Electronic mechanical brake and vehicle

Abstract

The invention relates to the technical field of electronic mechanical brakes, in particular to an electronic mechanical brake and a vehicle, and the electronic mechanical brake comprises a first driving motor, a second driving motor, a differential transmission assembly, a linear transmission assembly and a brake caliper assembly. The differential transmission assembly comprises a planetary reducer, the planetary reducer comprises a sun gear, a plurality of planet gears, an outer gear ring and a planet carrier, the first driving motor comprises a first output gear, the first output gear is in transmission connection with the sun gear, the second driving motor comprises a second output gear, and the second output gear is in transmission connection with outer meshing teeth; the planet carrier is in transmission connection with the brake caliper assembly through the linear transmission assembly. According to the electronic mechanical brake and the vehicle, the power output capacity is improved, the redundancy of the system is enhanced, decoupling of dual-motor operation is achieved, energy loss is reduced, the energy efficiency of the whole braking system is improved, the structural layout is reasonable, all assemblies are compactly matched, and the occupied space is small.

Description

Technical Field

[0001] The present application relates to the technical field of electromechanical brakes, and more particularly to an electromechanical brake and a vehicle. Background Art

[0002] In the field of automotive braking systems, electromechanical brakes (EMBs) have gradually become an important development direction to replace traditional hydraulic braking systems due to advantages such as fast response speed, high control precision, and the ability to integrate intelligent functions. Existing electromechanical brakes mostly adopt a single-motor drive structure, where a single power source converts rotational motion into linear motion through a transmission mechanism to drive the brake caliper to achieve braking.

[0003] However, this single-motor drive method has problems of single power output and poor redundancy. When the motor fails, the reliability of the entire braking system will drop significantly; at the same time, it is difficult for a single motor to accurately and quickly adjust the braking torque in the face of different working conditions, affecting the braking response speed and braking effect.

[0004] In addition, in the process of converting the rotational motion of the motor into the linear motion of the brake caliper by the traditional transmission structure, there are defects of large energy loss and low transmission efficiency, which limit the further improvement of the performance of the electromechanical brake. Summary of the Invention

[0005] The purpose of the present application is to provide an electromechanical brake and a vehicle to solve to a certain extent the technical problems of single power output, poor redundancy, insufficient power, low reliability, and poor transmission efficiency existing in the prior art.

[0006] According to a first aspect of the present application, an electromechanical brake is provided, including a first drive motor, a second drive motor, a differential transmission assembly, a linear transmission assembly, and a brake caliper assembly; The differential transmission assembly includes a planetary reducer, the planetary reducer includes a sun gear, a plurality of planetary gears, an outer gear ring, and a planetary carrier. The plurality of planetary gears are rotatably arranged on the planetary carrier, the plurality of planetary gears are respectively meshed with the sun gear, and the plurality of planetary gears are circumferentially evenly distributed along the sun gear. The outer gear ring has an internal meshing tooth and an external meshing tooth. The outer gear ring is sleeved outside the plurality of planetary gears, and the internal meshing teeth are respectively meshed with the plurality of planetary gears; The first drive motor includes a first output gear, the first output gear is in transmission connection with the sun gear, the second drive motor includes a second output gear, and the second output gear is in transmission connection with the external meshing tooth; The planetary carrier is in transmission connection with the brake caliper assembly via the linear transmission assembly.

[0007] Preferably, the linear drive assembly includes a lead screw and a nut that cooperate with each other, and the lead screw extends along the axis direction of the sun gear; The planet carrier is provided with a spline groove, and one end of the lead screw is key-connected to the spline groove; The nut is in transmission connection with the lead screw, and at least a part of the nut abuts against the brake caliper assembly.

[0008] Preferably, the lead screw and the spline groove are in clearance fit in the axial direction; And / or, the linear drive assembly further includes balls, and the lead screw is in transmission connection with the nut via the balls.

[0009] Preferably, it further includes: A housing, one of the inner wall of the housing and the outer wall of the nut is provided with an anti-rotation slider, and the other of the inner wall of the housing and the outer wall of the nut is provided with an anti-rotation chute extending along the axis direction, and the anti-rotation slider is slidably disposed in the anti-rotation chute; A thrust ball bearing is disposed between the lead screw and the housing for transmitting the axial force of the lead screw and decoupling the rotational movement; a force sensor is disposed between the thrust ball bearing and the housing for monitoring the axial force exerted by the linear drive assembly on the brake caliper assembly.

[0010] Preferably, the differential drive assembly further includes: A central gear coaxially disposed with the sun gear; A first speed-changing part, and the first output gear is meshed with the central gear via the first speed-changing part; A second speed-changing part, and the second output gear is meshed with the external meshing teeth via the second speed-changing part.

[0011] Preferably, both the first driving motor and the second driving motor are self-locking driving motors; The self-locking driving motor includes a motor body and a self-locking assembly. The motor body includes a motor housing and a rotary output shaft. The self-locking assembly includes a rotation-stopping part, a magnetic floating ring, a rotary ring, a spring, and an electromagnetic coil; The rotation-stopping part is fixed to the motor housing, the rotary ring is fixed to the rotary output shaft, the magnetic floating ring is disposed between the electromagnetic coil and the rotary ring, and the inner edge of the magnetic floating ring is key-connected to the rotation-stopping part, and the spring is pressed between the magnetic floating ring and the electromagnetic coil; When the electromagnetic coil is in the energized state, the magnetic floating ring can be adsorbed by the electromagnetic coil against the elastic force of the spring; A first anti-rotation tooth is provided on the side of the magnetic floating ring facing the rotating ring, and a second anti-rotation tooth that cooperates with the first anti-rotation tooth is provided on the side of the rotating ring facing the magnetic floating ring, so that when the magnetic floating ring and the rotating ring are in an abutting state, the rotating ring can be stationary relative to the magnetic floating ring in the circumferential direction of the rotating output shaft.

[0012] Preferably, the forward power output direction of the rotating output shaft is the first clockwise direction; The first anti-rotation tooth is a right triangular pyramid tooth formed by enclosing a radial limiting surface, an inclined guiding surface, and a vertical axial surface. Among them, the radial limiting surface is located on the upstream side of the inclined guiding surface in the first clockwise direction.

[0013] Preferably, an electronic control unit is further included, and the first driving motor and the second driving motor are respectively communicatively connected to the electronic control unit to respectively monitor the output power parameters and output position parameters of the first driving motor and the second driving motor; And / or, the transmission ratio output by the first driving motor via the differential transmission assembly is greater than the transmission ratio output by the second driving motor via the differential transmission assembly.

[0014] Preferably, the transmission ratio output by the first driving motor via the differential transmission assembly is C1, where 12 ≤ C1 ≤ 20, and the transmission ratio output by the second driving motor via the differential transmission assembly is C2, where 8 ≤ C2 ≤ 12; Or, the transmission ratio output by the first driving motor via the differential transmission assembly is C1, 18 ≤ C1 ≤ 30, and the transmission ratio output by the second driving motor via the differential transmission assembly is C2, where 10 ≤ C2 ≤ 18.

[0015] According to a second aspect of the present application, a vehicle is provided, including the electromechanical brake according to any one of the above technical solutions. Therefore, it has all the beneficial technical effects of this electromechanical brake, and will not be elaborated here.

[0016] Compared with the prior art, the beneficial effects of the present application are: The electro-mechanical brake provided by the present application adopts a dual-motor drive mode of a first drive motor and a second drive motor. The two motors can work independently or cooperatively. Compared with the traditional single-motor drive, it not only significantly improves the power output ability but also enhances the redundancy of the system. When one of the motors fails, the other motor can still ensure the normal operation of the braking system, greatly improving the reliability and safety of the braking system; through the planetary reducer in the differential drive assembly, by using the meshing transmission of the sun gear, planetary gears and ring gear, the power transmission path and transmission ratio can be flexibly adjusted. The first drive motor drives the sun gear through the first output gear, and the second drive motor drives the ring gear through the second output gear, enabling the movement of the planet carrier to meet the requirements of different working conditions. Specifically, the electro-mechanical brake has three different power drive modes: the first drive motor independent drive mode, the second drive motor independent drive mode, and the first drive motor and the second drive motor common drive mode. Especially in the first drive motor and the second drive motor common drive mode, by using the special structure of the planetary reducer, the first drive motor transmits torque to the planetary gears through the sun gear, and the second drive motor transmits torque to the planetary gears through the ring gear, which can not only achieve the transmission of the differential power of the first drive motor and the second drive motor, realize the decoupling of the dual-motor operation, effectively ensure the independent transmission of the dual-motor structure, and avoid the interference between the two motors during the transmission process. It can achieve accurate speed and torque output, thereby effectively improving the braking response speed and the control accuracy of the braking torque, and meeting the braking requirements of the vehicle under different driving conditions; the cooperation between the planetary reducer and the linear drive assembly forms an efficient drive system. The structural design of the planetary reducer can reduce energy loss during power transmission and improve the transmission efficiency; the linear drive assembly efficiently converts the movement of the planet carrier into the linear movement of the brake caliper assembly, further ensuring the effectiveness of power transmission. Compared with the traditional drive structure, it reduces energy loss and improves the energy efficiency of the entire braking system; the structural layout is reasonable, and each component is closely matched, occupying a small space, facilitating installation and integration in limited-space parts such as the vehicle chassis, and providing a more flexible solution for the optimized design and intelligent upgrade of the vehicle braking system.

[0017] To make the above objects, features, and advantages of the present application more obvious and understandable, the following specifically enumerates preferred embodiments and, in conjunction with the accompanying drawings, makes a detailed description as follows. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the specific embodiments of the present application or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0019] Figure 1 Isometric structural schematic diagram of the electromechanical brake provided by the embodiment of the present application; Figure 2 Explosion structural schematic diagram of the electromechanical brake provided by the embodiment of the present application; Figure 3 Front view structural schematic diagram of the electromechanical brake with some structures hidden provided by the embodiment of the present application; Figure 4 Partial structural schematic diagram of the electromechanical brake provided by the embodiment of the present application; Figure 5 Cross-sectional structural schematic diagram of the electromechanical brake provided by the embodiment of the present application; Figure 6 Structural schematic diagram of the differential drive assembly provided by the embodiment of the present application; Figure 7 Structural schematic diagram of the differential drive assembly provided by another embodiment of the present application; Figure 8 Structural schematic diagram of the differential drive assembly provided by another embodiment of the present application; Figure 9 Side view structural schematic diagram of the planetary reducer provided by the embodiment of the present application; Figure 10 For Figure 9 Sectional structural schematic diagram of the planetary reducer obtained by cutting along the A-A direction; Figure 11 For Figure 9 Sectional structural schematic diagram of the planetary reducer obtained by cutting along the B-B direction; Figure 12 Isometric structural schematic diagram of the planetary reducer provided by the embodiment of the present application; Figure 13 Another isometric structural schematic diagram of the planetary reducer provided by the embodiment of the present application; Figure 14 Cross-sectional structural schematic diagram of the self-locking drive motor provided by the embodiment of the present application; Figure 15 Structural schematic diagram of the self-locking drive motor in the locked state provided by the embodiment of the present application; Figure 16 Structural schematic diagram of the self-locking drive motor in the unlocked state provided by the embodiment of the present application; Figure 17 Explosion structural schematic diagram of the self-locking component of the self-locking drive motor provided by the embodiment of the present application.

[0020] Reference numerals: 1 - First driving motor; 11 - First output gear; 2 - Second driving motor; 21 - Second output gear; 3 - Differential drive assembly; 31 - Planetary reducer; 311 - Sun gear; 312 - Planet gear; 313 - Ring gear; 3131 - External meshing teeth; 3132 - Internal meshing teeth; 314 - Planet carrier; 3141 - Spline groove; 315 - Transmission main shaft; 32 - Central gear; 33 - First speed change part; 34 - Second speed change part; 4 - Linear drive assembly; 41 - Lead screw; 42 - Nut; 421 - Anti-rotation chute; 43 - Ball; 5 - Brake caliper assembly; 51 - First brake disc; 52 - Second brake disc; 53 - Brake caliper part; 6 - Electronic control unit; 71 - First housing part; 711 - Anti-rotation slider; 72 - Second housing part; 73 - End cover; 8 - Force sensor; 81 - Thrust ball bearing; 911 - Rotating output shaft; 912 - Motor housing; 921 - Electromagnetic coil; 922 - Anti-rotation part; 923 - Spring; 924 - Magnetic floating ring; 9241 - Radial limiting surface; 9242 - Tilted guiding surface; 925 - Rotating ring. Detailed implementation mode

[0021] The technical solutions of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments.

[0022] The components of the embodiments of the present application usually described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the present application claimed, but merely represents the selected embodiments of the present application.

[0023] All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without creative efforts fall within the scope of protection of the present application.

[0024] In the description of the present application, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present application. In addition, the terms "first", "second", "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0025] In the description of the present application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "coupled" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0026] Reference is now made to Figures 1 to 17 describe an electromechanical brake and a vehicle according to some embodiments of the present application.

[0027] Referring to Figures 1 to 17 As shown, an embodiment of the first aspect of the present application provides an electromechanical brake, which includes a first drive motor 1, a second drive motor 2, a differential drive assembly 3, a linear drive assembly 4, and a brake caliper assembly 5. Among them, the differential drive assembly 3 includes a planetary reducer 31, and the planetary reducer 31 includes a sun gear 311, a plurality of planet gears 312, an outer gear ring 313, and a planet carrier 314. The plurality of planet gears 312 are rotatably disposed on the planet carrier 314. The plurality of planet gears 312 are respectively meshed with the sun gear 311, and the plurality of planet gears 312 are circumferentially evenly distributed along the sun gear 311. The outer gear ring 313 has an internal meshing tooth 3132 and an external meshing tooth 3131. The outer gear ring 313 is sleeved outside the plurality of planet gears 312, and the internal meshing teeth 3132 are respectively meshed with the plurality of planet gears 312. The first drive motor 1 includes a first output gear 11, and the first output gear 11 is drivingly connected to the sun gear 311. The second drive motor 2 includes a second output gear 21, and the second output gear 21 is drivingly connected to the external meshing tooth 3131. The planet carrier 314 is drivingly connected to the brake caliper assembly 5 via the linear drive assembly 4.

[0028] According to the electro-mechanical brake provided by the above technical features, a dual-motor drive mode of a first drive motor 1 and a second drive motor 2 is adopted. The two motors can work independently or cooperatively. Compared with the traditional single-motor drive, it not only significantly improves the power output ability but also enhances the redundancy of the system. When one of the motors fails, the other motor can still ensure the normal operation of the braking system, greatly improving the reliability and safety of the braking system; through the planetary reducer 31 in the differential drive assembly 3, by using the meshing transmission of the sun gear 311, planetary gears 312 and ring gear 313, the power transmission path and transmission ratio can be flexibly adjusted. The first drive motor 1 drives the sun gear 311 through the first output gear 11, and the second drive motor 2 drives the ring gear 313 through the second output gear 21, so that the movement of the planet carrier 314 can be adjusted according to different working conditions. Specifically, the electro-mechanical brake has three different power drive modes: the independent drive mode of the first drive motor 1, the independent drive mode of the second drive motor 2, and the combined drive mode of the first drive motor 1 and the second drive motor 2. Especially in the combined drive mode of the first drive motor 1 and the second drive motor 2, by using the special structure of the planetary reducer 31, the first drive motor 1 transmits torque to the planetary gears 312 through the sun gear 311, and the second drive motor 2 transmits torque to the planetary gears 312 through the ring gear 313. It can not only achieve the transmission of the differential power of the first drive motor 1 and the second drive motor 2, realize the decoupling of the dual-motor operation, effectively ensure the independent transmission of the dual-motor structure, and avoid the interference between the two motors during the transmission process. It can achieve accurate speed and torque output, thereby effectively improving the braking response speed and the control accuracy of the braking torque, and meeting the braking requirements of the vehicle under different driving states; the cooperation between the planetary reducer 31 and the linear drive assembly 4 forms an efficient transmission system. The structural design of the planetary reducer 31 can reduce energy loss during power transmission and improve transmission efficiency; the linear drive assembly 4 efficiently converts the movement of the planet carrier 314 into the linear movement of the brake caliper assembly 5, further ensuring the effectiveness of power transmission. Compared with the traditional transmission structure, it reduces energy loss and improves the energy efficiency of the entire braking system; the structural layout is reasonable, each component is compactly matched, occupies a small space, and is convenient for installation and integration in limited-space parts such as the vehicle chassis, providing a more flexible solution for the optimized design and intelligent upgrade of the vehicle braking system.

[0029] Such as Figures 9 to 13As shown, an example of the above planetary speed reducer 31 is shown in the figure. Optionally, both the above planetary carrier 314 and the above sun gear 311 can be coaxially arranged to facilitate the meshing of the above multiple planet gears 312 with the sun gear 311. The above planetary carrier 314 can be provided with multiple planetary shafts, and the multiple planetary shafts are arranged around the sun gear 311. The above planet gears 312 are rotatably arranged on the above planetary shafts. The above outer gear ring 313 is sleeved on the outside of the planetary carrier 314. The above internal meshing teeth 3132 and the external meshing teeth 3131 are both arranged around the outer gear ring 313 for one week. The multiple planet gears 312 are all meshed with the internal meshing teeth 3132 of the outer gear ring 313. As Figure 10 shown, in the axial direction of the sun gear 311, at least a part of the sun gear 311 extends to the outside of the planetary carrier 314 to facilitate the meshing of the sun gear 311 with other transmission structures.

[0030] Optionally, as Figure 11 shown, the figure shows an example in which the above planetary speed reducer 31 includes four planet gears 312. However, it is not limited to this. As long as the transmission stability of the planetary speed reducer 31 can be ensured, the number of the above planet gears 312 can also be 1, 2, 3, 5, 6... or more.

[0031] Preferably, as Figure 10 shown, in the axial direction of the sun gear 311, on the side of the planetary carrier 314 that extends out of the planetary carrier 314 and faces away from the sun gear 311, the planetary carrier 314 can be provided with a spline groove 3141 to facilitate the transmission connection between the planetary speed reducer 31 and the linear transmission component 4.

[0032] Correspondingly, as Figures 2 to 5 shown, at least a part of the above linear transmission component 4 can be key-connected to the spline groove 3141 to transmit the torque received by the planetary speed reducer 31 to the linear transmission component 4.

[0033] Preferably, as Figure 9 、 Figure 10 and Figure 12 shown, the above planetary speed reducer 31 can also include a transmission main shaft 315 coaxially arranged with the above sun gear 311 to facilitate the transmission connection between the sun gear 311 and other transmission structures. Preferably, as Figure 10 shown, the above transmission main shaft 315 can be integrally connected to the sun gear 311, and the transmission main shaft 315 can extend relative to the sun gear 311 to the side facing away from the spline groove 3141 to facilitate the arrangement of other rotating devices.

[0034] Preferably, as Figures 3 to 8As shown, the differential drive assembly 3 may further include a central gear 32, which may be coaxially arranged with the sun gear 311. In other words, the central gear 32 may be sleeved on the transmission main shaft 315 and is in transmission connection with the transmission main shaft 315, so that the first drive motor 1 can be connected to the sun gear 311 through the central gear 32. In this way, through the arrangement of the central gear 32, the layout space of the transmission structure between the first drive motor 1 and the sun gear 311 can be effectively increased, and then it is convenient to flexibly adjust the range of the transmission ratio output by the first drive motor 1 through the differential drive assembly 3, so that the electromechanical brake can flexibly select a suitable transmission ratio according to different vehicle conditions and uses.

[0035] Preferably, as Figures 3 to 8 shown, the differential drive assembly 3 may further include a first speed change part 33, and the first output gear 11 meshes with the central gear 32 through the first speed change part 33. In this way, the range of the transmission ratio output by the first drive motor 1 through the differential drive assembly 3 is further expanded.

[0036] Similarly, as Figures 3 to 8 shown, the differential drive assembly 3 may further include a second speed change part 34, and the second output gear 21 meshes with the external engagement teeth 3131 through the second speed change part 34. In this way, the range of the transmission ratio output by the second drive motor 2 through the differential drive assembly 3 is further expanded.

[0037] Optionally, as Figure 6 shown, the figure shows an example in which both the first speed change part 33 and the second speed change part 34 include two coaxially arranged gears. In other words, a two-stage gear transmission is formed between the first drive motor 1 and the central gear 32 through the first speed change part 33. Similarly, a two-stage gear transmission is formed between the second drive motor 2 and the external gear ring 313 through the second speed change part 34.

[0038] Optionally, as Figure 7 shown, the figure shows an example in which the first speed change part 33 includes one gear and the second speed change part 34 includes two coaxially arranged gears. In other words, a one-stage gear transmission is formed between the first drive motor 1 and the central gear 32 through the first speed change part 33, while a two-stage gear transmission is formed between the second drive motor 2 and the external gear ring 313 through the second speed change part 34.

[0039] Optionally, as Figure 8As shown, the figure shows an example in which the first speed-changing part 33 includes two coaxially arranged gears, and the second speed-changing part 34 includes one gear. A two-stage gear transmission is formed between the first driving motor 1 and the central gear 32 via the first speed-changing part 33, and a single-stage gear transmission is formed between the second driving motor 2 and the outer gear ring 313 via the second speed-changing part 34.

[0040] However, it is not limited to this. The forms of both the first speed-changing part 33 and the second speed-changing part 34 are not limited to Figures 6 to 8 the example shown. The forms of the first speed-changing part 33 and the second speed-changing part 34 can be adaptively adjusted according to the vehicle condition and the actual use scenario.

[0041] Optionally, as Figure 6 and Figure 7 shown, the figure shows an example in which the gears included in the differential transmission assembly 3 can all be spur gears. However, it is not limited to this. As long as the transmission requirements can be met, as Figure 8 shown, the gears included in the differential transmission assembly 3 can have other forms of gears, such as helical gears, bevel gears, etc.

[0042] In the embodiment, preferably, the transmission ratio output by the first driving motor 1 via the differential transmission assembly 3 can be greater than the transmission ratio output by the second driving motor 2 via the differential transmission assembly 3. Since a small transmission ratio can make the motion be transmitted to the execution end faster through the transmission system, but it cannot overcome a large resistance to do work. On the contrary, a large transmission ratio. Thus, when the first driving motor 1 and the second driving motor 2 simultaneously obtain a braking signal, the one with the smaller transmission ratio among the first driving motor 1 and the second driving motor 2 has a small volume of its transmission structure and only needs to overcome a small inertia to start, and can quickly drive the linear transmission assembly 4 to act on the contact disk of the brake caliper assembly 5. During the process of the contact disk of the one with the smaller transmission ratio, enough response time is given to the one with the larger transmission ratio among the first driving motor 1 and the second driving motor 2 to overcome its own inertia and provide a greater torque, so that the electromechanical brake can provide enough pre-tightening force for the brake caliper assembly 5, ensuring the reliability of the electromechanical brake. Compared with the traditional structure, the reaction speed during the application of the braking force is increased from about 90 ms to within 70 ms, greatly improving the response speed of the electromechanical brake.

[0043] Preferably, the transmission ratio output by the first driving motor 1 via the differential transmission assembly 3 is C1, where 12 ≤ C1 ≤ 20, and the transmission ratio output by the second driving motor 2 via the differential transmission assembly 3 is C2, where 8 ≤ C2 ≤ 12, so as to facilitate the use of vehicles with a lighter vehicle weight.

[0044] Preferably, the transmission ratio output by the first drive motor 1 via the differential drive assembly 3 is C1, where 18 ≤ C1 ≤ 30, and the transmission ratio output by the second drive motor 2 via the differential drive assembly 3 is C2, where 10 ≤ C2 ≤ 18, so as to facilitate the use of vehicles with a heavier vehicle weight.

[0045] In the embodiment, preferably, as Figures 3 to 5 shown, the above linear drive assembly 4 may include a lead screw 41 and a nut 42 that cooperate with each other. Among them, the lead screw 41 may extend along the axis direction of the sun gear 311. One end of the lead screw 41 may be key-connected to the spline groove 3141. The nut 42 is in transmission connection with the lead screw 41, and at least a part of the nut 42 abuts against the brake caliper assembly 5. In this way, the rotational torque output by the planet carrier 314 is converted into a linear power extending along the axis direction of the sun gear 311 through the cooperating lead screw 41 and nut 42, and further realizes the pushing of the brake caliper assembly 5 to clamp and release.

[0046] Preferably, as Figure 4 shown, the above linear drive assembly 4 may further include balls 43. The above lead screw 41 is in transmission connection with the nut 42 via the balls 43. In other words, the above linear drive assembly 4 may be a ball screw. In this way, the transmission efficiency, accuracy, and service life of the linear drive assembly 4 are effectively improved.

[0047] Preferably, the lead screw 41 may be in clearance fit with the above spline groove 3141 in the axis direction. In other words, in the axis direction of the sun gear 311, the groove depth of the above spline groove 3141 may be slightly larger than the size of the part of the lead screw 41 inserted into the spline groove 3141, so that the lead screw 41 can freely move axially relative to the planet carrier 314 within a small range along the axis direction of the sun gear 311. In this way, only torque can be transmitted between the differential drive assembly 3 and the linear drive assembly 4 without bearing axial force, and further, the axial force transmitted between the brake caliper assembly 5 and the linear drive assembly 4 is prevented from affecting the differential drive assembly 3.

[0048] Preferably, as Figure 1 and Figure 2 shown, the above electromechanical brake may further include a housing. The above linear drive assembly 4 and differential drive assembly 3 may both be arranged in the housing to ensure the stability and safety of the transmission environment.

[0049] Preferably, as Figure 1 and Figure 2 shown, the above housing may include a first housing part 71. The above linear drive assembly 4 may be arranged in the first housing part 71, and the first housing part 71 may be fixedly connected to the above brake caliper assembly 5.

[0050] Preferably, as Figure 1 and Figure 2As shown, the above-mentioned housing may further include a second housing portion 72. The differential drive assembly 3 may be disposed within this second housing. The second housing portion 72 may be detachably connected to the side of the first housing portion 71 facing away from the brake caliper assembly 5, so as to facilitate the loading, unloading, and maintenance of the linear drive assembly 4 and the differential drive assembly 3.

[0051] However, it is not limited thereto. As long as the installability and maintainability of the linear drive assembly 4 and the differential drive assembly 3 can be ensured, at least two of the above-mentioned first housing portion 71, second housing portion 72, and end cover 73 are integrally connected.

[0052] Preferably, as Figure 1 and Figure 2 shown, the above-mentioned housing may further include an end cover 73. The end cover 73 may be detachably disposed on the side of the second housing portion 72 facing away from the first housing portion 71 to seal the second housing.

[0053] Preferably, as Figure 3 and Figure 5 shown, an anti-rotation slider 711 may be provided on the inner wall of the above-mentioned first housing portion 71. An anti-rotation chute 421 extending along the above-mentioned axis direction may be provided on the outer wall of the above-mentioned nut 42. The anti-rotation slider 711 is slidably disposed in the anti-rotation chute 421 to prevent the nut 42 from rotating relative to the lead screw 41, ensuring that under the rotation of the lead screw 41, the nut 42 can move along the axis direction. However, it is not limited thereto. Not shown in the figure, the anti-rotation slider may also be provided on the outer wall of the nut, and the anti-rotation chute may be provided on the inner wall of the first housing portion.

[0054] Preferably, as Figure 4 shown, the above-mentioned electromechanical brake may further include a thrust ball bearing 81. The thrust ball bearing 81 is disposed between the above-mentioned lead screw and the first housing portion 71 to transmit the axial force of the lead screw and decouple the rotational motion.

[0055] Preferably, as Figure 4 and Figure 5 shown, the above-mentioned electromechanical brake may further include a force sensor 8. The force sensor 8 may be disposed between the above-mentioned linear drive assembly 4 and the first housing portion 71 to monitor the axial force exerted by the linear drive assembly 4 on the brake caliper assembly 5, and further be able to real-time feedback the real-time braking force of the brake caliper, so as to realize the real-time braking force monitoring of the electromechanical brake and ensure the braking force output accuracy of the electromechanical brake.

[0056] Preferably, as Figure 4As shown, the above-mentioned force sensor can be disposed between the above-mentioned thrust ball bearing 81 and the first housing portion 71. Preferably, the above-mentioned electromechanical brake may further include an electronic control unit 6 (Electronic Control Unit, abbreviated as ECU). The above-mentioned first drive motor 1 and the above-mentioned second drive motor 2 may be respectively communicatively connected to the electronic control unit 6 to respectively monitor the output power parameters and output position parameters of the first drive motor 1 and the second drive motor 2, so as to facilitate real-time monitoring of the power output states of the first drive motor 1 and the second drive motor 2, and control the power outputs of the first drive motor 1 and the second drive motor 2 according to the power output states.

[0057] Preferably, the above-mentioned force sensor 8 may also be communicatively connected to the electronic control unit 6, so that the electronic control unit 6 can control the power outputs of the first drive motor 1 and the second drive motor 2 in combination with the real-time braking force of the electromechanical brake fed back by the force sensor 8.

[0058] Preferably, as Figure 1 、 Figure 2 and Figure 5 shown, the electronic control unit 6 may be disposed on the side of the above-mentioned end cap 73 facing away from the second housing, which is not only convenient for the electronic control unit 6 to be communicatively connected to the first drive motor 1, the second drive motor 2, and the force sensor 8, but also the end cap 73 can effectively support and protect the electronic control unit 6, ensuring the setting stability of the electronic control unit 6.

[0059] In the embodiment, preferably, as Figures 14 to 17 shown, both the above-mentioned first drive motor 1 and the second drive motor 2 may be self-locking drive motors.

[0060] Specifically, as Figure 14 and Figure 17 shown, the self-locking drive motor may include a motor body. Among them, the motor body may include a motor housing 912 and a rotating output shaft 911. It should be noted that the above-mentioned first output gear 11 may be disposed on the rotating output shaft 911 of the first drive motor 1, and the above-mentioned second output gear 21 may be disposed on the rotating output shaft 911 of the second drive motor 2.

[0061] Specifically, as Figure 14 and Figure 17As shown in the figure, the self-locking drive motor may further include a self-locking component, which may include a rotation stopping portion 922, a magnetic floating ring 924, a rotating ring 925, a spring 923, and an electromagnetic coil 921. The rotation stopping portion 922 is fixed to the motor housing 912, the rotating ring 925 is fixed to the rotating output shaft 911, the magnetic floating ring 924 is disposed between the electromagnetic coil 921 and the rotating ring 925, and the inner edge of the magnetic floating ring 924 is key-connected to the rotation stopping portion 922. The spring 923 is pressed between the magnetic floating ring 924 and the electromagnetic coil 921. When the electromagnetic coil 921 is in the energized state, the magnetic floating ring 924 can be adsorbed by the electromagnetic coil 921 against the elastic force of the spring 923. A first rotation stopping tooth is provided on the side of the magnetic floating ring 924 facing the rotating ring 925, and a second rotation stopping tooth matching the first rotation stopping tooth is provided on the side of the rotating ring 925 facing the magnetic floating ring 924, so that when the magnetic floating ring 924 and the rotating ring 925 are in the abutting state, the rotating ring 925 can be stationary relative to the magnetic floating ring 924 in the circumferential direction of the rotating output shaft 911. Thus, when power is supplied to the electromagnetic coil 921, the electromagnetic coil 921 generates a magnetic field, the magnetic field attracts the magnetic floating ring 924, and the generated force overcomes the elastic force of the spring 923. The magnetic floating ring 924 translates along the rotation stopping portion 922 towards the electromagnetic coil 921 direction, so that the contact surface disengages, and the motor operates normally. When the electromagnetic coil 921 is de-energized actively or the motor fails and causes a power outage, the electromagnetic force disappears, and the elastic force of the spring 923 presses the magnetic floating ring 924 tightly, so that the magnetic floating ring 924 and the rotating ring 925 are in contact. The first rotation stopping tooth and the second rotation stopping tooth are engaged. Since the rotational freedom of the magnetic floating ring 924 is restricted by the guide pin, the rotating ring 925 is restricted by the magnetic floating ring 924, and the motor is locked.

[0062] The self-locking drive motor provided according to the above technical features has the following beneficial effects: First, it enables the electromechanical brake to automatically lock when power is off or power is lost, preventing accidental brake release. When the electromagnetic coil 921 is powered off, the spring 923 pushes the magnetic floating ring 924 to combine with the rotating ring 925, and mechanical locking is achieved through the engagement of the first and second rotation stopping teeth, ensuring that the brake caliper remains in the clamped state, effectively avoiding the risk of vehicle rolling or getting out of control, especially suitable for scenarios such as parking on a slope or emergency braking; compared with the traditional electromechanical brake that needs to continuously supply power to maintain the braking force, the self-locking drive motor provided in this application only consumes electrical energy (when the electromagnetic coil 921 is energized) during unlocking, and the locked state is maintained by the mechanical structure, greatly reducing energy consumption. At the same time, through this self-locking structure, it can effectively avoid interference with the second drive motor 2 (or the first drive motor 1) in the independent drive mode of the first drive motor 1 (or the independent drive mode of the second drive motor 2), eliminating the complex mechanical locking mechanism of the traditional redundant braking system, simplifying the system structure, reducing the number of components, and reducing the manufacturing cost and maintenance difficulty.

[0063] Second, the self-locking component adopts a combination of electromagnetic control and mechanical locking, which has a faster response than a pure mechanical locking mechanism. When unlocking by energization, the electromagnetic force quickly overcomes the elastic force of the spring 923 to separate the magnetic floating ring 924, and the motor can immediately drive the braking action; when locking by power-off, the spring 923 pushes the anti-rotation teeth to quickly engage, achieving a millisecond-level response and improving safety during emergency braking.

[0064] Third, the integrated design of the motor body and the self-locking component reduces the transmission clearance and improves the braking force transmission accuracy; the self-locking component is directly integrated inside the motor, without additionally occupying axial or radial space, keeping the overall structure of the electromechanical brake compact. It is especially suitable for application scenarios sensitive to space, facilitating system integration and lightweight design. At the same time, it reduces the influence of external interference on the locking mechanism and improves reliability; Fourth, the anti-rotation teeth adopt a circumferentially evenly distributed meshing method, with uniform force distribution, reducing local wear; the combined design of the spring 923 and the electromagnetic coil 921 avoids the wear problem of the traditional brake disc locking method.

[0065] Fifth, the self-locking component is sealed inside the motor housing 912, which can effectively prevent dust and moisture from invading, extend the service life, and reduce the maintenance frequency; the energized state of the electromagnetic coil 921 can be accurately controlled by the above-mentioned electronic control unit 6, and it works in coordination with other vehicle systems (such as ABS, ESP) to achieve intelligent braking management. When a system fault (such as power-off, sensor failure) is detected, the electronic control unit 6 can immediately cut off the power supply of the electromagnetic coil 921 and trigger the self-locking function to ensure that the vehicle is in a safe braking state, meeting the requirements of the ISO 26262 functional safety standard.

[0066] It should be noted that the form of the spring 923 is not limited to a helical spring, and other spring forms such as a disc spring can also be used.

[0067] Preferably, as Figure 17 shown, the above-mentioned anti-rotation part 922 may include a fitting part and an anti-rotation guiding part that are fixedly connected to each other. The fitting part is used to fit and fix with the motor housing 912 to ensure the anti-rotation property of the anti-rotation part 922 relative to the motor housing 912. The anti-rotation guiding part may extend along the extension direction of the rotary output shaft 911, and a rib extending along the extension direction of the rotary output shaft 911 is provided on the outer wall of the anti-rotation guiding part. The inner edge of the above-mentioned magnetic suspension ring may be provided with a keyway matching the rib. On the one hand, it ensures that the magnetic floating ring 924 can slide along the extension direction of the rotary output shaft 911; on the other hand, through the key connection between the keyway and the rib, the anti-rotation property of the magnetic floating ring relative to the motor housing 912 is realized.

[0068] Preferably, as Figure 17As shown, the above first anti-rotation tooth can be a right triangular pyramid-shaped tooth formed by enclosing a radial limiting surface 9241, an inclined guiding surface 9242, and a vertical axial surface. Among them, the vertical axial surface can be a plane perpendicular to the rotation output shaft 911. In other words, this vertical axial surface can be parallel to the end surface of the magnetic floating ring 924 away from the rotating ring 925. The radial limiting surface 9241 is a plane extending along the radial direction of the rotation output shaft 911 and perpendicular to the vertical axial surface. And the inclined guiding surface 9242 is an inclined surface connecting the radial limiting surface 9241 and the vertical axial surface.

[0069] Specifically, as Figures 14 to 17 shown, the positive power output direction of the rotation output shaft 911 can be the first clockwise direction. Correspondingly, the radial limiting surface 9241 is located on the upstream side of the inclined guiding surface 9242 in the first clockwise direction. In this way, on the one hand, the right triangular pyramid-shaped design of the first anti-rotation tooth significantly improves the locking performance through the synergistic effect of the radial limiting surface 9241, the inclined guiding surface 9242, and the vertical axial surface. When the magnetic floating ring 924 abuts against the rotating ring 925, the radial limiting surface 9241 extends along the radial direction of the rotation output shaft 911 and bears the main shear force under the braking torque, preventing slip between the teeth and ensuring reliable locking. The inclined guiding surface 9242 plays a guiding role during the locking process, enabling the floating ring to quickly align and engage with the rotating ring 925, reducing the probability of jamming. On the other hand, it can achieve the function of directly applying braking force to the drive motor without self-unlocking in the parking state, effectively simplifying the operation procedure of applying braking force in the parking state and improving the response speed of the force system. Specifically, the radial limiting surface 9241 is located on the upstream side of the inclined guiding surface 9242 in the positive power output direction of the rotation output shaft 911. In this way, without releasing the self-locking between the magnetic floating ring 924 and the rotating ring 925, the motor can still drive the rotation output shaft 911 to rotate along the positive power output direction. Correspondingly, as Figures 14 to 17 shown, the above second anti-rotation tooth can be a right triangular pyramid-shaped tooth opposite to the above first anti-rotation tooth, and its structure is similar to that of the first anti-rotation tooth, which will not be elaborated here.

[0070] It should be noted that the above first anti-rotation tooth and second anti-rotation tooth are not limited to the above structures. As long as the mutual constraint between the contact surfaces of the rotating ring 925 and the magnetic suspension ring can be achieved, the above first anti-rotation tooth and second anti-rotation tooth can also be other tooth-shaped structures or brake disc structures, etc.

[0071] As Figures 14 to 17As shown in the figure, the first clockwise direction is the clockwise direction of the orientation shown in the figure. Specifically, when the meshing contact surface is subjected to the motor torque in the clockwise direction in the figure, the inclined guide surface 9242 is in contact with force so that the magnetic floating ring 924 is subjected to force in the axial direction. At the same time, the magnetic floating ring 924 overcomes the resistance of the spring 923 and floats downward to disengage from the rotating part, and the motor rotates clockwise, thereby realizing the above-mentioned function of directly applying braking force to the driving motor without releasing the self-locking in the parking state; when the meshing contact surface is subjected to the motor torque in the counterclockwise direction in the figure, the vertical surface is in contact with force so that the magnetic floating ring 924 has no component force in the axial direction, and the motor is locked.

[0072] However, it is not limited thereto, and adaptive adjustment can be performed according to the forward rotation direction of the motor. For example, as not shown in the figure, the first clockwise direction may also be a counterclockwise direction.

[0073] In an embodiment, Figures 1 to 3 and Figure 5 As shown, the above-mentioned brake caliper assembly 5 may include a first brake disc 51, a second brake disc 52 and a brake caliper portion 53. The first brake disc 51 and the second brake disc 52 may be arranged relatively to each other along the above-mentioned axial direction. The brake caliper portion 53 is respectively connected to the first brake disc 51 and the second brake disc 52 in transmission to drive the first brake disc 51 and the second brake disc 52 to move synchronously closer to and away from each other.

[0074] It should be noted that the structure and principle of the brake caliper 53 driving the first brake disc 51 and the second brake disc 52 to move synchronously toward and away from each other are prior arts in the art and will not be elaborated herein.

[0075] Alternatively, if Figure 3 As shown, the linear transmission part, the differential transmission part, the first drive motor 1 and the second drive motor 2 can all be arranged on the side of the first brake disc 51 facing away from the second brake disc 52, and the nut 42 can abut against the first brake disc 51 to achieve opening and closing drive of the brake caliper assembly 5 by pushing the first brake disc 51.

[0076] Optionally, not shown in the figure, the linear transmission part, the differential transmission part, the first drive motor and the second drive motor can all be arranged on the side of the second brake disc facing away from the first brake disc, and the nut can abut against the second brake disc to achieve opening and closing drive of the brake caliper assembly by pushing the second brake disc.

[0077] like Figures 1 to 17 As shown, taking the example of the electronic mechanical brake provided by the present application shown in the figure as an example, the working state of the electronic mechanical brake is described in detail below: (1) Independent driving mode of the first driving motor 1: The power output direction is as follows: The first driving motor 1 → the first output gear 11 → the first speed-changing part 33 → the central gear 32 → the sun gear 311 → the planet gear 312 → the planet carrier 314 → the lead screw 41 → the nut 42 → the brake caliper assembly 5.

[0078] At this time, the second driving motor 2 is powered off and in a self-locking state, and the outer gear ring 313 is fixed.

[0079] (2) The independent driving mode of the second driving motor 2: The power output direction is as follows: The second driving motor 2 → the second output gear 21 → the second speed-changing part 34 → the outer gear ring 313 → the planet gear 312 → the planet carrier 314 → the lead screw 41 → the nut 42 → the brake caliper assembly 5.

[0080] At this time, the first driving motor 1 is powered off and in a self-locking state, and the sun gear 311 is fixed.

[0081] (3) The co-driving mode of the first driving motor 1 and the second driving motor 2: The power output direction is as follows: The first line: The first driving motor 1 → the first output gear 11 → the first speed-changing part 33 → the central gear 32 → the sun gear 311; The second line: The second driving motor 2 → the second output gear 21 → the second speed-changing part 34 → the outer gear ring 313; At the confluence of the end of the first line and the end of the second line: The sun gear 311 + the outer gear ring 313 → the planet gear 312 → the planet carrier 314 → the lead screw 41 → the nut 42 → the brake caliper assembly 5.

[0082] At this time, the planetary reduction mechanism is equivalent to simultaneously performing the functions of a reducer and a differential.

[0083] Based on the electro-mechanical brake provided by the above technical features, its advantages will be specifically elaborated below: 1. Both the first driving motor 1 and the second driving motor 2 are self-locking driving motors, realizing decoupling from each other and working without mutual influence; 2. Utilize the structure of the planetary reducer 31 to realize the functions of a reducer and a differential, so that the electro-mechanical brake can select different working modes according to different working conditions, and during the working process, the first driving motor 1 and the second driving motor 2 can avoid interfering with each other and realize decoupling; 3. Through reasonable design of the transmission ratio, faster response and higher load requirements can be achieved, that is, combining the fast response of the small transmission ratio of the first driving motor 1 and the high-load power output of the large transmission ratio of the second driving motor 2; 4. Through dual-motor closed-loop control, the control of the braking force increase rate can be realized; 5. The transmission of force is dispersed into two paths (the first path: the first driving motor 1 → the first output gear 11 → the first speed-changing part 33 → the central gear 32 → the sun gear 311 → the planet gear 312 → the planet carrier 314; the second path: the second driving motor 2 → the second output gear 21 → the second speed-changing part 34 → the outer gear ring 313 → the planet gear 312 → the planet carrier 314), the system working environment is better, and the anti-thermal load performance is good; 6. The dual-redundancy design of the first driving motor 1 and the second driving motor 2 enables the minimum braking force requirement to be still met even if one of the first driving motor 1 and the second driving motor 2 fails; 7. A differential mechanism is realized based on the planetary reducer 31, with a simple, compact structure, small volume, light weight, low cost, high service life, and good maintainability.

[0084] An embodiment of the second aspect of the present application further provides a vehicle, including the electromechanical brake described in any of the above embodiments. Therefore, it has all the beneficial technical effects of this electromechanical brake, which will not be elaborated here.

[0085] Optionally, the above vehicle may include one or more of the above electromechanical brakes.

[0086] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. An electromechanical brake, characterized in that, It includes a first driving motor, a second driving motor, a differential transmission assembly, a linear transmission assembly, and a brake caliper assembly; The differential transmission assembly includes a planetary reducer, and the planetary reducer includes a sun gear, a plurality of planetary gears, an outer gear ring, and a planet carrier. The plurality of planetary gears are rotatably arranged on the planet carrier, the plurality of planetary gears are respectively meshed with the sun gear, and the plurality of planetary gears are circumferentially evenly distributed along the sun gear. The outer gear ring has internal meshing teeth and external meshing teeth. The outer gear ring is sleeved outside the plurality of planetary gears, and the internal meshing teeth are respectively meshed with the plurality of planetary gears; The first driving motor includes a first output gear, and the first output gear is in transmission connection with the sun gear. The second driving motor includes a second output gear, and the second output gear is in transmission connection with the external meshing teeth; The planet carrier is in transmission connection with the brake caliper assembly via the linear transmission assembly.

2. The electromechanical brake according to claim 1, wherein The linear transmission assembly includes a lead screw and a nut that cooperate with each other, and the lead screw extends along the axis direction of the sun gear; The planet carrier is provided with a spline groove, and one end of the lead screw is in key connection with the spline groove; The nut is in transmission connection with the lead screw, and at least part of the nut abuts against the brake caliper assembly.

3. The electromechanical brake according to claim 2, wherein The lead screw and the spline groove are in clearance fit in the axis direction; And / or, the linear transmission assembly further includes balls, and the lead screw is in transmission connection with the nut via the balls.

4. The electromechanical brake according to claim 2, characterized in that, It further includes: A housing. One of the inner wall of the housing and the outer wall of the nut is provided with an anti-rotation slider, and the other of the inner wall of the housing and the outer wall of the nut is provided with an anti-rotation chute extending along the axis direction. The anti-rotation slider is slidably arranged in the anti-rotation chute; A thrust ball bearing is arranged between the lead screw and the housing to transmit the axial force of the lead screw and decouple the rotational movement; A force sensor is arranged between the thrust ball bearing and the housing to monitor the axial force applied by the linear transmission assembly to the brake caliper assembly.

5. The electromechanical brake according to claim 1, characterized in that, The differential transmission assembly further includes: A central gear coaxially arranged with the sun gear; A first speed-changing part, and the first output gear is meshed with the central gear via the first speed-changing part; A second speed-changing part, and the second output gear is meshed with the external meshing teeth via the second speed-changing part.

6. The electromechanical brake according to any one of claims 1 to 5, characterized in that, Both the first driving motor and the second driving motor are self-locking driving motors; The self-locking driving motor includes a motor body and a self-locking assembly. The motor body includes a motor housing and a rotary output shaft. The self-locking assembly includes a stop part, a magnetic floating ring, a rotary ring, a spring, and an electromagnetic coil; The stop part is fixed to the motor housing, the rotary ring is fixed to the rotary output shaft, the magnetic floating ring is arranged between the electromagnetic coil and the rotary ring, and the inner edge of the magnetic floating ring is in key connection with the stop part. The spring is pressed between the magnetic floating ring and the electromagnetic coil; When the electromagnetic coil is in the energized state, the magnetic floating ring can be adsorbed by the electromagnetic coil against the elastic force of the spring; A first anti-rotation tooth is provided on a side of the magnetic floating ring facing the rotating ring, and a second anti-rotation tooth that cooperates with the first anti-rotation tooth is provided on a side of the rotating ring facing the magnetic floating ring, so that when the magnetic floating ring and the rotating ring are in a butting state, the rotating ring can be stationary relative to the magnetic floating ring in the circumferential direction of the rotating output shaft.

7. The electromechanical brake according to claim 6, wherein the forward power output direction of the rotating output shaft is the first clockwise direction; the first anti-rotation tooth is a right triangular pyramid-shaped tooth formed by enclosing a radial limiting surface, an inclined guiding surface, and a vertical axial surface, wherein the radial limiting surface is located on the upstream side of the inclined guiding surface in the first clockwise direction.

8. The electromechanical brake according to any one of claims 1 to 5, characterized in that It further includes an electronic control unit, and the first driving motor and the second driving motor are respectively communicatively connected to the electronic control unit to respectively monitor output power parameters and output position parameters of the first driving motor and the second driving motor; and / or, the transmission ratio output by the first driving motor via the differential transmission assembly is greater than the transmission ratio output by the second driving motor via the differential transmission assembly.

9. The electromechanical brake according to any one of claims 1 to 5, characterized in that, The transmission ratio output by the first driving motor via the differential transmission assembly is C1, where 12 ≤ C1 ≤ 20, and the transmission ratio output by the second driving motor via the differential transmission assembly is C2, where 8 ≤ C2 ≤ 12; or, the transmission ratio output by the first driving motor via the differential transmission assembly is C1, 18 ≤ C1 ≤ 30, and the transmission ratio output by the second driving motor via the differential transmission assembly is C2, where 10 ≤ C2 ≤ 18.

10. A vehicle, characterized in that, It includes the electromechanical brake according to any one of claims 1 to 9.

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