includes a limiting section 21b, which can also be understood as being located on the limiting section 11c of the motor shaft 11 of the brake motor 10. Along the axial direction of the motor shaft 11 of the brake motor 10, the limiting section 11c is located between the proximal bearing 121 and the meshing teeth 14. That is, the limiting section 11c is located on the side of the proximal bearing 121 away from the distal bearing 122 along the axial direction of the motor shaft 11 of the brake motor 10.

[0133] The parking ratchet 24 is sleeved on the limiting section 11c of the motor shaft 11 of the brake motor 10 and is coaxially fixed relative to the motor shaft 11 of the brake motor 10. When the motor shaft 11 of the brake motor 10 rotates, the parking ratchet 24 can rotate along with the motor shaft 11 of the brake motor 10 around the axis of the motor shaft 11 of the brake motor 10.

[0134] It is understandable that the parking ratchet 24 is provided on the input shaft 21 and can extend into the housing 50 through the external ratchet to limit the rotation of the input shaft 21, so that the electronic mechanical brake device 100 also has a parking function.

[0135] In one embodiment, a spline (not shown in the figure) and a spline groove (not shown in the figure) that cooperate with each other are provided between the input shaft 21 and the parking ratchet 24 to achieve a fixed connection between the input shaft 21 and the parking ratchet 24.

[0136] Specifically, at least one spline is protruded on the limiting section 21b of the input shaft 21 along the circumference of the input shaft 21, and a spline groove adapted to the spline is opened on the inner surface of the parking ratchet 24 facing the input shaft 21. The spline of the limiting section 21b of the input shaft 21 extends into the spline groove to limit the movement of the parking ratchet 24 along the circumference of the input shaft 21, thereby avoiding relative rotation between the parking ratchet 24 and the input shaft 21.

[0137] It can be understood that by cooperating between the spline of the limiting section 21b of the input shaft 21 and the spline groove of the parking ratchet 24, the parking ratchet 24 is fixed relative to the input shaft 21 along the circumference of the input shaft 21, and the effect of limiting the rotation of the input shaft 21 is achieved by the parking ratchet 24.

[0138] As shown in Figures 6 and 7 , along the circumference of the motor shaft 11 of the brake motor 10, the transmission section 21a of the input shaft 21 (which can also be understood as the motor shaft 11 including the transmission section 11b) is uniformly distributed with meshing teeth 14 (which can also be understood as the transmission section 21a of the input shaft 21 including the meshing teeth 211) for transmission connection with the output shaft 22 of the reducer 20. Specifically, along the axial direction of the motor shaft 11 of the brake motor 10, the transmission section 11b is located on the side of the proximal bearing 121 away from the distal bearing 122.

[0139] The transmission section 11b of the motor shaft 11 of the brake motor 10 extends into the reducer 20, and the circumferentially evenly distributed meshing teeth 14 of the transmission section 11b can engage with the output shaft 22 of the reducer 20, thereby realizing the transmission connection between the output shaft 22 of the reducer 20 and the motor shaft 11 of the brake motor 10. Since the motor shaft 11 of the brake motor 10 and the input shaft 21 of the reducer 20 are constructed as one body, it can also be understood that the transmission connection effect between the input shaft 21 and the output shaft 22 of the reducer 20 can be achieved through the meshing teeth 14.

[0140] When the brake motor 10 drives the motor shaft 11 of the brake motor 10 to rotate, the motor shaft 11 of the brake motor 10 synchronously drives the output shaft 22 of the reducer 20 to output power through the meshing teeth 14 evenly distributed along its own circumference to drive the brake 40 to brake the vehicle 1000.

[0141] It is understood that by providing a transmission section 11b on the side of the motor shaft 11 of the brake motor 10 near the reducer 20, and by providing meshing teeth 14 for transmission connection with the reducer 20, the motor shaft 11 of the brake motor 10 is further integrated with the motor gear of the reducer 20, eliminating the need for a separate motor gear to be mounted on the motor shaft 11 of the brake motor 10, thereby simplifying the internal structure of the electronic mechanical brake device 100 and reducing its size. At the same time, because the motor shaft 11 of the brake motor 10 and the input shaft 21 are constructed as an integral structure, it can also be understood that the input shaft 21 of the reducer 20 integrates the motor gear, eliminating the need for a separate motor gear mounted on the input shaft 21, simplifying the internal structure of the electronic mechanical brake device 100 and reducing its size.

[0142] In one embodiment, along the radial direction of the input shaft 21 of the reducer 20, the radius R3 of the meshing teeth 211 is smaller than the radius of the inner hole of the bearing 12. The radius R3 of the meshing teeth 211 can be understood as the radius of the transmission section 21a of the input shaft 21 along the radial direction of the input shaft 21, and the radius of the inner hole of the bearing 12 can be understood as the radius R2 of the inner hole of the proximal bearing 121.

[0143] By setting the radius R3 of the meshing teeth 211 smaller than the radius of the inner hole of the bearing 12 , the bearing 12 can be sleeved on the input shaft 21 from the side close to the transmission section 21 a , making it easier to install the bearing 12 .

[0144] For an embodiment, please refer to FIG8 , which is a schematic cross-sectional view of the brake motor 10 of the electronic mechanical brake device 100 provided in an embodiment of the present application from a side perspective. As shown in FIG8 , along the axial direction of the motor shaft 11 of the brake motor 10, the bearing 12 supported by the housing 50 of the electronic mechanical brake device 100 is fixedly connected to the motor shaft 11 of the brake motor 10, and the bearing 12 supported by the outer shell 16 of the brake motor 10 is slidably connected to the motor shaft 11 of the brake motor 10. That is, the proximal bearing 121 is fixedly connected to the motor shaft 11 of the brake motor 10, and the distal bearing 122 is slidably connected to the motor shaft 11 of the brake motor 10.

[0145] Specifically, two axially opposite surfaces of the proximal bearing 121 respectively abut against the proximal step surface 111 and the retaining ring 13, so that the proximal bearing 121 is fixed relative to the motor shaft 11 of the brake motor 10 along the axial direction of the motor shaft 11 of the brake motor 10. While achieving a supporting effect on the motor shaft 11 of the brake motor 10, it is possible to limit the relative movement between the proximal bearing 121 and the motor shaft 11 of the brake motor 10 along the axial direction of the motor shaft 11 of the brake motor 10. The distal bearing 122 can slide relative to the motor shaft 11 along the axial direction of the motor shaft 11 of the brake motor 10.

[0146] As shown in Figure 8, along the radial direction of the motor shaft 11 of the brake motor 10, the maximum radius dimension R1 of the motor shaft 11 of the brake motor 10 is greater than the radius dimension R4 of the inner ring 1221 of the distal bearing 122. Therefore, along the axial direction of the motor shaft 11 of the brake motor 10, the maximum radius dimension R1 of the motor shaft 11 of the brake motor 10 has a difference at the position corresponding to the distal bearing 122, so that the outer peripheral surface of the motor shaft 11 of the brake motor 10 forms a step structure along the axial direction of the motor shaft 11 of the brake motor 10 at a position close to the distal bearing 122.

[0147] The motor shaft 11 of the brake motor 10 has a distal step surface 113 at a location near the stepped structure of the distal bearing 122 and perpendicular to the axial direction of the motor shaft 11 of the brake motor 10. Along the axial direction of the motor shaft 11 of the brake motor 10, the surface of the distal bearing 122 on one side facing the proximal bearing 121 abuts against the distal step surface 113.

[0148] The brake motor 10 includes an elastic member 15. Along the axial direction of the motor shaft 11 of the brake motor 10, the elastic member 15 of the brake motor 10 is abutted between the housing 16 of the brake motor 10 and the other bearing 12. The elastic member 15 of the brake motor 10 is used to provide thrust to the other bearing 12 so that the other bearing 12 fits against the distal step surface 113 of the motor shaft 11 of the brake motor 10. As shown in FIG. 8 , the other bearing 12 is illustrated as distal bearing 122 in FIG. 8 .

[0149] For example, as shown in Figure 8, along the axial direction of the motor shaft 11 of the brake motor 10, the elastic member 15 of the brake motor 10 is located on the side of the distal bearing 122 away from the distal step surface 113, and is supported between the housing 16 of the brake motor 10 and the distal bearing 122. The elastic member 15 of the brake motor 10 is used to provide thrust to the distal bearing 122 so that the distal bearing 122 fits against the distal step surface 113 of the motor shaft 11 of the brake motor 10.

[0150] The elastic member 15 of the brake motor 10 extends along the axial direction of the motor shaft 11 of the brake motor 10 , and one end of the elastic member 15 of the brake motor 10 abuts against the housing 16 of the brake motor 10 , and the other end can abut against the outer ring 1222 of the distal bearing 122 .

[0151] There are two elastic parts 15 of the brake motor 10. The two elastic parts 15 of the brake motor 10 are symmetrically distributed at the opposite ends of the distal bearing 122 along the axis of the motor shaft 11 of the brake motor 10, so that the elastic parts 15 of the brake motor 10 apply thrust evenly along the circumference of the distal bearing 122, avoiding the undesirable phenomenon that the elastic parts 15 of the brake motor 10 are unevenly distributed and the distal bearing 122 is unevenly stressed and tilted.

[0152] It can be understood that when the elastic member 15 of the brake motor 10 drives the distal bearing 122 to slide along the axial direction of the motor shaft 11 of the brake motor 10 relative to the motor shaft 11 of the brake motor 10, the motor shaft 11 of the brake motor 10 will simultaneously slide along the axial direction of the distal bearing 122 relative to the distal bearing 122, so as to form the effect that the end of the motor shaft 11 of the brake motor 10 away from the proximal bearing 121 is in a floating state along the axial direction of the motor shaft 11.

[0153] During operation of the brake motor 10 and during transmission between the motor shaft 11 of the brake motor 10 and the reducer 20, axial stress concentration may occur on the motor shaft 11 of the brake motor 10 due to heat generated by the brake motor 10 or the meshing force of the reducer 20. Providing a sliding connection between the motor shaft 11 of the brake motor 10 and the distal bearing 122 can partially relieve the axial stress on the motor shaft 11 of the brake motor 10, thereby protecting the motor shaft 11 of the brake motor 10.

[0154] At the same time, in the embodiment shown in FIG8 , along the axial direction of the motor shaft 11 of the electric brake motor 10, the two bearings 12 on the motor shaft 11 of the brake motor 10 form a matching structure with one end fixed and the other end floating, which can release part of the axial stress of the motor shaft 11 of the brake motor 10, thereby protecting the motor shaft 11 of the brake motor 10. That is, by slidingly connecting the distal bearing 122 to the motor shaft 11 of the brake motor 10 and fixing the proximal bearing 121 to the motor shaft 11 of the brake motor 10, one end of the motor shaft 11 of the brake motor 10 is in a floating state and the other end is in a fixed state, which can improve the ability of the motor shaft 11 of the brake motor 10 to withstand the radial force and axial force applied by the meshing teeth 14, thereby improving the transmission reliability of the motor shaft 11 of the brake motor 10.

[0155] It should be noted that, in the embodiment shown in FIG8 , only two elastic members 15 of the brake motor 10 are used as an example for illustrative purposes, but the number of elastic members 15 that can be arranged in the brake motor 10 in the embodiment of the present application is not limited to only two. In other embodiments of the present application, the number of elastic members 15 arranged in the brake motor 10 can be adjusted according to actual design requirements.

[0156] In one embodiment, the number of elastic parts 15 of the brake motor 10 is multiple, and the multiple elastic parts 15 of the brake motor 10 are evenly distributed between the housing 16 of the brake motor 10 and the distal bearing 122 along the circumference of the distal bearing 122 to enhance the effect of the elastic parts 15 of the brake motor 10 driving the distal bearing 122 to slide.

[0157] In this embodiment of the present application, the electromechanical brake device 100 includes a housing 50. The housing 50 is used to house the reducer 20 and the control circuit board 30. The housing 50 includes a reducer housing chamber 50a and a control circuit housing chamber 50b. The reducer housing chamber 50a houses the gear train of the reducer 20. The control circuit housing chamber 50b houses the control circuit board 30.

[0158] Please refer to Figures 9 and 10 together. Figure 9 is a schematic diagram of the exploded structure of the electronic mechanical braking device 100 provided in an embodiment of the present application from one side, and Figure 10 is a schematic diagram of the exploded structure of the electronic mechanical braking device 100 provided in the embodiment shown in Figure 9 of the present application from another side.

[0159] As shown in Figures 9 and 10, the housing 50 includes a partition 51 and a cover plate 52. The control circuit board 30 is arranged between the partition 51 and the cover plate 52 along the axis of the brake motor 10. The partition 51 is used to separate the reducer receiving chamber 50a from the control circuit receiving chamber 50b. The electronic mechanical brake device 100 provided in the present application arranges the reducer receiving chamber 50a and the control circuit receiving chamber 50b in a side-by-side manner, which not only reduces the volume of the electronic mechanical brake device 100 but also facilitates the integrated design of the housing 50 in the electronic mechanical brake device 100. In addition, the electronic mechanical brake device 100 provided in the present application is separated into the reducer receiving chamber 50a and the control circuit receiving chamber 50b by the partition 51, which not only prevents the lubricating oil in the reducer 20 from affecting the circuit components, but also facilitates the separate assembly and maintenance of the reducer 20 and the control circuit board 30.

[0160] In one embodiment, the brake motor 10, the reducer 20, and the control circuit board 30 are arranged in sequence along the axial direction of the input shaft 21 of the reducer 20. The housing 50 is provided on the side of the brake motor 10 close to the reducer 20, and the reducer 20 and the control circuit board 30 are both accommodated within the housing 50. The housing 50 is fixed relative to the brake motor 10 so that the motor shaft 11 of the brake motor 10 can be coaxially driven with the input shaft 21 of the reducer 20, thereby enabling power to be input to the reducer 20 through the input shaft 21.

[0161] In one embodiment, the thickness direction of the partition 51 is parallel to the axial direction of the input shaft 21 of the reducer 20. In the embodiment shown in FIG9 , the partition 51 is a plate-like structure having two opposing planes. Therefore, the thickness direction of the partition 51 can be understood as the spacing direction between the two opposing planes of the partition 51, or as a direction perpendicular to the plane of the partition 51.

[0162] In one embodiment, the reducer 20 and the control circuit board 30 are arranged in an axial direction of the input shaft 21 of the reducer 20 and accommodated in the housing 50, and a partition 51 is arranged in an axial direction between the reducer 20 and the control circuit board 30. The planar direction of the partition 51 is perpendicular to the axial direction of the motor shaft 11 of the brake motor 10, so that the inner cavity of the housing 50 for accommodating the reducer 20 and the control circuit board 30 can be divided into a reducer accommodating chamber 50a and a control circuit accommodating chamber 50b.

[0163] In one embodiment, the speed reducer housing chamber 50a is closer to the brake motor 10 than the control circuit housing chamber 50b. Along the plane of the partition 51, the outer edge of the partition 51 can match the inner edge of the housing 50 to improve the effectiveness of the partition 51 in separating the speed reducer 20 and the control circuit board 30.

[0164] Please refer to Figure 11 in conjunction with Figure 10. Figure 11 is a schematic diagram of the exploded structure of the housing 50 and control circuit board 30 of the electronic mechanical brake device 100 provided in an embodiment of the present application, viewed from one side. As shown in Figures 10 and 11, the control circuit board 30 is housed within the control circuit housing cavity 50b. The control circuit board 30 can integrate a number of electronic components 311 (see Figure 13), and each electronic component 311 can be electrically connected to each other to enable signal transmission between the electronic components 311. The control circuit board 30 can also include a control circuit for driving and controlling the brake motor 10, so that the brake motor 10 can drive the brake 40 through the reducer 20 to brake the vehicle 1000.

[0165] Specifically, the housing 50 includes a cover plate 52, which is fixed relative to the partition plate 51. Along the axial direction of the input shaft 21 of the reducer 20, the cover plate 52 is parallel to and spaced apart from the partition plate 51. The cover plate 52 is located on the side of the partition plate 51 facing away from the reducer 20, so that the cover plate 52 and the partition plate 51 can enclose and form a control circuit accommodating chamber 50b in the housing 50, which is separated from the reducer 20.

[0166] It can be understood that the partition 51 can form the effect of separating the reducer 20 and the control circuit board 30, thereby preventing the lubricating oil in the reducer 20 from splashing onto the control circuit board 30 during the operation of the reducer 20, and the lubricating oil from directly contacting the functional components on the control circuit board 30, thereby causing adverse effects on the working performance of the control circuit board 30 and reducing the service life of the control circuit board 30.

[0167] In other words, by separating the reducer 20 and the control circuit board 30 through the partition 51 , the normal operation of the control circuit board 30 can be ensured, and the service life of the control circuit board 30 can be improved.

[0168] In one embodiment, the partition plate 51 , the control circuit board 30 , and the cover plate 52 are arranged parallel to each other, and the control circuit board 30 is located between the partition plate 51 and the cover plate 52 .

[0169] It can be understood that since the control circuit board 30 usually integrates a number of electronic components 311, the control circuit board 30 is usually a plate-like structure, and the thickness of the control circuit board 30 in the direction perpendicular to its own plane is the smallest. Arranging the control circuit board 30 in parallel with the partition 51 can make the layout direction of the control circuit board 30 fit the internal structure of the shell 50, so as to reduce the space occupied by the control circuit board 30 in the shell 50, thereby realizing the miniaturization design of the shell 50 and further reducing the volume of the electronic mechanical braking device 100 of the present application.

[0170] In one embodiment, the cover 52 is detachably connected to the housing 50 .

[0171] In this embodiment, a cover plate 52 is provided that is detachably connected to the shell 50 so that the cover plate 52 can be removed from the shell 50, so that the side of the shell 50 facing away from the brake motor 10 can be opened, that is, the cavity of the control circuit accommodating cavity 50b is exposed outward, which can facilitate the installation of the control circuit board 30 in the control circuit accommodating cavity 50b, or facilitate operations such as replacement or maintenance of the control circuit board 30, that is, the assembly efficiency of the control circuit board 30 can be improved.

[0172] In the embodiment of the present application, at least one of the partition plate 51 or the cover plate 52 is used to secure the control circuit board 30. The side-mounted control circuit board 30 in the electromechanical brake device 100 provided herein can be secured by at least one of the partition plate 51 or the cover plate 52, which improves the structural stability of the control circuit board 30 and thereby enhances the electrical reliability of the electromechanical brake device 100.

[0173] An embodiment, please refer to Figures 12 and 13 in conjunction with Figure 11, Figure 12 is a structural schematic diagram of the electronic mechanical braking device 100 provided by the embodiment shown in Figure 11 of the present application after hiding part of the structure from a side perspective, Figure 13 is a cross-sectional structural schematic diagram of the electronic mechanical braking device 100 provided by the embodiment shown in Figure 12 of the present application at the AA position from a side perspective.

[0174] As shown in Figures 11 to 13, the control circuit board 30 is fixedly connected to the cover plate 52 and accommodated in the control circuit accommodating cavity 50b formed by the partition 51 and the cover plate 52, that is, the control circuit board 30 is fixedly arranged on the side surface of the cover plate 52 facing the control circuit accommodating cavity 50b.

[0175] It can be understood that since the cover 52 is detachably connected to the shell 50, when the control circuit board 30 is fixed on the cover 52, that is, the cover 52 of the shell 50 is set on the side close to the control circuit board 30, the installation and maintenance of the control circuit board 30 can be facilitated.

[0176] At the same time, by setting the control circuit board 30 to be fixed on the side of the cover 52 facing the control circuit accommodating cavity 50b, the control circuit board 30 can be accommodated in the control circuit accommodating cavity 50b, that is, the control circuit board 30 is accommodated in the shell 50, so that the shell 50 can form a accommodating and protective effect for several electronic components 311 integrated on the control circuit board 30, preventing external impurities, dust, etc. from corroding the control circuit board 30, affecting the working reliability of the control circuit board 30 and reducing the service life of the control circuit board 30.

[0177] It should be noted that the embodiments shown in Figures 12 and 13 illustrate only one possible connection method between the control circuit board 30 and the cover plate 52, and do not limit the method of fixing the control circuit board 30 to the cover plate 52 to this method. In other embodiments of the present application, the control circuit board 30 may also be fixedly connected to the cover plate 52 by, but is not limited to, riveting, welding, snap-fitting, bonding, or other possible implementation methods, and this application does not specifically limit this.

[0178] In one embodiment, the partition 51 and the cover 52 can be fixedly connected, so that the partition 51 and the control circuit board 30 are fixed together with the cover 52 in the housing 50. That is, the partition 51 and the control circuit board 30 are both accommodated in the housing 50.

[0179] By providing a fixed connection between the control circuit board 30 and the cover plate 52 , and providing a fixed connection between the partition plate 51 , the control circuit board 30 and the cover plate 52 , the installation and sealing protection of the control circuit board 30 in the housing 50 can be facilitated.

[0180] In one embodiment, the partition 51 may be made of, but is not limited to, a metal such as aluminum alloy or a metal alloy.

[0181] In one embodiment, the material of the partition 51 can be but is not limited to resin, and the partition 51 can be but is not limited to formed on the cover plate 52 by injection molding. The partition 51 can at least partially contact the control circuit board 30 to fix the control circuit board 30.

[0182] It can be understood that the partition 51 is formed on the cover plate 52 by injection molding. The injection molding process of the partition 51 also simultaneously fixes the control circuit board 30 on the cover plate 52. While ensuring that the partition 51 seals and protects the control circuit board 30, it also simplifies the assembly process of the control circuit board 30.

[0183] Further, please refer to Figure 14, which is a schematic diagram of the structure of the electronic mechanical brake device 100 provided in an embodiment of the present application, with some structures hidden from view from a side. The control circuit board 30 includes a transmission member 32. In one embodiment, the transmission member 32 is used to electrically connect the control circuit in the control circuit board 30 to the brake motor 10 and other functional components. In one embodiment, the transmission member 32 is used to transmit control signals from the control circuit on the control circuit board 30, so that the control circuit on the control circuit board 30 can control the operating state of the brake motor 10 or other functional components.

[0184] As shown in FIG. 14 , the transmission member 32 extends along the motor shaft 11 of the brake motor 10 . The transmission member 32 passes through the partition 51 and the reducer 20 and is electrically connected between the brake motor 10 and the control circuit on the control circuit board 30 .

[0185] That is, one end of the transmission member 32 is electrically connected to the control circuit on the control circuit board 30, and the other end of the transmission member 32 first extends from the control circuit accommodating cavity 50b through the partition 51 into the reducer accommodating cavity 50a, then passes through the reducer 20 located in the reducer accommodating cavity 50a and extends out of the shell 50, and finally extends to be electrically connected to the brake motor 10, thereby forming the effect of the transmission member 32 being electrically connected between the control circuit on the control circuit board 30 and the brake motor 10, thereby realizing the function of transmitting the signal applied by the control circuit on the control circuit board 30 to the brake motor 10.

[0186] The transmission member 32 includes a conductive copper busbar 321, which is used to transmit alternating current to the brake motor 10. Specifically, the conductive copper busbar 321 extends parallel to the motor shaft 11 of the brake motor 10. Specifically, one end of the conductive copper busbar 321 is electrically connected to the control circuit on the control circuit board 30 housed in the control circuit housing chamber 50b. The other end of the conductive copper busbar 321 extends away from the control circuit board 30, passes through the partition 51, extends into the reducer housing chamber 50a, and then passes through the reducer 20 and extends out of the housing 50, thereby extending parallel to the motor shaft 11 of the brake motor 10 to electrically connect to the brake motor 10.

[0187] It can be understood that due to the characteristics of the conductive copper bus 321 such as high rigidity and not easy to bend, by setting the conductive copper bus 321 to extend in a direction parallel to the motor shaft 11 of the brake motor 10, and passing through the partition 51 and the reducer 20 in sequence and extending out of the shell 50 to be electrically connected to the brake motor 10, the arrangement and installation of the conductive copper bus 321 can be facilitated, and at the same time, the space of various functional structural components accommodated in the reducer accommodating cavity 50a and the control circuit accommodating cavity 50b can be fully utilized, avoiding the need to design a separate space for the arrangement of the conductive copper bus 321.

[0188] At the same time, the conductive copper busbar 321 can carry high-power signal transmission. The use of the conductive copper busbar 321 in the transmission element 32 can improve the working reliability of the electronic mechanical brake device 100 of the present application.

[0189] In one embodiment, the outer surface of the conductive copper bus 321 may be coated with an insulating layer (not shown in the figure).

[0190] By coating the outer surface of the conductive copper bus 321 with an insulating layer, the conductive copper bus 321 can be prevented from contacting adjacent conductive objects, which may cause signal crosstalk, short circuit, or other adverse conditions. That is, by insulating the outer surface of the conductive copper bus 321, the signal transmission reliability of the conductive copper bus 321 can be improved, and the safety of the electronic mechanical braking device 100 can be improved.

[0191] Please refer to Figures 15 to 17 in conjunction with Figure 14. Figure 15 is a structural schematic diagram of the electronic mechanical braking device 100 provided in an embodiment of the present application after partially hiding its structure from a side perspective. Figure 16 is a cross-sectional structural schematic diagram of the electronic mechanical braking device 100 provided in the embodiment shown in Figure 14 of the present application from a side perspective. Figure 17 is a decomposed structural schematic diagram of the electronic mechanical braking device 100 provided in the embodiment shown in Figure 14 of the present application from a side perspective.

[0192] The transmission member 32 may include a transmission line 322 , which is electrically connected between the control circuit on the control circuit board 30 and the brake motor 10 , so as to transmit a control signal to the brake motor 10 , thereby controlling the brake motor 10 to achieve different working states.

[0193] Specifically, as shown in Figure 14, one end of the transmission line 322 is electrically connected to the control circuit on the control circuit board 30, and the end thereof facing away from the control circuit board 30 extends from the control circuit board 30, first passes through the partition 51 from the control circuit accommodating cavity 50b and extends into the reducer accommodating cavity 50a, and then passes through the reducer 20 located in the reducer accommodating cavity 50a and extends out of the shell 50.

[0194] As shown in FIG. 15 to FIG. 17 , a wire groove 53 is opened inside the housing 50 along the axial direction of the motor shaft 11 of the brake motor 10 , and the transmission line 322 is embedded in the wire groove 53 to pass through the partition 51 and the reducer 20 .

[0195] The wire groove 53 is opened inside the shell 50. For example, as shown in Figures 15 to 17, the wire groove 53 can be opened on the partition 51, and the wire groove 53 passes through the partition 51 along the plane direction perpendicular to the partition 51, that is, along the axial direction of the motor shaft 11 of the brake motor 10, so that the transmission line 322 passes through the partition 51 when embedded in the wire groove 53.

[0196] Among them, the extension shape of the wire groove 53 inside the shell 50 is the same as the routing direction of the transmission line 322 inside the shell 50, so that the transmission line 322 can be embedded in the wire groove 53 and can be electrically connected between the control circuit board 30 and the brake motor 10, transmitting the control signal applied by the control circuit board 30 to the brake motor 10.

[0197] It can be understood that by embedding the transmission line 322 arranged inside the shell 50 into the wire groove 53, a holding effect can be formed on the transmission line 322 to ensure the fixing effect of the transmission line 322 inside the shell 50, thereby preventing the transmission line 322 from loosening, falling off, etc., which may affect the normal operation of other functional structural components inside the electronic mechanical brake device 100, and at the same time can improve the reliability of the signal transmission of the transmission line 322.

[0198] At the same time, the control circuit board 30 is also used to fix the transmission line 322, which is used to transmit control signals. The transmission line 322 extends through the wire groove 53 inside the shell 50, which can save the volume occupied by the transmission line 322 in the electronic mechanical braking device 100 and ensure the reliable transmission of the control signal.

[0199] It should be noted that in the embodiment shown in FIG. 14 of the present application, only one possible embodiment of routing the conductive copper busbar 321 and the transmission line 322 within the housing 50 is used as an example for illustrative purposes, and does not represent the actual layout of the conductive copper busbar 321 and the transmission line 322 within the housing 50. In the embodiment of the present application, the layout of the conductive copper busbar 321 and the transmission line 322 within the housing 50 is adjusted according to actual design requirements.

[0200] For example, in one possible embodiment, when the conductive copper busbar 321 passes through the reducer 20, its extension direction in the reducer 20 needs to avoid functional structural parts inside the reducer 20, such as transmission gears and other structures, so that the conductive copper busbar 321 passes through the reducer 20 to achieve the miniaturization and simplicity of the electronic mechanical braking device 100 of the present application without affecting other functional structural parts inside the reducer 20 or the shell 50, thereby improving the working reliability of the electronic mechanical braking device 100 of the present application.

[0201] An embodiment, please refer to Figures 18 and 19 together. Figure 18 is a schematic diagram of the cross-sectional structure of the electronic mechanical braking device 100 provided in the embodiment of the present application, with part of the structure hidden from one side perspective. Figure 19 is an enlarged schematic diagram of the partial structure of the electronic mechanical braking device 100 provided in the embodiment shown in Figure 18 of the present application at position B from a side perspective.

[0202] In an embodiment of the present application, the electromechanical brake device 100 includes a position sensor 60, which is used to detect the rotation angle of the brake motor 10. The position sensor 60 includes a stator 61 and a rotor 62. The control circuit board 30 is used to fix the stator 61. The input shaft 21 is used to coaxially connect the motor shaft 11 and the rotor 62. In one embodiment, the input shaft 21 is used to pass through the partition 51 to connect the rotor 62 and the motor shaft 11. Exemplarily, the input shaft 21 includes an extension section 212 that extends toward the control circuit board 30 and passes through the partition 51. The rotor 62 is located at the end of the extension section 212 and is coaxially fixed to the extension section 212. The stator 61 is fixed to the control circuit board 30, and the central axis of the stator 61 coincides with the rotation axis of the input shaft 21.

[0203] Specifically, as shown in FIG19 , the position sensor 60 may be, but is not limited to, any one of a magnetoresistive sensor, an eddy current sensor, or a photoelectric sensor.

[0204] In the electromechanical brake device 100 provided herein, the stator 61 of the position sensor 60 and the control circuitry of the brake motor 10 are both fixed to the control circuit board 30, facilitating the integrated design of the circuit components within the electromechanical brake device 100. Furthermore, the control circuit board 30 and the brake motor 10 are arranged on either side of the input shaft 21 of the speed reducer 20, thereby facilitating the installation and maintenance of the position sensor 60 and other circuit components within the control circuit board 30. Furthermore, the control circuit board 30 is arranged perpendicularly to the output shaft 22 and input shaft 21 of the speed reducer 20, allowing the electromechanical brake device 100 to more fully utilize the lateral space at the wheel end of the vehicle 1000, thereby reducing the radial overhead space occupied by the wheel end of the vehicle 1000.

[0205] For example, the rotor 62 of the position sensor 60 is sleeved on the extension section 212 and is located on the side of the extension section 212 facing away from the brake motor 10. The stator 61 of the position sensor 60 is fixed to the control circuit board 30 and is located on the surface of the control circuit board 30 near the reducer 20. In other words, the stator 61 is located on the side of the control circuit board 30 facing away from the cover plate 52. When the input shaft 21 rotates about its own axis, it will synchronously drive the rotor 62 to rotate.

[0206] As will be understood, when the input shaft 21 rotates about its own axis and synchronously drives the rotor 62 to rotate, the rotor 62 rotates about the rotation axis of the input shaft 21 relative to the stator 61. The stator 61 is fixed to the control circuit board 30 to cooperate with the rotation of the rotor 62 to achieve the detection function. In other words, through the cooperation between the stator 61 and the rotor 62, the position sensor 60 can realize the function of detecting the rotation angle of the brake motor 10.

[0207] Because the input shaft 21 of the reducer 20 is coaxially driven with the motor shaft 11 of the brake motor 10 , the input shaft 21 of the reducer 20 can reflect the rotation speed of the motor shaft 11 of the brake motor 10 .

[0208] At this time, the position sensor 60 is set between the input shaft 21 of the reducer 20 and the control circuit board 30, which is conducive to the setting of the position sensor 60, and the control circuit board 30 can be directly electrically connected to the stator 61 to receive the detection signal, eliminating the line between the position sensor 60 and the control circuit board 30, and simplifying the internal wiring of the electronic mechanical brake device 100.

[0209] It should be noted that in the embodiment shown in FIG19 , only a possible layout of the stator 61 and rotor 62 of the position sensor 60 is described as an example when the position sensor 60 is a magnetoresistive sensor. In other embodiments of the present application, when the position sensor 60 is an eddy current sensor or a photoelectric sensor, the stator 61 and rotor 62 may also be arranged in the layout shown in FIG19 .

[0210] For example, in one possible embodiment, please refer to Figure 20 , which is a schematic cross-sectional view of the brake motor 10 of the electromechanical brake device 100 provided in an embodiment of the present application, viewed from one side. As shown in Figure 20 , the stator 61 of the position sensor 60 is coaxially sleeved around the periphery of the rotor 62, with the outer circumference of the rotor 62 spaced apart from the inner circumference of the stator 61 along the radial direction of the input shaft 21.

[0211] It can be understood that by setting the radial spacing between the rotor 62 and the stator 61 along the input shaft 21, or the axial spacing between the rotor 62 and the stator 61 along the input shaft 21, because the position between the control circuit board 30 and the reducer 20 is relatively fixed, by setting the stator 61 and the rotor 62 of the position sensor 60 with different relative position layouts, the position sensor 60 can adapt to different scenarios and different structures of electronic mechanical braking devices 100, and can achieve reliable installation and detection functions under various layout methods.

[0212] For an embodiment, please continue to refer to FIG19 , the partition plate 51 is provided with a through hole 511 for allowing the input shaft 21 of the reducer 20 to pass through, that is, the extension section 212 of the input shaft 21 of the reducer 20 can pass through the through hole 511 .

[0213] The reducer 20 includes an oil seal 23. The outer circumferential surface 231 of the oil seal 23 is in contact with the inner circumferential surface 5111 of the through hole 511, thereby sealing the through hole 511. Specifically, along the radial direction of the input shaft 21, the oil seal 23 is disposed between the rotor 62 and the through hole 511 of the partition plate 51, thereby sealing the through hole 511 and further enhancing the separation between the reducer housing chamber 50a and the control circuit housing chamber 50b.

[0214] For example, as shown in Figure 19, the stator 61 is arranged at intervals along the axial direction of the input shaft 21 on the side of the extension section 212 away from the brake motor 10, that is, the stator 61 is arranged on the control circuit board 30 in the control circuit accommodating cavity 50b. At this time, the oil seal 23 is sleeved on the periphery of the rotor 62, that is, along the radial direction of the extension section 212, the rotor 62 and the oil seal 23 are sequentially sleeved on the extension section 212, thereby effectively sealing the through hole 511 of the partition 51.

[0215] For example, the stators 61 are arranged at intervals on the periphery of the rotor 62 along the radial direction of the input shaft 21 . In this case, the oil seal 23 is sleeved on the periphery of the input shaft 21 , which can effectively separate the reducer 20 and the position sensor 60 .

[0216] It is understandable that disposing the oil seal 23 between the input shaft 21 and the partition 51, or disposing the oil seal 23 between the rotor 62 and the partition 51, can effectively seal the through hole 511 of the partition 51, preventing the lubricating oil in the reducer 20 from passing through the through hole 511 and directly contacting the control circuit board 30, thereby ensuring that the control circuit board 30 can reliably control the brake motor 10. At the same time, disposing the oil seal 23 between the motor shaft 11 of the brake motor 10 and the partition 51, or disposing the oil seal 23 between the rotor 62 and the partition 51, can effectively seal the through hole 511 of the partition 51, preventing the lubricating oil in the reducer 20 from directly contacting the position sensor 60, thereby ensuring the detection accuracy of the position sensor 60 and improving the service life of the position sensor 60.

[0217] For one embodiment, please refer to Figure 21 , which illustrates a partial schematic diagram of the brake motor 10 of the electromechanical brake device 100 provided in an embodiment of the present application, viewed from one side. As shown in Figure 21 , the control circuit board 30 is provided with a positioning hole 312 along the axial direction of the input shaft 21. The positioning hole 312 extends through the thickness of the control circuit board 30. The stator 61 is embedded in the positioning hole 312 of the control circuit board 30, thereby securing the stator 61 to the control circuit board 30.

[0218] At the same time, the position of the positioning hole 312 is set to correspond to the position of the rotor 62, so that the stator 61 embedded in the positioning hole 312 can cooperate with the rotor 62 to realize the detection function of the position sensor 60.

[0219] In one embodiment, along the axial direction of the input shaft 21, the thickness dimension H1 of the stator 61 is greater than the thickness dimension H2 of the control circuit board 30. By embedding the stator 61 within the positioning hole 312 of the control circuit board 30, the overall thickness of the control circuit board 30 after assembly with the stator 61 can be reduced, while ensuring that the stator 61 can cooperate with the rotor 62 to realize the detection function of the position sensor 60. This further improves the integration between the stator 61 and the control circuit board 30, and further reduces the space within the housing 50 occupied by the control circuit board 30.

[0220] Figure 22 is a schematic plan view of the structure of the electromechanical brake device 100 provided in an embodiment of the present application, viewed from one side. As shown in Figure 22 , the reducer 20 includes a motor gear 25 and an output pulley 27 . The motor gear 25 is coaxially fixed to the input shaft 21 and is in driving connection with the output pulley 27 , which is used to rotate the output shaft 22 . The motor gear 25 and the output pulley 27 are arranged on the side of the control circuit board 30 facing the brake motor 10 .

[0221] The reducer 20 in the electronic mechanical brake device 100 provided in the present application includes a motor gear 25 and an output wheel 27 arranged on the same side of the control circuit board 30, which not only reduces the length of the braking force transmission path in the electronic mechanical brake device 100, but also facilitates the electronic mechanical brake device 100 to utilize the side space of the wheel end of the vehicle 1000, thereby reducing the radial top space occupied by the wheel end of the vehicle 1000.

[0222] FIG23 is a schematic diagram of the external structure of the reducer 20 of the electronic mechanical brake device 100 provided in an embodiment of the present application from a side perspective.

[0223] As shown in Figures 22 and 23, the reducer 20 includes a motor gear 25, a planetary input gear 26, a planetary gear train 27a, and a planetary output gear 27. The motor gear 25 is used to drive the planetary input gear 26, and the planetary input gear 26 is driven to the planetary output gear 27 through the planetary gear train 27a. In one embodiment, the planetary output gear 27 serves as the output gear 27 of the reducer to drive the output shaft 22 to rotate or is used to drive the output shaft 22 to rotate. In one embodiment, the planetary output gear 27 is used to drive the output shaft 22 to rotate. The motor gear 25 and the planetary input gear 26 are arranged at intervals along the arrangement direction of the input shaft 21 and the output shaft 22, and the planetary gear train 27a is arranged between the planetary input gear 26 and the planetary output gear 27 along the axial direction of the output shaft 22.

[0224] The reducer 20 in the electronic mechanical brake device 100 provided in the present application can not only achieve a larger speed ratio change in a smaller space through the planetary gear train 27a, but also arrange the planetary gear train 27a between the planetary input gear 26 and the planetary output gear 27, so that the electronic mechanical brake device 100 can make more full use of the side space of the wheel end of the vehicle 1000, thereby reducing the radial top space occupied by the wheel end of the vehicle 1000.

[0225] In one embodiment, the motor gear 25 is coaxially connected to the input shaft 21. Along the arrangement direction of the input shaft 21 and the output shaft 22, the motor gear 25 and the planetary input gear 26 are arranged at intervals and are connected to each other.

[0226] The motor shaft 11 of the brake motor 10 rotates the motor gear 25. Since the motor gear 25 is in transmission connection with the planetary input gear 26, the motor gear 25 synchronously rotates the planetary input gear 26. The planetary input gear 26 in turn rotates the planetary gear train 27a. The planetary gear train 27a, via the planetary output gear 27, rotates the output shaft 22, thereby transmitting the power of the brake motor 10 to the brake 40. This allows the brake motor 10 to drive the brake 40 via the reducer 20 to brake the vehicle 1000.

[0227] It can be understood that the planetary gear train 27 a can achieve a larger speed ratio change in a smaller space, and the arrangement of the motor gear 25 and the planetary input gear 26 is conducive to transmitting the power of the brake motor 10 to the planetary output gear 27 .

[0228] At the same time, because the brake motor 10 has a relatively large axial dimension, placing the brake motor 10 and the brake 40 side by side can reduce the axial dimensions of the brake motor 10, the brake 40, and the planetary gear train 27a. Combined with the arrangement of the reducer 20, a "U"-shaped power transmission path is formed between the brake motor 10 and the brake 40, thereby reducing the volume of the electronic mechanical brake device 100 along the motor shaft 11 of the brake motor 10 and making rational use of the radial space of the reducer 20.

[0229] In one embodiment, the motor gear 25 is coaxially fixed to the motor shaft 11 of the brake motor 10 , and the planetary input gear 26 is coaxially fixed to the gear shaft 28 .

[0230] In this embodiment, the power of the brake motor 10 can be reliably transmitted to the planetary gear system 27 a through the transmission connection between the motor gear 25 and the planetary input gear 26 , and the volume of the reducer 20 can be reduced.

[0231] In one embodiment, the axis of the planetary input gear 26 coincides with the axis of the gear shaft 28. The planetary input gear 26 is connected to the planetary gear train 27a via the gear shaft 28. The planetary output gear 27 is connected to the reversing mechanism 41 of the brake 40 via the output shaft 22.

[0232] It can be understood that the planetary gear train 27a can achieve a larger speed ratio change in a smaller space, and the inner diameter of the planetary input wheel 26 is larger, so the internal space of the planetary input wheel 26 can be used to arrange the locking mechanism 70 (as shown in Figure 24).

[0233] Usually, the motor, mechanical transmission mechanism and brake in an electronic mechanical brake device are independent components. Due to the low degree of integration, the electronic mechanical brake device is too large and inconvenient to arrange in the car.

[0234] The electronic mechanical brake device 100 of this application controls the brake motor 10 via a control circuit board 30. The brake motor 10, in turn, drives the reducer 20 via its motor shaft 11, thereby driving the brake 40 to brake the vehicle 1000. The brake motor 10 is coaxially coupled to the input shaft 21 of the reducer 20, while the brake 40 is coaxially coupled to the output shaft 22 of the reducer 20. The brake motor 10 and the brake 40 are located on the same side of the reducer 20, allowing them to be positioned adjacent to the reversing mechanism 41 of the brake 40, thereby reducing the overall size of the electronic mechanical brake device 100.

[0235] At the same time, the electronic mechanical brake device 100 of the present application also disposes a control circuit board 30 on a side of the reducer 20 away from the brake motor 10. The control circuit board 30 is electrically connected to the brake motor 10 and is used to control the rotation of the motor shaft 11 of the brake motor 10. Through this arrangement, the electronic mechanical brake device 100 of the present application disposes the control circuit board 30 on one side of the reducer 20, while the other side of the reducer 20 is used to realize the transmission path from the brake motor 10 to the brake 40. The arrangement of the electronic mechanical brake device 100 of the present application is compact, reducing the overall volume and achieving high transmission efficiency.

[0236] Furthermore, the vehicle 1000 of the present application utilizes the electronic mechanical braking device 100 provided in any of the aforementioned embodiments for braking. Because the electronic mechanical braking device 100 provided in the present application is compact and has high transmission efficiency, it conserves interior space within the vehicle 1000 of the present application and improves the reliability of the vehicle 1000. In other words, because the vehicle 1000 of the present application is equipped with the electronic mechanical braking device 100 provided in any of the aforementioned embodiments, the vehicle 1000 of the present application possesses all of the potential beneficial effects of the electronic mechanical braking device 100 provided in any of the aforementioned embodiments.

[0237] Please refer to Figures 24 and 25. Figure 24 is a schematic diagram of the appearance structure of the electronic mechanical braking device 100 provided in an embodiment of the present application, with part of the structure hidden, from a side perspective. Figure 25 is a schematic diagram of the structure of the electronic mechanical braking device 100 provided in the embodiment shown in Figure 24 of the present application, with part of the structure hidden, from another side perspective.

[0238] In this embodiment of the present application, the electromechanical brake device includes a locking mechanism 70, which is used to lock or release the rotation of the output wheel 27. As shown in Figures 24 and 25, the locking mechanism 70 is located along the axial direction of the output shaft 22 of the reducer 20 at the end of the planetary input wheel 26 near the control circuit board 30. The locking mechanism 70 is used to lock or release the gear shaft 28 of the planetary input wheel 26 to control the rotation of the output wheel 27.

[0239] Specifically, along the axial direction of the gear shaft 28 of the planetary input gear 26 , the locking mechanism 70 and the brake 40 are respectively located on opposite sides of the gear shaft 28 , that is, the brake 40 and the locking mechanism 70 are arranged opposite to each other along the axial direction of the gear shaft 28 .

[0240] As will be appreciated, in the actual structural design of the electromechanical brake device 100, to ensure effective braking of the vehicle 1000, the brake motor 10 typically requires high power input to meet the braking requirements and intensity. Consequently, both the brake motor 10 and the brake 40 are relatively large. However, by locating the brake 40 and the brake motor 10 on the same side of the speed reducer 20 and placing the relatively smaller locking mechanism 70 on the other side of the speed reducer 20, the electromechanical brake device 100 is optimally arranged and its size reduced.

[0241] Furthermore, along the axial direction of the gear shaft 28, the gear shaft 28 extends toward the direction close to the brake 40 and is transmission-connected to the brake 40, so as to achieve the effect of driving the brake 40 to work, that is, as the power output shaft of the reducer 20, the power of the brake motor 10 is output to the brake 40 to drive the brake 40 to operate.

[0242] That is, when the brake motor 10 inputs power to the reducer 20, it will drive the gear shaft 28 in the reducer 20 to rotate around its own axis to realize power transmission in the reducer 20, and then the power input by the brake motor 10 can be output to the brake 40 through the reducer 20 to drive the brake 40 to work.

[0243] The locking mechanism 70 is used to lock or release the gear shaft 28, thereby controlling the transmission function of the speed reducer 20 and enabling the electronic mechanical brake device 100 of the present application to also have a parking function. For example, the locking mechanism 70 can lock the gear shaft 28 to achieve a locking effect on the gear shaft 28, thereby blocking the power transmission of the brake motor 10 within the speed reducer 20 and locking the operating state of the brake 40, i.e., causing the electronic mechanical brake device 100 to operate in the parking brake mode.

[0244] In the present specification, the braking process in which the locking mechanism 70 locks the brake 40 is defined as the electronic mechanical brake device 100 of the present application working in the parking brake mode.

[0245] It should be noted that in the embodiments shown in Figures 24 and 25 of this application, the gear shaft 28 is used as the transmission shaft of the reducer 20, and the locking mechanism 70 is arranged relative to the brake 40 along the axial direction of the gear shaft 28 for illustrative purposes only. However, the layout position of the locking mechanism 70 is not limited to this. In other embodiments of this application, the layout position of the locking mechanism 70 can be adjusted based on actual design requirements and the braking requirements of the vehicle 1000, and this application does not impose specific restrictions on this.

[0246] In other words, the locking mechanism 70 is used to lock the power transmission process of the brake motor 10 within the reducer 20. For the power transmission process of the brake motor 10 within the entire reducer 20, it is only necessary to implement the locking mechanism 70 to lock the power transmission process. The reducer 20 has several transmission stages along a direction perpendicular to the motor shaft 11 of the brake motor 10. In this case, the locking mechanism 70 can be connected to the gear shaft of any transmission stage within the reducer 20, and can lock the power transmission of the brake motor 10 within the reducer 20 by locking the gear shaft.

[0247] Please refer to Figures 26 and 27 together. Figure 26 is a schematic diagram of the appearance structure of the electronic mechanical braking device 100 provided in an embodiment of the present application after partially hiding the structure from one side, and Figure 27 is a schematic diagram of the appearance structure of the electronic mechanical braking device 100 provided in the embodiment shown in Figure 26 of the present application after partially hiding the structure from another side.

[0248] As shown in Figures 26 and 27, the locking mechanism 70 includes a clutch 71 and a locking motor 73 (see Figure 35). The locking motor 73 is used to control the clutch 71 to lock or release the gear shaft 28. The control circuit board 30 is used to hold the control circuit of the locking motor 73, which is used to output AC power to drive the locking motor 73. The locking motor 73 is arranged between the control circuit board 30 and the output shaft 22 along the axial direction of the locking motor 73.

[0249] In the electronic mechanical brake device 100 provided in the present application, the locking motor 73 is arranged in the gap between the output shaft 22 and the control circuit board 30, which can reduce the side space occupied by the wheel end of the vehicle 1000.

[0250] In one implementation, the locking mechanism further includes an axially movable member 72. The locking motor 73 is used to drive the axially movable member 72 to move away from or toward the clutch 71 to control the clutch 71 to lock or release the gear shaft 28. In one embodiment, the clutch 71 is housed in the axial hole (i.e., the inner hole 281) of the gear shaft 28, and the axially movable member 72 is used to move relative to the clutch 71 along the axial direction of the gear shaft 28 and control the clutch 71 to lock or release the gear shaft 28. The locking motor 73 is used to drive the axially movable member 72 to move away from or toward the clutch 71 (the movable direction of the axially movable member 72 is shown by the dotted arrow in the figure).

[0251] Specifically, please refer to Figures 28 to 30 together. Figure 28 is a schematic diagram of the external structure of the electronic mechanical braking device 100 provided in the embodiment shown in Figure 26 of the present application with part of the structure hidden, Figure 29 is a schematic diagram of the decomposed structure of the electronic mechanical braking device 100 provided in the embodiment shown in Figure 28 of the present application with part of the structure hidden, and Figure 30 is a schematic diagram of the external structure of the clutch 71 of the electronic mechanical braking device 100 provided in the embodiment shown in Figure 29 of the present application with part of the structure hidden.

[0252] As shown in Figures 28 and 30 , the locking mechanism 70 is disposed at the end of the gear shaft 28 facing away from the brake 40 along the axial direction of the gear shaft 28. An inner hole 281 is formed at the end of the gear shaft 28 facing the locking mechanism 70. The inner hole 281 extends axially from the end of the gear shaft 28 facing away from the locking mechanism 70, and the inner wall of the inner hole 281 is configured as an inner circumferential surface 281a of the inner hole 281. In other words, the inner circumferential surface 281a of the inner hole 281 surrounds the axis of the gear shaft 28 to form a receiving cavity at the end of the gear shaft 28 facing the locking mechanism 70, thereby allowing the clutch 71 to be received within the inner hole 281.

[0253] As can be appreciated, by housing the clutch 71 within the inner hole 281, the clutch 71 can lock or release the gear shaft 28 from within the gear shaft 28, eliminating the need for separate structural space around the gear shaft 28 for arranging the clutch 71. This allows the structural features of the gear shaft 28 to be utilized, simplifying the internal structural design of the electronic mechanical brake device 100, thereby reducing the volume occupied by the locking mechanism 70 and the overall volume of the electronic mechanical brake device 100. The electronic mechanical brake device 100 provided herein utilizes the shaft hole of the gear shaft 28 of the planetary input gear 26 to arrange the clutch 71, thereby reducing the lateral space occupied by the wheel end of the vehicle 1000.

[0254] Please refer to Figure 31 in conjunction with Figure 30. Figure 31 is a schematic cross-sectional view of the electronic mechanical brake device 100 provided in the embodiment shown in Figure 28 of the present application, with portions of the structure removed. As shown in Figures 30 and 31, the clutch 71 includes an inner wheel 711 and a movable member 712. The inner wheel 711 is coaxially fixed to the axial hole of the gear shaft 28 of the planetary input gear 26. The outer circumference of the inner wheel 711 is provided with a groove 7111. The opening 7111a of the groove 7111 faces the inner circumference of the axial hole of the gear shaft 28 of the planetary input gear 26. The depth of the groove 7111 gradually decreases along the circumference of the axial hole of the gear shaft 28 of the planetary input gear 26. The movable member 712 is configured to move within the groove 7111 along the circumference of the axial hole of the gear shaft 28 of the planetary input gear 26.

[0255] Specifically, the inner wheel 711 is fixed coaxially with the gear shaft 28 so that when the gear shaft 28 rotates around its own axis, it can synchronously drive the inner wheel 711 to rotate around the axis of the gear shaft 28, thereby realizing the function that the clutch 71 can rotate synchronously with the gear shaft 28.

[0256] A groove 7111 is formed on the outer circumferential surface 711a of the inner wheel 711. The movable member 712 is disposed in the groove 7111 and is movable in the groove 7111 along the circumference of the gear shaft 28. By arranging the movable member 712 to be movable in the groove 7111 along the circumference of the gear shaft 28, the clutch 71 can lock or release the gear shaft 28.

[0257] Specifically, the inner wheel 711 includes at least two grooves 7111. The number of movable members 712 is equal to the number of grooves 7111, and each groove 7111 is used to accommodate one movable member 712. The at least two grooves 7111 are arranged at equal intervals along the circumference of the inner wheel 711. The minimum groove depth end of one of the two adjacent grooves 7111 is adjacent to the maximum groove depth end of the other groove 7111 along the circumference of the inner wheel.

[0258] As shown in FIG. 30 and FIG. 31 , the groove 7111 extends along the circumference of the inner wheel 711 . The groove 7111 includes an opening 7111 a and a bottom wall 7111 b that are oppositely arranged along the radial direction of the inner wheel 711 .

[0259] In the radial direction of the inner wheel 711, the opening 7111a of the groove 7111 is closer to the inner circumferential surface 281a of the inner hole 281 of the gear shaft 28 than the bottom wall 7111b. In other words, the opening 7111a of the groove 7111 faces the inner circumferential surface 281a of the inner hole 281 of the gear shaft 28, and the bottom wall 7111b is located on the side of the groove 7111 away from the inner hole 281 in the radial direction of the inner wheel 711 compared to the opening 7111a.

[0260] Furthermore, as shown in Figure 31, along the radial direction of the inner wheel 711, the relative distance between the opening 7111a and the bottom wall 7111b is the groove depth of the groove 7111, and the groove depth of the groove 7111 gradually decreases along the circumference of the gear shaft 28, that is, along the circumference of the inner wheel 711, the relative distance between the opening 7111a and the bottom wall 7111b gradually decreases.

[0261] It can be understood that the bottom wall 7111b of the groove 7111 is the outer circumferential surface 711a of the inner wheel 711 at the position corresponding to the groove 7111. The opening 7111a of the groove 7111 is the notch formed on the outer circumferential surface 711a of the inner wheel 711 at the position corresponding to the groove 7111. The relative distance between the opening 7111a and the bottom wall 7111b can be understood as the relative distance along the radial direction of the inner wheel 711 between the outer circumferential surface 711a of the inner wheel 711 close to the inner hole 281 and the bottom wall 7111b of the groove 7111.

[0262] Since the clutch 71 is received in the inner hole 281 of the gear shaft 28, and the movable member 712 is movable in the groove 7111 along the circumferential direction of the gear shaft 28, when the groove depth of the groove 7111 of the clutch 71 is changed, the relative distance between the movable member 712 and the inner circumferential surface 281a of the inner hole 281 of the gear shaft 28 along the radial direction of the gear shaft 28 can be changed, thereby changing the magnitude of the contact force generated between the movable member 712 and the inner circumferential surface 281a of the inner hole 281 when the movable member 712 moves in the groove 7111.

[0263] When different contact forces are formed between the movable part 712 and the inner circumference 281a of the inner hole 281, different friction forces are generated, so that the locking mechanism 70 forms different braking states on the gear shaft 28, that is, the locking mechanism 70 can lock or release the gear shaft 28.

[0264] For example, in one possible embodiment, when the movable part 712 moves in the groove 7111 along the circumference of the inner wheel 711 to a deeper groove depth, the movable part 712 is separated from the inner circumferential surface 281a of the inner hole 281 of the gear shaft 28 or the contact force is small, so that the gear shaft 28 can rotate in the reducer 20 and realize the transmission function of the reducer 20, thereby allowing the brake motor 10 to drive the brake 40 through the reducer 20 to brake the vehicle 1000, so that the electronic mechanical brake device 100 can operate in the service braking mode, or the brake motor 10 runs in the opposite direction to drive the brake 40 through the reducer 20 to cancel the braking of the vehicle 1000.

[0265] For example, in one possible embodiment, when the movable part 712 moves in the groove 7111 to a shallower groove depth, the contact force between the movable part 712 and the inner circumference 281a of the inner hole 281 of the gear shaft 28 is relatively large, and the friction force between the gear shaft 28 and the movable part 712 increases accordingly, making it impossible to rotate in the reducer 20, thereby realizing the function of the locking mechanism 70 to lock the gear shaft 28. At this time, the transmission function of the reducer 20 is suspended, so that the electronic mechanical braking device 100 of the present application can operate in the parking brake mode.

[0266] For example, please refer to Figure 32 in conjunction with Figure 31. Figure 32 is a schematic cross-sectional view of the clutch 71 of the electromechanical brake device 100 provided in the embodiment of Figure 31 of the present application, with portions of the structure removed. As shown in Figures 31 and 32, along the circumference of the gear shaft 28, the groove 7111 has opposing first and second ends 7111c and 7111d.

[0267] The groove 7111 has a first groove depth H3 at the first end 7111c and a second groove depth H4 at the second end 7111d. The first groove depth H3 is greater than the second groove depth H4. Furthermore, the first groove depth H3 is the maximum groove depth of the groove 7111, and the second groove depth H4 is the minimum groove depth of the groove 7111.

[0268] As shown in Figure 31, when the movable part 712 moves in the groove 7111 along the circumference of the gear shaft 28 from the first end 7111c toward the second end 7111d (as shown by the dotted curve arrow in Figure 31), since the groove depth of the groove 7111 gradually decreases from the first end 7111c toward the second end 7111d, the contact force between the movable part 712 and the inner circumferential surface 281a of the inner hole 281 of the gear shaft 28 gradually increases when the movable part 712 moves toward the second end 7111d, and the friction force between the movable part 712 and the inner hole 281 increases synchronously, thereby making the gear shaft 28 unable to rotate, that is, the function of the locking mechanism 70 to lock the gear shaft 28 can be realized.

[0269] As shown in Figure 32, when the movable part 712 moves from the second end 7111d toward the first end 7111c in the groove 7111 along the circumference of the gear shaft 28 (as shown by the solid curve arrow in Figure 32), since the groove depth of the groove 7111 gradually increases from the second end 7111d toward the first end 7111c, the contact force between the movable part 712 and the inner circumferential surface 281a of the inner hole 281 of the gear shaft 28 gradually decreases when the movable part 712 moves toward the first end 7111c, and the friction force between the movable part 712 and the inner hole 281 gradually decreases, that is, the movable part 712 gradually separates from the inner circumferential surface 281a of the inner hole 281, thereby releasing the lock of the locking mechanism 70 on the gear shaft 28, that is, the locking mechanism 70 releases the gear shaft 28, allowing the gear shaft 28 to rotate around its own axis.

[0270] It should be noted that, in the embodiments shown in Figures 31 and 32, the movable part 712 is respectively located at the first end 7111c and the second end 7111d for illustrative introduction, but it is not limited to the movable part 712 being located only at the first end 7111c and the second end 7111d to realize the function of locking or releasing the gear shaft 28 of the locking mechanism 70.

[0271] That is, the movable member 712 moves to different positions in the groove 7111 , forming different contact forces and friction forces with the inner circumference 281 a of the inner wheel 711 , and can form different degrees of locking effects on the gear shaft 28 .

[0272] In one embodiment, at least two grooves 7111 are formed on the outer circumferential surface 711a of the inner wheel 711 at equal intervals along the circumference of the inner wheel 711, and each groove 7111 is provided with a movable member 712 that can move along the circumference of the inner wheel 711. As shown in FIG32 , the minimum groove depth end of one of the two adjacent grooves 7111 is adjacent to the maximum groove depth end of the other groove 7111 along the circumference of the inner wheel 711.

[0273] For example, as shown in FIG32 , along the circumference of the inner wheel 711, the first end 7111c of one groove 7111 is closer to the second end 7111d of another adjacent groove 7111 than its second end 7111d. In other words, the depth of each groove 7111 of the inner wheel 711 gradually decreases in the same direction along the circumference of the inner wheel 711.

[0274] It can be understood that at least two grooves 7111 are arranged at equal intervals along the circumference of the inner wheel 711, and the minimum groove depth end of each groove 7111 is located on the same side of the groove 7111 along the circumference of the inner wheel 711, so that each movable part 712 can move in the same rotation direction along the circumference of the inner wheel 711, and form a synchronous contact force change on the inner circumferential surface 281a of the inner hole 281 of the gear shaft 28, which is beneficial to the locking or release of the gear shaft 28 by the clutch 71.

[0275] In one embodiment, the minimum groove depth of each groove 7111 is smaller than the radial length of the movable member 712 along the inner wheel 711 .

[0276] Specifically, as shown in FIG32 , corresponding to the movable member 712 in each groove 7111 , the movable member 712 has a maximum outer diameter W along the radial direction of the inner wheel 711 . In the embodiment shown in FIG32 , the movable member 712 is a sphere, and the maximum outer diameter W of the movable member 712 can be understood as the diameter of the movable member 712 .

[0277] The minimum depth of the groove 7111 is smaller than the corresponding maximum outer diameter W of the movable part 712 , that is, the second groove depth H4 of the groove 7111 is smaller than the maximum outer diameter W of the movable part 712 .

[0278] By setting the minimum groove depth of each groove 7111 to be smaller than the radial length of the movable part 712 along the inner wheel 711, that is, setting the second groove depth H4 of the groove 7111 to be smaller than the maximum outer diameter W of the movable part 712, it can be ensured that when each movable part 712 moves to the minimum groove depth end in its corresponding groove 7111, the movable part 712 forms a reliable contact force and friction force with the inner circumferential surface 281a of the inner hole 281, thereby ensuring the locking effect and locking reliability of the locking mechanism 70 on the gear shaft 28.

[0279] In one embodiment, the maximum groove depth of each groove 7111 is greater than the radial length of the movable member 712 along the inner wheel 711 .

[0280] Specifically, as shown in Figure 32, corresponding to the movable part 712 in each groove 7111, along the radial direction of the inner wheel 711, the maximum value of the groove depth of the groove 7111 is greater than the maximum outer diameter dimension W of the corresponding movable part 712, that is, the first groove depth H3 of the groove 7111 is greater than the maximum outer diameter dimension W of the movable part 712.

[0281] By setting the maximum groove depth of each groove 7111 to be greater than the radial length of the movable part 712 along the inner wheel 711, it can be ensured that when each movable part 712 moves to the maximum groove depth end in its corresponding groove 7111, the movable part 712 is separated from the inner circumferential surface 281a of the inner hole 281, so that the locking mechanism 70 can completely release the gear shaft 28 to ensure the effect and stability of the gear shaft 28 rotating along its own axis.

[0282] It should be noted that, in the embodiment shown in FIG32 , the movable member 712 is spherical in shape for illustrative purposes only. However, this does not limit the movable member 712 in the embodiment of the present application to being spherical. In other words, in other embodiments of the present application, the movable member 712 may also be configured as other structures, and its specific shape and dimensions may be adjusted based on actual design requirements.

[0283] In one embodiment, please refer to FIG. 32 in conjunction with FIG. 28 . The clutch 71 includes an elastic member 713 of the clutch 71 . The elastic member 713 of the clutch 71 is configured to cooperate with the axially movable member 72 to drive the movable members 712 to move back and forth along the circumference of the inner wheel 711 . In other words, the elastic member 713 of the clutch 71 is configured to drive each movable member 712 to move synchronously within the groove 7111 , and each movable member 712 rotates in the same direction.

[0284] Specifically, as shown in FIG. 28 , the axially movable member 72 moves relative to the inner wheel 711 along the axial direction of the gear shaft 28 , and at least a portion of the structure of the axially movable member 72 can extend into the groove 7111 along the axial direction of the inner wheel 711 .

[0285] The elastic member 713 of the clutch 71 is disposed in the groove 7111 of the inner wheel 711 and extends along the circumference of the inner wheel 711 .

[0286] The elastic member 713 of the clutch 71 is elastically connected between the movable member 712 and the inner wheel 711, that is, one end of the elastic member 713 of the clutch 71 is connected to the movable member 712, and the other end thereof is connected to the side wall of the groove 7111 along the circumference of the inner wheel 711, so that the elastic member 713 of the clutch 71 can cooperate with the axial moving member 72 to drive the movable member 712 to move back and forth along the circumference of the inner wheel 711, thereby realizing the action of locking or releasing the gear shaft 28 by the locking mechanism 70.

[0287] In one embodiment, when the axial moving member 72 moves away from the clutch 71, the elastic member 713 of the clutch 71 is used to drive the movable member 712 to move counterclockwise along the circumference of the inner wheel 711 (as shown by the solid curved arrow in FIG. 32 ).

[0288] Exemplarily, as shown in FIG. 32 , one end of the elastic member 713 of the clutch 71 is connected to the side wall of the second end 7111 d of the groove 7111 , and the other opposite end is connected to the movable member 712 .

[0289] When the axial moving member 72 moves along the axial direction of the gear shaft 28 in the direction away from the clutch 71, which can also be understood as when the axial moving member 72 and the clutch 71 are in a separated state, the elastic member 713 of the clutch 71 can drive the movable member 712 to move along the circumference of the inner wheel 711, from the second end 7111d of the groove 7111 toward the first end 7111c of the groove 7111, that is, the movable member 712 moves counterclockwise along the circumference of the inner wheel 711.

[0290] In the embodiment shown in Figure 32, since the groove depth of the first end 7111c of the groove 7111 is greater than the groove depth of the second end 7111d of the groove 7111, the elastic member 713 of the clutch 71 drives the movable member 712 to move in the direction in which the groove depth of the groove 7111 gradually increases. Therefore, the contact force between the movable member 712 and the inner circumferential surface 281a of the inner hole 281 gradually decreases and the friction force between the two also gradually decreases until it disappears, thereby achieving the effect of the locking mechanism 70 releasing the gear shaft 28 so that the gear shaft 28 can rotate around its own axis.

[0291] It should be noted that, in the embodiment shown in FIG32 , only the elastic member 713 of the clutch 71 is used to drive the movable member 712 to move counterclockwise along the circumference of the inner wheel 711 when the axial movable member 72 moves away from the clutch 71 is used as an example for illustrative introduction, but it is not limited to the embodiment of the present application that when the axial movable member 72 moves away from the clutch 71, the movable member 712 can only move counterclockwise along the circumference of the inner wheel 711.

[0292] In other words, when the axial moving member 72 moves away from the clutch 71, the elastic member 713 of the clutch 71 drives the movable member 712 to move along the circumference of the inner wheel 711, which can change according to the actual layout position of the movable member 712 and the elastic member 713 of the clutch 71 in the groove 7111.

[0293] For example, in a possible embodiment, when the axial moving member 72 moves away from the clutch 71 , the elastic member 713 of the clutch 71 can also be used to drive the movable member 712 to move clockwise along the circumference of the inner wheel 711 .

[0294] For example, please refer to FIG33 , which is a partial cross-sectional view of the locking mechanism 70 of the electronic mechanical brake device 100 provided in the embodiment shown in FIG31 of the present application, with portions of the structure hidden. As shown in FIG33 , when the axially movable member 72 moves along the axial direction of the gear shaft 28 toward the clutch 71 and at least a portion of the axially movable member 72 extends into the groove 7111 of the inner wheel 711, the axially movable member 72 extends into the groove 7111 from the side of the movable member 712 facing away from the elastic member 713 of the clutch 71.

[0295] Since the axial moving member 72 will occupy part of the space of the groove 7111 after extending into the groove 7111, the axial moving member 72 will resist the movable member 712 at this time, and synchronously drive the movable member 712 along the circumference of the inner wheel 711, from the first end 7111c of the groove 7111 toward the second end 7111d of the groove 7111, that is, the axial moving member 72 drives the movable member 712 to move clockwise along the circumference of the inner wheel 711.

[0296] In the embodiment shown in Figure 33, since the groove depth of the first end 7111c of the groove 7111 is greater than the groove depth of the second end 7111d of the groove 7111, the axial moving part 72 resists and drives the movable part 712 to move in the direction in which the groove depth of the groove 7111 gradually decreases. Therefore, the contact force between the movable part 712 and the inner circumferential surface 281a of the inner hole 281 gradually increases and the friction force between the two also gradually increases. At this time, the gear shaft 28 cannot rotate around its own axis, and the locking mechanism 70 can thereby achieve the effect of locking the gear shaft 28.

[0297] It should be noted that, in the embodiment shown in FIG33 , only the example of the axial movable member 72 driving the movable member 712 to move clockwise along the circumference of the inner wheel 711 when moving toward the clutch 71 is used for illustrative introduction, but it is not limited to the embodiment of the present application that when the axial movable member 72 moves toward the clutch 71, the movable member 712 can only move clockwise along the circumference of the inner wheel 711.

[0298] In other words, when the axial moving member 72 moves toward the clutch 71 , the circumferential movement direction of the movable member 712 along the inner wheel 711 can be changed according to the actual layout positions of the movable member 712 and the elastic member 713 of the clutch 71 in the groove 7111 .

[0299] For example, in a possible embodiment, when the axial moving member 72 moves toward the clutch 71 , it drives the movable member 712 to move counterclockwise along the circumference of the inner wheel 711 .

[0300] As can be understood, as shown in Figure 33, when the axially movable member 72 extends into the groove 7111, it will synchronously drive the movable member 712 to squeeze the elastic member 713 of the clutch 71. At this time, the elastic member 713 of the clutch 71 is in a squeezed state and stores elastic potential energy. When the axially movable member 72 moves in a direction away from the clutch 71 and extends out of the groove 7111, the elastic member 713 of the clutch 71 releases the elastic potential energy and drives the movable member 712 to move circumferentially along the inner wheel 711, that is, the movable member 712 can be driven to move back and forth circumferentially along the inner wheel 711 through the cooperation between the axially movable member 72 and the elastic member 713 of the clutch 71.

[0301] Please refer to FIG. 34 , which is a schematic diagram of the exploded structure of the locking mechanism 70 of the electromechanical brake device 100 provided in the embodiment shown in FIG. 29 of the present application, with part of the structure hidden from view from a side perspective.

[0302] As shown in FIG34 , the clutch 71 includes an end cover 714 that can be used to shield the groove 7111 and limit the sliding trajectory of the movable member 712 within the groove 7111. The end cover 714 is disposed on the side of the inner wheel 711 near the locking motor 73 along the axial direction of the gear shaft 28. The end cover 714 is affixed to the inner wheel 711, limiting the movement of the movable member 712 within the groove 7111 in the axial direction of the gear shaft 28, allowing the movable member 712 to move circumferentially along the inner wheel 711, thereby improving the locking effect and reliability of the locking mechanism 70 on the gear shaft 28.

[0303] In one embodiment, the end surface of the end cover 714 facing the locking motor 73 includes a matching opening 7141 , which is connected to the groove 7111 along the axial direction of the gear shaft 28 , and the axial moving member 72 drives the movable member 712 through the matching opening 7141 .

[0304] Specifically, as shown in FIG34 , the end cap 714 has two opposing end surfaces along the axial direction of the gear shaft 28. One end surface is in contact with the inner wheel 711, and the other opposing end surface is provided with a mating opening 7141. The mating opening 7141 extends through the end cap 714 along the axial direction of the gear shaft 28, which can also be understood as extending through the two opposing end surfaces of the end cap 714.

[0305] Among them, the number of mating openings 7141 is the same as the number of grooves 7111, and the opening position of each mating opening 7141 corresponds to the opening position of a groove 7111 on the inner wheel, so that at least part of the structure of the axial moving part 72 can pass through the end cover 714 from the mating opening 7141 and extend into the corresponding groove 7111 on the inner wheel 711, thereby driving the movable part 712 to move along the circumference of the inner wheel 711.

[0306] That is, the end cover 714 is provided with a matching opening 7141 facing the locking motor 73 , so that the axial moving member 72 can pass through the matching opening 7141 to drive the movable member 712 to move.

[0307] An embodiment, please refer to Figures 35 to 38, Figure 35 is a schematic diagram of the appearance structure of the electronic mechanical braking device 100 provided in the embodiment of the present application after partially hiding the structure from one side perspective, Figure 36 is a schematic diagram of the appearance structure of the electronic mechanical braking device 100 provided in the embodiment shown in Figure 35 of the present application after partially hiding the structure from another side perspective, Figure 37 is a schematic diagram of the appearance structure of the electronic mechanical braking device 100 provided in the embodiment shown in Figure 35 after partially hiding the structure from another side perspective, and Figure 38 is a schematic diagram of the cross-sectional structure of the electronic mechanical braking device 100 provided in the embodiment shown in Figure 35 of the present application after partially hiding the structure from one side perspective.

[0308] As shown in Figures 35 to 38, the locking motor 73 is disposed along the axial direction of the gear shaft 28 on the side of the gear shaft 28 that is away from the brake 40. That is, along the axial direction of the gear shaft 28, the locking motor 73 is disposed on the side of the axial moving member 72 that is away from the clutch 71, and the locking motor 73 is transmission-connected to the axial moving member 72 and is used to drive the axial moving member 72 to move along the axial direction of the gear shaft 28, thereby providing a driving force for the locking mechanism 70 to lock or release the gear shaft 28.

[0309] In one embodiment, along the axial direction of the gear shaft 28, the axially movable member 72 is located between the clutch 71 and the locking motor 73, and the axes of the locking motor 73, the axially movable member 72, the clutch 71, and the gear shaft 28 coincide with each other. It will be appreciated that arranging the axes of the locking motor 73, the axially movable member 72, the clutch 71, and the gear shaft 28 to coincide with each other facilitates evenly distributing the power output by the locking motor 73 to the various grooves 7111 of the inner wheel 711.

[0310] In one embodiment, please refer to FIG39 in conjunction with FIG34 . FIG39 is a schematic cross-sectional view of the electronic mechanical brake device 100 provided in an embodiment of the present application, with some structures hidden. As shown in FIG34 and FIG39 , the axially movable member 72 includes a transmission portion 721 and a push portion 722 . The transmission portion 721 is used to transmit and connect the motor shaft 731 of the locking motor 73 and move along the direction of the motor shaft 731 of the locking motor 73 as the motor shaft 731 of the locking motor 73 rotates. The push portion 722 is used to receive the driving force of the push portion to move along the direction of the motor shaft 731 of the locking motor 73 and drive the movable member 712 .

[0311] Specifically, as shown in Figure 39, along the axial direction of the motor shaft 731 of the locking motor 73, the pushing portion 722 is located between the transmission portion 721 and the movable part 712, the pushing portion 722 is fixedly connected to the transmission portion 721, and the transmission portion 721 is transmission-connected to the motor shaft 731 of the locking motor 73, and is used to convert the rotational motion of the motor shaft 731 of the locking motor 73 into axial movement along the motor shaft 731 of the locking motor 73.

[0312] When the motor shaft 731 of the locking motor 73 rotates around its own axis, the motor shaft 731 of the locking motor 73 will synchronously drive the transmission part 721 to move axially along the motor shaft 731 of the locking motor 73, so that the transmission part 721 drives the pushing part 722 to move axially along the motor shaft 731 of the locking motor 73, and then in the axial direction of the gear shaft 28, it can form an effect that the axial moving part 72 can move toward the clutch 71 or move away from the clutch 71.

[0313] In other words, the transmission part 721 of the axial moving part 72 is used to convert the rotational movement of the motor shaft 731 of the locking motor 73 into the axial movement of the pushing part 722 along the motor shaft 731 of the locking motor 73, thereby realizing the coordinated movement of the pushing part 722 and the movable part 712.

[0314] In one embodiment, the end of the push portion 722 facing the clutch 71 includes a matching bevel 722a, the inclination direction of which intersects the axial direction of the motor shaft 731 of the locking motor 73. It will be appreciated that the matching bevel 722a cooperates with the movable member 712 to reduce the thrust applied by the push portion 722 to the movable member 712, thereby reducing the power of the locking motor 73 and compressing the size of the locking motor 73.

[0315] At the same time, by setting an inclined mating slope 722a at one end of the pushing portion 722 toward the clutch 71, the pushing portion 722 can more easily push the movable part 712 to move along the circumference of the inner wheel 711 when it extends into the groove 7111, thereby improving the locking stability and locking effect of the locking mechanism 70.

[0316] In one embodiment, along the axial direction of the gear shaft 28, a transmission hole 7311 is opened at one end of the motor shaft 731 of the locking motor 73 toward the clutch 71, and the transmission hole 7311 is sleeved on the outer periphery of the transmission part 721, and the transmission part 721 can move in the transmission hole 7311 along the axial direction of the gear shaft 28.

[0317] Among them, the inner circumference of the transmission hole 7311 is provided with an internal thread extending axially along the motor shaft 731 of the locking motor 73, and the outer circumference of the transmission part 721 is provided with an external thread matching the internal thread, so that when the motor shaft 731 of the locking motor 73 rotates around its own axis, it can drive the transmission part 721 to move axially along the motor shaft 731 of the locking motor 73.

[0318] It can be understood that by arranging the transmission portion 721 in the transmission hole 7311 , the volume of the locking mechanism 70 can be further reduced, thereby achieving miniaturization of the electronic mechanical brake device 100 of the present application.

[0319] It should be noted that in the embodiment of the present application, only one possible embodiment of the transmission part 721 is used as an example for illustrative description, but the method used in the present application to drive the transmission part 721 to move axially along the gear shaft 28 is not limited to this. In other embodiments of the present application, the transmission part 721 can also be driven to move axially along the gear shaft 28 by other methods.

[0320] For example, in a possible embodiment, the transmission part 721 includes a transmission screw and a threaded hole. The threaded hole passes through the transmission part 721 along the direction of the motor shaft 731 of the locking motor 73. The transmission screw is sleeved on the motor shaft 731 of the locking motor 73 and is fixedly connected to the motor shaft 731 of the locking motor 73. The transmission part 721 is sleeved on the transmission screw through the threaded hole, and the external thread of the transmission screw is engaged with the internal thread of the threaded hole.

[0321] Through the cooperation between the screw and the threaded hole, the rotation of the motor shaft 731 of the locking motor 73 can be reliably converted into the movement of the transmission part 721 along the axial direction of the motor shaft 731 of the locking motor 73 .

[0322] The locking mechanism 70 provided in the embodiment of the present application is located on one side of the reducer 20 along the axial direction of the gear shaft 28 and is transmission-connected to the gear shaft 28. The locking mechanism 70 is used to lock the motion state of the gear shaft 28.

[0323] When the locking mechanism 70 is working, the locking mechanism 70 locks and locks the gear shaft 28, so that the gear shaft 28 cannot rotate around its own axis, so as to lock the power transmission of the brake motor 10 in the reducer 20, that is, the brake motor 10 is blocked, and then the electronic mechanical brake device 100 of the present application works in the parking brake mode, which can lock the working state of the brake 40.

[0324] When the locking mechanism 70 is not in operation, it stops locking the gear shaft 28, allowing the gear shaft 28 to rotate about its own axis. Specifically, when the brake motor 10 is in operation, the gear shaft 28 rotates about its own axis, enabling the reducer 20 to transmit the power input from the brake motor 10. This, in turn, allows the brake motor 10 to drive the brake 40 through the reducer 20 to brake the vehicle 1000, allowing the electromechanical brake device 100 to operate in service braking mode.

[0325] It can be understood that the locking mechanism 70 is in different working states and can cooperate with the brake 40 to enable the electronic mechanical braking device 100 of the present application to operate in different braking modes, thereby improving the braking effect of the electronic mechanical braking device 100 of the present application on the vehicle 1000 and improving the safety of the vehicle 1000.

[0326] For example, in one possible embodiment, when the electromechanical brake device 100 is operating in parking brake mode, the brake motor 10 operates and drives the brake 40 to brake the vehicle 1000, slowing the wheel 1001 to a stop. Subsequently, the locking mechanism 70 locks the gear shaft 28 within the reducer 20. Because the gear shaft 28 is locked by the locking mechanism 70 and is in a locked state, it cannot continue to rotate about its own axis. At this time, the two friction plates 42 of the brake 40 will always abut and clamp the brake disc 43, ensuring that the brake 40 continuously brakes the vehicle 1000. This can prevent dangerous situations such as the vehicle 1000 from rolling or otherwise moving while parked, thereby improving the braking reliability and effectiveness of the electromechanical brake device 100.

[0327] For example, in one possible embodiment, when the electronic mechanical brake device 100 is not operating in the parking brake mode, the locking mechanism 70 stops locking the gear shaft 28 , and the gear shaft 28 can rotate around its own axis and enable the reducer 20 to realize power transmission of the brake motor 10 .

[0328] For example, when the locking mechanism 70 stops locking the gear shaft 28 , the brake motor 10 can drive the brake 40 through the speed reducer 20 to brake the vehicle 1000 .

[0329] For example, when the locking mechanism 70 stops locking the gear shaft 28, the brake motor 10 moves in the opposite direction and can drive the two friction plates 42 of the brake 40 to move in directions away from each other through the reducer 20 to release the brake disc 43, thereby allowing the vehicle 1000 to move, that is, releasing the brake of the vehicle 1000 by the electronic mechanical brake device 100.

[0330] In one embodiment, the control circuit board 30 is also used to fix the control circuit of the locking motor 73. The control circuit of the locking motor 73 is used to output AC power to drive the motor shaft 731 of the locking motor 73 to rotate, thereby driving the axial moving member 72 to move away from or toward the clutch 71. The control circuit board 30 is used to fix the control circuits of both the locking motor 73 and the brake motor 10, thereby improving the integration level and reducing the size of the electromechanical brake device 100 of the present application.

[0331] Obviously, those skilled in the art may make various modifications and variations to this application without departing from the scope of protection of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is intended to include these modifications and variations.

Claims

1. A side-mounted electronic mechanical brake device, characterized in that: The electronic mechanical brake device includes a brake motor, a reducer and a control circuit board, wherein the control circuit board is used to fix the control circuit of the brake motor, and the control circuit of the brake motor is used to output AC power to drive the brake motor. The reducer includes an input shaft and an output shaft arranged in parallel, wherein the input shaft is used to drive and connect the motor shaft of the brake motor, and the output shaft is used to drive the brake, wherein: Along the axial direction of the brake motor, the input shaft is arranged between the motor shaft of the brake motor and the control circuit board, and the input shaft and the output shaft are arranged on a side of the control circuit board facing the brake motor; The thickness direction of the control circuit board is parallel to the axial direction of the input shaft, and the length direction of the control circuit board is parallel to the arrangement direction of the input shaft and the output shaft.

2. The electromechanical brake device according to claim 1, characterized in that: The electronic mechanical brake device includes a position sensor, which is used to detect the rotation angle of the brake motor. The position sensor includes a stator and a rotor. The control circuit board is used to fix the stator. The input shaft is used to coaxially connect the motor shaft and the rotor.

3. The electromechanical brake device according to claim 1 or 2, characterized in that: The gear set of the reducer includes a motor gear and an output wheel. The motor gear is coaxially fixed with the input shaft, and the motor gear is transmission-connected with the output wheel. The output wheel is used to drive the output shaft to rotate. The motor gear and the output wheel are arranged on a side of the control circuit board facing the brake motor.

4. The electromechanical brake device according to claim 3, characterized in that: The gear set of the reducer includes a planetary input wheel, a planetary gear train and a planetary output wheel, the motor gear is used to drive the planetary input wheel, the planetary input wheel is connected to the planetary output wheel through the planetary gear train, and the planetary output wheel serves as the output wheel of the reducer to drive the output shaft to rotate or is used to drive the output shaft to rotate, wherein: The motor gear and the planetary input gear are arranged at intervals along the arrangement direction of the input shaft and the output shaft, and the planetary gear train is arranged between the planetary input gear and the planetary output gear along the axial direction of the output shaft.

5. The electromechanical brake device according to any one of claims 1 to 4, characterized in that: The electronic mechanical braking device includes a shell, the shell includes a reducer accommodating chamber and a control circuit accommodating chamber, the reducer accommodating chamber is used to accommodate the gear set of the reducer, the control circuit accommodating chamber is used to accommodate the control circuit board, the shell includes a partition and a cover plate, the control circuit board is arranged between the partition and the cover plate along the axis of the brake motor, and the partition is used to separate the reducer accommodating chamber and the control circuit accommodating chamber.

6. The electromechanical brake device according to claim 5, characterized in that: At least one of the partition plate or the cover plate is used to fix the control circuit board, and the input shaft is used to drive and connect the rotor of the position sensor and the motor shaft of the brake motor through the partition plate.

7. The electromechanical brake device according to any one of claims 1 to 6, characterized in that: The motor shaft of the brake motor and the input shaft of the reducer are an integrated structure, and the brake motor includes a proximal bearing and a distal bearing, wherein: Along the axial direction of the brake motor, the proximal bearing and the distal bearing are arranged on both sides of the motor rotor of the brake motor, and the distal bearing and the control circuit board are arranged on both sides of the proximal bearing.

8. The electromechanical brake device according to any one of claims 1 to 7, characterized in that: The electronic mechanical brake device comprises the brake, which is used to brake the wheels of the vehicle, and comprises a reversing mechanism and at least one friction plate, wherein the reversing mechanism is arranged in parallel with the motor shaft of the brake motor along the arrangement direction of the input shaft and the output shaft, and the reversing mechanism and the at least one friction plate are arranged on a side of the control circuit board facing the brake motor, wherein: The reversing mechanism is used to rotate with the output shaft and drive the friction plate to move along the axial direction of the output shaft. The friction plates are used to brake the wheels of the vehicle.

9. The electromechanical brake device according to claim 8, characterized in that: The reversing mechanism comprises a lead screw and a screw sleeve, and the lead screw is arranged in parallel with the motor shaft of the brake motor along the arrangement direction of the input shaft and the output shaft, wherein: The lead screw is used to transmit and connect the output shaft and drive the screw sleeve to move along the axial direction of the lead screw; The screw sleeve is used to drive the at least one friction plate to move along the axial direction of the brake motor.

10. The electromechanical brake device according to claim 4, characterized in that: The electronic mechanical brake device includes a locking mechanism, which is used to lock or release the rotation of the output wheel. The locking mechanism includes a clutch and a locking motor, and the locking motor is used to control the locking or release of the clutch. The control circuit board is used to fix the control circuit of the locking motor, and the control circuit of the locking motor is used to output AC power to drive the locking motor, wherein: The locking motor is arranged between the control circuit board and the output wheel along the axial direction of the locking motor.

11. The electromechanical brake device according to claim 10, characterized in that: The locking mechanism comprises an axial moving part, and the locking motor is used to drive the axial moving part away from or toward the clutch to control the clutch to be locked or released.

12. The electromechanical brake device according to claim 11, characterized in that: The clutch is used to lock or release the rotation of the planetary input wheel. The clutch is received in the shaft hole of the gear shaft of the planetary input wheel. The clutch includes an inner wheel and a movable part, wherein: The inner wheel is coaxially fixed with the shaft hole of the gear shaft of the planetary input wheel, and a groove is provided on the outer circumferential surface of the inner wheel, the opening of the groove faces the inner circumferential surface of the shaft hole of the gear shaft of the planetary input wheel, and the groove depth of the groove gradually decreases along the circumferential direction of the shaft hole of the gear shaft of the planetary input wheel; The movable member is used to move in the groove along the circumferential direction of the shaft hole of the gear shaft of the planetary input wheel.

13. The electromechanical brake device according to claim 12, characterized in that: The inner wheel comprises at least two grooves, the number of the movable members is the same as the number of the grooves, and each groove is used to accommodate one movable member, wherein: The at least two grooves are arranged at equal intervals along the circumference of the inner wheel, and the minimum groove depth end of one of the two adjacent grooves is close to the maximum groove depth end of the other groove along the circumference of the inner wheel.

14. The electromechanical brake device according to claim 12, characterized in that: The clutch comprises an elastic member, and the elastic member is used to cooperate with the axial moving member to drive the movable member to move back and forth along the circumference of the inner wheel, wherein: The axial moving member moves toward the clutch and drives the movable member to move clockwise along the circumference of the inner wheel, and when the axial moving member moves away from the clutch, the elastic member is used to drive the movable member to move counterclockwise along the circumference of the inner wheel; or, The axial moving member moves toward the clutch and drives the movable member to move counterclockwise along the circumference of the inner wheel. When the axial moving member moves away from the clutch, the elastic member is used to drive the movable member to move clockwise along the circumference of the inner wheel.

15. A vehicle, characterized in that: The invention comprises a wheel and an electromechanical brake device as claimed in any one of claims 1 to 14, wherein the electromechanical brake device is used to brake the wheel, wherein: The axial direction of the brake motor, the axial direction of the input shaft, and the axial direction of the output shaft are parallel to the axial direction of the wheel, and the arrangement direction of the input shaft and the output shaft is perpendicular to the axial direction of the wheel.

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