Nut reset mechanism and electromechanical brake cylinder

Abstract

The invention discloses a nut reset mechanism and an electromechanical brake cylinder. The nut reset mechanism comprises a lead screw, a connecting cylinder, a gear ring cylinder and an adjusting sleeve. The lead screw is used for being connected with an electric driving mechanism, and the electric driving mechanism can drive the lead screw to rotate in a power-on state; the middle of the lead screw is sleeved with a main nut, and the main nut is fixedly sleeved with a push cylinder. The connecting cylinder comprises a cylindrical structure which is defined by a guide cylinder and a cylinder seat, one end of the cylindrical structure is open, and the guide cylinder can axially and slidably sleeve the push cylinder; a center hole is formed in the cylinder base, and the gear ring cylinder penetrates through the center hole, then is arranged outside the first end of the lead screw in a sleeving mode and is connected with the push cylinder; an outer gear ring and an inner gear ring which are matched with each other are formed on the outer wall of the gear ring cylinder and the end portion of the center hole, the adjusting sleeve is fixedly arranged on the gear ring cylinder in a sleeved mode, and a first elastic ring is arranged between the end portion of the adjusting sleeve and the cylinder base in a clamped mode. According to the invention, the nut can be reset to replace the brake pad under the condition that the brake cylinder is completely powered off.

Description

Technical Field

[0001] The present invention relates to the field of rail vehicles, and particularly to a nut reset mechanism and an electromechanical brake cylinder. Background Art

[0002] The brake cylinder is the main action and execution mechanism in the rail vehicle braking system. Its characteristics are as follows: using pressurized air as the driving source of the brake cylinder, and realizing the amplification of force through structures such as wedges, cams, and levers, so as to generate a frictional effect between the brake pads - brake discs or brake shoes - wheels of the rail vehicle, and achieve the purpose of braking the rail vehicle. To meet the application requirements of rail vehicle braking, the brake cylinder should have the following three functions: (1) output braking force; (2) adjust the extension amount according to the wear conditions of the brake pads, brake shoes, brake discs, and wheels, and stably output the braking force; (3) adjust the extension amount of the brake cylinder when the brake pads, brake shoes, or brake discs undergo thermal expansion, and stably output the braking force. In addition, some brake cylinders also have a parking brake function, that is, stably output the braking force when the driving source is withdrawn.

[0003] Currently, air braking systems and hydraulic braking systems are commonly used in the industry. Both of these braking methods have the disadvantages of complex structures and low efficiency. Moreover, for traditional active pneumatic caliper units and hydraulic caliper units (the caliper unit includes a brake cylinder and a caliper), due to their structures and principles, their functions are relatively single, only having the functions of normal braking / release. If other functions such as parking braking / release are required, additional mechanisms need to be added, the structure is more complex, and the weight of the braking system is increased.

[0004] Replacing the brake pads is an important part of the daily basic braking operation and maintenance work of locomotives and vehicles. This link requires power-off operation, and the brake pads can only be replaced after the system is completely powered off. Currently, although there are also some brake cylinders that use electric energy to achieve braking and release, however, in some cases where the brake pads need to be replaced, some brake cylinders cannot achieve nut reset when completely powered off; some brake cylinders can achieve nut reset when completely powered off, but their structures are complex, a lot of operating tools are required to disassemble the rear cover of the cylinder body during operation, and the space at the rear cover position is limited, making the operation inconvenient, and it will also damage the sealing performance of the rear cover position. Disassembling the rear cover under the normal working condition of replacing the brake pads does not meet the operation requirements of existing vehicle operations. Summary of the Invention

[0005] The purpose of the present invention is to provide a nut reset mechanism and an electromechanical brake cylinder, which can achieve nut reset to replace the brake pads when the brake cylinder is completely powered off.

[0006] The purpose of the present invention can be achieved by the following technical solutions:

[0007] The present invention provides a nut reset mechanism, which includes a lead screw, a connecting cylinder, a gear ring cylinder and an adjusting sleeve; the lead screw is used to be connected with an electric drive mechanism, and the electric drive mechanism can drive the lead screw to rotate in the energized state; a main nut is sleeved on the middle part of the lead screw, and a push cylinder is fixedly sleeved outside the main nut; the connecting cylinder includes a cylindrical structure with one end open formed by a guiding cylinder and a cylinder base, and the guiding cylinder is axially slidably sleeved outside the push cylinder; a central hole is formed in the cylinder base, and the gear ring cylinder passes through the central hole and is sleeved outside the first end of the lead screw and is connected with the push cylinder; an outer gear ring and an inner gear ring which are matched with each other are formed on the outer wall of the gear ring cylinder and the end of the central hole, the adjusting sleeve is sleeved and fixed on the gear ring cylinder, and a first elastic ring is clamped between the end of the adjusting sleeve and the cylinder base.

[0008] In a preferred embodiment of the present invention, an outer conical surface with an outer diameter increasing from the first end to the second end of the gear ring cylinder is formed on the outer wall of the gear ring cylinder, an inner conical surface matched with the outer conical surface is formed at the end of the central hole, the outer gear ring is formed on the outer conical surface, and the inner gear ring is formed on the inner conical surface.

[0009] In a preferred embodiment of the present invention, the cylinder base includes a main body base and a gear seat sleeve, an installation hole located in the center is formed in the main body base, the gear seat sleeve is inserted and fixed in the installation hole, the inner gear ring is formed at the end of the gear seat sleeve, a first stepped hole with an increasing aperture and communicating with the first end face of the main body base is formed at the first end of the installation hole, the end of the adjusting sleeve is located in the first stepped hole, and both ends of the first elastic ring can respectively abut against the shoulder of the first stepped hole and the end face of the adjusting sleeve.

[0010] The present invention also provides an electromechanical brake cylinder, which includes: an electric drive mechanism and the above-mentioned nut reset mechanism.

[0011] In a preferred embodiment of the present invention, the electromechanical brake cylinder further includes a housing with an open first end, and the guiding cylinder is inserted into the open first end of the housing; the electric drive mechanism includes an annular motor stator, an annular motor rotor and a core cylinder; the motor stator is fixedly arranged in the housing, the motor rotor is rotatably inserted into the motor stator, the core cylinder is circumferentially rotatable and axially fixed in the housing, and the core cylinder is connected with the motor rotor and the lead screw.

[0012] In a preferred embodiment of the present invention, the core cylinder includes a first shaft cylinder and a second shaft cylinder which are connected to each other and have an inner diameter gradually decreasing from the first end to the second end, the first shaft cylinder is fixedly connected with the motor rotor, and the second end of the lead screw is inserted and connected into the second shaft cylinder; the first end and the second end of the push cylinder are respectively located in the open first end of the housing and the first shaft cylinder, and the guiding cylinder is axially slidably inserted into the annular area between the push cylinder, the first shaft cylinder and the open first end of the housing.

[0013] In a preferred embodiment of the present invention, a first spherical bushing and a second spherical bushing are further sleeved on the lead screw. The gear ring cylinder and the push cylinder are circumferentially fixed and axially elastically fixed. The first spherical bushing is located between the main nut and the gear ring cylinder. The first end face of the first spherical bushing and the second end face of the gear ring cylinder are in spherical fit, one of which is a concave spherical surface and the other is a convex spherical surface. The second end of the first spherical bushing can abut against the corresponding step on the inner wall of the push cylinder. The lead screw and the core cylinder are circumferentially fixed and axially elastically fixed. An installation ring is convexly provided on the outer wall of the second end of the lead screw. The second spherical bushing is located between the installation ring and the end of the second end of the lead screw. The first end face of the second spherical bushing and the second end face of the installation ring are in spherical fit, one of which is a concave spherical surface and the other is a convex spherical surface. The second end of the second spherical bushing can abut against the corresponding step on the core cylinder.

[0014] In a preferred embodiment of the present invention, a stop ring is circumferentially and fixedly sleeved on the gear ring cylinder. The stop ring is fixedly connected to the push cylinder. A limiting portion is formed on the outer wall of the gear ring cylinder. A second elastic ring is sleeved on the gear ring cylinder. Both ends of the second elastic ring can respectively abut against the limiting portion and the stop ring.

[0015] In a preferred embodiment of the present invention, the outer wall of the second end of the lead screw is connected to the second shaft cylinder by a key. A third elastic ring and a first limiting ring are further sleeved on the lead screw between the installation ring and the main nut. Both ends of the third elastic ring can respectively abut between the first end face of the installation ring and the first limiting ring.

[0016] In a preferred embodiment of the present invention, an anti-collision sleeve is installed in the first shaft cylinder. The anti-collision sleeve abuts against the shoulder of the first shaft cylinder for axially limiting the end of the guiding cylinder.

[0017] In a preferred embodiment of the present invention, a central convex ring is convexly provided on the inner wall of the middle part of the housing. An extension ring is formed by extending the end of the central convex ring towards the first end of the housing. The outer wall of the first shaft cylinder is connected to the inner wall of the extension ring through a first bearing and a second bearing. Both the first bearing and the second bearing are axially fixed to the extension ring. The second bearing is arranged close to the first end of the core cylinder. An elastic retaining ring is further embedded outside the first shaft cylinder. The elastic retaining ring can abut against the end face of the first bearing facing away from the second bearing. A first convex ring is convexly provided outside the first end of the first shaft cylinder. A thrust bearing is sleeved on the outer wall of the extension ring. Both end faces of the thrust bearing respectively abut between the end faces of the central convex ring and the first convex ring.

[0018] In a preferred embodiment of the present invention, a force sensor is further provided between the thrust bearing and the central convex ring.

[0019] In a preferred embodiment of the present invention, an adjusting sleeve is circumferentially and fixedly sleeved outside the second shaft cylinder, and an annular electromagnetic brake stator and an annular electromagnetic brake rotor are sequentially sleeved on the adjusting sleeve in the direction towards the second end of the housing; the electromagnetic brake stator is detachably fixed to the housing, and the electromagnetic brake rotor is detachably fixed to one end of the adjusting sleeve.

[0020] In a preferred embodiment of the present invention, a ring-shaped inner step surface is formed on the inner wall of the second end of the adjusting sleeve, a ring-shaped outer step surface is formed on the outer wall of the second end of the second shaft cylinder, and a fourth elastic ring and a second limiting ring are further sleeved on the second end of the second shaft cylinder. One end of the fourth elastic ring can abut against the inner step surface and the outer step surface, and the other end can abut against the second limiting ring.

[0021] In a preferred embodiment of the present invention, the electromagnetic brake stator includes a connected ring-shaped permanent magnet structure and an assembly ring, and the assembly ring is connected to the housing through fasteners.

[0022] In a preferred embodiment of the present invention, a tail mounting hole is provided at a position on the second end face of the housing facing the second shaft cylinder, and a rear cover is detachably mounted outside the second end of the housing. The rear cover and the second end face of the housing enclose a rear cavity, and an angle sensor is installed in the rear cavity. The rotor part of the angle sensor can rotate together with the core cylinder.

[0023] In a preferred embodiment of the present invention, the housing, the core cylinder, the assembly ring, the adjusting sleeve, and the rear cover are all made of magnetic shielding materials.

[0024] In a preferred embodiment of the present invention, the angle sensor includes a stator part located on the outer ring and a rotor part located on the inner ring. The stator part is detachably and fixedly connected to the housing, and the rotor part is connected to the second shaft cylinder through an elastic coupling.

[0025] In a preferred embodiment of the present invention, the elastic coupling includes a first half coupling, a second half coupling, and an elastic element. The first half coupling is inserted and fixed in the central hole of the rotor part, the second half coupling is inserted and fixed in the second shaft cylinder, and the first half coupling and the second half coupling are connected through the elastic element.

[0026] In a preferred embodiment of the present invention, two first bushings are symmetrically installed on the connecting cylinder, two second bushings are symmetrically installed on the housing, and the electromechanical brake cylinder can be connected to a three-point hanging clamp or a four-point hanging clamp.

[0027] As described above, the nut reset mechanism of the present invention can be applied to a brake cylinder. When the brake cylinder loses power completely and the brake pads need to be replaced, the main nut can be reset by manually rotating the adjustment sleeve outside the connection cylinder, without the need to open the rear cover. The operation is simple, meeting the operation specification requirements for replacing brake pads during power-off operation and being more in line with the original operation habits of users. At the same time, with the cooperative design of each component, during operation, the push cylinder fixedly arranged outside the main nut mainly bears the axial force, and the guiding cylinder of the connection cylinder mainly plays an axial guiding role and does not directly bear the axial force. Compared with directly fixedly connecting the main nut to the connection cylinder to make the connection cylinder directly bear the axial force, the transmission efficiency of the present invention is higher, it is more convenient to achieve the purpose of adjusting the reset of the main nut by rotating the adjustment sleeve, and the motor protection function can also be indirectly completed.

[0028] The electro-mechanical brake cylinder of the present invention is equipped with the above-mentioned nut reset mechanism, and can realize nut reset for replacing brake pads when the brake cylinder loses power completely. At the same time, when the electro-driving mechanism is powered on, it can drive the axial movement of the connection cylinder to extend or shorten the relative distance between the housing and the connection cylinder, thereby pushing the supporting clamp to complete the normal braking function and the normal release function; realizing the direct conversion of electrical energy into providing braking force, not only avoiding the complex pipeline laying and maintenance of the traditional braking system, but also omitting components such as fuel tanks, air sources, oil circuit blocks, gas circuit blocks, and valves, greatly reducing the self-weight of the braking system, so as to achieve the purpose of light weight. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The following drawings are only intended to illustrate and explain the present invention schematically and do not limit the scope of the present invention.

[0030] Wherein:

[0031] Figure 1 is a cross-sectional view of the electro-mechanical brake cylinder provided by the present invention.

[0032] Figure 2 is Figure 1 a partial enlarged view at the main nut in

[0033] Figure 3 is Figure 1 a partial enlarged view at the angle sensor in

[0034] Figure 4 is a structural schematic diagram of the gear ring cylinder provided by the present invention.

[0035] Figure 5 is a structural schematic diagram of the stop ring provided by the present invention.

[0036] Figure 6 is a structural schematic diagram of the three-point dispersed installation type brake caliper unit provided by the present invention.

[0037] Figure 7Structural schematic diagram of the four-point centralized installation type brake caliper unit provided by the present invention.

[0038] Explanation of the reference numerals in the attached drawings:

[0039] 100, electro-mechanical brake cylinder;

[0040] 1, housing; 11, front end cover; 111, central cylinder; 12, cylinder block; 121, second bushing; 122, central convex ring; 123, extension ring; 124, first bearing; 125, second bearing; 126, thrust bearing; 127, force sensor; 128, fixing ring; 13, rear end cover; 14, rear cover.

[0041] 2, motor stator;

[0042] 3, motor rotor;

[0043] 4, core cylinder; 41, first shaft cylinder; 411, first convex ring; 412, second support ring; 42, second shaft cylinder; 43, shaft shoulder; 44, first support ring; 45, anti-collision sleeve;

[0044] 5, lead screw; 51, main nut; 52, push cylinder; 521, first limit step; 522, stop ring; 53, first spherical bushing; 54, second spherical bushing; 55, mounting ring; 551, outer flange; 552, spherical ring; 56, third elastic ring; 57, first limit ring;

[0045] 6, connecting cylinder; 61, guiding cylinder; 62, main body seat; 621, first flange; 622, first bushing; 63, tooth seat sleeve; 631, second flange;

[0046] 71, gear ring cylinder; 711, third flange; 7111, external gear ring; 712, cutting plane; 713, ball head structure;

[0047] 72, adjusting sleeve;

[0048] 73, first elastic ring;

[0049] 74, stop ring; 741, straight section; 742, block;

[0050] 75, second elastic ring;

[0051] 8, adjusting bushing; 80, second convex ring; 81, electromagnetic brake stator; 811, permanent magnet structure; 812, assembly ring; 82, electromagnetic brake rotor; 83, bearing;

[0052] 9, angle sensor; 91, stator part; 911, fifth convex ring; 92, rotor part; 93, intermediate ring; 931, fourth convex ring; 94, pressing ring; 95, elastic coupling; 951, bearing;

[0053] 200, Three - point hanging clamp; 300, Four - point hanging clamp. Detailed implementation mode

[0054] For a clearer understanding of the technical features, objectives, and effects of the present invention, the detailed implementation mode of the present invention will now be described with reference to the accompanying drawings.

[0055] As Figures 1 to 5 shown, the present application provides a nut reset mechanism, including a lead screw 5, a connecting cylinder 6, a gear ring cylinder 71, and an adjusting sleeve 72; the lead screw 5 is used to connect with an electric drive mechanism, and the electric drive mechanism can drive the lead screw 5 to rotate when powered on; a main nut 51 is sleeved on the middle part of the lead screw 5.

[0056] A push cylinder 52 is fixedly sleeved outside the main nut 51; the connecting cylinder 6 includes a cylindrical structure with one end open formed by a guide cylinder 61 and a cylinder base, and the guide cylinder 61 is axially slidably sleeved outside the push cylinder 52; a central hole is provided on the cylinder base, and the gear ring cylinder 71 passes through the central hole and is sleeved outside the first end of the lead screw 5 and is connected to the push cylinder 52; an outer gear ring 7111 and an inner gear ring are formed on the outer wall of the gear ring cylinder 71 and the end of the central hole, and the adjusting sleeve 72 is fixedly sleeved on the gear ring cylinder 71, and a first elastic ring 73 is clamped between the end of the adjusting sleeve 72 and the cylinder base.

[0057] Specifically, this nut reset device is mainly applied to a brake cylinder. When in use, the lead screw 5 is installed in the housing 1 of the brake cylinder and is axially fixed relative to the housing 1. The electric drive mechanism is also located in the housing 1 and can drive the lead screw 5 to rotate forward or backward when powered on. When in use, bushings (used for connecting and matching with the clamp, which are existing components) are respectively installed on the housing 1 and the connecting cylinder 6 to correspondingly connect with the matching clamp.

[0058] In the initial state, under the elastic force of the first elastic ring 73, there is a certain pre - tightening force between the outer gear ring 7111 on the gear ring cylinder 71 and the inner gear ring on the cylinder base, and the two are engaged, making the gear ring cylinder 71 and the cylinder base circumferentially fixed. Since the matching clamp is circumferentially fixed to the car body of the locomotive and rolling stock by its own structure, and the housing 1 is fixed relative to the car body of the locomotive and rolling stock, and the connecting cylinder 6 is fixedly connected to the matching clamp, it is also equivalent to the connecting cylinder 6 and the housing 1 being circumferentially fixed.

[0059] During operation, when the electric drive mechanism is powered on and drives the lead screw 5 to rotate forward, while the lead screw 5 rotates, it will push the main nut 51 and the push cylinder 52 to move linearly outward together (that is, in accordance with Figure 1When the orientation moves to the right), the pushing cylinder 52 pushes the gear ring cylinder 71 to move outwards. Then, through the meshing action of the internal gear ring and the external gear ring 7111, the connecting cylinder 6 is pushed to move linearly outwards, so as to increase the relative distance between the housing 1 and the bushing installed on the connecting cylinder 6, thereby driving the supporting clamp to complete the normal braking function.

[0060] When the electric drive mechanism is powered on and drives the lead screw 5 to rotate in the reverse direction, while the lead screw 5 rotates in the reverse direction, the main nut 51 and the pushing cylinder 52 will be pushed to move linearly inward together (that is, move leftward according to the Figure 1 orientation). The pushing cylinder 52 drives the gear ring cylinder 71 to move inward (that is, move leftward). The gear ring cylinder 71 drives the adjusting sleeve 72 to move leftward. The adjusting sleeve 72 compresses the first elastic ring 73 and pushes the connecting cylinder 6 to move linearly leftward, so as to reduce the relative distance between the housing 1 and the bushing installed on the connecting cylinder 6, thereby driving the supporting clamp to complete the normal release function.

[0061] When the brake pads need to be replaced, the brake cylinder is completely powered off, unable to supply power to the electric drive mechanism, and unable to use the electric drive mechanism to drive the lead screw 5 to rotate to reset the main nut 51. At this time, the adjusting sleeve 72 can be manually rotated by using a tool to drive the gear ring cylinder 71 to rotate. The axial component force generated by the rotating force acting on the meshing teeth of the internal gear ring and the external gear ring 7111 can overcome the elastic force of the first elastic ring 73, so that the internal gear ring and the external gear ring 7111 disengage and the gap increases, and the two can rotate relative to each other. The rotation of the gear ring cylinder 71 can drive the pushing cylinder 52 to rotate, and then drive the main nut 51 to rotate; since the electric drive mechanism is not powered on and the lead screw 5 does not move, when the main nut 51 rotates, it will also move linearly inward at the same time (that is, move leftward according to the Figure 1 orientation). The leftward linear movement of the main nut 51 will drive the pushing cylinder 52, the gear ring cylinder 71 and the adjusting sleeve 72 to move leftward. The adjusting sleeve 72 compresses the first elastic ring 73 and pushes the connecting cylinder 6 to move linearly leftward, and then the release function can be realized, so as to facilitate the operator to replace the corresponding brake pads.

[0062] Therefore, the nut reset mechanism in this embodiment can be applied to the brake cylinder. When the brake cylinder is completely powered off and the brake pads need to be replaced, the main nut 51 can be reset by manually rotating the adjusting sleeve 72 outside the connecting cylinder 6 without opening the rear cover. The operation is simple, which meets the operation specification requirements for replacing brake pads under no-power operation and is more in line with the original operation habits of users. At the same time, with the cooperative design of each component, the pushing cylinder 52 fixedly arranged outside the main nut 51 mainly bears the axial force during work, and the guiding cylinder 61 of the connecting cylinder 6 mainly plays an axial guiding role and does not directly bear the axial force; compared with directly fixedly connecting the main nut 51 to the connecting cylinder 6 so that the connecting cylinder 6 directly bears the axial force, the transmission efficiency of this embodiment is higher, and it is also more convenient to achieve the purpose of adjusting the reset of the main nut 51 by rotating the adjusting sleeve 72, and the motor protection function can also be indirectly completed.

[0063] In a specific implementation manner, referring to Figure 1 and Figure 4 , an outer conical surface with an outer diameter increasing from the first end to the second end of the ring gear cylinder 71 is formed on the outer wall of the ring gear cylinder 71. An inner conical surface that cooperates with the outer conical surface is formed at the end of the central hole of the cylinder base. The external gear ring 7111 is formed on the outer conical surface, and the internal gear ring is formed on the inner conical surface.

[0064] In this embodiment, the teeth on the external gear ring 7111 and the internal gear ring are both helical teeth, ensuring that when the rotation adjustment sleeve 72 is rotated, the force generated can produce an axial component force on the teeth where the internal gear ring and the external gear ring 7111 mesh, so as to overcome the elastic force of the first elastic ring 73, enabling the internal gear ring and the external gear ring 7111 to separate and rotate relative to each other.

[0065] To facilitate the machining and installation of the connecting cylinder 6, the cylinder base includes a main body base 62 and a gear seat sleeve 63. An installation hole is provided at the center of the main body base 62. The gear seat sleeve 63 is inserted and fixed in the installation hole. The internal gear ring is formed at the end of the gear seat sleeve 63. A first stepped hole with an increasing aperture and communicating with the first end face of the main body base 62 is formed at the first end of the installation hole of the main body base 62. The end of the adjustment sleeve 72 is located in the first stepped hole, and both ends of the first elastic ring 73 can respectively abut against the shoulder of the first stepped hole and the end face of the adjustment sleeve 72.

[0066] A first flange 621 protrudes from the outer wall of the first end of the main body base 62. The first flange 621 is located outside the first end of the housing 1, and two first bushing installation holes are symmetrically provided on the outer side wall of the first flange 621 for installing the first bushing 622. Two second bushing installation holes are symmetrically provided on the outer side wall of the housing 1 for installing the second bushing 121. The first bushing 622 installed on the connecting cylinder 6 and the second bushing 121 installed on the housing 1 are respectively used to connect with the corresponding ends of the matching clamp. The first end of the guiding cylinder 61 can be sleeved and fixed on the outer wall of the second end of the main body base 62 and abut against the end face of the first flange 621.

[0067] A second stepped hole with an increasing aperture and communicating with the second end face of the main body base 62 is formed at the second end of the installation hole of the main body base 62. In one embodiment, the gear seat sleeve 63 is in a ring structure and is inserted into the second stepped hole with its end face abutting against the shoulder of the second stepped hole. At this time, the inner hole of the gear seat sleeve 63 and a part of the installation hole on the main body base 62 form the central hole of the above-mentioned cylinder base. In another embodiment, the gear seat sleeve 63 is arranged according to Figure 1Shown is a cylindrical structure with both ends open, and a second flange 631 protrudes outward from the outer wall of its second end. The tooth seat sleeve 63 is inserted into the mounting hole of the main body seat 62, and its middle part is in contact with the hole wall of the mounting hole. The second flange 631 is inserted into the second stepped hole and abuts against the shoulder of the second stepped hole. The first end of the tooth seat sleeve 63 is located in the first stepped hole, and the ends of the first elastic ring 73 and the adjusting sleeve 72 can be sleeved outside the first end of the tooth seat sleeve 63. At this time, the inner hole of the tooth seat sleeve 63 forms the central hole of the above-mentioned cylinder seat; in this embodiment, a sealing ring can be installed between the first end of the tooth seat sleeve 63 and the adjusting sleeve 72, which is more convenient for sealing. For the guide cylinder 61 and the main body seat 62 and between the main body seat 62 and the tooth seat sleeve 63, interference fit can be used for fixation, or other methods can also be used for fixation.

[0068] The toothed ring cylinder 71 is a cylindrical structure with the first end closed and the second end open, sleeved outside the first end of the lead screw 5 and having a clearance fit with the outer wall of the lead screw 5. The first end of the toothed ring cylinder 71 extends outside the central hole of the cylinder seat; a third flange 711 protrudes outward from the second end of the toothed ring cylinder 71. The end face of the third flange 711 facing the first end of the toothed ring cylinder 71 is the above-mentioned outer conical surface, and an external toothed ring 7111 is formed on this end face of the third flange 711. The inner wall of the second end of the tooth seat sleeve 63 is the above-mentioned inner conical surface, and an internal toothed ring is formed on the inner wall of the second end of the tooth seat sleeve 63. The adjusting sleeve 72 is sleeved outside the first end of the toothed ring cylinder 71. The first end of the adjusting sleeve 72 can be fixed to the toothed ring cylinder 71 by a positioning pin, for example. The inner diameter of the second end of the adjusting sleeve 72 is larger than the inner diameter of its first end, and its second end can be sleeved on the outer wall of the first end of the tooth seat sleeve 63. The first end part of the adjusting sleeve 72 can be an external hexagonal nut structure, and the adjusting sleeve 72 can be conveniently rotated by using a socket tool during operation.

[0069] To facilitate the fixation between the main nut 51 and the push cylinder 52, refer to Figure 1 and Figure 2 , a first limiting step 521 is formed on the inner wall of the push cylinder 52, and a stop ring 522 is provided inside the second end of the push cylinder 52. The outer wall of the stop ring 522 can be threadedly connected to the inner wall of the push cylinder 52, for example. The main nut 51 and the push cylinder 52 are connected by a flat key to achieve circumferential fixation between the two; both ends of the main nut 51 respectively abut against the first limiting step 521 and the stop ring 522 to achieve axial fixation between the main nut 51 and the push cylinder 52.

[0070] Furthermore, the present application also provides an electromechanical brake cylinder 100, including: an electric drive mechanism and the above-mentioned nut reset mechanism.

[0071] The electromechanical brake cylinder 100 is provided with the above-mentioned nut reset mechanism and has the same advantages. It can achieve nut reset for brake pad replacement when the brake cylinder is completely de-energized. At the same time, when the electric drive mechanism is energized, it can drive the axial movement of the connecting cylinder 6 to increase or decrease the relative distance between the housing 1 and the connecting cylinder 6, thereby driving the supporting clamp to complete the normal braking function and the normal release function; it realizes the direct conversion of electrical energy into braking force, which not only avoids the complex pipeline laying and maintenance of the traditional braking system, but also can eliminate components such as fuel tanks, air sources, oil circuit blocks, gas circuit blocks, and valves, greatly reducing the self-weight of the braking system, so as to achieve the purpose of light weight.

[0072] Further, the electromechanical brake cylinder 100 further includes a housing 1 with an opening at the first end, and a guide cylinder 61 is inserted into the opening at the first end of the housing 1; the electric drive mechanism includes an annular motor stator 2, an annular motor rotor 3, and a core cylinder 4; the motor stator 2 is fixedly arranged in the housing 1, the motor rotor 3 is rotatably inserted into the motor stator 2, the core cylinder 4 is circumferentially rotatable and axially fixed in the housing 1, and the core cylinder 4 is connected to the motor rotor 3 and the lead screw 5 and can drive the lead screw 5 to rotate.

[0073] It can be understood that the motor stator 2 and the motor rotor 3 constitute a motor (prior art). When the motor is energized, an electromagnetic torque is generated between the motor stator 2 and the motor rotor 3, and the motor rotor 3 rotates, thereby driving the core cylinder 4 and the lead screw 5 to rotate synchronously; when the motor rotates in reverse, the motor rotor 3 rotates in the reverse direction, driving the core cylinder 4 and the lead screw 5 to move synchronously in the reverse direction; when the motor is de-energized, the motor rotor 3 does not move, and the core cylinder 4 and the lead screw 5 do not move. In actual use, the electromechanical brake cylinder 100 will also be equipped with a corresponding control system, and the energization, de-energization, forward rotation, and reverse rotation of the motor are all controlled by this control system. Through the electromagnetic torque between the motor stator 2 and the motor rotor 3, the axial movement of the connecting cylinder 6 can be driven. Compared with the traditional pneumatic brake cylinder or hydraulic brake cylinder, the use of electromagnetic force can significantly improve the efficiency, and the structure is simple and compact, which can significantly reduce the size of the structure.

[0074] In some embodiments, for the convenience of processing, installation, and structural stability, referring to Figure 1 , the core cylinder 4 includes a first shaft cylinder 41 and a second shaft cylinder 42 whose inner diameters gradually decrease from the first end to the second end and are connected to each other. The first shaft cylinder 41 is fixedly connected to the motor rotor 3, and the second end of the lead screw 5 is inserted and connected into the second shaft cylinder 42; the first end and the second end of the push cylinder 52 are respectively located in the opening at the first end of the housing 1 and the first shaft cylinder 41, and the guide cylinder 61 is axially slidably inserted into the annular region between the push cylinder 52, the first shaft cylinder 41, and the opening at the first end of the housing 1.

[0075] In an alternative embodiment, the push cylinder 52 is fixedly connected to the gear ring cylinder 71, that is, both circumferentially fixed and axially fixed, and the two can also adopt an integral structure; the core cylinder 4 (specifically the second shaft cylinder 42) is fixedly connected to the lead screw 5.

[0076] In another preferred embodiment, referring to Figure 1 , Figure 2 and Figure 4 , a first spherical bushing 53 and a second spherical bushing 54 are also sleeved on the lead screw 5. The gear ring cylinder 71 and the push cylinder 52 are circumferentially fixed and axially elastically fixed. The first spherical bushing 53 is located between the main nut 51 and the gear ring cylinder 71. The first end face of the first spherical bushing 53 and the second end face of the gear ring cylinder 71 are in spherical fit, one of which is a concave spherical surface and the other is a convex spherical surface. The second end of the first spherical bushing 53 can abut against the corresponding step on the inner wall of the push cylinder 52; the lead screw 5 and the core cylinder 4 are circumferentially fixed and axially elastically fixed. An installation ring 55 is convexly provided on the outer wall of the second end of the lead screw 5. The second spherical bushing 54 is located between the installation ring 55 and the end of the second end of the lead screw 5. The first end face of the second spherical bushing 54 and the second end face of the installation ring 55 are in spherical fit, one of which is a concave spherical surface and the other is a convex spherical surface. The second end of the second spherical bushing 54 can abut against the corresponding step on the core cylinder 4.

[0077] Specifically, in one of the first end face of the first spherical bushing 53 and the second end face of the gear ring cylinder 71 and in one of the first end face of the second spherical bushing 54 and the second end face of the installation ring 55, one is a concave spherical surface and the other is a convex spherical surface. For example, in this embodiment, the first end face of the first spherical bushing 53 and the second end face of the installation ring 55 are both concave spherical surfaces, and the second end face of the gear ring cylinder 71 and the first end face of the second spherical bushing 54 are both convex spherical surfaces.

[0078] Adopting elastic axial fixation between the push cylinder 52 and the gear ring cylinder 71 and between the core cylinder 4 and the lead screw 5, and using spherical fit can effectively ensure the concentricity, that is, the coaxiality, of the lead screw 5 and the main nut 51, and reduce the assembly requirements and processing requirements.

[0079] In this embodiment, in order to facilitate the circumferential fixation and axial elastic fixation between the gear ring cylinder 71 and the push cylinder 52, a stop ring 74 is circumferentially fixedly sleeved on the gear ring cylinder 71, and the stop ring 74 is fixedly connected to the push cylinder 52; a limiting portion is formed on the outer wall of the gear ring cylinder 71, and a second elastic ring 75 is sleeved on the gear ring cylinder 71. Both ends of the second elastic ring 75 can respectively abut against the limiting portion and the stop ring 74.

[0080] Referring to Figure 4 and Figure 5, the stop ring 74 has at least two straight segments 741 arranged at circumferential intervals (the outer wall and the inner wall of the straight segment 741 are both planes), and a clamping block 742 is formed on the outer wall of the straight segment 741; two tangent planes 712 are formed at circumferential intervals on the outer wall of the second end of the gear ring cylinder 71, and at least two clamping grooves are provided at circumferential intervals on the inner wall of the first end of the push cylinder 52. The stop ring 74 is sleeved outside the second end of the gear ring cylinder 71, and each straight segment 741 of the stop ring 74 is respectively arranged corresponding to each tangent plane 712 to realize the circumferential fixation of the stop ring 74 and the gear ring cylinder 71; each clamping block 742 is respectively clamped in each clamping groove to realize the fixation of the stop ring 74 and the push cylinder 52. An elastic retaining ring can also be embedded in the first end of the push cylinder 52, and the elastic retaining ring abuts against the end face of the stop ring 74 facing away from the second elastic ring 75 to further axially fix. The number of the straight segments 741, the tangent planes 712, the clamping blocks 742 and the clamping grooves is the same. For example, in this embodiment, they are all two, and it is specifically determined according to needs.

[0081] Generally, the second end of the gear ring cylinder 71 is a ball head structure 713 (the ball head structure 713 can be referred to Figure 2 , Figure 4 , the ball head structure 713 is not shown in

[0082] ), the outer surface of the ball head structure 713 forms a convex spherical surface with an increasing outer diameter from the second end to the first end of the gear ring cylinder 71, and the end face of the ball head structure 713 far from the second end of the gear ring cylinder 71 forms a limiting step protruding from the outer wall of the gear ring cylinder 71, and the limiting step constitutes the limiting part of the outer wall of the above-mentioned gear ring cylinder 71. The above-mentioned tangent plane 712 is located between the ball head structure 713 and the above-mentioned external gear ring 7111.

[0082] To facilitate the circumferential fixation and axial elastic fixation of the lead screw 5 and the core cylinder 4, referring to Figure 1 and Figure 2 , the outer wall of the second end of the lead screw 5 and the second shaft cylinder 42 are connected by a key (such as a flat key) to realize the circumferential fixation of the two. A third elastic ring 56 and a first limiting ring 57 are also sleeved on the lead screw 5 and located between the mounting ring 55 and the main nut 51, and both ends of the third elastic ring 56 can respectively abut between the first end face of the mounting ring 55 and the first limiting ring 57.

[0083] In practical applications, an installation ring 55 can be integrally formed on the outer part of the lead screw 5, and a convex spherical surface or a concave spherical surface can be machined on the end face of the second end of the installation ring 55. Alternatively, for easier machining, the installation ring 55 can also be divided into two parts. The installation ring 55 includes an outer flange 551 integrally formed on the outer wall of the lead screw 5 and a spherical surface ring 552 sleeved on the lead screw 5. The spherical surface ring 552 is located between the second spherical surface bushing 54 and the outer flange 551. The first end face of the spherical surface ring 552 is a plane and can abut against the second end face of the outer flange 551. The second end face of the spherical surface ring 552 is a convex spherical surface or a concave spherical surface and can cooperate with the second spherical surface bushing 54. The corresponding end of the third elastic ring 56 can abut against the first end face of the outer flange 551.

[0084] In an alternative embodiment, spherical bearings are respectively provided between the second end of the gear ring cylinder 71 and the corresponding step on the inner wall of the push cylinder 52, and between the installation ring 55 convexly provided on the outer wall of the second end of the lead screw 5 and the corresponding step of the core cylinder 4.

[0085] Furthermore, as required, in some embodiments, referring to Figure 1 , the outer diameters of both the first shaft cylinder 41 and the second shaft cylinder 42 are the same, but the inner diameters are different. In other embodiments, the outer diameter and the inner diameter of the first shaft cylinder 41 are respectively larger than those of the second shaft cylinder 42, and the entire core cylinder 4 has a stepped cylinder structure.

[0086] Generally, a first support ring 44 with an increasing inner diameter is formed by extending from the first end of the second shaft cylinder 42 towards the first end of the core cylinder 4. The second spherical surface bushing 54, the installation ring 55, the third elastic ring 56, and the first limit ring 57 are all located within the first support ring 44. The second end of the second spherical surface bushing 54 can abut against the shoulder of the first support ring 44 (i.e., the connecting table surface between the inner walls of both the first support ring 44 and the second shaft cylinder 42); the first limit ring 57 is detachably fixed to the core cylinder 4. For example, the first limit ring 57 can be an elastic retaining ring and is embedded on the inner wall of the first support ring 44. The first support ring 44 is specifically formed by axially extending from the shoulder 43 of the first shaft cylinder 41 (i.e., the connecting table surface between the inner walls of both the first shaft cylinder 41 and the second shaft cylinder 42).

[0087] Furthermore, an anti-collision sleeve 45 is installed within the first shaft cylinder 41. The anti-collision sleeve 45 abuts against the shoulder 43 of the first shaft cylinder 41 and is used for axially limiting the end of the guide cylinder 61.

[0088] The anti-collision sleeve 45 is a non-metallic sleeve with slight elasticity. For example, a nylon sleeve can be used. The anti-collision sleeve 45 is sleeved on the above-mentioned first support ring 44 and abuts against the shoulder 43 of the first shaft cylinder 41. Since both the core cylinder 4 and the guide cylinder 61 are metal parts, and the hardness of the guide cylinder 61 is slightly greater than that of the core cylinder 4, in the event of an abnormal condition where the motor rotates rapidly, it may cause direct hard contact between the guide cylinder 61 and the core cylinder 4, which is very likely to damage the core cylinder 4; it may also cause jamming between the main nut 51 and the lead screw 5, affecting normal operation. The setting of the anti-collision sleeve 45 can play a certain buffering and protective role when the end of the guide cylinder 61 collides with the core cylinder 4.

[0089] From the previous description, the cooperative design of each component can also indirectly complete the motor protection function. Specifically, the cooperation of components such as the adjusting sleeve 72, the first elastic ring 73, the toothed ring cylinder 71, the cooperating external toothed ring 7111 and internal toothed ring, and the push cylinder 52 and the guide cylinder 61 can, when the angle sensor 9 described below is damaged and / or the motor accidentally gets out of control during the debugging state, resulting in the system being unable to judge the rotation state of the motor and an abnormal condition where the motor rotates rapidly occurs, through the cooperation of these components, the internal toothed ring and the external toothed ring 7111 can be disengaged, and only the main nut 51 and the push cylinder 52 may have torsion. The guide cylinder 61 will definitely not have torsion due to the limit of the clamping mechanism (such as Figure 6 the limit of the three-point hanging clamp 200 shown in Figure 7 or the limit of the four-point hanging clamp 300 shown in

[0090] Figure 1 Figure 1moves to the left. At this time, the forward force during the rotation of the motor is transmitted through various components and acts on the adjusting sleeve 72, and then acts on the first elastic ring 73 and compresses the first elastic ring 73 to the left. After the adjusting sleeve 72 compresses the first elastic ring 73, it can push the connecting cylinder 6 to move linearly to the left. When the connecting cylinder 6 moves to the point where the guiding cylinder 61 hits the anti-collision sleeve 45 to the left, due to the large impact force between the connecting cylinder 6 and the anti-collision sleeve 45 when the motor quickly reverses, a large reverse force will be generated on the guiding cylinder 61. The reverse force acts on the first elastic ring 73 through the main body seat 62 to compress the first elastic ring 73 to the right. Since the reverse force acting on the first elastic ring 73 to the right is greater than the forward force acting on it to the left, therefore, the first elastic ring 73 is compressed to the right, and the originally engaged external gear ring 7111 and internal gear ring will disengage. At this time, the continuous rotation of the motor will only drive the main nut 51, the push cylinder 52 and the gear ring cylinder 71 to rotate together, and will not drive the connecting cylinder 6 composed of the gear seat sleeve 63, the main body seat 62 and the guiding cylinder 61 to rotate. It is equivalent to the lead screw 5 and the main nut 51 idling in the housing 1 by themselves, thus realizing the motor protection function.

[0091] It should be noted that when the external gear ring 7111 and the internal gear ring disengage as mentioned in the text, it does not mean that the teeth of each completely separate from the tooth grooves of the other, but rather the gap between the teeth of each in the two gear rings and the tooth grooves of the other becomes larger, enabling the two gear rings to rotate relative to each other. At this time, the teeth of each can still be located in the tooth grooves of the other. After the external gear ring 7111 and the internal gear ring disengage in this embodiment, some of the teeth of each still remain in the tooth grooves of the other. When the motor drives the lead screw 5 and the main nut 51 to idle, when the two gear rings rotate relative to each other, because some of the teeth of each still remain in the tooth grooves of the other, a sound will be emitted. The operator can also know that the motor must be in an abnormal condition of quickly reversing based on this sound outside the brake cylinder.

[0092] It can be understood that under normal circumstances, when the main nut 51 resets to its initial position, there is a gap between the guiding cylinder 61 and the anti-collision sleeve 45 and they do not contact.

[0093] To facilitate the circumferential rotation and axially fixed connection between the core cylinder 4 and the housing 1, refer to Figure 1, a central convex ring 122 is convexly provided on the inner wall of the middle part of the housing 1. An extension ring 123 is formed by extending from the end of the central convex ring 122 towards the first end of the housing 1. The outer wall of the first shaft cylinder 41 is connected to the inner wall of the extension ring 123 through a first bearing 124 and a second bearing 125, and both the first bearing 124 and the second bearing 125 are axially fixed to the extension ring 123. The second bearing 125 is arranged close to the first end of the core cylinder 4; an elastic retaining ring is also embedded outside the first shaft cylinder 41, and the elastic retaining ring can abut against the end face of the first bearing 124 facing away from the second bearing 125; a first convex ring 411 is convexly provided outside the first end of the first shaft cylinder 41, a thrust bearing 126 is sleeved on the outer wall of the extension ring 123, and both end faces of the thrust bearing 126 respectively abut between the end faces of the central convex ring 122 and the first convex ring 411.

[0094] The first bearing 124 and the second bearing 125 can adopt deep groove ball bearings, for example, to achieve the smooth rotation of the core cylinder 4 in the housing 1, and can also ensure the coaxiality of the core cylinder 4 and the housing 1, making the work more stable.

[0095] Any existing method can be used to achieve the axial positioning between the first bearing 124 and the second bearing 125 and the extension ring 123. For example, in this embodiment, the opposite end faces of the first bearing 124 and the second bearing 125 are respectively clamped on the corresponding steps of the extension ring 123, and the facing end faces can be limited by elastic retaining rings embedded in the extension ring 123. Corresponding annular grooves are opened on the outer wall of the first shaft cylinder 41 and the inner wall of the extension ring 123 to embed the corresponding elastic retaining rings.

[0096] In this embodiment, the core cylinder 4 and the motor rotor 3 are arranged side by side along the axis direction of the housing 1, and the structure is more compact. The first convex ring 411 is located on one side of the motor rotor 3 and can be fixed to the motor rotor 3 through fasteners. Generally, a second support ring 412 is formed by extending towards the second end of the core cylinder 4 on the ring surface of the first convex ring 411 facing the second end of the housing 1. The second support ring 412 is sleeved outside the extension ring 123, and the thrust bearing 126 is sleeved on the second support ring 412.

[0097] The elastic retaining ring on the first shaft cylinder 41 can axially limit the core cylinder 4 to prevent the core cylinder 4 from moving towards Figure 1The rightward movement shown in [figure]. When the main nut 51 moves to the right during operation, the core cylinder 4 will be subjected to a leftward reaction force. Through the setting of the thrust bearing 126, on the one hand, it can bear this axial load, axially limit the core cylinder 4, prevent it from moving leftward and hitting the extension ring 123 and affecting its normal rotation, and then cooperate with the circlip on the first shaft cylinder 41 to achieve axial fixation of the core cylinder 4; on the other hand, the thrust bearing 126 can also ensure that the core cylinder 4 can rotate normally when the motor rotor 3 transmits torque. The specific structures of the bearings are all prior arts and will not be elaborated here. It can be understood that there are gaps between the inner wall of the second support ring 412 and the extension ring 123, between the end of the second support ring 412 and the central convex ring 122, between the end of the first convex ring 411 and the extension ring 123, and between the end of the first convex ring 411 and the end face of the second bearing 125 and they do not contact to ensure the smooth rotation of the core cylinder 4. Preferably, a force sensor 127 is further provided between the thrust bearing 126 and the central convex ring 122. (Prior art). By detecting the magnitude of the thrust force received by the thrust bearing 126 through the force sensor 127, the magnitude of the output force received by the supporting clamp can be known to better understand the working conditions.

[0098] For the fixation between the electronic stator and the housing 1, any method can be adopted according to needs. For example, in this embodiment, a fixing ring 128 is fixed in the housing 1 (for example, by bolt connection), and both ends of the motor stator 2 respectively abut against the steps on the inner wall of the housing 1 and the fixing ring 128.

[0099] Of course, the specific structure of the connecting cylinder 6, the connection between the pushing cylinder 52 and the gear ring cylinder 71, the connection between the main nut 51 and the pushing cylinder 52, the connection between the lead screw 5 and the core cylinder 4, the connection between the core cylinder 4 and the housing 1, the connection between the core cylinder 4 and the motor rotor 3, the connection between the motor stator 2 and the housing 1, and the connection between the housing 1 and the connecting cylinder 6 and the supporting clamp can also adopt other methods. This embodiment is only for illustrative purposes.

[0100] Furthermore, in order to enable the electromechanical brake cylinder 100 to hold the current position when the supporting clamp reaches the specified braking position or the specified release position, so that the clamp unit composed of the electromechanical brake cylinder 100 and the supporting clamp has the parking braking function and the parking release function to ensure the use safety, referring to Figure 1 and Figure 3 , an adjusting sleeve 8 is fixedly sleeved on the outer circumference of the second shaft cylinder 42, and an annular electromagnetic brake stator 81 and an annular electromagnetic brake rotor 82 are sequentially sleeved on the adjusting sleeve 8 in the direction towards the second end of the housing 1; the electromagnetic brake stator 81 is detachably fixed to the housing 1, and the electromagnetic brake rotor 82 is detachably fixed to one end (specifically its second end) of the adjusting sleeve 8.

[0101] It can be understood that the electromagnetic brake stator 81 and the electromagnetic brake rotor 82 constitute an electromagnetic brake (prior art). When the electromagnetic brake is de-energized, under the magnetic force of the permanent magnet, the electromagnetic brake stator 81 and the electromagnetic brake rotor 82 are attracted to each other. At this time, the electromagnetic brake stator 81 and the electromagnetic brake rotor 82 are fixed to each other through magnetic force and friction; when the electromagnetic brake is energized, the generated magnetic field causes the electromagnetic brake stator 81 and the electromagnetic brake rotor 82 to repel each other, and a gap is generated between the two and they are no longer attracted. The energization and de-energization of the electromagnetic brake are controlled by the above-mentioned control system.

[0102] The parking brake function and the parking release function of the entire clamp unit are as follows:

[0103] Parking brake function: First, the electromagnetic brake is energized, so that a gap is generated between the electromagnetic brake stator 81 and the electromagnetic brake rotor 82. At this time, the two can rotate relative to each other. When the motor is energized, an electromagnetic torque is generated between the motor stator 2 and the motor rotor 3. The motor rotor 3 drives the core tube 4, the adjusting sleeve 8 and the lead screw 5 to rotate synchronously, and pushes the main nut 51, the push tube 52, the gear ring tube 71 and the connecting tube 6 to increase the relative distance between the extension housing 1 and the bushing installed on the connecting tube 6; when the relative distance increases to a position where the parking braking force can be satisfied (that is, the supporting clamp reaches the specified braking position), the motor is de-energized and the electromagnetic brake is de-energized. At this time, the electromagnetic brake stator 81 and the electromagnetic brake rotor 82 are attracted and joined by magnetic connection, so that the adjusting sleeve 8 cannot rotate, the core tube 4 and the lead screw 5 no longer rotate, and the main nut 51 no longer moves, thereby keeping the connecting tube 6 in the current position state, and then driving the clamp to complete the parking brake function.

[0104] Parking release function: First, the electromagnetic brake is energized, so that a gap is generated between the electromagnetic brake stator 81 and the electromagnetic brake rotor 82. At this time, the two can rotate relative to each other. When the motor is energized and rotates in reverse, the relative distance between the housing 1 and the bushing installed on the connecting tube 6 can be reduced; when the relative distance is reduced to the position where the supporting clamp reaches the specified release position, the motor is de-energized and the electromagnetic brake is de-energized. At this time, the electromagnetic brake stator 81 and the electromagnetic brake rotor 82 are attracted and joined by magnetic connection, so that the adjusting sleeve 8 cannot rotate, the core tube 4 and the lead screw 5 no longer rotate, and the main nut 51 no longer moves, thereby keeping the connecting tube 6 in the current position state, and then driving the clamp to complete the parking release function.

[0105] It should be noted that during the braking process, when the matching clamp reaches the designated braking position, that is, when the matching clamp clamps the brake disc, the brake disc will also generate a reverse force on the matching clamp, and the reverse force acts on the main nut 51 through the connecting tube 6; after the motor loses power, the reverse force will force the main nut 51 to move in the opposite direction. Therefore, through the setting of the electromagnetic brake, it can be ensured that the main nut 51 always remains in the current position when the matching clamp reaches the designated braking position, and the performance is more reliable. When the matching clamp reaches the designated relief position, the vehicle needs to remain in the relief position during the operation process to ensure the normal driving of the vehicle. Through the setting of the electromagnetic brake, it can be ensured that the main nut 51 always remains in the current position after the matching clamp reaches the relief position, and it is safer and more reliable to use.

[0106] Generally, the inner wall of the adjusting sleeve 8 is connected to the outer wall of the second shaft cylinder 42 through a flat key to achieve circumferential fixation of the adjusting sleeve 8 and the core cylinder 4.

[0107] Furthermore, an annular inner step surface is formed on the inner wall of the second end of the adjusting sleeve 8, and an annular outer step surface is formed on the outer wall of the second end of the second shaft cylinder 42. A fourth elastic ring and a second limiting ring are also sleeved on the second end of the second shaft cylinder 42. One end of the fourth elastic ring can abut against the inner step surface and the outer step surface, and the other end can abut against the second limiting ring.

[0108] The inner step surface is formed by the inner wall of the second end of the adjusting sleeve 8 decreasing in inner diameter toward the first end thereof, and the outer step surface is formed by the outer wall of the second end of the second shaft cylinder 42 increasing in outer diameter toward the first end thereof. The positions of the inner step surface and the outer step surface correspond to each other, so as to facilitate the abutment of the fourth elastic ring. The second limiting ring is detachably fixed to the second shaft cylinder 42, for example, the second limiting ring may include a retaining ring and an elastic retaining ring, one end of the fourth elastic ring can abut against one end face of the retaining ring, and the elastic retaining ring can be embedded in the annular groove of the outer wall of the second shaft cylinder 42, and can abut against the other end face of the retaining ring.

[0109] During installation, the electromagnetic brake stator 81 and the electromagnetic brake rotor 82 are mounted on the adjusting sleeve 8 in advance to form an electromagnetic brake module, and then the electromagnetic brake module is directly mounted on the second shaft cylinder 42, and the electromagnetic brake stator 81 and the housing 1 are fixed by fasteners, and then the fourth elastic ring and the second limit ring are mounted to axially limit the adjusting sleeve 8, and the installation is completed, which is simple and convenient.

[0110] Generally, a second convex ring 80 is provided on the second end of the adjusting bushing 8. The end face of the electromagnetic brake rotor 82 can abut against the annular surface of the second convex ring 80 and the two are fixedly connected, for example, by bolt connection, so as to fix the adjusting bushing 8 and the electromagnetic brake rotor 82. A bearing 83 is installed between the outer wall of the first end of the electromagnetic brake stator 81 and the adjusting bushing 8 to facilitate the relative rotation of the electromagnetic brake stator 81 and the electromagnetic brake rotor 82.

[0111] In order to facilitate the fixation of the electromagnetic brake stator 81 to the housing 1, an outer ring can be provided on the outer wall of the end of the electromagnetic brake stator 81 away from the electromagnetic brake rotor 82, and the outer ring is connected to the housing 1 through a fastener, specifically, to the above-mentioned central convex ring 122. Alternatively, for easier processing and installation, the electromagnetic brake stator 81 includes a connected annular permanent magnet structure 811 and an assembly ring 812 (connected by fasteners, for example). The permanent magnet structure 811 can be attracted to the electromagnetic brake rotor 82, and the assembly ring 812 can be connected to the housing 1 through a fastener; generally, the outer diameter of the assembly ring 812 is larger than the outer diameter of the permanent magnet structure 811, and it can abut against and be connected to the above-mentioned central convex ring 122.

[0112] Of course, other connection methods can also be adopted between the adjusting bushing 8 and the core barrel 4, between the electromagnetic brake rotor 82 and the adjusting bushing 8, and between the electromagnetic brake stator 81 and the housing 1. This embodiment is only for illustration.

[0113] It should be noted that when the pusher clamp completes the parking brake function, due to the setting of the electromagnetic brake, it can be ensured that the main nut 51 always remains in the current position state when the supporting clamp reaches the specified braking position. At this time, since the axial force of the parking braking force is much greater than the axial component force generated by the force acting on the meshing teeth of the inner gear ring and the outer gear ring 7111 when the adjusting sleeve 72 is manually rotated, the adjusting sleeve 72 cannot rotate at this time; if the adjusting sleeve 72 needs to be rotated, the brake cylinder needs to be in the released state.

[0114] Therefore, the prerequisites for replacing the brake pads are: First, the brake cylinder is completely de-energized (due to job safety requirements); second, the brake cylinder is not in the braking state.

[0115] Furthermore, when it is necessary to replace the brake pads when the brake cylinder is completely de-energized, an external power source (such as a handheld charging device, etc.) is used to supply power to the electromagnetic brake, so that a gap is generated between the electromagnetic brake rotor 82 and the electromagnetic brake stator 81 of the electromagnetic brake. At this time, due to the law of conservation of energy, the elastic potential energy needs to be released, and the supporting clamp will be bounced open and a gap will be generated between the supporting clamp and the brake disc (at this time, the main nut 51 is not reset to the initial position), and the brake cylinder is in a released state. Then, use tools (such as wrenches, sockets, etc.) to screw the adjusting sleeve 72, so that the internal gear ring and the external gear ring 7111 can be disengaged, and the main nut 51 can be driven to be reset.

[0116] Further, a tail mounting hole is provided at a position on the second end face of the housing 1 facing the second shaft cylinder 42, and a rear cover 14 is detachably mounted outside the second end of the housing 1. The rear cover 14 and the second end face of the housing 1 enclose a rear cavity, and an angle sensor 9 is mounted in the rear cavity. The rotor part 92 of the angle sensor 9 can rotate together with the core cylinder 4.

[0117] The angle sensor 9 includes, but is not limited to, a rotary encoder. The angle sensor 9 is electrically connected to the above-mentioned control system; the rotor part 92 can rotate together with the core cylinder 4. By detecting the number of turns of the rotor part 92 rotating, the movement stroke of the main nut 51 can be calculated to detect whether the supporting clamp reaches the specified braking position or the specified released position; functions such as detecting the braking state, braking times, and disc clearance (i.e., the gap between the supporting clamp and the brake disc) can also be realized; and it can cooperate with the motor to complete functions such as calibration (that is, the wear amount of the brake pads can be detected, and the moving distance of the connecting cylinder 6 can be adjusted in time). The specific structure and detection process of the angle sensor 9 are all prior arts and will not be elaborated here. Modularizing the angle sensor 9 and separately arranging it in the rear cavity is beneficial to later maintenance and replacement and increases the maintainability.

[0118] Refer to Figure 1 , the above-mentioned central convex ring 122, assembly ring 812, core cylinder 4, and adjusting sleeve 8 can divide the interior of the housing 1 into relatively independent first and second chambers. The motor is located in the first chamber, and the electromagnetic brake is located in the second chamber. By installing the rear cover 14 outside the second end of the housing 1, a rear cavity relatively independent of the second chamber can be formed, so that the motor, the electromagnetic brake, and the angle sensor 9 are respectively located in three relatively independent chambers.

[0119] Preferably, the housing 1, core cylinder 4, assembly ring 812, adjusting sleeve 8, and rear cover 14 are all made of magnetic isolation materials (i.e., non-magnetic conductive materials), which can effectively isolate the magnetic fields of the first chamber, the second chamber, and the rear cavity, and effectively reduce the mutual interference of the magnetic fields in each chamber.

[0120] Since it is difficult to ensure the coaxiality of the angle sensor 9 and the core barrel 4 with the current structural design, in order to effectively ensure the circumferential rotation synchronization of the two under the condition that their coaxiality cannot be guaranteed, the angle sensor 9 includes a stator part 91 located on the outer ring and a rotor part 92 located on the inner ring. The stator part 91 is detachably and fixedly connected to the housing 1, and the rotor part 92 is connected to the second shaft barrel 42 through an elastic coupling 95.

[0121] Specifically, for the convenience of installation and connection, referring to Figure 1 and Figure 3 , an intermediate ring 93 is inserted into the tail mounting hole. The first end of the intermediate ring 93 extends into the housing 1, and the second end extends into the rear cavity. A fourth convex ring 931 protrudes from the outer wall of the second end of the intermediate ring 93, and the fourth convex ring 931 can abut against the second end face of the housing 1. A fifth convex ring 911 protrudes from the outer wall of the stator part 91. A pressing ring 94 is also sleeved outside the stator part 91. The pressing ring 94 presses the fifth convex ring 911 against the fourth convex ring 931, and connects the pressing ring 94, the fourth convex ring 931 and the second end face of the housing 1 through fasteners to fix the stator part 91 to the housing 1.

[0122] The elastic coupling 95 includes a first half coupling, a second half coupling and an elastic element. The first half coupling is inserted and fixed in the central hole of the rotor part 92, the second half coupling is inserted and fixed in the second shaft barrel 42, and the first half coupling and the second half coupling are connected through an elastic element. The specific structure of the elastic coupling 95 is an existing structure and will not be elaborated here.

[0123] A bearing 951 is also provided between the first half coupling and the intermediate ring 93 to ensure the smooth rotation of the stator part 91 and the rotor part 92.

[0124] Further, for the convenience of machining and installation, the housing 1 includes a front end cover 11, a cylinder block 12, and a rear end cover 13 that are sequentially connected from its first end to its second end (for example, connected to each other by bolts). An opening is formed at the center of the front end cover 11, and a central cylinder 111 is integrally connected thereto. The end opening of the central cylinder 111 constitutes the first end opening of the housing 1. The guide cylinder 61 is axially slidably inserted into the central cylinder 111, and the motor stator 2 is fixedly connected to the cylinder block 12. A plurality of annular grooves may be axially spaced on the inner wall of the central cylinder 111, and a plurality of guide rings are embedded therein. The inner walls of the guide rings can slidably contact the outer wall of the guide cylinder 61. In this embodiment, the number of guide rings is two, and the guide rings are made of non-metallic materials, which can play a better guiding and lubricating role for the guide cylinder 61. In addition, the above-mentioned central convex ring 122 is formed on the inner wall of the cylinder block 12, the fixing ring 128 is fixedly connected to the cylinder block 12, the first bushing mounting hole is opened on the side wall of the cylinder block 12, the tail mounting hole is opened on the rear end cover 13, and the rear cover 14 is connected to the rear end cover 13. The above-mentioned intermediate ring 93 and pressing ring 94 are connected to the rear end cover 13 by fasteners.

[0125] Further, referring to Figure 1 , Figure 6 and Figure 7 , two first bushings 622 are symmetrically mounted on the connecting cylinder 6, two second bushings 121 are symmetrically mounted on the housing 1, and the electromechanical brake cylinder 100 can be connected to the three-point hanging clamp 200 or the four-point hanging clamp 300. In this embodiment, the arrangement form of the first bushing 622 and the second bushing 121 of the electromechanical brake cylinder 100 can meet the connection of the brake cylinder to the three-point hanging clamp 200 or the four-point hanging clamp 300. The overall structure after the brake cylinder is connected to the three-point hanging clamp 200 constitutes a three-point decentralized mounted brake clamp unit, and the overall structure after the brake cylinder is connected to the four-point hanging clamp 300 constitutes a four-point centralized mounted brake clamp unit.

[0126] It should be noted that each snap ring mentioned in this embodiment is a ring structure with a longitudinal notch, which is convenient for installation; each elastic ring can adopt an elastic structure such as a spring or a disc spring. The first end and the second end of each component mentioned in this embodiment refer to the two axially opposite ends of the component, and in accordance with the direction shown in Figure 1 , the first end of each component refers to the right end of the component, and the second end refers to the left end of the component.

[0127] The above is only a schematic specific embodiment of the present invention and is not intended to limit the scope of the present invention. Any equivalent changes and modifications made by those skilled in the art without departing from the concept and principles of the present invention shall fall within the scope of protection of the present invention.

Claims

1. A nut reset mechanism, characterized in that, It includes a lead screw, a connecting cylinder, a gear ring cylinder and an adjusting sleeve; The lead screw is used to connect with an electric drive mechanism, and the electric drive mechanism can drive the lead screw to rotate when powered on; A main nut is sleeved on the middle part of the lead screw, and a push cylinder is fixedly sleeved outside the main nut; The connecting cylinder includes a cylindrical structure with one end open formed by a guiding cylinder and a cylinder base. The guiding cylinder is sleeved outside the push cylinder in an axially slidable manner; A central hole is formed in the cylinder base. The gear ring cylinder passes through the central hole and is sleeved outside the first end of the lead screw and is connected to the push cylinder; An outer gear ring and an inner gear ring are formed on the outer wall of the gear ring cylinder and the end of the central hole respectively. The adjusting sleeve is sleeved and fixed on the gear ring cylinder, and a first elastic ring is clamped between the end of the adjusting sleeve and the cylinder base.

2. The nut reset mechanism according to claim 1, wherein An outer conical surface with an outer diameter increasing from the first end to the second end of the gear ring cylinder is formed on the outer wall of the gear ring cylinder, and an inner conical surface matching the outer conical surface is formed at the end of the central hole. The outer gear ring is formed on the outer conical surface, and the inner gear ring is formed on the inner conical surface.

3. The nut reset mechanism according to claim 1, wherein The cylinder base includes a main body base and a gear seat sleeve. An installation hole is formed in the center of the main body base. The gear seat sleeve is inserted and fixed in the installation hole. The inner gear ring is formed at the end of the gear seat sleeve. A first stepped hole with an increased aperture and communicating with the first end face of the main body base is formed at the first end of the installation hole. The end of the adjusting sleeve is located in the first stepped hole, and both ends of the first elastic ring can respectively abut against the shoulder of the first stepped hole and the end face of the adjusting sleeve.

4. An electromechanical brake cylinder, characterized in that, It includes: An electric drive mechanism and the nut reset mechanism according to any one of claims 1-3.

5. The electromechanical brake cylinder according to claim 4, wherein The electromechanical brake cylinder further includes a housing with an open first end. The guiding cylinder is inserted into the open first end of the housing; The electric drive mechanism includes an annular motor stator, an annular motor rotor and a core cylinder; The motor stator is fixedly arranged in the housing. The motor rotor is rotatably inserted into the motor stator. The core cylinder is arranged in the housing in a circumferentially rotatable and axially fixed manner, and the core cylinder is connected to the motor rotor and the lead screw.

6. The electromechanical brake cylinder according to claim 5, wherein The core cylinder includes a first shaft cylinder and a second shaft cylinder with an inner diameter gradually decreasing from its first end to its second end and connected to each other. The first shaft cylinder is fixedly connected to the motor rotor. The second end of the lead screw is inserted and connected into the second shaft cylinder; The first end and the second end of the push cylinder are respectively located in the open first end of the housing and the first shaft cylinder. The guiding cylinder is axially slidably inserted into the annular region between the push cylinder, the first shaft cylinder and the open first end of the housing.

7. The electromechanical brake cylinder according to claim 6, wherein A first spherical bushing and a second spherical bushing are also sleeved on the lead screw. The gear ring cylinder and the push cylinder are circumferentially fixed and axially elastically fixed. The first spherical bushing is located between the main nut and the gear ring cylinder. The first end face of the first spherical bushing and the second end face of the gear ring cylinder are in spherical fit, one of which is a concave spherical surface and the other is a convex spherical surface. The second end of the first spherical bushing can abut against the corresponding step on the inner wall of the push cylinder. The lead screw and the core cylinder are circumferentially fixed and axially elastically fixed. An installation ring is convexly provided on the outer wall of the second end of the lead screw. The second spherical bushing is located between the installation ring and the end of the second end of the lead screw. The first end face of the second spherical bushing and the second end face of the installation ring are in spherical fit, one of which is a concave spherical surface and the other is a convex spherical surface. The second end of the second spherical bushing can abut against the corresponding step on the core cylinder.

8. The electromechanical brake cylinder according to claim 7, characterized in that A stop ring is circumferentially fixed on the gear ring cylinder, and the stop ring is fixedly connected to the push cylinder; a limiting portion is formed on the outer wall of the gear ring cylinder, and a second elastic ring is sleeved on the gear ring cylinder. Both ends of the second elastic ring can respectively abut against the limiting portion and the stop ring.

9. The electromechanical brake cylinder according to claim 7, characterized in that The outer wall of the second end of the lead screw and the second shaft cylinder are connected by a key; a third elastic ring and a first limiting ring are also sleeved on the lead screw between the installation ring and the main nut. Both ends of the third elastic ring can respectively abut between the first end face of the installation ring and the first limiting ring.

10. The electromechanical brake cylinder according to claim 6, characterized in that An anti-collision sleeve is installed in the first shaft cylinder. The anti-collision sleeve abuts against the shoulder of the first shaft cylinder for axially limiting the end of the guide cylinder.

11. The electromechanical brake cylinder according to claim 6, characterized in that A central convex ring is convexly provided on the inner wall of the middle part of the housing. An extension ring extends from the end of the central convex ring towards the first end of the housing. The outer wall of the first shaft cylinder and the inner wall of the extension ring are connected by a first bearing and a second bearing, and both the first bearing and the second bearing are axially fixed to the extension ring. The second bearing is arranged close to the first end of the core cylinder; An elastic retaining ring is also embedded outside the first shaft cylinder. The elastic retaining ring can abut against the end face of the first bearing facing away from the second bearing; a first convex ring is convexly provided outside the first end of the first shaft cylinder. A thrust bearing is sleeved on the outer wall of the extension ring, and both end faces of the thrust bearing respectively abut between the central convex ring and the end face of the first convex ring.

12. The electromechanical brake cylinder according to claim 11, characterized in that A force sensor is also provided between the thrust bearing and the central convex ring.

13. The electromechanical brake cylinder according to claim 6, characterized in that An adjusting sleeve is circumferentially and fixedly sleeved outside the second shaft cylinder, and an annular electromagnetic brake stator and an annular electromagnetic brake rotor are sequentially sleeved on the adjusting sleeve in the direction towards the second end of the housing; the electromagnetic brake stator is detachably fixed to the housing, and the electromagnetic brake rotor is detachably fixed to one end of the adjusting sleeve.

14. The electromechanical brake cylinder according to claim 13, wherein An annular inner step surface is formed on the inner wall of the second end of the adjusting sleeve, an annular outer step surface is formed on the outer wall of the second end of the second shaft cylinder, a fourth elastic ring and a second limiting ring are further sleeved on the second end of the second shaft cylinder, one end of the fourth elastic ring can abut against the inner step surface and the outer step surface, and the other end can abut against the second limiting ring.

15. The electromechanical brake cylinder according to claim 13, wherein The electromagnetic brake stator includes a connected annular permanent magnet structure and an assembly ring, and the assembly ring is connected to the housing through fasteners.

16. The electromechanical brake cylinder according to claim 15, wherein A tail mounting hole is provided at a position on the end face of the second end of the housing opposite to the second shaft cylinder, and a rear cover is detachably mounted outside the second end of the housing. The rear cover and the end face of the second end of the housing enclose a rear cavity, and an angle sensor is installed in the rear cavity. The rotor part of the angle sensor can rotate together with the core cylinder.

17. The electromechanical brake cylinder according to claim 16, wherein The housing, the core cylinder, the assembly ring, the adjusting sleeve and the rear cover are all made of magnetic shielding materials.

18. The electromechanical brake cylinder according to claim 16, wherein The angle sensor includes a stator part located on the outer ring and a rotor part located on the inner ring. The stator part is detachably and fixedly connected to the housing, and the rotor part is connected to the second shaft cylinder through an elastic coupling.

19. The electromechanical brake cylinder according to claim 18, wherein The elastic coupling includes a first half coupling, a second half coupling and an elastic element. The first half coupling is inserted and fixed in the central hole of the rotor part, the second half coupling is inserted and fixed in the second shaft cylinder, and the first half coupling and the second half coupling are connected through the elastic element.

20. The electromechanical brake cylinder according to claim 5, wherein Two first bushings are symmetrically mounted on the connecting cylinder, and two second bushings are symmetrically mounted on the housing. The electromechanical brake cylinder can be connected to a three-point hanging clamp or a four-point hanging clamp.

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