Electronic mechanical brake, braking system and vehicle

Abstract

The invention discloses an electronic mechanical brake, a braking system and a vehicle. The electronic mechanical brake comprises an assembling shell, two motors, a speed reducing and torque increasing mechanism and a braking executing mechanism. The two motors are both arranged in the assembling shell. The speed reducing and torque increasing mechanism is arranged in the assembling shell and is in transmission connection with the output ends of the two motors. The brake executing mechanism is arranged in the assembling shell and is in transmission connection with the speed reducing and torque increasing mechanism so as to execute the brake action or the release action according to the transmission motion of the speed reducing and torque increasing mechanism. The two motors are both in transmission connection with one speed reduction and torque rise mechanism, so that power of the two motors is transmitted to the brake execution mechanism only through one speed reduction and torque rise mechanism, the brake execution mechanism is driven to execute the braking or releasing action, the speed reduction and torque rise mechanisms do not need to be independently arranged for the two motors, and the speed reduction and torque rise efficiency is improved. A coupling mechanism for coupling transmission motion of the two motors does not need to be additionally arranged, the structure of the electronic mechanical brake is effectively simplified, the number of parts is reduced, and the assembling difficulty is lowered.

Description

Technical Field

[0001] The present application relates to the field of vehicle braking technology, and in particular to an electronic mechanical brake, a braking system and a vehicle. Background Art

[0002] With the advancement of electrification and intelligent vehicles, brake-by-wire systems are gradually replacing traditional hydraulic braking systems due to their advantages, including fast response time, high control precision, easy integration of energy recovery, and the elimination of brake fluid (which is more environmentally friendly). As a key actuator in brake-by-wire systems, electromechanical brakes are directly responsible for converting electronic control signals into mechanical braking force. Their performance directly impacts the effectiveness, reliability, and safety of the braking system.

[0003] Existing electromechanical brakes typically use a motor drive combined with a torque-reduction mechanism (such as a gear reducer, ball screw, or screw-nut pair) to convert the motor's rotational motion into the linear clamping motion of the brake caliper. To meet the high thrust requirements of vehicle braking while ensuring redundant safety in the event of system failure, dual-motor drive solutions have become a research hotspot. This dual-motor design not only provides greater driving torque but also allows the system to provide partial or full braking force if one motor fails, improving fault tolerance.

[0004] However, existing dual-motor braking solutions often use two independent motors to drive their own reduction mechanisms, which are then combined through a complex coupling mechanism to output the two power paths to a thrust conversion mechanism. This multi-stage, multi-path power transmission structure results in large axial and radial dimensions for the brake, a large number of internal parts, and complex assembly. Summary of the Invention

[0005] The embodiments of the present application provide an electronic mechanical brake, a brake system, and a vehicle to improve the problems of existing electronic mechanical brakes that adopt a multi-stage, multi-path power transmission structure, resulting in large overall axial and radial dimensions, a large number of internal parts, and complex assembly.

[0006] In a first aspect, embodiments of the present application provide an electromechanical brake, a brake system, and a vehicle, including: Assemble the shell; Two motors, both disposed in the assembly housing; A speed reducing and torque increasing mechanism is provided in the assembly housing and is transmission-connected to the output ends of the two motors; The brake actuator is arranged in the assembly shell and is in transmission connection with the deceleration and torque-increasing mechanism to perform a braking action or a releasing action according to the transmission movement of the deceleration and torque-increasing mechanism.

[0007] In some embodiments of the present application, the deceleration and torque-increasing mechanism includes a deceleration component and a torque-increasing component. The deceleration component is transmission-connected to the output ends of the two motors and is arranged on the brake actuator. The torque-increasing component is arranged on the brake actuator and transmission-connected to the deceleration component, and is used to drive the brake actuator to perform a braking action or a release action.

[0008] In some embodiments of the present application, the reduction assembly includes two motor gears and a sun gear, the two motor gears are respectively mounted on the output ends of the two motors, the sun gear is arranged between the two motor gears and is meshed with both motor gears, and the sun gear is mounted on the brake actuator and is transmission-connected to the torque-increasing assembly.

[0009] In some embodiments of the present application, the sun gear includes a first gear portion and a second gear portion, the first gear portion and the second gear portion are coaxially connected and are both mounted on the brake actuator, the first gear portion is meshed with the two motor gears, and the second gear portion is transmission-connected to the torque-increasing assembly.

[0010] In some embodiments of the present application, the torque-increasing assembly includes a planetary carrier, a ring gear, and a plurality of planetary gears arranged in the assembly shell, the planetary carrier includes a frame body and a plurality of shaft bodies, the plurality of shaft bodies are spaced apart on one side of the frame body, the frame body is sleeved on the brake actuator and is transmission-connected to the brake actuator, the plurality of planetary gears are respectively rotatably sleeved on the plurality of shaft bodies, and the plurality of planetary gears are meshed around the second gear portion gears, the ring gear is fixed in the assembly shell and surrounds the plurality of planetary gears, and the inner side of the ring gear is meshed with the plurality of planetary gears.

[0011] In some embodiments of the present application, the assembly shell includes a shell and a middle cover, the shell is sealed to the middle cover, a mounting groove is provided in the middle cover, the torque increasing assembly is arranged in the middle cover, and the gear ring is interference fit with the middle cover.

[0012] In some embodiments of the present application, the brake actuator includes a screw and a nut. The screw is disposed in the assembly shell and is transmission-connected to the torque-increasing assembly. The nut is threadedly connected to the screw so that the nut can move along the axial direction of the screw.

[0013] In some embodiments of the present application, the brake actuator further includes a plug, which is interference-fitted with a side of the nut away from the torque increasing assembly.

[0014] In a second aspect, an embodiment of the present application provides a braking system, comprising a brake module and the electronic mechanical brake as described in the first aspect, wherein the brake module comprises a brake pad and a bracket, wherein the brake pad is arranged on the bracket and located on one side of the electronic mechanical brake.

[0015] In a third aspect, an embodiment of the present application provides a vehicle comprising the braking system as described in the second aspect.

[0016] As can be seen, the embodiment of the present application utilizes two motors connected to a deceleration and torque-increasing mechanism for transmission, so that the power of the two motors only needs to be transmitted to the brake actuator through the deceleration and torque-increasing mechanism, driving the brake actuator to perform braking or release actions. Compared with the prior art method of using two independent motors to drive their respective deceleration mechanisms, and then combining the two power paths through a complex coupling mechanism to output to a thrust conversion mechanism, the present application only needs to use a deceleration and torque-increasing mechanism to achieve power transmission between the two motors. There is no need to set up separate deceleration and torque-increasing mechanisms for the two motors, nor is there a need to add a coupling mechanism to couple the transmission motions of the two motors. This effectively simplifies the structure of the electronic mechanical brake, reduces the number of parts, and reduces the difficulty of assembly. In addition, due to the simplified structure and reduced number of parts, the present application can also reduce mechanical losses and potential failure points caused by transmission to a certain extent, thereby improving the reliability of the electronic mechanical brake. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0018] Figure 1 A schematic diagram of the explosion structure of a braking system provided in an embodiment of the present application; Figure 2 A cross-sectional schematic diagram of an electromechanical brake provided in an embodiment of the present application; Figure 3 A schematic structural diagram of a deceleration assembly in an electromechanical brake provided in an embodiment of the present application.

[0019] Description of reference numerals: 1. Assembly shell; 11. Housing; 12. Middle cover; 13. Upper cover; 131. First shaft sleeve; 14. First sealing ring; 15. Second sealing ring; 2. Motor; 3. Speed reduction and torque increase mechanism; 31. Speed reduction assembly; 311. Motor gear; 312. Sun gear; 3121. First gear part; 3122. Second gear part; 32. Torque increase assembly; 321. Planetary carrier; 3211. Frame; 3212. Shaft; 322. Ring gear; 323. Planetary gear; 4. Brake actuator; 41. Screw; 42. Nut; 43. Plug; 44. Second shaft sleeve; 45. Bearing; 46. Gasket; 5. Dust cover; 6. Brake module. DETAILED DESCRIPTION

[0020] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without making any creative efforts shall fall within the scope of protection of this application.

[0021] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or the number of the technical features indicated. Therefore, a feature specified as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically specified.

[0022] See Figure 1 An embodiment of the present application provides a braking system comprising a brake module 6 and an electromechanical brake. The brake module 6 comprises a brake pad and a bracket, wherein the brake pad is mounted on the bracket and located on one side of the electromechanical brake. When the electromechanical brake receives a brake signal, it can operate in accordance with the brake signal to drive the brake pad to tighten, thereby achieving braking. When the electromechanical brake receives a release signal, it can operate in accordance with the release signal to drive the brake pad to release, thereby canceling the braking action.

[0023] In some embodiments, see Figures 1 to 3 The electronic mechanical brake comprises an assembly housing 1, two motors 2, a deceleration and torque-increasing mechanism 3, and a brake actuator 4. Both motors 2 are housed within the assembly housing 1. The deceleration and torque-increasing mechanism 3 is housed within the assembly housing 1 and is in driving connection with the output terminals of both motors 2. The brake actuator 4 is housed within the assembly housing 1 and in driving connection with the deceleration and torque-increasing mechanism 3 to perform braking or release actions based on the transmission motion of the deceleration and torque-increasing mechanism 3.

[0024] The technical solution provided by the present application utilizes two motors 2 to be connected to a deceleration and torque-increasing mechanism 3 in a transmission manner, so that the power of the two motors 2 only needs to be transmitted to the brake actuator 4 through the deceleration and torque-increasing mechanism 3, driving the brake actuator 4 to perform braking or releasing actions. Compared with the prior art that uses two independent motors 2 to drive their respective deceleration mechanisms, and then combines the two powers through a complex coupling mechanism to output them to a thrust conversion mechanism, the present application only needs to use a deceleration and torque-increasing mechanism 3 to achieve power transmission of the two motors 2. There is no need to set up a deceleration and torque-increasing mechanism 3 for each of the two motors 2, nor is there a need to add a coupling mechanism to couple the transmission motions of the two motors 2. This effectively simplifies the structure of the electronic mechanical brake, reduces the number of components, and reduces the difficulty of assembly. In addition, due to the simplified structure and reduced number of components, the present application can also reduce the mechanical loss and potential failure points caused by transmission to a certain extent, thereby improving the reliability of the electronic mechanical brake.

[0025] In some embodiments, the deceleration and torque-increasing mechanism 3 includes a deceleration assembly 31 and a torque-increasing assembly 32. The deceleration assembly 31 is transmission-connected to the output ends of both motors 2 and is provided on the brake actuator 4. The torque-increasing assembly is provided on the brake actuator 4 and transmission-connected to the deceleration assembly 31, and is used to drive the brake actuator 4 to perform a braking action or a release action.

[0026] In this embodiment, the reduction assembly 31 is directly integrated into the brake actuator 4. Its input receives the output torques of both motors 2 simultaneously through symmetrically arranged transmission components, such as gears and couplings, achieving initial convergence and synchronization of the dual-path power. The input of the torque multiplier 32 is coaxially or parallelly connected to the output of the reduction assembly 31. Its output rigidly drives the core moving components of the brake actuator 4, such as the screw 41 and push rod, converting the resultant torque transmitted by the reduction assembly 31 into linear thrust or rotational displacement, directly controlling the clamping or release of the brake pads.

[0027] In this embodiment, the reduction assembly 31 is directly installed on the brake actuator 4, eliminating independent support structures and intermediate connecting components such as transition brackets and long drive shafts, thereby significantly reducing the radial space occupied. The two-stage transmission adopts a coaxial or near-axial layout, the power transmission path has no bends, and the axial length is compressed, which is particularly suitable for the narrow space of the wheel hub. In addition, the power of the dual motors 2 is directly input into the torque-increasing assembly 32 after being merged through the reduction assembly 31, eliminating the redundant transmission structure. Compared with the traditional dual-path independent reduction and re-coupling solution, it is beneficial to reduce mechanical losses. When a single motor 2 fails, the symmetrical transmission design of the reduction assembly 31 ensures that the torque is seamlessly switched to the healthy motor 2 path, and the braking response delay is less than 50ms. The technical solution provided by this embodiment overcomes the bloated volume and complex assembly problems of the multi-motor 2 braking structure while ensuring the redundant safety of the dual motors 2, providing a highly reliable and easy-to-deploy hardware foundation for the wire control braking system.

[0028] Further, see Figure 2 and Figure 3 , the reduction assembly 31 includes two motor gears 311 and a sun gear 312. The two motor gears 311 are respectively sleeved on the output ends of the two motors 2, the sun gear 312 is arranged between the two motor gears 311 and meshes with both motor gears 311, and the sun gear 312 is sleeved on the brake actuator 4 and is transmission-connected to the torque-increasing assembly 32. In this embodiment, the reduction assembly 31 adopts a compact meshing structure in which dual motor gears 311 drive a single sun gear 312. Exemplarily, the dual motor gears 311 are symmetrically meshed, and the two motor gears 311, such as helical gears with a module of 2.0, are rigidly fixed to the output shafts of the two motors 2 by interference fit or key connection, and the two gear axes are parallel and symmetrically distributed on both sides of the sun gear 312. The sun gear 312, for example a helical gear with a module of 2.0, is rotatably supported on the outer periphery of the brake actuator 4 through a bearing 45 or a sleeve, and its teeth are simultaneously bidirectionally meshed with the two motor gears 311 to form a stable three-point meshing layout. The output torque of the two motors 2 directly drives the sun gear 312 to rotate through the motor gear 311, and the sun gear 312 then coaxially transmits the resultant torque to the torque-increasing component 32.

[0029] In this embodiment, the three-point meshing arrangement of the dual motor gears 311 and the sun gear 312 reduces the radial dimensions of the input stage by over 40% (compared to the independent dual-path solution described in the prior art). The distance between the motor 2 axes can be compressed to 1.1 times the sum of the gear pitch diameters. Sun gear 312 is directly mounted on brake actuator 4, eliminating the need for independent support bearings 45 and a drive shaft, thus reducing axial space usage. The torque of the dual motors 2 is rigidly combined through the gear meshing, eliminating the elastic deformation losses associated with conventional flexible transmissions such as couplings and synchronous belts, thereby improving transmission efficiency. Sun gear 312, as an integrated torque hub, lacks active clutch components, thus reducing potential points of failure.

[0030] Furthermore, the sun gear 312 includes a first gear portion 3121 and a second gear portion 3122. The first gear portion 3121 and the second gear portion 3122 are coaxially connected and are both sleeved on the brake actuator 4. The first gear portion 3121 meshes with the two motor gears 311, and the second gear portion 3122 is transmission-connected to the torque-increasing assembly 32. The first gear portion 3121 and the second gear portion 3122 are coaxially fixedly connected by interference fit, laser welding, mold integration, or flange bolts to form an integrated sun gear 312 assembly. The rotation axes of the two are strictly aligned and there is no relative motion. The first gear portion 3121 is located at the input end of the sun gear 312. Its tooth profile parameters are optimized for the meshing characteristics of the dual motor gears 311, while maintaining full-width meshing with the two motor gears 311. The second gear portion 3122 is located at the output end of the sun gear 312. Its structure is customized according to the input interface of the torque-increasing assembly 32 to directly transmit the resultant torque.

[0031] In some embodiments, see Figures 1 to 3 The torque increasing assembly 32 includes a planetary carrier 321, a ring gear 322 and a plurality of planetary gears 323 arranged in the assembly shell 1. The planetary carrier 321 includes a frame body 3211 and a plurality of shaft bodies 3212. The plurality of shaft bodies 3212 are spaced apart on one side of the frame body 3211. The frame body 3211 is sleeved on the brake actuator 4 and is transmission-connected to the brake actuator 4. The plurality of planetary gears 323 are respectively rotatably sleeved on the plurality of shaft bodies 3212, and the plurality of planetary gears 323 are meshed around the second gear portion 3122. The ring gear 322 is fixed in the assembly shell 1 and surrounds the plurality of planetary gears 323. The inner side of the ring gear 322 is meshed with the plurality of planetary gears 323.

[0032] Specifically, the planet carrier 321 consists of a forged high-strength aluminum alloy frame 3211 (e.g., disc-shaped or cross-shaped) and multiple carbide shafts 3212 (e.g., surface-hardened stepped shafts). The shafts 3212 are vertically fixed to one side of the frame 3211 via interference fit or electron beam welding at equal angular intervals (e.g., 120° evenly spaced), forming a rigid support framework for the planetary gears. Multiple planetary gears 323 (e.g., gears with powder metallurgy oil-impregnated bearings 45) are rotatably mounted on their corresponding shafts 3212 via needle roller bearings 45 or sliding bushings. The gear tooth profiles are modified, and all planetary gears 323 radially surround the second gear portion 3122 of the sun gear 312 with equal pitch diameters, meshing with it across its full tooth width. The ring gear 322 is press-fitted into the assembly housing 1 with an interference fit, and its internal tooth surface synchronously meshes with all the planetary gears 323, forming a closed torque transmission loop. An internal spline or rectangular keyway is provided at the center of the frame 3211 , which is connected to the brake actuator 4 via a clearance fit key, thereby directly converting the orbital torque of the planetary gear 323 into the movement of the brake actuator 4 .

[0033] In some embodiments, see Figures 1 to 3 The assembly shell 1 includes a shell 11 and a middle cover 12. The shell 11 is sealed with the middle cover 12. A mounting groove is provided in the middle cover 12. The torque-increasing assembly 32 is disposed in the middle cover 12, and the gear ring 322 is interference-fitted with the middle cover 12. For example, the shell 11 (e.g., an ADC12 die-cast aluminum alloy base) and the middle cover 12 (e.g., a ductile iron precision casting) are statically sealed via a first sealing ring 14. The middle cover 12 and the shell 11 are also connected by a plurality of circumferentially distributed high-strength bolts (e.g., 10.9-grade M6 bolts) pre-tightened with a torque of 20 Nm to 25 Nm to form a closed cavity. The shell 11 can be a die-cast aluminum alloy base, the middle cover 12 can be a ductile iron precision casting, and the first sealing ring 14 can be an end-face O-ring made of fluororubber. The inner wall of the middle cover 12 is machined by CNC turning to form a stepped mounting groove, an annular positioning boss is provided at the bottom of the groove, and radial grease injection holes are provided in the groove wall. The ring gear 322 of the torque-increasing assembly 32 is pressed into the mounting groove of the middle cover 12 with an interference fit of 0.03mm to 0.05mm. The end face of the ring gear 322 abuts against the positioning boss to provide axial positioning. The interference fit is coated with molybdenum disulfide solid lubricant to reduce press-fit resistance. The middle cover 12 and the ring gear 322 have matching thermal expansion coefficients, ensuring an interference fit variation of less than 10% over operating temperatures from -40°C to 150°C.

[0034] In some embodiments, see Figures 1 to 3 The brake actuator 4 includes a screw 41 and a nut 42. The screw 41 is disposed in the assembly housing 1 and is in transmission connection with the torque increasing assembly 32. The nut 42 is threadedly connected to the screw 41 so that the nut 42 can move along the axial direction of the screw 41.

[0035] Exemplarily, the screw 41 forms a clearance fit and a transmission connection with the center hole of the planetary carrier 321 via a spline groove or rectangular key at its input end. A support platform is formed in the middle of the screw 41 to support it within the assembly housing 1, specifically in a support groove reserved in the housing 11. This allows the threaded portion of the screw 41 to extend axially while preventing the screw 41 from falling out of the housing 11. The nut 42 and the screw 41 form a precision thread pair. The screw 41 is confined within the assembly housing 1 and cannot move, only rotate. This allows the nut 42, which is mounted on the screw 41, to move only along the axis of the screw 41, converting rotational motion into linear motion. One end face of the nut 42 abuts the brake pad in the bracket module. When the screw 41 rotates, the nut 42 generates axial displacement, pushing the brake pad to clamp the brake disc and generate braking force. Of course, if the motor 2 rotates in the opposite direction, the nut 42 moves axially away from the brake pad to release the braking force.

[0036] Furthermore, the brake actuator 4 includes a plug 43, which has an interference fit with the side of the nut 42 facing away from the torque-increasing assembly 32. The plug 43 has a cylindrical base and is pressed into the countersunk hole at the rear of the nut 42 with an interference fit of 0.03mm to 0.05mm. The press-fit depth is set to 10mm. The mating surface is pre-coated with an anaerobic thread locker to enhance the bond strength. The end face of the plug 43 facing away from the torque-increasing assembly 32 is super-precision ground to serve as the direct thrust output surface against the brake pad. An M6 threaded blind hole is machined in the center of the end face for mounting a temperature sensor, and an annular oil reservoir is provided on the outer edge to accommodate grease.

[0037] In some embodiments, see Figures 1 to 3 The assembly shell 1 also includes an upper cover 13, which is arranged on the side of the middle cover 12 away from the shell 11, and a second sealing ring 15 is provided between the upper cover 13 and the middle cover 12 to improve the sealing effect of the upper cover 13 and the middle cover 12. The upper cover 13 is provided with a plurality of shaft sleeve grooves, and a first shaft sleeve 131 is provided in each shaft sleeve groove. In this embodiment, there are three first shaft sleeves 131, of which two first shaft sleeves 131 are respectively clearance-fitted with the output ends of the two motors 2, and the other first shaft sleeve 131 is clearance-fitted with the end of the screw 41 away from the plug 43. A second shaft sleeve 44 is also sleeved on the end of the screw 41 away from the plug 43, and the second shaft sleeve 44 is clearance-fitted with the screw 41. The second shaft sleeve 44 is located between the sun gear 312 and the screw 41, and the sun gear 312 and the second shaft sleeve 44 are also clearance-fitted. In addition, a bearing 45 and a gasket 46 are also provided on the screw 41. The bearing 45 and the gasket 46 are both located between the middle cover 12 and the support platform to ensure that the bearing 45 can connect the screw 41 while giving the screw 41 rotation, and prevent the screw 41 from moving in the axial direction. The gasket 46 is provided at both ends of the bearing 45 in the axial direction to protect the end faces of the bearing 45, the middle cover 12 and the support platform of the screw 41.

[0038] In some embodiments, a dust cover 5 is provided on the side of the housing 11 away from the upper cover 13. A clearance opening is defined on the side of the housing 11 away from the upper cover 13. This clearance opening is coaxial with the nut 42 and the screw 41, and its diameter is larger than the diameter of the nut 42, allowing the nut 42 to extend through the clearance opening to the outside of the housing 11, thereby allowing the nut 42 to drive the plug 43 into contact with the brake pad. The dust cover 5 covers the clearance opening and defines a through hole. The through hole is coaxial with the nut 42, and the inner wall of the through hole has a clearance fit with the nut 42. This provides dust protection while not affecting the movement of the nut 42.

[0039] To better understand the technical solution of this application, the working process of the electronic mechanical brake is described in detail below: See Figures 1 to 3 When the electronic control unit in the braking system receives the braking command, the two motors 2 start synchronously in the same direction, and the output shaft drives the sun gear 312 to rotate through the motor gear 311 that is fixed by interference fit; the sun gear 312 transmits the torque to the planetary gear 323, and the planetary gear 323 revolves around the sun gear 312 under the constraint of the fixed ring gear 322, driving the planetary carrier 321 to output the amplified torque; the planetary carrier 321 drives the screw 41 to rotate through the rectangular keyway, and the rotation of the screw 41 forces the nut 42 to move linearly along the axial direction toward the brake pad; the nut 42 pushes the plug 43 that is interference fit with it, and evenly presses the brake pad with the thrust end face with a flatness of 0.005mm, so that it clamps the brake disc to generate braking force.

[0040] See Figures 1 to 3 When the electronic control unit in the braking system receives the brake release signal, the dual motors 2 rotate synchronously in the opposite direction, the motor gear 311 drives the sun gear 312 to reverse, and the planetary gears 323 revolve in the opposite direction under the constraint of the ring gear 322, driving the planetary carrier 321 to drive the screw 41 to reverse with reverse torque; the rotation of the screw 41 forces the nut 42 to precisely retreat along the axial direction of the screw 41 and move linearly toward the inside of the assembly shell 1; the nut 42 drives the plug 43 and the thrust end face to disengage from the brake pad, and the brake pad is completely disengaged within 35ms under the action of the slight deflection of the brake disc and the return spring (not shown in the figure, stiffness 5N / mm); the clearance fit of the keyway of the planetary carrier 321 allows the screw 41 to continue to idle for 15° after the plug 43 is fully returned, ensuring zero residual release of the braking force.

[0041] The present application also provides a vehicle comprising the braking system described in any of the aforementioned embodiments. The vehicle can be a new energy vehicle, a fuel vehicle, a diesel vehicle, or the like, and the type of power source employed is not limited, as long as the vehicle utilizes a braking system with an electromechanical brake for braking. The beneficial effects of the vehicle and the specific structure of the braking system have been described in detail in the aforementioned embodiments of the braking system and are therefore not further elaborated here.

[0042] The basic concepts have been described above. It will be apparent to those skilled in the art that the detailed disclosure above is merely illustrative and does not limit the present application. Although not explicitly stated herein, those skilled in the art may make various modifications, improvements, and amendments to the present application. Such modifications, improvements, and amendments are suggested in the present application and remain within the spirit and scope of the exemplary embodiments of the present application.

[0043] At the same time, this application uses specific terms to describe the embodiments of this application. For example, "one embodiment," "an embodiment," and / or "some embodiments" refer to a certain feature, structure, or characteristic related to at least one embodiment of this application. Therefore, it should be emphasized and noted that "one embodiment," "an embodiment," or "an alternative embodiment" mentioned twice or multiple times in different locations in this specification does not necessarily refer to the same embodiment. In addition, certain features, structures, or characteristics in one or more embodiments of this application may be appropriately combined.

[0044] Similarly, it should be noted that, in order to simplify the description of this application and thus facilitate understanding of one or more embodiments of the application, the foregoing description of the embodiments of this application sometimes combines multiple features into a single embodiment, figure, or description thereof. However, this disclosure method does not mean that the subject matter of this application requires more features than those recited in the claims. In fact, the features of an embodiment may be fewer than all the features of the individual embodiments disclosed above.

[0045] Each patent, patent application, patent application publication, and other materials, such as articles, books, specifications, publications, and documents, cited in this application is hereby incorporated by reference in its entirety, except for any application history document that is inconsistent with or conflicts with this application, and excluding any document (currently or subsequently appended to this application) that limits the broadest scope of the claims of this application. It should be noted that if the descriptions, definitions, and / or terminology used in the accompanying materials are inconsistent or conflicting with this application, the descriptions, definitions, and / or terminology used in this application will control.

[0046] The above are merely preferred embodiments of the present application and are not intended to limit the present application. Those skilled in the art will readily appreciate that various modifications and variations are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

Claims

1. An electromechanical brake, characterized in that: include: Assemble the shell; Two motors, both disposed in the assembly housing; A speed reducing and torque increasing mechanism is provided in the assembly housing and is transmission-connected to the output ends of the two motors; The brake actuator is arranged in the assembly shell and is in transmission connection with the deceleration and torque-increasing mechanism to perform a braking action or a releasing action according to the transmission movement of the deceleration and torque-increasing mechanism.

2. The electromechanical brake according to claim 1, wherein: The deceleration and torque-increasing mechanism includes a deceleration component and a torque-increasing component. The deceleration component is transmission-connected to the output ends of the two motors and is arranged on the brake actuator. The torque-increasing component is arranged on the brake actuator and transmission-connected to the deceleration component, and is used to drive the brake actuator to perform braking or releasing actions.

3. The electromechanical brake according to claim 2, wherein: The reduction assembly includes two motor gears and a sun gear. The two motor gears are respectively sleeved on the output ends of the two motors. The sun gear is arranged between the two motor gears and meshes with both motor gears. The sun gear is sleeved on the brake actuator and is transmission-connected to the torque-increasing assembly.

4. The electromechanical brake according to claim 3, characterized in that The sun gear includes a first gear portion and a second gear portion, the first gear portion and the second gear portion are coaxially connected and are both sleeved on the brake actuator, the first gear portion is engaged with the two motor gears, and the second gear portion is transmission-connected to the torque-increasing assembly.

5. The electromechanical brake according to claim 4, characterized in that The torque increasing assembly includes a planetary carrier, a ring gear and a plurality of planetary gears arranged in the assembly shell. The planetary carrier includes a frame body and a plurality of shaft bodies. The plurality of shaft bodies are spaced apart on one side of the frame body. The frame body is sleeved on the brake actuator and is transmission-connected to the brake actuator. The plurality of planetary gears are respectively rotatably sleeved on the plurality of shaft bodies, and the plurality of planetary gears are meshed around the second gear part gears. The ring gear is fixed in the assembly shell and surrounds the plurality of planetary gears. The inner side of the ring gear is meshed with the plurality of planetary gears.

6. The electromechanical brake according to claim 5, characterized in that The assembly shell includes a shell and a middle cover, the shell is sealed with the middle cover, a mounting groove is provided in the middle cover, the torque increasing assembly is arranged in the middle cover, and the gear ring is interference fit with the middle cover.

7. The electromechanical brake according to claim 1, wherein: The brake actuator includes a screw and a nut. The screw is disposed in the assembly housing and is transmission-connected to the torque-increasing assembly. The nut is threadedly connected to the screw so that the nut can move along the axial direction of the screw.

8. The electromechanical brake according to claim 7, characterized in that The brake actuator further includes a plug, which is interference-fitted with a side of the nut away from the torque-increasing assembly.

9. A braking system, characterized in that: The invention comprises a brake module and the electromechanical brake according to any one of claims 1 to 8, wherein the brake module comprises a brake pad and a bracket, and the brake pad is arranged on the bracket and located on one side of the electromechanical brake.

10. A vehicle, characterized in that: Comprising the braking system of claim 9.

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