Motorcycle electric control braking mechanism and motorcycle

Abstract

According to the motorcycle electric control braking mechanism, a caliper main body is installed on a wheel axle, the caliper main body can move in the direction parallel to the axis of the wheel axle, and the caliper main body comprises a first cavity used for containing a brake disc and a piston cavity; a movable piston is mounted in the piston cavity; the two brake blocks are arranged in the first cavity and used for clamping a brake disc, one of the two brake blocks can move along with the caliper body, the other brake block abuts against the piston, and a gap used for clamping the brake disc is reserved between the two brake blocks; the driving motor is installed on the caliper body and connected with the piston through the driving force amplification connecting rod assembly, and the driving force amplification connecting rod assembly is used for amplifying power output by the driving motor and transmitting the power to the piston. By means of the arrangement, the remarkable advantages of efficient braking and safe braking are achieved, the overall structure is more compact, and meanwhile the requirement for the performance of the driving motor is lowered.

Description

Technical Field

[0001] The present invention relates to the technical field of motorcycle braking, in particular to an electric control braking mechanism for a motorcycle and a motorcycle. Background Art

[0002] The motorcycle's electronic-mechanical brake (EMB) system is based on a motor-driven brake actuator. The electronic control unit (ECU) calculates braking force in real time based on sensor signals and controls motor output torque, achieving millisecond-level "dry" braking. Compared to traditional hydraulic brake systems, its response speed is improved by 30%-50%. By eliminating the hydraulic pump, piping, and brake fluid, it achieves a 20% weight reduction. It supports deep integration with autonomous driving systems and, combined with energy recovery technology, can increase brake energy recovery efficiency to over 70%. Despite facing challenges such as high cost, stringent reliability requirements, and user acceptance, technological advances are reducing costs and improving stability through redundant design and energy management optimization, aiming for wider application in high-end and electric motorcycles in the future.

[0003] Therefore, how to provide an electronically controlled braking mechanism for a motorcycle with a compact structure and excellent braking effect is a technical problem that those skilled in the art currently need to solve. Summary of the Invention

[0004] The purpose of the present invention is to provide an electronically controlled braking mechanism for a motorcycle with the characteristics of fast response speed, simplified structure, high synchronization, etc., so as to improve driving safety and comfort.

[0005] To achieve the above objectives, the present invention provides the following technical solutions:

[0006] An electronically controlled braking mechanism for a motorcycle, comprising:

[0007] A caliper body is mounted to the wheel axle via a mounting bracket and is movable in a direction parallel to the wheel axle axis. The caliper body includes a first cavity for accommodating the brake disc and a piston cavity. A piston is mounted in the piston cavity and is movable in a direction parallel to the wheel axle axis.

[0008] Two brake pads are disposed in the first cavity and are used to clamp the brake disc. One of the two brake pads can move with the caliper body, and the other abuts the piston. A gap is reserved between the two brake pads for clamping the brake disc.

[0009] The drive motor is installed on the caliper body through the motor mounting seat. The drive motor is connected to the piston through the drive force amplification connecting rod assembly. The drive force amplification connecting rod assembly is used to amplify the power output by the drive motor and transmit it to the piston.

[0010] Preferably, the driving force amplifying connecting rod assembly includes: a first connecting rod and a second connecting rod; one end of the first connecting rod is hinged to the piston through a rotating pin, and the other end is hinged to one end of the second connecting rod, and the end of the second connecting rod facing away from the first connecting rod is connected to the driving motor, and the driving motor can drive the first connection and the second connection to extend or fold to drive the movement of the piston.

[0011] Preferably, the drive motor is a screw motor, the output shaft of the drive motor is a ball screw, and the axis of the ball screw is perpendicular to the axis of the wheel shaft. The ball screw sleeve is provided with a screw nut that cooperates with it, and the screw nut is fixedly connected to the end of the second connecting rod away from the first connecting rod.

[0012] Preferably, the driving force amplifying connecting rod assembly includes two symmetrically arranged groups of first connecting rods, second connecting rods and screw nuts, and the ball screw is located between the two screw nuts and a limit block is provided to limit the stroke of the piston.

[0013] Preferably, a protective cover provided with a second cavity is further included, the protective cover is provided on the outer periphery of the driving force amplification connecting rod assembly, the ball screw and the screw nut, and is detachably mounted on the caliper body.

[0014] Preferably, the inner wall of the second cavity facing away from the piston is provided with a limiting groove extending along the axial direction of the ball screw, and the screw nut is provided with a limiting protrusion cooperating with the limiting groove, and the limiting protrusion is movably engaged in the limiting groove to limit the stroke of the screw nut.

[0015] Preferably, the piston is rotationally connected to the first connecting rod via a pressure sensor. The pressure sensor is mounted on the end of the piston away from the brake pad. The pressure sensor is used to detect the pressure applied by the first connecting rod to the piston.

[0016] Preferably, a bushing is installed between the mounting bracket and the wheel axle;

[0017] The caliper body is movably connected to the mounting bracket through a floating pin, and the mounting bracket is provided with a pin hole for mounting the floating pin.

[0018] Preferably, an elastic pad is laid on the inner wall of the second cavity to prevent the first connecting rod and the second connecting rod from colliding with the protective cover.

[0019] The present application also provides a motorcycle, comprising the above-mentioned motorcycle electronically controlled braking mechanism.

[0020] Compared with the above-mentioned background technology, the present invention provides an electric control braking mechanism for a motorcycle, comprising: a caliper body, a mounting bracket, two brake pads, a drive motor and a driving force amplification connecting rod assembly; the caliper body is mounted to the wheel axle through the mounting bracket, and the caliper body can move in a direction parallel to the axis of the wheel axle, the caliper body comprises a first cavity for accommodating a brake disc and a piston cavity, a piston is installed in the piston cavity, and the piston can move in a direction parallel to the axis of the wheel axle; the two brake pads are arranged in the first cavity, and the two brake pads are used to clamp the brake disc, one of the two brake pads can move with the caliper body, and the other abuts against the piston, and a gap is reserved between the two brake pads for clamping the brake disc; the drive motor is mounted on the caliper body through a motor mounting seat, and the drive motor is connected to the piston through a driving force amplification connecting rod assembly, and the driving force amplification connecting rod assembly is used to amplify the power output by the drive motor and transmit it to the piston.

[0021] Specifically, the motorcycle's electronically controlled braking mechanism is installed at the wheel axle of the rear wheel, wherein the caliper body can move axially along the wheel axle on the mounting bracket, and the mounting bracket is installed at the wheel axle; two brake pads are arranged in the first cavity of the caliper body, and the two brake pads are located exactly on both sides of the brake disc, with a gap left therebetween; the brake pad located on the inner side of the brake disc, that is, the caliper finger side brake pad, can move with the caliper body, and the other brake pad is installed at the end of the piston, that is, the piston side brake pad, and the action of the piston can drive the piston side brake pad to the left close to the brake disc, or relax the pressure on the piston side brake pad, so that it automatically throws off when the brake disc rotates; the piston is installed in the piston cavity of the caliper body, and the piston cavity is located on the outside of the caliper body, and the piston installed inside it can move along the same cavity as the caliper body. The caliper body moves in a direction parallel to the axis of the wheel axle; a drive motor is installed on the outside of the caliper body, and the drive motor can drive the piston to move inward or outward along the direction parallel to the axis of the wheel axle through the drive force amplification connecting rod assembly; when the electronically controlled braking mechanism receives the braking signal, the drive motor starts and controls the piston to move toward the direction close to the brake disc until the brake pad abutting it abuts the brake disc, at which time the caliper body will be subjected to a reaction force and move as a whole along the axis of the wheel axle in the direction away from the movement of the piston, which will drive the other brake pad to approach the brake disc as well, so that the two brake pads can clamp the brake disc at the same time, thereby achieving the purpose of braking; with such a setting, the braking process can be made more efficient and rapid by the drive motor, and the motor power can be reduced by the drive force amplification connecting rod assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0023] Figure 1 A schematic structural diagram of an electronically controlled braking mechanism for a motorcycle provided by an embodiment of the present invention;

[0024] Figure 2 A schematic diagram of the structure of the motorcycle's electronically controlled braking mechanism without the protective cover provided by an embodiment of the present invention;

[0025] Figure 3 for Figure 1 sectional view of

[0026] Figure 4 A schematic diagram of the structure of the installed state of the electronically controlled braking mechanism of a motorcycle provided by an embodiment of the present invention;

[0027] Figure 5 This is a schematic structural diagram of a motorcycle provided by an embodiment of the present invention.

[0028] in:

[0029] 01-motorcycle electronically controlled braking mechanism, 02-wheel axle, 03-brake disc;

[0030] 100 - caliper body, 110 - first cavity, 120 - piston cavity, 121 - piston, 130 - bushing;

[0031] 200-mounting bracket, 210-floating pin;

[0032] 300-brake pads;

[0033] 400-drive motor, 410-motor mounting seat, 420-ball screw, 421-limit block, 430-screw nut;

[0034] 500 - driving force amplifying connecting rod assembly, 510 - first connecting rod, 520 - rotating pin, 530 - second connecting rod;

[0035] 600-protective cover, 610-second cavity, 620-limiting groove;

[0036] 700-Pressure sensor. DETAILED DESCRIPTION

[0037] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0038] In order to enable those skilled in the art to better understand the solutions of the present invention, the present invention is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0039] In the description of the present invention, it should be understood that the terms "up", "down", "front", "back", "left" and "right" indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the positions or elements referred to must have a specific direction, be constructed and operate in a specific direction. Therefore, they should not be understood as limitations of the present invention.

[0040] The purpose of the present invention is to provide an electronically controlled braking mechanism for a motorcycle with the characteristics of fast response speed, simplified structure, high synchronization, etc., so as to improve driving safety and comfort.

[0041] To achieve the above objectives, the present invention provides the following technical solutions:

[0042] See also Figures 1 to 5 The present embodiment provides an electric control braking mechanism 01 for a motorcycle, comprising: a caliper body 100, a mounting bracket 200, two brake pads 300, a drive motor 400, and a drive force amplification connecting rod assembly 500; the caliper body 100 is mounted to the wheel shaft 02 via the mounting bracket 200, and the caliper body 100 is capable of moving in a direction parallel to the axis of the wheel shaft 02, the caliper body 100 comprises a first cavity 110 for accommodating the brake disc 03 and a piston cavity 120, a piston 121 is mounted in the piston cavity 120, and the piston 121 is capable of moving in a direction parallel to the axis of the wheel shaft 02. Movement; the two brake blocks 300 are arranged in the first cavity 110, and the two brake blocks 300 are used to clamp the brake disc 03, one of the two brake blocks 300 can move with the caliper body 100, and the other is in contact with the piston 121, and a gap is reserved between the two brake blocks 300 for clamping the brake disc 03; the drive motor 400 is installed on the caliper body 100 through the motor mounting seat 410, and the drive motor 400 is connected to the piston 121 through the driving force amplification connecting rod assembly 500, and the driving force amplification connecting rod assembly 500 is used to amplify the power output by the drive motor 400 and transmit it to the piston 121.

[0043] Specifically, the motorcycle electric control brake mechanism 01 is installed on the wheel shaft 02 of the rear wheel, wherein the caliper body 100 can move on the mounting bracket 200 along the direction parallel to the axis of the wheel shaft 02, and the mounting bracket 200 is installed on the wheel shaft 02; two brake blocks 300 are arranged in the first cavity 110 of the caliper body 100, and the two brake blocks 300 are exactly located on both sides of the brake disc 03 and leave a gap therebetween; the brake block 300 located on the inner side of the brake disc 03 of the two brake blocks 300 , that is, the caliper side brake pad 300, can move with the caliper body 100, and the other brake pad 300 is installed at the end of the piston 121, that is, the piston 121 side brake pad 300. The movement of the piston 121 can drive the piston side brake pad 300 to the left close to the brake disc, or relax the pressure on the piston side brake pad 300, so that it is automatically thrown away when the brake disc rotates; the piston 121 is installed in the piston cavity 120 of the caliper body 100, and the piston cavity 120 is located on the outside of the caliper body 100. The piston 121 installed inside it can move in a direction parallel to the axis of the wheel shaft 02; a drive motor 400 is installed on the outside of the caliper body 100, and the drive motor 400 can drive the piston 121 to move inward or outward in a direction parallel to the axis of the wheel shaft 02 through the driving force amplification connecting rod assembly 500; when the electronically controlled braking mechanism receives a braking signal, the drive motor 400 is started and controls the piston 121 to move toward the direction close to the brake disc 03 until the brake pad 300 connected thereto abuts against the brake disc 03. At this time, the caliper body 100 will be subjected to a reaction force and move as a whole along the axis of the wheel shaft 02 in a direction away from the movement of the piston 121, thereby driving the other brake pad 300 to also approach the brake disc 03, so that the two brake pads 300 can clamp the brake disc 03 at the same time, thereby achieving the purpose of braking; such a configuration can make the braking process more efficient and rapid through the drive motor 400, and the motor power can be reduced through the driving force amplification connecting rod assembly 500.

[0044] In one embodiment, the driving force amplifying connecting rod assembly 500 includes: a first connecting rod 510 and a second connecting rod 530; one end of the first connecting rod 510 is hinged to the piston 121 through a rotating pin 520, and the other end is hinged to one end of the second connecting rod 530, and the end of the second connecting rod 530 facing away from the first connecting rod 510 is connected to the driving motor 400, and the driving motor 400 can drive the first connecting rod 510 and the second connecting rod 530 to extend or fold to drive the movement of the piston 121.

[0045] Specifically, the first connecting rod 510 and the second connecting rod 530 are rotatably connected by a rotating pin 520, wherein the end of the first connecting rod 510 facing away from the second connecting rod 530 is also connected to the outer end of the piston 121 by the rotating pin 520; in this way, when the second connected end moves, the first connecting rod 510 and the second connecting rod 530 will continue to extend and act on the piston 121, so that the piston 121 can compress the gap between the brake block 300 and the brake disc 03, thereby making the two fit tightly to complete the braking; in this process, the driving force amplification connecting rod assembly 500 is activated and starts to extend, which effectively amplifies the torque output by the drive motor 400 through the mechanical transmission principle, so that even when the power of the drive motor 400 is relatively limited, sufficient braking force can be generated, thereby significantly reducing the high requirements for motor performance, saving costs, and improving the reliability and durability of the system.

[0046] Preferably, the drive motor 400 is specifically a screw motor, the output shaft of the drive motor 400 is a ball screw 420, and the axis of the ball screw is perpendicular to the axis of the wheel shaft 02. The ball screw sleeve is provided with a screw nut 430 that cooperates with it, and the screw nut 430 is fixedly connected to the end of the second connecting rod 530 away from the first connecting rod 510.

[0047] Specific as Figures 1 to 3 As shown, the drive motor 400 in this embodiment is preferably a stepper screw motor, which has the characteristics of high rotation accuracy and fast response speed. In this way, after the drive motor 400 receives the braking signal from the electronic control unit, it can start to rotate quickly and accurately, so that stable braking can be performed; wherein, the output shaft of the drive motor 400 is specifically a ball screw, and after the drive motor 400 is installed, its output shaft will be perpendicular to the axial direction of the wheel shaft 02, so that when the drive motor 400 rotates, the screw nut 430 mounted on the ball screw will drive the second connecting rod 530 to move up and down away from the end of the first connecting rod 510, thereby realizing the extension or retraction of the first connecting rod 510 and the second connecting rod 530.

[0048] Furthermore, the driving force amplifying connecting rod assembly 500 includes two symmetrically arranged groups of first connecting rods 510 , second connecting rods 530 and screw nuts 430 , and the ball screw is located between the two screw nuts 430 and a limit block 421 is provided to limit the stroke of the piston 121 .

[0049] It should be noted that, in this embodiment, in order to increase the stability when applying force to the piston 121, that is, to be able to more stably transmit the force output by the drive motor 400 to the piston 121, the driving force amplification connecting rod assembly 500 is provided with two sets of first connecting rods 510 and second connecting rods 530, and two corresponding screw nuts 430 are also provided. In addition, the two sets of first connecting rods 510 and second connecting rods 530 are symmetrically arranged about the axis of the wheel shaft 02. This can prevent the first connecting rod 510 and the second connecting rod 530 from causing brake failure due to accidents. In other words, when one set of connecting rod assemblies has an accident, the other set can also successfully complete the driving of the piston 121. Furthermore, the front end portion of the ball screw is of a bidirectional design, that is, the threads at both ends of the screw have opposite rotation directions, and a ball nut is installed at each end. This arrangement can achieve that when the ball screw rotates, the screw nut 430 can be driven to move in opposite directions at the same time, that is, when the ball screw rotates, it will drive the two ball nuts to slide in the direction of approaching or moving away from each other; it should be noted that a limit block 421 is provided at the junction of the threads with opposite rotation directions. On the one hand, the limit block 421 can prevent the two ball nuts from colliding, and on the other hand, it can also prevent the two screw nuts 430 from moving, that is, the screw nut 430 on one side moves to the part of the ball screw with the opposite rotation direction.

[0050] Preferably, a protective cover 600 having a second cavity 610 is further included. The protective cover 600 covers the outer periphery of the driving force amplifying connecting rod assembly 500, the ball screw and the screw nut 430, and is detachably mounted on the mounting bracket 200 by screws.

[0051] In this embodiment, in order to protect the driving force amplification connecting rod assembly 500 and related parts and prevent them from being interfered with by the outside world and failing to perform their due working effects, a protective cover 600 is provided on its outer cover, and a second cavity 610 is provided inside the protective cover 600. The protective cover 600 can be detachably mounted on the mounting bracket 200 by screws.

[0052] Preferably, the inner wall of the second cavity 610 facing away from the piston 121 is provided with a limiting groove 620 extending axially along the ball screw, and the screw nut 430 is provided with a limiting protrusion cooperating with the limiting groove 620, and the limiting protrusion is movably engaged in the limiting groove 620 to limit the stroke of the screw nut 430.

[0053] Specific as Figure 3As shown, a limiting groove 620 is provided on the protective cover 600, that is, the inner wall of the second cavity 610 is away from the piston 121, and the corresponding screw nut 430 is provided with a fiber protrusion that cooperates therewith, as well as a limiting block 421 on the ball screw. The three cooperate with each other to effectively prevent the drive motor 400 movement error caused by algorithm errors or other factors, and are used to limit the moving range of the screw nut 430, play a role in mechanical limiting protection, and also limit the piston 121 from being subjected to other radial forces, avoiding risks caused by motor operation errors during high-speed driving.

[0054] In this embodiment, the piston 121 is rotatably connected to the first connecting rod 510 through a pressure sensor 700. The pressure sensor 700 is installed on the end of the piston 121 away from the brake pad 300 through a screw. The pressure sensor 700 is used to detect the pressure applied by the first connecting rod 510 to the piston 121.

[0055] Furthermore, in order to be able to quickly and accurately adjust the braking force, a pressure sensor 700 is also provided between the first connecting rod 510 and the piston 121 in this embodiment. Specifically, one side of the pressure sensor 700 is fixedly connected to the piston 121 by a screw, and the other side is hinged to the first connecting rod 510 by a rotating pin 520; with such a configuration, the pressure sensor 700 will continuously collect the extrusion force data generated by the piston 121 and the sliding push rod first connecting rod 510, that is, it can monitor the braking pressure in real time, and feed the data back to the electronic control unit, combined with the motor current feedback information, and the electronic control unit adjusts the working state of the drive motor 400 to adjust the braking force on the brake disc 03, so as to improve the accuracy of the brake pressure measurement, so that the motorcycle can be braked stably to achieve the best braking effect.

[0056] Preferably, a bushing 130 is installed between the mounting bracket 200 and the wheel axle 02 ; the caliper body 100 is movably connected to the mounting bracket 200 via a floating pin 210 , and the mounting bracket 200 is provided with a pin hole for installing the floating pin 210 .

[0057] In this embodiment, in order to be able to more stably install the motorcycle electronic control braking mechanism 01, a bushing 130 is arranged between the mounting bracket 200 and the wheel shaft 02. The setting of the bushing 130 can make the mounting bracket 200 less likely to cause the motorcycle electronic control braking mechanism 01 and the motorcycle body structure to move relative to each other due to vibration, thereby ensuring that the position of the caliper body 100 remains unchanged, and preventing the brake pad 300 from rubbing against the brake disc 03 due to the movement of the caliper body 100.

[0058] In addition, pin holes are provided at the front and rear ends of the caliper body 100, and a floating pin 210 can be passed through the pin hole. The floating pin 210 is installed on the mounting bracket 200. It should be noted that the sleeve can move along the floating pin 210, so that the caliper body 100 can be moved, and then the brake disc 03 can be braked.

[0059] Preferably, an elastic pad is laid on the inner wall of the second cavity 610 to prevent the first connecting rod 510 and the second connecting rod 530 from colliding with the protective cover 600.

[0060] It can be understood that the first connecting rod 510 and the second connecting rod 530 are likely to collide with the inner wall of the second cavity 610 when extending or retracting. In order to prevent the connecting rod from being deformed due to the conflict between the two, an elastic pad made of elastic material can be set on the inner wall of the second cavity 610 to provide a buffer for the connecting rod.

[0061] In summary, the present application provides an electric control braking mechanism 01 for a motorcycle, which is mounted on the wheel axle 02 of the motorcycle; when the driver triggers the braking operation according to the road conditions or driving needs, the electronic control unit first receives the braking signal, and then the drive motor 400 responds quickly and starts to rotate. In this process, the driving force amplification connecting rod assembly 500 is activated and begins to extend. It effectively amplifies the torque output by the motor through the principle of mechanical transmission, so that even when the motor power is relatively limited, it can generate sufficient braking force, thereby significantly reducing the high requirements for motor performance, saving costs, and improving the reliability and durability of the system; as the driving force amplification connecting rod assembly 500 continues to extend, it directly acts on the piston 121, pushing the piston 121 forward; the movement of the piston 121 further compresses the gap between the brake pad 300 and the disc brake disc, so that the brake pad 300 fits tightly on the disc brake disc, generating a strong braking force through the action of friction. The braking force causes the motorcycle to slow down smoothly and quickly until it stops, effectively ensuring driving safety. When the driver releases the brakes, the electronic control unit receives the corresponding command, and the drive motor 400 immediately reverses. At this time, the ball screw nut 430 connected to the drive motor 400 begins to move in the opposite direction under the drive of the motor. This action causes the connecting rod mechanism to fold and contract. As the connecting rod mechanism folds, its thrust on the piston 121 gradually decreases until it disappears. The piston 121 retreats under the action of internal pressure, and the brake pad 300 then loosens its close contact with the disc brake, thereby releasing the braking force and allowing the motorcycle to resume free travel. This arrangement not only brings the significant advantages of efficient and safe braking, but also makes the overall structure more compact and reduces the performance requirements of the drive motor 400.

[0062] The present application also provides a motorcycle, comprising the above-mentioned motorcycle electric control braking mechanism 01; therefore, the motorcycle has the beneficial effects of the above-mentioned motorcycle electric control braking mechanism 01.

[0063] It should be noted that, in this specification, relational terms such as first and second are merely used to distinguish one entity from other entities, but do not necessarily require or imply any actual relationship or order between these entities.

[0064] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0065] The embodiments provided by the present invention are described in detail above. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only intended to help understand the method and core concept of the present invention. It should be noted that for those skilled in the art, without departing from the principles of the present invention, several improvements and modifications can be made to the present invention, and these improvements and modifications also fall within the scope of protection of the present invention.

Claims

1. An electronically controlled braking mechanism (01) for a motorcycle, characterized in that: include: A caliper body (100) is mounted to a wheel axle (02) via a mounting bracket (200), and the caliper body (100) is movable in a direction parallel to the axis of the wheel axle (02), the caliper body (100) comprising a first cavity (110) for accommodating a brake disc (03) and a piston cavity (120), a piston (121) being mounted in the piston cavity (120), and the piston (121) being movable in a direction parallel to the axis of the wheel axle (02); Two brake blocks (300) are arranged in the first cavity (110), and the two brake blocks (300) are used to clamp the brake disc (03), one of the two brake blocks (300) can move with the caliper body (100), and the other abuts against the piston (121), and a gap is reserved between the two brake blocks (300) for clamping the brake disc (03); A drive motor (400) is mounted on the caliper body (100) via a motor mounting seat (410). The drive motor (400) is connected to the piston (121) via a drive force amplifying connecting rod assembly (500). The drive force amplifying connecting rod assembly (500) is used to amplify the power output by the drive motor (400) and transmit it to the piston (121).

2. The motorcycle electronically controlled braking mechanism (01) according to claim 1, characterized in that: The driving force amplifying connecting rod assembly (500) comprises: a first connecting rod (510) and a second connecting rod (530); one end of the first connecting rod (510) is hinged to the piston (121) via a rotating pin (520), and the other end is hinged to one end of the second connecting rod (530); the end of the second connecting rod (530) facing away from the first connecting rod (510) is connected to the driving motor (400), and the driving motor (400) can drive the first connection and the second connection to extend or fold, so as to drive the movement of the piston (121).

3. The motorcycle electronically controlled braking mechanism (01) according to claim 2, characterized in that: The drive motor (400) is specifically a screw motor, the output shaft of the drive motor (400) is a ball screw (420), and the axis of the ball screw is perpendicular to the axis of the wheel shaft (02), the ball screw sleeve is provided with a screw nut (430) matched therewith, and the screw nut (430) is fixedly connected to the end of the second connecting rod (530) away from the first connecting rod (510).

4. The motorcycle electronically controlled braking mechanism (01) according to claim 3, characterized in that: The driving force amplifying connecting rod assembly (500) comprises two symmetrically arranged groups of the first connecting rod (510), the second connecting rod (530) and the screw nut (430), and the ball screw is located between the two screw nuts (430) and a limit block (421) is provided to limit the stroke of the piston (121).

5. The motorcycle electronically controlled braking mechanism (01) according to claim 4, characterized in that: The invention also includes a protective cover (600) provided with a second cavity (610), wherein the protective cover (600) is provided on the periphery of the driving force amplifying connecting rod assembly (500), the ball screw and the screw nut (430), and is detachably mounted on the caliper body (100).

6. The motorcycle electronically controlled braking mechanism (01) according to claim 5, characterized in that: The inner wall of the second cavity (610) facing away from the piston (121) is provided with a limiting groove (620) extending along the axial direction of the ball screw, and the screw nut (430) is provided with a limiting protrusion cooperating with the limiting groove (620), and the limiting protrusion is movably engaged in the limiting groove (620) to limit the shape range of the screw nut (430).

7. The motorcycle electronically controlled braking mechanism (01) according to claim 2, characterized in that: The piston (121) is rotatably connected to the first connecting rod (510) via a pressure sensor (700). The pressure sensor (700) is installed at the end of the piston (121) facing away from the brake block (300). The pressure sensor (700) is used to detect the pressure applied by the first connecting rod (510) to the piston (121).

8. The motorcycle electronically controlled braking mechanism (01) according to claim 1, characterized in that: A bushing (130) is installed between the mounting bracket (200) and the wheel axle (02); The caliper body (100) is movably connected to the mounting bracket (200) via a floating pin (210), and the mounting bracket (200) is provided with a pin hole for mounting the floating pin (210).

9. The electronically controlled braking mechanism (01) for a motorcycle according to claim 5, characterized in that: An elastic pad is laid on the inner wall of the second cavity (610), and the elastic pad is used to prevent the first connecting rod (510) and the second connecting rod (530) from colliding with the protective cover (600).

10. A motorcycle, characterized in that: It comprises the electronically controlled braking mechanism (01) of a motorcycle as claimed in any one of claims 1 to 9.

Images