Electromechanical brake device and vehicle

Abstract

An electronic mechanical brake device and a vehicle relate to the technical field of vehicles, the electronic mechanical brake device comprises a caliper body, a brake motor, a friction plate, a lead screw, a thrust bearing and a pressure sensor, one end of a screw of the lead screw is driven by the brake motor, and the other end of the screw drives the friction plate to brake a brake disc of the vehicle through a nut of the screw. The thrust bearing and the pressure sensor are arranged between the other end of the screw rod and the inner wall of the containing cavity in the axial direction of the screw rod, and the thrust bearing and the pressure sensor are fixedly connected in the circumferential direction of the screw rod. The thrust bearing and the pressure sensor are fixedly connected, so that the pressure sensor is stressed in a balanced manner, the detection precision of the pressure sensor is improved, the pressure sensor can accurately detect the braking force generated by the braking device, an accurate feedback signal is provided for subsequent control, and the braking efficiency is improved. Therefore, it is guaranteed that the braking force is matched with the braking requirement of a driver, and then the safety of vehicle running in the braking process is guaranteed.

Description

Technical Field

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

[0002] The electromechanical brake system uses a brake motor and transmission mechanism to drive the friction pads. It features a pressure sensor that detects the pressure generated by the brake system in real time and converts it into an electrical signal that is fed back to the controller. Based on this feedback signal, the controller precisely adjusts the brake motor's output torque to match the braking force to the driver's desired braking action, ensuring precise braking.

[0003] The electromechanical brake device includes a leadscrew. The screw rotates with the transmission mechanism, driving the nut to move axially relative to the screw, pushing the friction plate into contact with the brake disc and applying the brake force. As the screw rotates, mechanical components close to it, such as the pressure sensor, rotate relative to the screw. This can easily lead to unbalanced force on the pressure sensor, inaccurate sensor detection results, and reduced braking performance of the electromechanical brake device. Summary of the Invention

[0004] The present application provides an electronic mechanical brake device, comprising a caliper body, a brake motor, a friction plate, a lead screw, a thrust bearing, and a pressure sensor. One end of the lead screw's screw is configured to receive drive from the brake motor, while the other end of the screw has an outer diameter greater than that of the one end. The other end of the screw, via a nut attached to the screw, drives the friction plate to brake the vehicle's brake disc. The lead screw, thrust bearing, and pressure sensor are configured to be accommodated in a housing cavity within the caliper body. The thrust bearing and pressure sensor are arranged axially between the other end of the screw and the inner wall of the housing cavity. The thrust bearing and pressure sensor are sleeved onto one end of the screw, with one side of the thrust bearing contacting the other end of the screw and the other side of the thrust bearing contacting the pressure sensor. The thrust bearing and pressure sensor are fixedly connected along the circumference of the screw.

[0005] The electronic mechanical braking device provided in the embodiments of the present application is configured by arranging a thrust bearing and a pressure sensor along the axial direction of the screw between the other end of the screw and the inner wall of the accommodating chamber. The thrust bearing can withstand and transmit the axial pressure of the screw, allowing the pressure sensor to detect the actual braking force generated by the braking device based on the pressure transmitted by the thrust bearing, thereby providing a feedback signal for subsequent control and ensuring the safety of vehicle operation. Furthermore, one side of the thrust bearing is used to contact the other end of the screw to reduce friction between the screw and the thrust bearing, and is able to withstand the pressure generated by the screw, ensuring that the axial load on the thrust bearing is evenly distributed, avoiding overload damage to the thrust bearing and the pressure sensor, and effectively preventing partial wear of the thrust bearing due to localized pressure. The other side of the thrust bearing is used to contact the pressure sensor, thereby protecting the pressure sensor from direct impact damage from the thrust bearing. Furthermore, by fixedly connecting the thrust bearing and the pressure sensor along the circumferential direction of the screw, the detection accuracy of the pressure sensor is improved, and relative rotation between the pressure sensor and the thrust bearing is avoided, which affects the detection accuracy of the pressure sensor. The relative stillness of the thrust bearing and pressure sensor also protects the pressure sensor, preventing contact between the pressure sensor and the lead screw, which could cause wear to the pressure sensor due to lead screw rotation, thereby extending the service life of the pressure sensor. This allows the pressure sensor to accurately detect the braking force generated by the brake device based on the pressure transmitted by the thrust bearing, thereby providing accurate feedback signals for subsequent control, ensuring that the braking force matches the driver's braking requirements, ensuring braking accuracy, and ultimately ensuring vehicle safety during braking.

[0006] In one possible implementation, a first pin is distributed on the other side surface of the thrust bearing, and a first pin hole is distributed on the inner wall of the accommodating cavity facing the pressure sensor. The first pin is used to pass through the pressure sensor along the axial direction of the screw and be inserted into the first pin hole. By providing a first pin for passing through the pressure sensor and extending into the first pin hole, the rotation of the thrust bearing, the pressure sensor, and the caliper body along the circumferential direction of the screw is further restricted, thereby preventing the thrust bearing from rotating and wearing the pressure sensor, improving the relative stability of the thrust bearing, the pressure sensor, and the caliper body, and thereby improving the detection accuracy of the pressure sensor. At the same time, the thrust bearing, the pressure sensor, and the caliper body can be fixed in the circumferential direction of the screw by only passing a first pin through the pressure sensor and inserting it into the first pin hole, thereby simplifying the installation and fixing method of the thrust bearing, the pressure sensor, and the caliper body. The simple fixing method facilitates the assembly of the above three.

[0007] In one possible implementation, the outer circumferential surface of the pressure sensor is provided with a first notch extending along the axial direction of the screw in a radial direction. The first notch is configured to accommodate the first pin. By providing the first notch for accommodating the first pin, the first notch can cooperate with the first pin to limit rotation of the pressure sensor and the thrust bearing along the circumferential direction of the screw, thereby preventing wear on the pressure sensor caused by rotation of the thrust bearing. Furthermore, the first notch is provided at the edge of the outer circumferential surface of the pressure sensor, thereby securing the pressure sensor circumferentially and preventing it from swinging. This serves to protect the pressure sensor and prevent damage, thereby improving its reliability and stability along the circumferential direction of the screw and ensuring its detection accuracy.

[0008] In one possible implementation, an elastic sleeve is distributed along the circumference of the screw between the outer circumference of the first pin and the inner circumference of the first notch. The elastic sleeve provided between the first pin and the first notch protects the thrust bearing and the pressure sensor, thereby making the fit between the thrust bearing and the pressure sensor more stable. This prevents the pressure transmitted by the thrust bearing from being directly transmitted to the pressure sensor and impacting it. It also prevents the first pin from frequently colliding within the notch during operation of the brake device, thereby extending the service life of the limiting structure.

[0009] In one possible implementation, the other side surface of the thrust bearing has three first pins distributed at equal angles along the circumference of the screw, and the outer peripheral surface of the pressure sensor has three first notches distributed at equal angles along the circumference of the screw. By distributing the three first pins and the three first notches at equal angles, the force exerted by the limiting structure on the pressure sensor is evenly distributed in its circumferential direction, avoiding stress concentration on a single pin and a single notch, which would cause the pressure sensor to be unevenly stressed and cause it to flip or shift. At the same time, the limiting structure can also be evenly stressed, reducing the shear force exerted on each first pin, and avoiding the first pin being broken due to excessive force on a single pin and a single notch. The arrangement of the three first pins and the three first notches also enhances the anti-rotation capability of the pressure sensor and the thrust bearing, improves the stability of the thrust bearing and the pressure sensor in the circumferential direction of the screw, and thereby improves the measurement accuracy of the pressure sensor.

[0010] In one possible implementation, along the radial direction of the screw, a first through-hole is distributed between the inner and outer circumferences of the pressure sensor along the axial direction of the screw. The first through-hole is used to accommodate the first pin, and the outer circumferential surface of the first pin and the inner circumferential surface of the first through-hole along the axial direction of the screw are conical surfaces. By passing the first pin through the first through-hole along the axial direction of the screw, the thrust bearing and the pressure sensor are relatively fixed in the circumferential direction of the screw, ensuring a fixed connection between the two in the circumferential direction of the screw, thereby improving the measurement accuracy of the pressure sensor. Furthermore, by setting the outer circumferential surface of the first pin and the inner circumferential surface of the first through-hole as conical surfaces, the first pin is easily inserted into the first through-hole, and the axial force of the first pin inserted into the first through-hole can be converted into a radial component force, so that friction is generated between the first pin and the first through-hole, thereby preventing the pin from loosening and shaking under vibration or impact conditions, thereby improving the reliability of the limiting structure.

[0011] In one possible implementation, a first groove is disposed on the other side of the thrust bearing facing the pressure sensor, and a first annular ring is disposed on the side of the pressure sensor facing the thrust bearing. The first groove is configured to accommodate the first annular ring, and the outer circumference of the first annular ring is configured to contact the inner circumference of the first groove. The first annular ring and the first groove are configured to cooperate so that when the first annular ring is inserted into the first groove, the inner wall of the first groove can support the outer circumference of the first annular ring, thereby preventing the pressure sensor from tilting or shaking due to uneven force. Simultaneously, the inner circumference of the thrust bearing contacts the outer circumference of the first annular ring along the circumference of the screw, ensuring uniform force on the pressure sensor along the circumference of the screw and preventing damage to the pressure sensor due to excessive force from the thrust bearing during braking. The matching of the first groove and the first annular ring can also limit radial movement of the pressure sensor, preventing vibration of the pressure sensor caused by the movement of the lead screw, thereby improving the detection accuracy of the pressure sensor.

[0012] In one possible implementation, the outer circumferential surface of the first groove and the inner circumferential surface of the first annular ring along the axial direction of the screw are conical surfaces. By setting the outer circumferential surface of the first groove and the inner circumferential surface of the first annular ring as conical surfaces, when the first annular ring is inserted into the first groove, the inclined surface of the conical surface guides the first annular ring and the first groove to automatically adjust their central axes to coincide, facilitating the installation of the thrust bearing and the pressure sensor, while also making the match between the first annular ring and the first groove more stable. Furthermore, the matching of the two conical surfaces generates a radial component of force under the action of the axial force exerted on the pressure sensor by the other side of the thrust bearing, causing friction between the first annular ring and the groove, preventing the first annular ring from loosening or falling out of the first groove, and enhancing the structural stability of both the thrust bearing and the pressure sensor.

[0013] In one possible implementation, a second groove is provided on the inner wall of the caliper body along the circumference of the screw, a first protrusion is provided on the outer periphery of the pressure sensor, and the second groove is configured to accommodate the first protrusion. A third groove is provided on the other side surface of the thrust bearing, and a second annular ring is provided on the side of the pressure sensor facing the thrust bearing. The third groove is configured to accommodate the second annular ring, and the outer periphery of the second annular ring is configured to contact the inner periphery of the third groove. A second protrusion is provided on the inner periphery of the third groove along the radial direction of the screw, and the second protrusion is configured to engage the outer periphery of the second annular ring. By providing the second groove on the inner wall of the caliper body and the first protrusion on the outer periphery of the pressure sensor, the first protrusion can be inserted into the second groove along the axial direction of the screw, thereby limiting the relative position of the pressure sensor and the caliper body and preventing the pressure sensor from rotating. Furthermore, during installation, installation can be completed by simply sliding the first protrusion into the second groove along the open end of the second groove along the axial direction of the screw, thereby facilitating removal and installation of the pressure sensor and related components. The third groove and the second annular ring cooperate to limit the relative position of the pressure sensor and thrust bearing, ensuring they remain stationary relative to each other in the radial direction of the screw. Furthermore, a second protrusion, provided on the inner circumference of the third groove, engages the outer circumference of the second annular ring to circumferentially position the pressure sensor and thrust bearing, preventing the pressure sensor from rotating circumferentially along the screw and thereby improving the pressure sensor's detection accuracy. In other words, through the dual-protrusion-dual-groove combination, multiple limiting structures distribute force, ensuring uniform force on the pressure sensor and enhancing the relative stability of the caliper body, pressure sensor, and thrust bearing.

[0014] In one possible implementation, the second protrusion is a rib extending along the inner circumference of the third groove along the axial direction of the screw. A fourth groove is provided on the outer circumference of the second annular ring along the axial direction of the screw, the fourth groove being configured to accommodate the rib. By configuring the second protrusion as a rib, the rib extending along the axial direction of the screw and mating with the fourth groove, the thrust bearing and pressure sensor are restricted from rotating circumferentially along the screw, thereby ensuring the detection accuracy of the pressure sensor. Furthermore, the rib's manufacturing process is relatively simple, and its structure is relatively regular, which facilitates machining accuracy and quality. The rib's structure ensures more uniform stress distribution in the mating area, avoiding localized stress concentration and extending the service life of the retaining structure. Furthermore, the rib's contact area with the inner circumference of the third groove is relatively large. When the rib and the third groove mate, the pressure sensor and thrust bearing are more stably matched, effectively reducing the wobble of the braking device during braking.

[0015] In a possible implementation, the second protrusion is a pin, and a U-shaped groove is arranged on the outer circumferential surface of the second annular ring along the axial direction of the screw rod, and the opening of the U-shaped groove is arranged on the side of the second annular ring facing the thrust bearing, and the pin enters the U-shaped groove through the opening. The pin enters the U-shaped groove through the opening, so that the pressure sensor and the thrust bearing are fixed in the circumferential direction of the screw rod, and the detection accuracy of the pressure sensor is improved. Meanwhile, the outer circumferential surface of the pin is an arc surface, and the inner circumferential surface of the U-shaped groove is also an arc surface, which are matched to facilitate installation and disassembly of the limiting structure. Moreover, the abrasion between components is reduced, and the sharp part of the pin is prevented from colliding to generate debris, which exists between the pressure sensor and the thrust bearing and causes unbalanced force. Meanwhile, the debris is easy to abrade the lead screw, and the service life of the lead screw is affected.

[0016] In a possible implementation, an elastic pad is arranged between the pin and the U-shaped groove. The elastic pad is arranged between the pin and the U-shaped groove, and the deformation of the elastic pad can reduce the transmission of vibration and play a buffering role, so as to reduce the relative vibration of the pressure sensor and the thrust bearing caused by the operation of the brake device, and prevent the pressure sensor and the thrust bearing from being damaged due to collision.

[0017] In a possible implementation, the inner circumferential surface of the third groove and the outer circumferential surface of the second annular ring are tapered surfaces along the axial direction of the screw rod. The inner circumferential surface of the third groove and the outer circumferential surface of the second annular ring are tapered surfaces, and when the second annular ring is embedded in the third groove, the inclined surface of the tapered surface guides the automatic adjustment of the axes of the two to be coincident, so as to facilitate the installation of the thrust bearing and the pressure sensor. Moreover, the cooperation of the two tapered surfaces generates a radial component force under the action of the axial force of the thrust bearing on the pressure sensor, so that friction is formed between the second annular ring and the third groove, the second annular ring is prevented from loosening from the third groove to cause shaking, and the stability of the structure of the thrust bearing and the pressure sensor is enhanced.

[0018] In one possible implementation, the thickness of the gasket on one side of the thrust bearing, facing the other end of the screw, along the axial direction of the screw, is greater than the thickness of the gasket on the other side, facing the pressure sensor. By making the gasket on one side of the thrust bearing thicker than the gasket on the other side, the thicker gasket on the thrust bearing side can withstand the pressure exerted by the screw, ensuring uniform axial load distribution on the thrust bearing, avoiding overload damage to the thrust bearing and pressure sensor, and effectively preventing eccentric wear of the thrust bearing due to localized pressure. The gasket on the other side of the thrust bearing is used to separate the thrust bearing and the pressure sensor, ensuring the stability of the pressure sensor, and to provide a limit structure to restrict the relative fixation of the thrust bearing and the pressure sensor along the circumferential direction of the screw. Specifically, by having a thicker gasket on one side of the thrust bearing and a thinner gasket on the other side, eccentric wear of the thrust bearing can be effectively prevented without increasing the total axial length of the screw, thereby improving the reliability of the thrust bearing.

[0019] The present application also provides a vehicle comprising a vehicle frame, a brake disc, and the electromechanical brake device described in the above embodiment, wherein the brake device is fixed to the vehicle frame and is used to brake the brake disc via a friction pad. The present application provides a thrust bearing and a pressure sensor fixedly connected along the circumference of a screw to ensure the detection accuracy of the pressure sensor. This allows the pressure sensor to detect the pressure of the thrust bearing in real time and provide feedback signals to improve the subsequent control accuracy of the brake motor, ensuring that the braking force matches the driver's braking requirements and the vehicle's driving state, thereby ensuring the safety of vehicle operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 is a schematic diagram of a vehicle provided in an embodiment of the present application;

[0021] Figure 2 is a schematic structural diagram of an electromechanical brake device and a brake disc provided in an embodiment of the present application;

[0022] Figure 3 is a schematic diagram of an electromechanical braking device provided in an embodiment of the present application;

[0023] Figure 4 is a cross-sectional view of an electronic mechanical brake device provided in an embodiment of the present application;

[0024] Figure 5 Schematic diagram of an electromechanical brake device in which a first friction plate contacts a brake disc, provided in an embodiment of the present application;

[0025] Figure 6 Schematic diagram of an electromechanical brake device in which a second friction plate contacts a brake disc, provided in an embodiment of the present application;

[0026] Figure 7 This is a schematic diagram of a lead screw, a thrust bearing, and a pressure sensor provided in an embodiment of the present application;

[0027] Figure 8 1 is a schematic diagram of a braking device having a first pin and a first pin hole provided in an embodiment of the present application;

[0028] Figure 9 This is a schematic diagram of a braking device with a first notch provided in an embodiment of the present application;

[0029] Figure 10 This is a schematic diagram of an embodiment of the present application providing a first pin inserted into a first notch;

[0030] Figure 11 is a schematic diagram of a thrust bearing and a pressure sensor having a second notch and a second pin provided in an embodiment of the present application;

[0031] Figure 12 This is a schematic diagram of a thrust bearing with a first elastic member and a pressure sensor provided in an embodiment of the present application;

[0032] Figure 13 This is a schematic diagram of the abutment between the second pin and the thrust bearing provided in an embodiment of the present application;

[0033] Figure 14 This is a schematic diagram of an embodiment of the present application showing a second pin located in a second notch;

[0034] Figure 15 This is a schematic diagram of a thrust bearing with an elastic sleeve and a pressure sensor provided in an embodiment of the present application;

[0035] Figure 16 This is a schematic diagram of a thrust bearing and a pressure sensor with three limiting structures provided in an embodiment of the present application;

[0036] Figure 17 This is a schematic diagram of a first through hole and a first pin having a tapered surface provided in an embodiment of the present application;

[0037] Figure 18 This is a schematic diagram of a first pin passing through a first through hole provided in an embodiment of the present application;

[0038] Figure 19 is a schematic diagram of a thrust bearing with a first groove provided in an embodiment of the present application;

[0039] Figure 20 is a schematic diagram of a pressure sensor having a first annular ring according to an embodiment of the present application;

[0040] Figure 21 This is a schematic diagram of the matching of the first groove and the first annular ring provided in an embodiment of the present application;

[0041] Figure 22 This is a schematic diagram of a first pin passing through a pressure sensor provided in an embodiment of the present application;

[0042] Figure 23 This is a schematic diagram of a first pin passing through a first annular ring provided in an embodiment of the present application;

[0043] Figure 24 This is a schematic diagram of a first groove and a first annular ring having a tapered surface provided in an embodiment of the present application;

[0044] Figure 25 This is a schematic diagram of a thrust bearing, a pressure sensor, and a caliper body provided in an embodiment of the present application;

[0045] Figure 26 This is a schematic diagram of a thrust bearing with convex ribs provided in an embodiment of the present application;

[0046] Figure 27 This is a schematic diagram of a thrust bearing with convex ribs provided in an embodiment of the present application;

[0047] Figure 28 is a schematic diagram of a pressure sensor with a fourth groove provided in an embodiment of the present application;

[0048] Figure 29 is a schematic diagram of a thrust bearing with a pin provided in an embodiment of the present application;

[0049] Figure 30 This is a schematic diagram of a pressure sensor with a U-shaped groove provided in an embodiment of the present application;

[0050] Figure 31 This is a schematic diagram of a braking device with an elastic pad provided in an embodiment of the present application;

[0051] Figure 32 This is a schematic diagram of a braking device provided by an embodiment of the present application in which the third groove and the second annular ring have conical surfaces;

[0052] Figure 33 is a schematic diagram of a thrust bearing provided in an embodiment of the present application;

[0053] Figure 34 This is a schematic diagram of a thrust bearing with rolling elements provided in an embodiment of the present application. DETAILED DESCRIPTION

[0054] The embodiments of the present application are described below in conjunction with the drawings in the embodiments of the present application.

[0055] For ease of understanding, the English abbreviations and related technical terms involved in the embodiments of this application are explained and described below.

[0056] It should be clear that 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 ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0057] The electro-mechanical brake (EMB) utilizes a brake motor and transmission mechanism to drive the friction pads. It features a simple structure, responsiveness, smooth load transfer, and the absence of hydraulic lines, resulting in high transmission efficiency. This system can enhance vehicle safety, handling, and comfort. The EMB incorporates a pressure sensor that monitors the pressure generated by the brake in real time and converts it into an electrical signal that is fed back to the controller. Based on this feedback, the controller precisely adjusts the brake motor's output torque to match the braking force to the driver's braking needs and the vehicle's driving conditions, ensuring precise braking.

[0058] The electronic mechanical brake device includes a lead screw having a nut and a screw. The screw of the lead screw is designed to rotate with the rotation of the transmission mechanism, thereby driving the nut to move along the axial direction of the screw relative to the screw, thereby pushing the friction plate to a position of contact with the brake disc, thereby generating friction and achieving braking of the brake disc. The brake disc is fixed coaxially with the wheel, that is, the brake disc rotates with the rotation of the wheel. The brake device brakes the brake pad, thereby braking the wheel to achieve braking of the vehicle. However, as the screw rotates, mechanical components close to the screw, such as the pressure sensor, rotate relative to each other, which can easily lead to unbalanced force on the pressure sensor, affecting the accuracy of the pressure sensor's detection results and causing a decrease in the braking performance of the electronic mechanical brake device.

[0059] To address the above-mentioned issues, an embodiment of the present application provides an electromechanical brake device, comprising a caliper body, a brake motor, a friction plate, a lead screw, a thrust bearing, and a pressure sensor. One end of the lead screw's screw is configured to be driven by the brake motor, while the other end of the screw has an outer diameter greater than that of the first end. The other end of the screw, via a nut attached to the screw, drives the friction plate to brake the vehicle's brake disc. The lead screw, thrust bearing, and pressure sensor are configured to be accommodated in a housing cavity within the caliper body. The thrust bearing and pressure sensor are arranged axially between the other end of the screw and the inner wall of the housing cavity. The thrust bearing and pressure sensor are sleeved over one end of the screw, with one side of the thrust bearing contacting the other end of the screw and the other side of the thrust bearing contacting the pressure sensor. The thrust bearing and pressure sensor are fixedly connected along the circumference of the screw.

[0060] In this embodiment, a pressure sensor and a thrust bearing are arranged between the other end of the screw and the inner wall of the accommodating chamber. The thrust bearing is capable of withstanding and transmitting axial pressure from the screw, allowing the pressure sensor to accurately detect the actual braking force generated by the braking device based on the pressure transmitted by the thrust bearing. This provides accurate feedback for subsequent control, ensuring that the braking force matches the driver's braking requirements and the vehicle's driving state, thereby ensuring safe vehicle operation. Furthermore, one side of the thrust bearing contacts the other end of the screw to reduce friction between the two, while also withstanding the pressure exerted by the screw. This ensures uniform axial load distribution on the thrust bearing, avoids overload damage to the thrust bearing and pressure sensor, and effectively prevents uneven wear of the thrust bearing due to localized pressure. The other side of the thrust bearing contacts the pressure sensor to protect it from direct impact from the thrust bearing and damage. By fixing the thrust bearing and the pressure sensor in a circumferential direction of the screw, there is no relative rotation between the thrust bearing and the pressure sensor, and the force on the pressure sensor along the circumference of the thrust bearing is balanced, thereby improving the detection accuracy of the pressure sensor and preventing vibration or displacement between the pressure sensor and the thrust bearing that could affect the detection accuracy of the pressure sensor. At the same time, the pressure sensor can accurately detect the braking force generated by the brake device based on the pressure transmitted by the thrust bearing, thereby providing an accurate feedback signal for subsequent control to ensure that the braking force matches the driver's braking requirements, ensuring braking accuracy and, in turn, ensuring the safety of vehicle operation during braking. The fixed connection between the thrust bearing and the pressure sensor also protects the pressure sensor, preventing contact between the pressure sensor and the lead screw, which could cause wear on the pressure sensor due to lead screw rotation, thereby extending the service life of the pressure sensor.

[0061] This application provides a vehicle 1, see Figure 1 and Figure 2 As shown, Figure 1 is a schematic diagram of a vehicle provided in an embodiment of the present application, Figure 2 The figure is a schematic diagram of the structure of an electromechanical brake device and brake disc provided in an embodiment of the present application. Vehicle 1 includes a frame 20, wheels 30, brake discs 40, and an electromechanical brake device 10. The frame 20 serves as the structural framework of electric vehicle 1, supporting and securing the brake device and withstanding loads from the internal and external environments of vehicle 1. The electromechanical brake device 10 is positioned relative to the brake disc 40. By contacting the brake disc 40, the electromechanical brake device 10 generates friction to brake the brake disc 40 and indirectly brake the wheel 30. The brake disc 40 and wheel 30 are coaxially fixed, allowing the brake disc 40 to rotate synchronously with the wheel 30 during driving. The electromechanical brake device 10 generates friction by contacting the rotating brake disc 40, reducing the rotational speed of the brake disc 40 and thereby braking the wheel 30. Specifically, the electromechanical brake device 10 is used to brake the brake disc 40 via its friction pads 160, creating friction between the friction pads 160 and the brake disc 40 to stop the rotation of the wheel 30.

[0062] See Figure 1 As shown, in one embodiment, the vehicle 1 has at least two wheels 30 to ensure stable operation of the wheels 30. Both wheels 30 are equipped with coaxially fixed brake discs 40 and an electromechanical brake device 10. It is understood that the vehicle 1 can be a two-wheeled, three-wheeled, or four-wheeled vehicle 1, with at least one wheel 30 correspondingly equipped with an electromechanical brake device 10.

[0063] See Figure 1 、 Figure 3 and Figure 4 As shown, Figure 3 is a schematic diagram of an electromechanical braking device provided in an embodiment of the present application, Figure 41 is a cross-sectional view of an electronic mechanical brake device provided in an embodiment of the present application. In one embodiment, the electronic mechanical brake device 10 includes a brake motor 110 and a transmission mechanism 120. The motor shaft 112 of the brake motor 110 is in transmission connection with the input shaft of the transmission mechanism 120 to ensure that the mechanical energy output by the brake motor 110 can be transmitted and adjusted through the transmission mechanism 120. The output shaft 121 of the transmission mechanism 120 is in transmission connection with the lead screw 150 of the electronic mechanical brake device 10, so that the electronic mechanical brake device 10 can generate sufficient friction to achieve braking of the vehicle 1. Specifically, the brake motor 110 is used to convert electrical energy into mechanical energy, thereby generating a rotational force, and transmitting it to the transmission mechanism 120 through the motor shaft 112. The transmission mechanism 120 receives the rotational force of the brake motor 110 and adjusts it to increase the original torque of the brake motor 110, so that the rotational force output by the transmission mechanism 120 can output a torque that meets the braking requirements, thereby achieving braking of the vehicle 1. In one embodiment, the transmission mechanism 120 includes a reducer, and the motor shaft 112 of the brake motor 110 is transmission-connected to the output shaft 121 of the reducer along the axial direction of the brake disc 40 , and the output shaft 121 of the reducer is transmission-connected to the screw 150 .

[0064] The electronic mechanical brake device 10 also includes a screw 150, which can be a ball screw, a sliding screw, or the like. In the embodiments of this application, a ball screw is used as an example for the description of the screw 150. In one embodiment, the output shaft 121 of the transmission mechanism 120 is fixedly connected to the screw 151 of the screw 150 along the axial direction of the brake disc 40. The output shaft 121 of the transmission mechanism 120 is used to provide power for the operation of the screw 150, thereby driving the screw 151 to rotate about its own axis. The screw 150 also includes a nut 152 disposed along the axial direction of the screw 151. The nut 152 is sleeved on the outer periphery of the screw 151. The inner circumference of the nut 152 and the outer circumference of the screw 151 are both threaded, forming a threaded fit between the screw 151 and the nut 152. When the screw 151 rotates about its own axis, the nut 152 can move relative to the screw 151 along the axial direction of the brake disc 40. Specifically, a spiral groove is formed between the two threads, and the spiral groove is used to accommodate multiple steel balls of the lead screw 150. When the screw 151 rotates about its own axis, the multiple steel balls roll in the spiral groove. The rolling of the multiple steel balls in the spiral groove can reduce the friction generated by the screw 151 and the nut 152 during the rotation process, thereby improving the smoothness of the screw 151 and the nut 152 during the rotation process.

[0065] In one embodiment, the connection between the output shaft 121 of the transmission mechanism 120 and the screw 151 is such that at least a portion of the screw 151 extends into the output shaft 121 of the transmission mechanism 120 along the axial direction of the brake disc 40 and is spline-engaged with the output shaft 121 of the transmission mechanism 120. In one embodiment, the connection between the output shaft 121 of the transmission mechanism 120 and the screw 151 is such that at least a portion of the output shaft 121 of the transmission mechanism 120 extends into the screw 151 and is fixedly connected to the screw 151, so that the output shaft 121 of the transmission mechanism 120 can drive the screw 151 to rotate.

[0066] In one embodiment, the outer circumference of one end 1512 of the screw is a smooth cylindrical surface and is used to be fixedly connected to the output shaft 121 of the transmission mechanism 120 to ensure power transmission. The outer circumference of the other end 1511 of the screw is a threaded surface, and the other end 1511 of the screw is used to cooperate with the nut. The steel ball is located between the other end 1511 of the screw and the nut 152 of the lead screw 150, and the spacing between the other end 1511 of the screw and the nut 152 is equal to the diameter of the steel ball. This allows the steel ball to contact the outer circumference of the other end 1511 of the screw and the inner circumference of the nut 152, thereby ensuring the stable operation of the lead screw 150 and avoiding vibration of the steel ball caused by the gap between the steel ball and the nut 152 and screw 151 of the lead screw 150.

[0067] See Figure 1 、 Figure 3 and Figure 4 As shown, in one embodiment, the electromechanical brake device 10 includes at least one friction plate 160 , and the lead screw 150 is used to drive the at least one friction plate 160 to move toward the brake disc 40 to brake the brake disc 40 and further brake the wheel 30 .

[0068] In the embodiment of the present application, the number of friction plates 160 is two as an example for illustrative introduction, and the embodiment of the present application is respectively introduced by taking the first friction plate 161 and the second friction plate 162 as examples.

[0069] In one embodiment, the electromechanical brake device 10 further includes a caliper body 180 and a caliper frame 190. The caliper frame 190 is configured to be fixed to the frame 20 of the vehicle 1. The caliper body 180 is slidably connected to the caliper frame 190 along the axial direction of the brake disc 40 and is capable of sliding relative to the caliper frame 190 along the axial direction of the brake disc 40.

[0070] Continue reading Figure 4In one embodiment, the first friction plate 161 and the second friction plate 162 of the electronic mechanical brake device 10 are located on opposite sides of the brake disc 40 along the axial direction of the brake disc 40. The first friction plate 161 is located on the side of the brake disc 40 closest to the lead screw 150. The first friction plate 161 is slidably connected to the caliper body 180 along the axial direction of the lead screw 150, enabling the first friction plate 161 to move toward the brake disc 40 relative to the caliper body 180. When the lead screw 150 moves toward the brake disc 40 along the axial direction of the brake disc 40, the lead screw 150 simultaneously drives the first friction plate 161 toward the brake disc 40, causing the brake disc 40 to contact the first friction plate 161 and generate friction. The second friction plate 162 is located on the side of the brake disc 40 facing away from the lead screw 150 and is fixedly connected to the caliper body 180. Movement of the caliper body 180 drives the second friction plate 162 toward the brake disc 40.

[0071] The following two examples describe in detail Figure 4 、 Figure 5 and Figure 6 The braking process of the brake disc 40 by the electromechanical braking device 10 is shown.

[0072] See Figure 1 、 Figure 3 、 Figure 4 and Figure 5 As shown, Figure 5 It is a schematic diagram of an electronic mechanical brake device provided by an embodiment of the present application in which the first friction plate contacts the brake disc. In one embodiment, the electronic mechanical brake device 10 further includes a top cover 153, and the top cover 153 encloses a circular groove along the direction of the brake disc 40 toward the lead screw 150. The other end 1511 of at least part of the screw 151 is located in the circular groove. The top cover 153 and the nut 152 are arranged in abutment with each other and jointly enclose the other end 1511 of the screw 151. When the nut 152 slides toward the brake disc 40 along the axial direction of the brake disc 40 relative to the screw 151, the top cover 153 is synchronously driven to move toward the brake disc 40, thereby pushing the first friction plate 161 to move closer to the brake disc 40, so that the first friction plate 161 and the brake disc 40 are in contact and generate friction, thereby causing the brake device to brake the wheel 30. It can be understood that this process is Figures 4 to 5 The movement process of the first friction plate 161 is shown.

[0073] In one embodiment, along the axial direction of the brake disc 40, the sum of the length of the top cover 153 and the length of the nut 152 is greater than the length of the other end 1511 of the screw 151, so as to avoid contact between the screw 151 and the top cover 153 during rotation, thereby causing wear of the screw 151 or the top cover 153.

[0074] Referring to Figure 1 , Figure 3 , Figure 5 and Figure 6 , Figure 6 is a schematic view of an electronic mechanical brake device provided by the embodiments of the present application, in which the second friction plate contacts the brake disc. In an embodiment, the top cover 153 abuts against the first friction plate 161 in the axial direction of the brake disc 40, so as to push the first friction plate 161 to abut against the brake disc 40. After the first friction plate 161 abuts against the brake disc 40, the first friction plate 161, the top cover 153 and the nut 152 stop moving relative to the brake disc 40. At the same time, due to the interaction of forces, a pushing force is generated on the first friction plate 161 in the direction of the brake disc 40 towards the lead screw 150, i.e. the reverse pushing force of the brake disc 40 on the first friction plate 161, so that the screw rod 151 moves relative to the brake disc 40 in the direction of the brake disc 40 towards the lead screw 150 under the action of the brake motor 110, so that the caliper body 180 can move relative to the brake disc 40 in the direction of the brake disc 40 towards the lead screw 150 under the driving of the screw rod 151. The second friction plate 162 is fixedly connected to the caliper body 180, and is synchronously driven to slide in the direction of the brake disc 40 towards the lead screw 150 under the movement of the caliper body 180, so that the second friction plate 162 abuts against the brake disc 40, and then the friction force between the second friction plate 162 and the brake disc 40 can be generated to realize the braking of the brake device on the wheel 30. When the first friction plate 161 and the second friction plate 162 slide relative to each other in the axial direction of the brake disc 40 and abut against the brake disc 40 respectively, the friction force is generated between the first friction plate 161 and the brake disc 40 and between the second friction plate 162 and the brake disc 40 to reduce the rotational speed of the brake disc 40. Since the brake disc 40 rotates synchronously with the wheel 30, the brake disc 40 synchronously drives the wheel 30 to reduce the rotational speed, so as to form the braking of the wheel 30, and then realize the function of the electronic mechanical brake device 10 to brake the vehicle.

[0075] In an embodiment, referring to Figure 3 , the caliper body 180 comprises at least one channel and an elastic member 183, the channel is used to accommodate the slide rod 191 of the caliper bracket 190, and the slide rod 191 is elastically connected to the caliper body 180 along the axis of the slide rod 191 through the elastic member 183. In an embodiment, the elastic member 183 can be a spring, which can be elastically deformed to drive the caliper body 180 to slide relative to the brake disc.

[0076] Referring to Figure 3 , Figure 4 , Figure 5 and Figure 6As shown, when braking is complete and the driver releases the foot pedal, the electronic mechanical brake device 10 stops braking the wheel 30. At this time, the first friction plate 161 and the second friction plate 162 both abut against the brake disc, and the top cover 153 and the nut 152 also abut against the brake disc 40, and both stop rotating relative to the brake disc 40. The brake motor 110 rotates in the opposite direction, and the output shaft 121 of the transmission mechanism 120 also rotates in the opposite direction synchronously, driving the screw 151 to move relative to the brake disc 40 in a direction toward the second friction plate 162. The elastic member 183 of the caliper body 180 is able to generate elastic deformation to drive the caliper body 180 to move relative to the brake disc 40 in a direction toward the second friction plate 162. The second friction plate 162 is fixedly connected to the caliper body 180. When the caliper body 180 moves, the second friction plate 162 is synchronously driven to move away from the brake disc 40 to reduce friction between the two, thereby reducing the braking effect of the electronic mechanical brake device 10 on the wheel 30. It is understandable that Figure 6 to Figure 5 The caliper body 180 drives the second friction plate 162 to move away from the brake disc 40. The reverse direction is the direction opposite to the rotation direction of the brake motor 110 when the electronic mechanical brake device 10 brakes the vehicle.

[0077] Continue reading Figure 4 、 Figure 5 and Figure 6 As shown, when the electronic mechanical brake device 10 stops braking the wheel 30, the brake motor 110 continues to rotate in the opposite direction, driving the screw 151 in the opposite direction via the transmission mechanism 120. At this point, the nut 152 can move relative to the brake disc 40 along the second friction plate 162 toward the brake disc 40, causing the top cover 153 to move along the second friction plate 162 toward the brake disc 40. This, in turn, causes the first friction plate 161 to move relative to the brake disc 40 along the second friction plate 162 toward the brake disc 40, thereby resetting the first friction plate 161. By moving the first and second friction plates 161, 162 away from the brake disc 40, the brake disc 40 is spaced apart from both the first and second friction plates 161, 162. This eliminates the electronic mechanical brake device 10 from braking the wheel 30, thereby increasing the vehicle's speed. In one embodiment, the top cover 153 is fixedly connected to the nut 152 along the axial direction of the screw 151, enabling the nut 152 to drive the top cover 153 to move repeatedly in the axial direction. In one embodiment, the first friction plate 161 is used to be elastically slidably connected to the caliper body 180, so that when the nut 152 drives the top cover 153 to move along the direction from the second friction plate 162 to the brake disc 40, the first friction plate 161 can be reset and moved away from the brake disc 40.

[0078] This application provides an electronic mechanical brake device 10, see Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 、 Figure 5 and Figure 6 As shown, the brake device includes a caliper body 180, a brake motor 110, a friction plate 160, a lead screw 150, a thrust bearing 130, and a pressure sensor 140. The accommodating cavity 182 of the caliper body 180 is used to accommodate the lead screw 150, the thrust bearing 130, and the pressure sensor 140 to ensure the stability of the lead screw 150, the thrust bearing 130, and the pressure sensor 140 during operation of the brake device. One end 1512 of the screw rod of the lead screw 150 is used to receive the drive of the brake motor 110, so that the screw rod 151 rotates along its circumferential direction, thereby ensuring that the brake device has sufficient braking force for braking. The other end 1511 of the screw is used to drive the friction plate 160 to brake the vehicle's brake disc via the nut 152 of the screw 151. When the brake motor 110 drives the screw 151 to rotate, the nut 152 can be displaced relative to the screw 151 along the axial direction of the screw 151, allowing the nut 152 to drive the thrust bearing 130 and the friction plate 160 toward the brake disc to achieve braking. The outer diameter of the other end 1511 of the screw is larger than the outer diameter of the one end 1512 of the screw. The outer periphery of the one end 1512 of the screw with a smaller outer diameter is used to surround the thrust bearing 130 and the pressure sensor 140. The inner diameters of the thrust bearing 130 and the pressure sensor 140 are smaller than the inner diameters of the other end 1511 of the screw. The pressure sensor 140 can detect the braking force transmitted by the other end 1511 of the screw without interfering axially with the nut 152, thus saving axial space. The brake motor 110 is used to drive the lead screw 150 to drive the friction plate 160 to brake the brake disc 40 of the vehicle 1 , and then brake the wheel 30 of the vehicle 1 through the brake disc 40 to achieve braking of the vehicle 1 .

[0079] Specifically, the accommodating cavity 182 of the caliper body 180 is used to enclose the brake disc 40, the friction plate 160, and the lead screw 150 to ensure stable operation of the three. Along the axial direction of the screw 151, the brake motor 110 is located on the side of the lead screw 151 close to the pressure sensor 140, so that the brake motor 110 can drive the screw 151 to rotate along its circumferential direction. The lead screw 150 is located between the friction plate 160 and the inner wall of the accommodating cavity 182, so that the lead screw 150 can drive the friction plate 160 to move along the axial direction of the lead screw 150 and contact the brake disc 40. That is, the brake motor 110 drives the nut 152 of the lead screw 150 to move relative to the screw 151 of the lead screw 150 along the axial direction of the lead screw 150 toward the direction close to the friction plate 160 until it contacts the friction plate 160. The lead screw 150 can then drive the friction plate 160 to move toward the brake disc 40 until the friction plate 160 contacts the brake disc 40 , causing friction therebetween to achieve braking of the brake disc 40 and thereby braking of the vehicle 1 .

[0080] See Figure 1 、 Figure 4 、 Figure 5 、 Figure 6 and Figure 7 As shown, Figure 7 1 is a schematic diagram of the lead screw, thrust bearing, and pressure sensor provided in an embodiment of the present application. Along the axial direction of the screw 151, the thrust bearing 130 and the pressure sensor 140 are arranged between the other end 1511 of the screw and the inner wall of the accommodating chamber 182 along the axial direction of the screw 151, and the thrust bearing 130 and the pressure sensor 140 are sleeved on one end 1512 of the screw. The thrust bearing 130 is used to withstand the pressure in the axial direction of the screw 151 and transmit the pressure to the pressure sensor 140. The pressure sensor 140 is used to detect the changes in the braking force generated by the brake device in real time and send a signal in real time based on the changes. This enables the subsequent controller to achieve precise control of the brake motor 110 based on the signal, and then enables the braking force generated by the electronic mechanical brake device 10 to regulate the speed of the vehicle 1 according to the actual road conditions and the driver's needs, so as to ensure the safety of the vehicle 1 and improve the operating efficiency of the vehicle 1.

[0081] In one embodiment, the thrust bearing 130 is used to separate the other end 1511 of the screw and the pressure sensor 140, preventing the pressure sensor 140 from rotating with the screw 151 and preventing friction between the screw 150 and the pressure sensor 140, which could result in poor detection performance. Furthermore, the thrust bearing 130 is used to withstand axial pressure from the screw 150 and transmit it to the pressure sensor 140.

[0082] Specifically, in the electromechanical brake device 10, when the brake motor 110 drives the lead screw 150 to bring the friction plate 160 into contact with the brake disc 40, the pressure sensor 140 accurately measures the pressure generated during this process, transmitted through the thrust bearing 130. The pressure signal is converted into an electrical signal and then transmitted to the controller of the vehicle 1. The controller of the vehicle 1 adjusts the rotation direction and angle of the brake motor 110 based on this signal. For example, when the driver steps on the brake pedal, the pressure sensor 140 detects the pressure in real time and transmits a signal to the controller. The controller has a preset target braking force and compares the actual braking force detected by the pressure sensor 140 with the target braking force. If the actual braking force is less than the target value, the controller increases the output torque of the brake motor 110, causing the lead screw 150 to further push the friction plate 160, increasing the pressure of the friction plate 160 on the brake disc 40 and thereby increasing the braking force. Conversely, if the actual braking force is greater than the target value, the controller decreases the output torque of the brake motor 110, reducing the braking force to ensure that the braking force is always accurately maintained at the desired level. It is understandable that the target value of the braking force may be within a range, so that the braking force generated by the electronic mechanical braking device 10 is within the range, thereby ensuring the stability of the operation of the vehicle 1 .

[0083] In one embodiment, along the axial direction of screw 151, one side 131 of the thrust bearing contacts the other end 1511 of the screw, thereby withstanding the axial pressure of screw 150. This protects thrust bearing 130 and pressure sensor 140 from damage caused by the pressure shock, while ensuring that pressure sensor 140 can detect pressure. The other side 132 of the thrust bearing contacts pressure sensor 140, ensuring the reliability and stability of pressure sensor 140, preventing it from vibrating with the rotation of screw 151 and preventing damage to pressure sensor 140 from direct impact by thrust bearing 130.

[0084] See Figure 4 、 Figure 5 、 Figure 6 and Figure 7 As shown, because the screw 151 of the lead screw 150 passes through the pressure sensor 140 and the thrust bearing 130, the pressure sensor 140 and the thrust bearing 130 rotate with the rotation of the lead screw 150, resulting in an unbalanced force on the pressure sensor 140 and unstable detection results from the pressure sensor 140. To ensure the detection accuracy of the pressure sensor 140, it is necessary to maintain relative stillness between the thrust bearing 130 and the pressure sensor 140 along the circumferential direction of the screw 151. This ensures the relative stability of the pressure sensor 140 and the thrust bearing 130 along the circumferential direction of the lead screw 150, thereby improving the detection accuracy of the pressure sensor 140.

[0085] See Figure 4 、 Figure 5 and Figure 6 As shown, in one embodiment, a limiting structure is provided to securely connect the thrust bearing 130 and the pressure sensor 140 along the circumference of the screw 151, thereby limiting relative rotation of the pressure sensor 140 and the thrust bearing 130 along the circumference of the screw 151. This allows the thrust bearing 130 and the pressure sensor 140 to remain relatively stationary along the circumference of the screw 151, thereby ensuring force balance on the pressure sensor 140 and improving the detection accuracy of the pressure sensor 140. In one embodiment, the shape of the other side 132 of the thrust bearing can be configured according to actual needs to ensure that the limiting structure can be provided on the other side 132 of the thrust bearing, thereby ensuring relative fixation of the thrust bearing 130 and the pressure sensor 140. In one embodiment, the limiting structure 170 can include matching pins and holes, or matching pins and grooves, for securing the thrust bearing 130 and the pressure sensor 140, respectively. By inserting a pin into the hole or the groove, the thrust bearing 130 and the pressure sensor 140 are relatively fixed in the circumferential direction of the lead screw 150, thereby ensuring the relative stability of the pressure sensor 140 and the thrust bearing 130 along the circumferential direction of the lead screw 150, thereby improving the detection accuracy of the pressure sensor 140. It is understood that the limiting structure includes but is not limited to a pin and a groove, a pin and a hole, and other structures may also be provided to ensure the relative stationary state of the pressure sensor 140 and the thrust bearing 130 in the circumferential direction of the lead screw 150, thereby ensuring that the pressure borne by the thrust bearing 130 can be stably transmitted to the pressure sensor 140, thereby improving the detection accuracy of the pressure sensor 140. The hole in the above embodiment can be a through hole or a blind hole.

[0086] The vehicle provided in the embodiment of the present application is provided with a thrust bearing 130 and a pressure sensor 140 arranged along the axial direction of the screw 151 between the other end 1511 of the screw and the inner wall of the accommodating cavity 182. The thrust bearing 130 can withstand and transmit the axial pressure of the screw 151, so that the pressure sensor 140 can detect the actual braking force generated by the braking device based on the pressure transmitted by the thrust bearing 130, thereby providing a feedback signal for subsequent control to ensure the safety of vehicle operation. One side of the thrust bearing 131 is designed to contact the other end 1511 of the screw to reduce friction between the screw 151 and the thrust bearing 130. It is also capable of withstanding the pressure exerted by the screw 151, ensuring uniform axial load distribution on the thrust bearing 130, avoiding overload damage to the thrust bearing 130 and the pressure sensor 140, and effectively preventing partial wear of the thrust bearing 130 due to localized pressure. The other side 132 of the thrust bearing is designed to contact the pressure sensor 140, thereby protecting the pressure sensor 140 from direct impact damage from the thrust bearing 130 and preventing wear of the pressure sensor 140 caused by rotation of the screw 151 when the screw 151 contacts the pressure sensor 140. Furthermore, by providing a fixed connection between the thrust bearing 130 and the pressure sensor 140 along the circumference of the screw 151, the detection accuracy of the pressure sensor 140 is improved, preventing relative rotation between the pressure sensor 140 and the thrust bearing 130 that could affect the detection accuracy of the pressure sensor 140. Furthermore, the relative stillness of thrust bearing 130 and pressure sensor 140 protects pressure sensor 140, preventing contact between pressure sensor 140 and lead screw 150, which could cause wear on pressure sensor 140 due to the rotation of lead screw 150, thereby extending the service life of pressure sensor 140. This allows pressure sensor 140 to accurately detect the braking force generated by the brake device based on the pressure transmitted by thrust bearing 130, thereby providing accurate feedback signals for subsequent control, ensuring that the braking force matches the driver's braking requirements, ensuring braking accuracy, and ultimately, ensuring vehicle safety during braking.

[0087] See Figure 7 and Figure 8 As shown, Figure 8 Figure 1 is a schematic diagram of a braking device with a first pin and a first pin hole provided in an embodiment of the present application. A first pin 172 is located on the surface of the other side 132 of the thrust bearing, facing the pressure sensor 140. A first pin hole 171 is located on the inner wall of the accommodating cavity 182, facing the pressure sensor 140. First pin 172 is inserted into first pin hole 171, passing through the pressure sensor 140 along the axial direction of screw 151. This serves to secure the thrust bearing 130, pressure sensor 140, and caliper body 180 circumferentially along screw 151.

[0088] In one embodiment, the limiting structure 170 includes a first pin hole 171 and a first pin 172. Along the axial direction of the screw 151, the first pin 172 is located on the surface of the thrust bearing 130 facing the pressure sensor 140. Furthermore, along the axial direction of the screw 151, the first pin hole 171 is located on the inner wall of the accommodating cavity 182 facing the pressure sensor 140. The first pin 172 is configured to pass through the pressure sensor 140 and be inserted into the first pin hole 171 to limit the relative rotation of the thrust bearing 130, the pressure sensor 140, and the caliper body 180. This improves the relative stability of the thrust bearing 130, the pressure sensor 140, and the caliper body 180, thereby enhancing the detection accuracy of the pressure sensor 140. At the same time, the thrust bearing 130, the pressure sensor 140 and the caliper body 180 can be fixed in the circumferential direction of the screw 151 by only one first pin 172 passing through the pressure sensor 140 and inserted into the first pin hole 171, thereby simplifying the installation and fixing method of the thrust bearing 130, the pressure sensor 140 and the caliper body 180 and facilitating the assembly of the above three.

[0089] In one embodiment, along the axial direction of the thrust bearing 130, the first pin hole 171 and the first pin 172 are arranged relative to each other, so that the first pin 172 can smoothly pass through the pressure sensor 140 and extend into the first pin hole 171, thereby achieving relative fixation of the thrust bearing 130, the pressure sensor 140, and the caliper body 180 in the circumferential direction of the screw 151. In one embodiment, the diameter of the first pin 172 is greater than or equal to the diameter of the first pin hole 171, so that the first pin 172 can form an interference fit with the first pin hole 171, thereby effectively limiting the rotation of the pressure sensor 140 and preventing the first pin 172 from falling out of the first pin hole 171 due to the oversizing of the first pin hole 171, thereby improving the stability of the pressure sensor 140, the thrust bearing 130, and the caliper body 180 in the circumferential direction of the screw 151.

[0090] In one embodiment, along the axial direction of the screw 151, the length of the first pin 172 and the depth of the first pin hole 171 can be set according to actual conditions to ensure that at least a portion of the first pin 172 extends into the first pin hole 171, thereby improving the relative stability of the thrust bearing 130 and the pressure sensor 140 along the circumferential direction of the screw 151 and ensuring the detection accuracy of the pressure sensor 140. In one embodiment, the end of the first pin 172 near the bottom wall of the caliper body 180 is an arcuate surface to facilitate assembly with the first pin hole 171. It is understandable that the first pin hole 171 can be a through hole that passes through the caliper body 180 along the axial direction of the screw 151, or it can be a blind hole that opens at one end of the caliper body 180 near the pressure sensor 140 along the axial direction of the screw 151. In one embodiment, the length of first pin 172 along the axial direction of thrust bearing 130 is greater than the length of pressure sensor 140. This allows first pin 172 to have a sufficient length to pass through pressure sensor 140 and ensures that at least a portion of first pin 172 can extend into first pin hole 171, thereby securing thrust bearing 130, pressure sensor 140, and caliper body 180 circumferentially around lead screw 150. In one embodiment, first pin 172 can form an integral structure with thrust bearing 130.

[0091] See Figure 3 and Figure 8 As shown, in one embodiment, the braking device includes a transmission mechanism 120, which is used to be in transmission connection with the screw 151. The transmission mechanism 120 is also used to connect with the brake motor 110 to adjust the power output by the brake motor 110 and transmit it to the screw 151, thereby providing power for the rotation of the screw 151. In one embodiment, along the axial direction of the screw 151, one end 1512 of the screw 151 passes through the bottom wall 1821 of the accommodating cavity 182 of the caliper body 180, so that one end 1512 of the screw 151 can be connected to the output shaft 121 of the transmission mechanism 120, thereby ensuring power transmission.

[0092] In one embodiment, both ends of the first pin 172 protrude from two surfaces of the pressure sensor 140 along the axial direction of the thrust bearing 130. The bottom wall 1821 of both the thrust bearing 130 and the caliper body 180 are provided with a first pin hole 171 along the axial direction of the thrust bearing 130. Furthermore, the first pin hole 171 of the thrust bearing 130 is located on the side of the thrust bearing 130 facing the pressure sensor 140, and the first pin hole 171 of the caliper body 180 is located on the side of the caliper body 180 facing the pressure sensor 140. This allows the first pin 172 to be inserted into the first pin hole 171 of the thrust bearing 130 and the first pin hole 171 of the caliper body 180 on both sides of the axial direction of the lead screw 150, respectively, thereby achieving relative fixation of the thrust bearing 130, the pressure sensor 140, and the caliper body 180 along the circumferential direction of the lead screw 151. In one embodiment, the first pin 172 can form an integrated structure with the pressure sensor 140.

[0093] In one embodiment, along the axial direction of the screw 151, the first pin 172 is located on a side of the bottom wall 1821 of the caliper body 180 near the pressure sensor 140. A first pin hole 171 is located on a side of the thrust bearing 130 near the pressure sensor 140. The first pin 172 can pass through the pressure sensor 140 and extend into the first pin hole 171 of the thrust bearing 130, thereby achieving relative fixation of the thrust bearing 130, the pressure sensor 140, and the caliper body 180 along the circumferential direction of the screw 151. In one embodiment, the first pin 172 can form an integral structure with the bottom wall 1821 of the caliper body 180.

[0094] In one embodiment, the first pin 172 is a separately established structure, that is, the first pin 172 does not form an integrated structure with the pressure sensor 140, the thrust bearing 130, and the bottom wall 1821 of the caliper body 180. The thrust bearing 130 and the bottom wall 1821 of the caliper body 180 are both provided with a first pin hole 171 in the axial direction. The opening direction of the first pin hole 171 of the thrust bearing 130 and the opening direction of the first pin hole 171 of the caliper body 180 are both toward the pressure sensor 140. The first pin hole 171 of the thrust bearing 130 and the first pin hole 171 of the bottom wall 1821 of the caliper body 180 are both used to accommodate a first pin 172, thereby completing the relative fixation of the thrust bearing 130, the pressure sensor 140, and the caliper body 180 along the circumferential direction of the screw 151.

[0095] In one embodiment, along the axial direction of the thrust bearing 130, the sum of the length of the first pin hole 171 of the thrust bearing 130, the length of the pressure sensor 140, and the length of the first pin hole 171 of the caliper body 180 is equal to the length of the first pin 172, to ensure that the first pin hole 171 and the pressure sensor 140 can cooperate with the first pin 172, thereby ensuring the relative stability of the thrust bearing 130, the pressure sensor 140, and the caliper body 180 along the circumferential direction of the screw 151. In one embodiment, the first pin 172 can be fixedly connected to the thrust bearing 130 or can be an integral structure with the thrust bearing 130 to ensure the fixed position between the first pin 172 and the thrust bearing 130.

[0096] In the above embodiment, each first pin hole 171 is used to accommodate at least one first pin 172, that is, by passing at least one first pin 172 through the pressure sensor 140 and extending into the first pin hole 171, the thrust bearing 130, the pressure sensor 140 and the caliper body 180 can be relatively fixed along the circumferential direction of the screw 151, thereby ensuring the improvement of the detection accuracy of the pressure sensor 140.

[0097] See Figure 8 、 Figure 9 and Figure 10 As shown, Figure 9 is a schematic diagram of a braking device with a first notch provided in an embodiment of the present application. Figure 10 The first notch 173 is arranged along the axial direction of the screw 151 on the outer peripheral surface of the pressure sensor 140 . The first notch 173 is used to accommodate the first pin 172 .

[0098] By providing a first notch 173 for accommodating the first pin 172, the first notch 173 can cooperate with the first pin 172 to limit the rotation of the pressure sensor 140 and the thrust bearing 130 along the circumferential direction of the screw 151. Furthermore, providing the first notch 173 at the edge of the outer peripheral surface of the pressure sensor 140 can protect the pressure sensor 140 and prevent damage to the pressure sensor 140, thereby improving the reliability of the pressure sensor 140 and its stability along the circumferential direction of the screw 151, and ensuring the detection accuracy of the pressure sensor 140.

[0099] In one embodiment, the first notch 173 is used to penetrate the pressure sensor 140 along the axial direction of the screw 151 to ensure that the first pin 172 can pass through the first notch 173 and extend into the second pin hole. In one embodiment, the opening direction of the first notch 173 extends along the radial direction of the screw 151, and along the radial direction of the screw 151, the length of the opening of the first notch 173 near the edge of the pressure sensor 140 is less than or equal to the diameter of the first pin 172 to ensure that the first pin 172 is confined within the first notch 173 and prevent the first pin 172 from escaping from the opening of the first notch 173. In one embodiment, the penetration direction of the first notch 173 is consistent with the protruding direction of the first pin 172 to ensure that the first pin 172 can be smoothly inserted into the first notch 173, thereby ensuring the relative stability of the thrust bearing 130 and the pressure sensor 140 along the circumferential direction of the screw 150.

[0100] In one embodiment, the first pin 172 is cylindrical. The inner wall of the first notch 173 is an arcuate surface to ensure that the outer circumference of the first pin 172 can mate with the inner wall of the first notch 173 to facilitate installation of the two and prevent the sharp portion of the first pin 172 from colliding and generating debris. The debris would be present between the pressure sensor 140 and the thrust bearing 130, causing force imbalance.

[0101] In one embodiment, see Figure 7 and Figure 11 As shown, Figure 11 This is a schematic diagram of a thrust bearing and pressure sensor with a second notch and a second pin, provided in an embodiment of the present application. The electromechanical brake device also includes a second notch 137 and a second pin 143. Second pin 143 is located on the surface of pressure sensor 140 facing thrust bearing 130, along the axial direction of screw 151. Second notch 137 is located on the outer circumference of thrust bearing 130, and second pin 143 is inserted into second notch 137 along the axial direction of screw 150.

[0102] In this embodiment, by inserting a second pin 143 into the second notch 137, the inner wall of the second notch 137 can restrict the movement of the second pin 143, thereby restricting the rotation of the pressure sensor 140 along the circumferential direction of the thrust bearing 130. This allows the thrust bearing 130 and the pressure sensor 140 to remain relatively stationary along the circumferential direction of the thrust bearing 130, thereby improving the detection accuracy of the pressure sensor 140. Furthermore, during the integral injection molding of the thrust bearing 130, the second notch 137 can be formed directly on the outer circumferential surface of the thrust bearing 130. This simplifies the design of the second notch 137 on the thrust bearing 130, improves the processing efficiency of the thrust bearing 130, and reduces the material usage and processing costs during the manufacturing of the thrust bearing 130. The provision of the second notch 137 also allows the second pin 143 to be directly engaged with the second notch 137 to achieve relative fixation between the pressure sensor 140 and the thrust bearing 130 along the circumferential direction of the lead screw 150, facilitating the assembly of the second pin 143 and the second notch 137. It can be understood that the second pin 143 is distributed on both sides of the pressure sensor 140 along the axial direction of the screw 151, and protrudes from both sides of the pressure sensor 140 along the axial direction of the screw 151, so that along the axial direction of the screw 151, one end of the second pin 143 can be stuck in the second notch 137, and the other end of the second pin 143 can be extended into the first pin hole 171, thereby completing the relative fixation of the pressure sensor 140, the thrust bearing 130 and the caliper body 180 in the circumferential direction of the screw 151.

[0103] In one embodiment, see Figure 7 、 Figure 12 、 Figure 13 and Figure 14 As shown, Figure 12 is a schematic diagram of a thrust bearing with a first elastic member and a pressure sensor provided in an embodiment of the present application. Figure 13 This is a schematic diagram of the second pin abutting against the thrust bearing provided in an embodiment of the present application. Figure 14Figure 1 is a schematic diagram illustrating an embodiment of the present application in which a second pin is positioned within a second notch. Second pin 143 is connected to pressure sensor 140 via first elastic member 1431. When first elastic member 1431 is in a free state, second pin 143 protrudes from the surface of pressure sensor 140 facing thrust bearing 130. This allows second pin 143 to elastically displace in the axial direction of screw 151, leveraging first elastic member 1431. This allows for smooth installation of thrust bearing 130 and pressure sensor 140 without requiring alignment of second pin 143 with second notch 137, facilitating assembly of second pin 143 and second notch 137. Specifically, when the second pin 143 is not aligned with the second notch 137, the thrust bearing 130 and the pressure sensor 140 can be installed by passing through the screw 151 of the lead screw 150. After installation, the lead screw 150 is rotated to drive the second pin 143 of the pressure sensor 140 to rotate circumferentially along the screw 151, thereby allowing the second pin 143 to automatically spring into the second notch 137. This simplifies the installation process of the second pin 143 and the second notch 137, while ensuring the relative stability of the pressure sensor 140 and the thrust bearing 130 in the circumferential direction of the screw 151. When the second pin 143 is aligned with the second notch 137, the first elastic member 1431 drives the second pin 143 to spring into the second notch 137, thereby keeping the thrust bearing 130 and the pressure sensor 140 stationary in the circumferential direction of the screw 151. By securing first elastic member 1431 between second pin 143 and pressure sensor 140, second pin 143 need not be aligned with second notch 137, thereby achieving relative stability of thrust bearing 130 and pressure sensor 140 along the circumferential direction of screw 151, thereby facilitating installation of thrust bearing 130 and pressure sensor 140. In one embodiment, second pin 143 and first elastic member 1431 may be an integral structure or a detachable structure.

[0104] In one embodiment, the thrust bearing 130 includes a groove 144, which is located on the side of the pressure sensor 140 facing the thrust bearing 130, and is used to accommodate the first elastic member 1431 and the second pin 143. Specifically, along the axial direction of the screw 151, the bottom wall of the groove 144 is fixedly connected to one end of the first elastic member 1431, and the other end of the first elastic member 1431 is fixedly connected to the second pin 143. When the second pin 143 is not aligned with the second notch 137, the screw 150 pushes the thrust bearing 130, thereby causing the surface of the thrust bearing 130 to abut against the second pin 143, so that the first elastic member 1431 is moved along the axial direction of the screw 151. Figure 13The second pin 143 and the first elastic member 1431 are compressed in the direction indicated by the arrow, so that the second pin 143 and the first elastic member 1431 are both located in the groove 144, which is conducive to the subsequent rotation of the thrust bearing 130 relative to the pressure sensor 140 so that the second notch 137 can move to a position aligned with the second pin 143. The inner wall of the groove 144 is used to protect the first elastic member 1431, preventing the thrust bearing 130 from moving too quickly relative to the pressure sensor 140 and pulling the first elastic member 1431 to deform, causing the first elastic member 1431 to fail to function. When the thrust bearing 130 moves relative to the pressure sensor 140 until the second pin 143 and the second notch 137 are aligned, the first elastic member 1431 moves along the groove 144. Figure 14 The direction indicated by the arrow returns to the initial state, and then the first elastic member 1431 rebounds, causing the second pin 143 to protrude from the pressure sensor 140 and extend into the second notch 137, thereby ensuring the relative stability of the thrust bearing 130 and the pressure sensor 140 along the circumferential direction of the screw 151, and preventing the pressure sensor 140 from rotating relative to the thrust bearing 130 along the circumferential direction of the screw 151.

[0105] In one embodiment, along the radial direction of the screw 151, the depth L1 of the second notch 137 is greater than or equal to the radius of the second pin 143, allowing at least a portion of the second pin 143 to snap into place within the second notch 137. This ensures that the thrust bearing 130 and the pressure sensor 140 remain relatively stationary along the circumference of the thrust bearing 130, preventing the second pin 143 from becoming detached from the second notch 137 due to unstable mating between the second pin 143 and the second notch 137. Furthermore, the shallow second notch 137 causes the outer circumferential surface of the second pin 143 to abut against the inner wall of the opening of the second notch 137, which can easily cause the second pin 143 to be worn by the inner wall of the opening of the second notch 137 within the second notch 137, generating debris. This debris can easily wear the lead screw, shortening its service life. It is understood that the radial direction of the screw 151 in this embodiment is the direction of the depth L1 of the second notch 137.

[0106] It is understandable that a second elastic member may also be provided between the first pin 172 and the thrust bearing 130. The first pin 172 can rely on the second elastic member to have elastic displacement in the axial direction of the screw 151, so that the first pin 172 can complete the installation of the thrust bearing 130, the pressure sensor 140 and the caliper body 180 without having to align with the first pin hole 171.

[0107] See Figure 7 and Figure 15 , Figure 15This is a schematic diagram of a thrust bearing and pressure sensor with an elastic sleeve, according to an embodiment of the present application. An elastic sleeve 1731 is distributed along the circumference of screw 151, between the outer periphery of first pin 172 and the inner periphery of the notch. This sleeve protects thrust bearing 130 and pressure sensor 140, ensuring a more stable fit between them and preventing the pressure transmitted by thrust bearing 130 from being directly transferred to pressure sensor 140 and impacting it. Furthermore, this sleeve prevents frequent collisions between first pin 172 and first notch 173 during operation of the brake mechanism, extending the service life of the retaining structure.

[0108] In one embodiment, an elastic sleeve 1731 is sleeved around the outer circumference of the first pin 172. The elastic sleeve 1731 exerts elastic force in the radial direction of the screw 151. This ensures that when the first pin 172 vibrates within the first notch 173, the elastic sleeve 1731 acts as a buffer, preventing damage to the first pin 172 due to vibration, thereby improving the relative stability of the pressure sensor 140 and the thrust bearing 130. In one embodiment, the length of the elastic sleeve 1731 along the axial direction of the screw 151 is equal to the length of the pressure sensor 140, ensuring adequate protection for the first pin 172 and the first notch 173.

[0109] See Figure 7 and Figure 16 As shown, Figure 16 This is a schematic diagram of a thrust bearing and pressure sensor with three position-limiting structures provided in an embodiment of the present application. Three first pins 172 are distributed at equal angles along the circumference of screw 151 on the surface of the other side 132 of the thrust bearing. Three first notches 173 are distributed at equal angles along the circumference of screw 151 on the outer peripheral surface of pressure sensor 140.

[0110] In this embodiment, by distributing the three first pins 172 and the three first notches 173 at equal angles, the force exerted by the limiting structure on the pressure sensor 140 is evenly distributed in the circumferential direction, thereby avoiding stress concentration on a single pin and a single notch, which could cause uneven force on the pressure sensor 140 and cause it to flip or shift. At the same time, the limiting structure is evenly stressed, reducing the shear force exerted on each first pin 172 and avoiding the possibility of a single pin and a single notch being subjected to excessive force, which could cause the first pin 172 to break. The positioning of the three first pins 172 and the three first notches 173 also enhances the anti-rotation capability of the pressure sensor 140 and the thrust bearing 130, improves the stability of the thrust bearing 130 and the pressure sensor 140 in the circumferential direction of the screw 151, and thereby improves the measurement accuracy of the pressure sensor 140.

[0111] In one embodiment, the electromechanical brake device 10 includes at least three first pins 172 and at least three first notches 173. The at least three first pins 172 and at least three first notches 173 are arranged angularly spaced relative to the central axis of the thrust bearing 130 along the circumference of the thrust bearing 130. This ensures that the force exerted by the retaining structure 170 on the pressure sensor 140 is evenly distributed along the circumference of the thrust bearing 130. This prevents stress concentration on a single pin or notch, which could cause uneven force on the pressure sensor 140 and cause it to flip or deflect. This also ensures that the force exerted on the retaining structure 170 is evenly distributed, reducing the shear force exerted on each first pin 172 and preventing the first pin 172 from breaking due to excessive force exerted on a single pin or notch. At the same time, the setting of the positions of at least three first pins 172 and at least three first notches 173 enhances the anti-rotation ability of the pressure sensor 140 and the thrust bearing 130, and improves the stability of the thrust bearing 130 and the pressure sensor 140 in the circumferential direction of the screw 151.

[0112] It will be appreciated that each first pin 172 is configured to be inserted into at least one first notch 173 to ensure relative fixation between the pressure sensor 140 and the thrust bearing 130 along the circumferential direction of the screw 151. The number of first notches 173 may be the same as the number of first pins 172, or may be greater than the number of first pins 172, or may be an integer multiple of the number of first pins 172, so that the first pins 172 can be inserted into the first notches 173 even after the thrust bearing 130 is rotated at different angles.

[0113] See Figure 7 and Figure 16 As shown, in one embodiment, the multiple first notches 173 are spaced at equal angles a, and the multiple first pins 172 are spaced at equal angles a, so that the force exerted by the limiting structure 170 on the pressure sensor 140 is evenly distributed along its circumference, thereby preventing the pressure sensor 140 from being overturned or offset due to uneven force. In one embodiment, the electromechanical brake device 10 includes three first pins 172 and three first notches 173. The three first pins 172 are evenly spaced along the circumference of the thrust bearing 130 on the surface of the thrust bearing 130 facing the pressure sensor 140. The three first notches 173 are evenly spaced along the circumference of the thrust bearing 130 on the surface of the pressure sensor 140, thereby ensuring that the pressure sensor 140 is evenly subjected to force along the circumference of the thrust bearing 130.

[0114] In one embodiment, multiple first pins 172 are arranged at equal intervals along the circumference of the thrust bearing 130. Multiple first notches 173 are arranged at equal intervals along the circumference of the thrust bearing 130. The multiple first pins 172 are all inserted into the multiple first notches 173 to ensure balanced forces on the pressure sensor 140 and the limiting structure 170 along the circumference of the thrust bearing 130, while also ensuring a fixed connection between the pressure sensor 140 and the thrust bearing 130 along the circumference of the screw 151, thereby improving the detection accuracy of the pressure sensor 140.

[0115] Illustratively, along the circumference of the screw 151, three first pins 172 are spaced 120 degrees apart and distributed on the surface of the thrust bearing 130 facing the pressure sensor 140. Along the circumference of the screw 151, three first notches 173 are spaced 120 degrees apart and distributed on the surface of the pressure sensor 140 facing the thrust bearing 130. This ensures balanced forces on the pressure sensor 140 and the limiting structure 170 along the circumference of the thrust bearing 130, and also ensures that after the first pins 172 are inserted into the first notches 173, the pressure sensor 140 and the thrust bearing 130 can remain relatively stationary along the circumference of the screw 151.

[0116] See Figure 7 、 Figure 17 and Figure 18 As shown, Figure 17 This is a schematic diagram of a first through hole and a first pin having a conical surface provided in an embodiment of the present application. Figure 18 The figure is a schematic diagram of a first pin passing through a first through-hole provided in an embodiment of the present application. A first through-hole 174 is distributed along the axial direction of the screw 151 between the inner and outer circumferences of the radial pressure sensor 140. The first through-hole 174 is used to accommodate the first pin 172, so that the thrust bearing 130 and the pressure sensor 140 are relatively fixed in the circumferential direction of the screw 151, ensuring that the two are relatively stationary in the circumferential direction of the screw 151, thereby improving the measurement accuracy of the pressure sensor 140. The outer circumferential surface of the first pin 172 along the axial direction of the screw 151 and the inner circumferential surface of the first through-hole 174 are conical surfaces. The provision of the conical surface can guide the first pin 172 into the first through-hole 174, so as to facilitate the matching of the first pin 172 and the first through-hole 174. The axial force of the first pin 172 inserted into the first through hole 174 can be converted into a radial component force, so that friction is generated between the first pin 172 and the first through hole 174, thereby preventing the pin from loosening and causing shaking under vibration or impact conditions, thereby improving the reliability of the limiting structure.

[0117] In one embodiment, the first pin 172 is used to pass through the first through hole 174 and protrude from the surface of the pressure sensor 140 close to the caliper body 180, so that at least a portion of the first pin 172 can be used to be inserted into the first pin hole 171, thereby ensuring the relative fixation of the thrust bearing 130, the pressure sensor 140 and the caliper body 180.

[0118] See Figure 7 、 Figure 18 、 Figure 19 、 Figure 20 、 Figure 21 and Figure 22 , Figure 19 is a schematic diagram of a thrust bearing with a first groove provided in an embodiment of the present application. Figure 20 is a schematic diagram of a pressure sensor having a first annular ring according to an embodiment of the present application, Figure 21 This is a schematic diagram of the matching of the first groove and the first annular ring provided in an embodiment of the present application. Figure 22 This is a schematic diagram of a first pin passing through a pressure sensor provided by an embodiment of the present application. A first groove 1331 is disposed on the surface of the other side 132 of the thrust bearing. A first annular ring 141 is disposed on the side of the pressure sensor 140 facing the other side 132 of the thrust bearing. First groove 1331 is configured to accommodate first annular ring 141. The outer circumference of first annular ring 141 contacts the inner circumference of first groove 1331 to limit radial movement of pressure sensor 140, preventing vibration of pressure sensor 140 caused by the movement of the leadscrew, thereby improving the detection accuracy of pressure sensor 140.

[0119] By arranging the first annular ring 141 to cooperate with the first groove 1331, when the first annular ring 141 is inserted into the first groove 1331, the inner wall of the first groove 1331 can be used to support the outer circumference of the first annular ring 141, thereby preventing the pressure sensor 140 from tilting or flipping due to uneven force. At the same time, the inner circumference of the thrust bearing 130 contacts the outer circumference of the first annular ring 141 along the circumference of the screw 151, so that the pressure sensor 140 is evenly stressed along the circumference of the screw 151, avoiding damage to the pressure sensor 140 due to excessive concentrated force from the thrust bearing 130 during braking.

[0120] In one embodiment, along the radial direction of the thrust bearing 130, the outer peripheral surface of the first annular ring 141 is arranged relative to at least a portion of the inner wall of the first groove 1331, so that the thrust bearing 130 can limit the position of the pressure sensor 140 along its radial direction, thereby ensuring the relative stability between the thrust bearing 130 and the pressure sensor 140, and thereby ensuring the detection accuracy of the pressure sensor 140.

[0121] In one embodiment, see Figure 21 and Figure 22 As shown, the first annular ring 141 can be set according to actual conditions to ensure that the first annular ring 141 has at least a portion that can overlap with the inner wall of the first groove 1331 along the radial direction of the screw 151, and ensure the circumferential support of the thrust bearing 130 for the pressure sensor 140, thereby ensuring the relative stability between the thrust bearing 130 and the pressure sensor 140, thereby improving the detection accuracy of the pressure sensor 140.

[0122] In one embodiment, see Figure 21 As shown, the first annular ring 141 extends in the radial direction of the screw 151. In the axial direction of the screw 151, the first annular ring 141 protrudes from the side of the pressure sensor 140 close to the thrust bearing 130, thereby increasing the contact area between the pressure sensor 140 and the thrust bearing 130 and ensuring the relative stability of the structure between the thrust bearing 130 and the pressure sensor 140.

[0123] In one embodiment, see Figure 22 As shown, the first annular ring 141 protrudes from the side of the pressure sensor 140 close to the thrust bearing 130 and forms a protrusion. The length of the protrusion along the radial direction of the screw 151 is short to reduce the volume of the pressure sensor 140, thereby saving the manufacturing material of the pressure sensor 140.

[0124] In one embodiment, see Figure 22 and Figure 23 As shown, Figure 23 Figure 1 is a schematic diagram illustrating a first pin passing through a first annular ring according to an embodiment of the present application. The positions of first pin 172 and first pin hole 171 can be adjusted based on practical circumstances to ensure relative stability of pressure sensor 140 and thrust bearing 130 along the circumferential direction of screw 151 after first pin 172 is inserted into first pin hole 171, while also preventing the position of first pin hole 171 on pressure sensor 140 from affecting the detection accuracy of pressure sensor 140.

[0125] See Figure 22 As shown, in one embodiment, along the radial direction of the screw 151, the first pin hole 171 is provided between the screw 151 and the first annular ring 141, and the opening position range of this area is widely distributed on the pressure sensor 140, so that the first pin hole 171 only needs to be aligned with the first pin 172 for setting, and the processing and subsequent assembly between the two can be completed, thereby simplifying the setting of the positions of the first pin hole 171 and the first pin 172.

[0126] See Figure 23As shown, in one embodiment, along the axial direction of the screw 151, the first pin 172 protrudes from the bottom wall of the first groove 1331. The first pin hole 171 extends axially through the first annular ring 141 along the screw 151, and the first pin 172 is inserted into the first pin hole 171 to ensure a fixed connection between the pressure sensor 140 and the thrust bearing 130 along the circumferential direction of the screw 151. Furthermore, the first pin hole 171 is positioned radially along the screw 151 on the first annular ring 141 away from the central axis of the pressure sensor 140, thereby preventing the limiting structure from interfering with the detection accuracy of the pressure sensor 140 and thereby ensuring the detection accuracy of the pressure sensor 140.

[0127] See Figure 24 As shown, Figure 24 This is a schematic diagram of an embodiment of the present application in which the first groove and the first annular ring have tapered surfaces. Along the axial direction of the screw 151, the outer circumference of the first groove 1331 and the inner circumference of the first annular ring 141 are tapered surfaces. When the first annular ring 141 is inserted into the first groove 1331, the inclined surface of the tapered surface guides the first annular ring 141 and the first groove 1331 to automatically align their central axes, facilitating the installation of the other side 132 of the thrust bearing and the pressure sensor 140. This also ensures a more stable fit between the first annular ring 141 and the first groove 1331. Furthermore, the mating of the tapered surfaces of the first annular ring 141 and the first groove 1331 creates a radial component of force when the other side 132 of the thrust bearing exerts an axial force on the pressure sensor 140, creating friction between the first annular ring 141 and the groove. This prevents the first annular ring 141 from loosening from the first groove 1331 and causing shaking, thereby enhancing the structural stability of both the thrust bearing 130 and the pressure sensor 140.

[0128] See Figure 7 and Figure 25 , Figure 25 It is a schematic diagram of the thrust bearing, pressure sensor and caliper body provided in an embodiment of the present application. A second groove 175 is distributed on the inner wall of the caliper body 180 along the circumference of the screw 151, and a first protrusion 176 is distributed on the outer periphery of the pressure sensor 140. The second groove 175 is used to accommodate the first protrusion 176. The first protrusion 176 can be inserted into the second groove 175 along the axial direction of the screw 151 to limit the relative position of the pressure sensor 140 and the caliper body 180 and prevent the pressure sensor 140 from rotating. At the same time, during installation, it is only necessary to insert the first protrusion 176 into the second groove 175 along the opening end of the second groove 175 in the axial direction of the screw 151 to complete the installation, which facilitates the disassembly and installation of the pressure sensor 140 and related components.

[0129] A third groove 1332 is disposed on the surface of the other side 132 of the thrust bearing. A second annular ring 142 is disposed on the side of the pressure sensor 140 facing the other side 132 of the thrust bearing. The third groove 1332 is configured to accommodate the second annular ring 142. The outer circumference of the second annular ring 142 contacts the inner circumference of the third groove 1332 to limit radial movement of the pressure sensor 140, preventing the pressure sensor 140 from shaking due to the movement of the lead screw 150, thereby improving the detection accuracy of the pressure sensor 140. After the second annular ring 142 is inserted into the third groove 1332, the inner wall of the third groove 1332 supports the outer circumference of the second annular ring 142, thereby preventing the pressure sensor 140 from tilting or flipping due to uneven force. At the same time, the inner circumferential surface of the thrust bearing 130 contacts the outer circumferential surface of the second annular ring 142 along the circumferential direction of the screw 151, so that the pressure sensor 140 is evenly stressed in the circumferential direction of the screw 151, thereby avoiding damage to the pressure sensor 140 due to excessive concentration of force from the thrust bearing 130 during braking.

[0130] A second protrusion 178 is distributed along the inner circumference of the radial third groove 1332 of the screw 151. The second protrusion 178 is used to embed in the outer circumference of the second annular ring 142 to form circumferential positioning of the pressure sensor 140 and the other side 132 of the thrust bearing, ensuring that the pressure sensor 140 and the thrust bearing 130 are relatively stationary along the circumferential direction of the screw 151, preventing the pressure sensor 140 from rotating circumferentially along the screw 151, and thereby improving the detection accuracy of the pressure sensor 140.

[0131] In this embodiment, the dual-protrusion-dual-groove arrangement allows multiple limiting structures to receive force separately, thereby ensuring uniform force on pressure sensor 140 and enhancing the relative stability of the caliper body 180, pressure sensor 140, and thrust bearing 130. It will be appreciated that second groove 175 is a sliding slot with one end open, allowing first protrusion 176 to slide into second groove 175 along the axial direction of screw 151, thereby simplifying the installation of pressure sensor 140.

[0132] It can be understood that the first protrusion 176 can also be distributed on the surface of the caliper body 180 close to the pressure sensor 140, and the first groove 1331 can be distributed on the surface of the pressure sensor 140 close to the caliper body 180, which can also achieve matching between the first protrusion 176 and the first groove 1331, thereby ensuring the relative stability of the caliper body 180 and the pressure sensor 140.

[0133] In one embodiment, first groove 1331 can be configured according to actual conditions to ensure that first protrusion 176 can be inserted into first groove 1331, thereby ensuring the relative stability of caliper body 180 and pressure sensor 140. This also facilitates the installation of first protrusion 176 and first groove 1331, thereby simplifying the installation of caliper body 180 and pressure sensor 140. For example, first groove 1331 can be configured as a slot or a groove.

[0134] In one embodiment, the first groove 1331 is a slide groove, which is open on one side of the screw 151 in the axial direction near the pressure sensor 140, so that the first protrusion 176 can slide through the opening along the axial direction of the screw 151 into the slide groove, thereby improving the installation efficiency of the pressure sensor 140 in the caliper body 180. At the same time, the rotation of the pressure sensor 140 and the caliper body 180 along the circumferential direction of the screw 151 is restricted.

[0135] In one embodiment, the number and position of the first protrusions 176 and first grooves 1331 can be configured based on practical needs to ensure that each first groove 1331 can accommodate at least one first protrusion 176. This ensures that the pressure sensor 140 is securely connected to the caliper body 180 circumferentially of the screw 151, thereby improving the stability of the pressure sensor 140. Specifically, the retaining structure 170 includes at least three first protrusions 176 and at least three first grooves 1331. The at least three first protrusions 176 and at least three first grooves 1331 are arranged at equal angles relative to the central axis of the screw 151 along the circumference of the screw 151. Specifically, the plurality of first grooves 1331 are spaced at equal angles, and the plurality of first protrusions 176 are spaced at equal angles. This ensures that the force exerted by the retaining structure 170 on the pressure sensor 140 is evenly distributed circumferentially, avoiding stress concentration on individual protrusions and grooves, which could result in uneven force on the pressure sensor 140 and cause it to flip or shift. Furthermore, the arrangement of at least three first protrusions 176 and at least three first grooves 1331 enhances the anti-rotational capabilities of the pressure sensor 140 and caliper body 180 along the circumferential direction of the screw 151, thereby improving the circumferential stability of the caliper body 180 and pressure sensor 140 relative to the screw 151. The equidistant arrangement of at least three first protrusions 176 and at least three first grooves 1331 along the circumference of the screw 151 also ensures uniform force distribution on the retaining structure 170, reduces shear forces on each first protrusion 176, and prevents breakage of the first protrusion 176 due to excessive force on a single first protrusion 176. It is understood that the number of first grooves 1331 can be the same as, greater than, or an integer multiple of the number of first protrusions 176, so that the first protrusions 176 can be inserted into the first grooves 1331 even after the pressure sensor 140 is rotated to different angles.

[0136] See Figure 26 、 Figure 27 、 Figure 28 、 Figure 29 and Figure 30 As shown, Figure 26 This is a schematic diagram of the other side of the thrust bearing with ribs provided in an embodiment of the present application. Figure 27 This is a schematic diagram of the other side of the thrust bearing with ribs provided in an embodiment of the present application. Figure 28 is a schematic diagram of a pressure sensor with a fourth groove provided in an embodiment of the present application, Figure 29 is a schematic diagram of a thrust bearing with a pin provided in an embodiment of the present application, Figure 30This is a schematic diagram of a pressure sensor with a U-shaped groove provided in an embodiment of the present application. The structure of the second protrusion 178 and the fourth groove 1421 can be configured according to actual conditions to ensure the stability and reliability of the matched limiting structure while ensuring the fixed connection between the thrust bearing 130 and the pressure sensor 140 along the circumferential direction of the screw 151.

[0137] See Figure 26 、 Figure 27 and Figure 28 As shown, in one embodiment, the second protrusion 178 is a rib 1781, which extends along the axial direction of the screw 151 on the inner circumference of the third groove 1332, and a fourth groove 1421 is distributed on the outer circumference of the second annular ring 142 along the axial direction of the screw 151, and the fourth groove 1421 is used to accommodate the rib 1781.

[0138] In this embodiment, rib 1781 extends axially along screw 151 and is inserted into fourth groove 1421 to limit the rotation of thrust bearing 130 and pressure sensor 140 along the circumferential direction of screw 151, thereby ensuring the detection accuracy of pressure sensor 140. Furthermore, the manufacturing process of rib 1781 is relatively simple, and its structure is relatively regular, which helps ensure processing accuracy and quality. The structure of rib 1781 can ensure a more uniform stress distribution in the mating area, avoiding local stress concentration and extending the service life of the limiting structure. Furthermore, the contact area between rib 1781 and the inner circumference of third groove 1332 is relatively large. When rib 1781 matches third groove 1332, the matching between pressure sensor 140 and the other side 132 of the thrust bearing is more stable, thereby effectively reducing the shaking of the braking device during braking.

[0139] In one embodiment, the width L2 of the rib 1781 along the radial direction of the screw 151 is greater than or equal to the width of the fourth groove 1421. This allows the rib 1781 to form an interference fit with the fourth groove 1421 when inserted into the fourth groove 1421, thereby ensuring the stable fit between the other side 132 of the thrust bearing and the pressure sensor 140 and preventing the rib 1781 from falling off due to the excessive width of the fourth groove 1421. In one embodiment, the height of the rib 1781 along the axial direction of the screw 151 is equal to the depth of the fourth groove 1421. This allows the rib 1781 to precisely fit within the fourth groove 1421, ensuring the stable fit between the other side 132 of the thrust bearing and the pressure sensor 140, while also ensuring the compactness of the structural fit between the pressure sensor 140 and the thrust bearing 130. It is understandable that the fourth groove 1421 can be a groove that passes through the second annular ring 142 along the axial direction of the screw 151, or a groove that opens on one side of the screw 151 close to the other side 132 of the thrust bearing along the axial direction of the screw 151.

[0140] In one embodiment, there are three ribs 1781 and three fourth grooves 1421. The three ribs 1781 are spaced 120 degrees apart along the circumference of the screw 151 and extend radially along the screw 151. The three fourth grooves 1421 are spaced 120 degrees apart along the circumference of the screw 151 and are distributed on the surface of the second annular ring 142 facing the other side 132 of the thrust bearing. This ensures balanced force on the pressure sensor 140 and the retaining structure 170 along the circumference of the thrust bearing 130, while also ensuring that the pressure sensor 140 and the thrust bearing 130 remain relatively fixed along the circumference of the screw 151 after the ribs 1781 are inserted into the fourth grooves 1421. It can be understood that the number of ribs 1781 and fourth grooves 1421 in this embodiment can be set according to actual conditions to ensure that the rotation of the thrust bearing 130 and the pressure sensor 140 along the circumferential direction of the screw 151 is restricted, while ensuring that the stress of the thrust bearing 130 and the pressure sensor 140 is evenly distributed along the circumference of the screw 151.

[0141] See Figure 29 and Figure 30 As shown, the second protrusion 178 is a pin 1782. Along the axial direction of the screw 151, a U-shaped groove 1422 is distributed on the outer peripheral surface of the second annular ring 142. The notch of the U-shaped groove 1422 is distributed on the side of the second annular ring 142 facing the other side 132 of the thrust bearing. The pin 1782 enters the U-shaped groove 1422 through the notch.

[0142] In this embodiment, the pressure sensor 140 and the thrust bearing 130 are fixed in the circumferential direction of the screw 151 by allowing the pin 1782 to enter the U-shaped groove 1422 through the notch, thereby improving the detection accuracy of the pressure sensor 140. At the same time, the outer peripheral surface of the pin 1782 is an arc surface, and the inner peripheral surface of the U-shaped groove 1422 is also an arc surface. The two are matched to facilitate the installation and disassembly of the limiting structure. It also reduces the wear between the components and avoids the sharp parts of the pin 1782 from colliding and generating debris. The debris exists between the pressure sensor 140 and the thrust bearing 130, causing an imbalance in force. At the same time, the debris easily wears the lead screw, affecting the service life of the lead screw.

[0143] In one embodiment, the other opening of the U-shaped groove 1422 extends along the radial direction of the screw 151, i.e., along the radial direction of the screw 151, and the U-shaped groove 1422 is open on the side of the second annular ring 142 away from the outer circumferential surface of the screw 151, so that the pin 1782 can smoothly enter the U-shaped groove 1422, thereby completing the matching of the thrust bearing 130 and the pressure sensor 140, and ensuring that the thrust bearing 130 and the pressure sensor 140 remain relatively fixed in the circumferential direction of the screw 151. In one embodiment, the diameter of the pin 1782 is greater than or equal to the groove width of the U-shaped groove 1422 in the radial direction of the screw 151, so that the two are in interference fit, ensuring the stability of the matching of the limiting structure.

[0144] In one embodiment, the number of pins 1782 is three, and the number of U-shaped grooves 1422 is three. Along the circumferential direction of the screw 151, the three pins 1782 are sequentially spaced 120 degrees apart and extend in the radial direction of the screw 151. Along the circumferential direction of the screw 151, the three U-shaped grooves 1422 are sequentially spaced 120 degrees apart and are distributed on the surface of the second annular ring 142 on the side facing the other side 132 of the thrust bearing, so as to ensure that the pressure sensor 140 and the limiting structure 170 are balanced in the circumferential direction of the thrust bearing 130, and at the same time, ensure that the pressure sensor 140 and the thrust bearing 130 can remain relatively fixed in the circumferential direction of the screw 151 after the pin 1782 is inserted into the U-shaped groove 1422. It can be understood that the number of pins 1782 and U-shaped grooves 1422 in this embodiment can be set according to actual conditions, so as to ensure the limitation of the rotation of the thrust bearing 130 and the pressure sensor 140 in the circumferential direction of the screw 151, and at the same time, ensure that the stress of the thrust bearing 130 and the pressure sensor 140 is evenly distributed in the circumferential direction of the screw 151.

[0145] Referring to Figure 31 as shown, Figure 31 is a schematic view of a brake device with an elastic pad provided by the embodiments of the present application. The elastic pad 1783 is distributed between the pin 1782 and the fourth groove 1421, and the deformation of the elastic pad 1783 can reduce the transmission of vibration and play a buffering role, so as to reduce the relative vibration of the pressure sensor 140 and the thrust bearing 130 caused by the operation of the brake device, and avoid the collision of the two due to impact, thereby preventing the damage of the thrust bearing 130 and the pressure sensor 140.

[0146] In one embodiment, the elastic pad 1783 is sleeved on the outer peripheral surface of the pin 1782 to space the pin 1782 and the inner wall of the fourth groove 1421 to prevent the pin 1782 and the fourth groove 1421 from colliding and causing damage to the limiting structure. It is understandable that the shape of the elastic pad 1783 can be set according to actual conditions, so as to space the pin 1782 and the fourth groove 1421 to prevent the two from colliding with each other and causing instability of the pressure sensor 140. In one embodiment, the elastic pad 1783 can produce elastic deformation along the direction of collision between the pin 1782 and the inner wall of the fourth groove 1421, so as to cushion the limiting structure. Exemplarily, the material of the elastic pad 1783 can be rubber, or it can be a sponge gasket or other material that can undergo elastic deformation.

[0147] See Figure 32 As shown, Figure 32 This is a schematic diagram of a braking device provided in an embodiment of the present application, in which the third groove and the second annular ring have conical surfaces. The inner circumference of the axial third groove 1332 of the screw 151 and the outer circumference of the second annular ring 142 are conical surfaces. When the second annular ring 142 is inserted into the third groove 1332, the inclined surface of the conical surface guides the two to automatically adjust their central axes to coincide with each other, facilitating the installation of the gasket 132 and the pressure sensor 140 on the other side. Moreover, the matching of the two conical surfaces will generate a radial component of force under the action of the axial force generated by the thrust bearing 130 on the pressure sensor 140, causing friction between the second annular ring 142 and the third groove 1332, preventing the second annular ring 142 from loosening from the third groove 1332 and causing shaking, thereby enhancing the structural stability of both the thrust bearing 130 and the pressure sensor 140.

[0148] See Figure 33 As shown, Figure 33 Schematic diagram of a thrust bearing provided in an embodiment of the present application. Along the axial direction of the screw 151, the thickness H1 of the gasket on one side of the thrust bearing 130 facing the other end of the screw 151 is greater than the thickness H2 of the gasket on the other side of the thrust bearing 130 facing the pressure sensor 140. This effectively prevents eccentric wear of the thrust bearing 130 without increasing the total axial length of the screw 151, thereby improving the reliability of the thrust bearing 130. Specifically, the gasket 138 on one side of the thrust bearing can withstand the pressure from the screw 151 to ensure that the axial load on the thrust bearing 130 is evenly distributed, avoid overload damage to the thrust bearing 130 and the pressure sensor 140, and effectively prevent eccentric wear of the thrust bearing 130 due to local pressure. The gasket 139 on the other side of the thrust bearing is used to separate the thrust bearing 130 and the pressure sensor 140 to ensure the stability of the pressure sensor 140, and is used to set a limiting structure to limit the relative fixation of the thrust bearing 130 and the pressure sensor 140 along the circumferential direction of the screw 151.

[0149] See Figure 9-Figure 25 、 Figure 29 、 Figure 31 and Figure 32 As shown, in one embodiment, the end faces of the free ends of the pins or protrusions are all arc surfaces, and the outer peripheral surfaces of the pins or protrusions can contact the inner walls of the grooves or holes, thereby guiding the pins or protrusions into the grooves or holes, so that the pins and protrusions can more easily cooperate with the holes or grooves, so as to facilitate the installation and disassembly of the limiting structure 170. And it avoids the collision of the sharp parts of the free ends and the generation of debris, which exists between the pressure sensor 140 and the thrust bearing 130, causing an imbalance in force. The debris is also easy to wear the screw 150, affecting the service life of the screw 150. It can be understood that the pins or protrusions include the first pin 172, the pin 1782, the first protrusion 176 and the second protrusion 178 described in the embodiment of the present application.

[0150] See Figure 7 and Figure 34 As shown, Figure 34 Schematic diagram of a thrust bearing with rolling elements provided in an embodiment of the present application. Thrust bearing 130 also includes rolling elements 135, which are located between a washer 138 on one side of the thrust bearing and a washer 139 on the other side of the thrust bearing. Rolling elements 135 are used to provide support for the rotation of screw 151, ensuring that screw 151 maintains a stable position during rotation, thereby ensuring the stability of the entire braking device and making the device operate more smoothly during braking. The washer 138 on one side of the thrust bearing is located between the other end 1511 of the screw and rolling elements 135, and is used to separate the other end 1511 of the screw and rolling elements 135, preventing contact between rolling elements 135 and the other end 1511 of the screw, which could cause wear of rolling elements 135 or screw 151.

[0151] In one embodiment, along the axial direction of the screw 151, the thrust bearing's one-side gasket 138, the rolling element 135, the thrust bearing's other-side gasket 139, and the pressure sensor 140 are arranged in sequence to ensure the thrust bearing 130's ability to support and withstand the high-speed rotation of the screw 151, while also protecting the thrust bearing's rolling element 135 from wear caused by collisions with other components, thereby improving the stability of the entire braking device. It is understood that the thrust bearing's one-side gasket 138, the rolling element 135, and the thrust bearing's other-side gasket 139 together constitute the thrust bearing 130. In one embodiment, the number and size of the rollers 1351 on the rolling element 135 can be adjusted according to actual needs to ensure that the rolling element 135 can withstand the forces in the radial direction of the screw 151 and to prevent damage to the rollers 1351 or the rolling element 135 due to excessive local pressure.

[0152] The above examples are only used to illustrate the technical solutions of the present application, but not limit the same; although the present application has been described in detail with reference to the foregoing examples, those skilled in the art should understand that the technical solutions recorded in the foregoing examples can be modified, or some technical features can be replaced by equivalent ones; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. An electromechanical brake device, characterized in that: The electronic mechanical brake device includes a caliper body, a brake motor, a friction plate, a lead screw, a thrust bearing and a pressure sensor. One end of the lead screw is used to receive the drive of the brake motor, the outer diameter of the other end of the lead screw is larger than the outer diameter of the one end of the lead screw, and the other end of the lead screw is used to drive the friction plate to brake the vehicle brake disc through the nut of the lead screw. The lead screw, the thrust bearing and the pressure sensor are used to be accommodated in the accommodating cavity of the caliper body, wherein: The thrust bearing and the pressure sensor are arranged along the axial direction of the screw between the other end of the screw and the inner wall of the accommodating cavity. The thrust bearing and the pressure sensor are sleeved on one end of the screw. One side of the thrust bearing is used to contact the other end of the screw, and the other side of the thrust bearing is used to contact the pressure sensor. The thrust bearing and the pressure sensor are fixedly connected along the circumference of the screw.

2. The electromechanical brake device according to claim 1, characterized in that A first pin is distributed on the other side surface of the thrust bearing, and a first pin hole is distributed on the inner wall of the accommodating cavity facing the pressure sensor. The first pin is used to pass through the pressure sensor along the axial direction of the screw and be inserted into the first pin hole.

3. The electromechanical brake device according to claim 2, characterized in that: A first notch is distributed on the outer peripheral surface of the pressure sensor along the radial direction of the screw and along the axial direction of the screw, and the first notch is used to accommodate the first pin.

4. The electromechanical brake device according to claim 3, characterized in that An elastic sleeve is distributed between the outer periphery of the first pin and the inner periphery of the notch along the circumference of the screw.

5. The electromechanical brake device according to claim 3 or 4, characterized in that: The other side surface of the thrust bearing has three first pins distributed at equal angles along the circumference of the screw, and the outer peripheral surface of the pressure sensor has three first notches distributed at equal angles along the circumference of the screw.

6. The electromechanical brake device according to claim 2, characterized in that: A first through hole along the axial direction of the screw is distributed between the inner and outer peripheries of the pressure sensor along the radial direction of the screw. The first through hole is used to accommodate the first pin. The outer circumferential surface of the first pin and the inner circumferential surface of the first through hole along the axial direction of the screw are conical surfaces.

7. The electromechanical brake device according to any one of claims 1 to 5, characterized in that: A first groove is distributed on the other side surface of the thrust bearing facing the pressure sensor, and a first annular ring is distributed on one side of the pressure sensor facing the thrust bearing. The first groove is used to accommodate the first annular ring, and the outer circumferential surface of the first annular ring is used to contact the inner circumferential surface of the first groove.

8. The electromechanical brake device according to claim 7, characterized in that: Along the axial direction of the screw, the outer circumferential surface of the first groove and the inner circumferential surface of the first annular ring are conical surfaces.

9. The electromechanical brake device according to claim 1, wherein: A second groove is distributed on the inner wall of the caliper body along the circumference of the screw, a first protrusion is distributed on the outer circumference of the pressure sensor, and the second groove is used to accommodate the first protrusion. A third groove is distributed on the other side surface of the thrust bearing, and a second annular ring is distributed on the side of the pressure sensor facing the thrust bearing, and the third groove is used to accommodate the second annular ring. The outer circumference of the second annular ring is used to contact the inner circumference of the third groove. A second protrusion is distributed on the inner circumference of the third groove along the radial direction of the screw, and the second protrusion is used to embed into the outer circumference of the second annular ring.

10. The electromechanical brake device according to claim 9, characterized in that: The second protrusion is a rib that extends along the axial direction of the screw on the inner circumference of the third groove. A fourth groove is distributed on the outer circumference of the second annular ring along the axial direction of the screw, and the fourth groove is used to accommodate the rib.

11. The electromechanical brake device according to claim 9, characterized in that The second protrusion is a pin, and a U-shaped groove is distributed on the outer peripheral surface of the second annular ring along the axial direction of the screw. The notch of the U-shaped groove is distributed on the side of the second annular ring facing the thrust bearing, and the pin enters the U-shaped groove through the notch.

12. The electromechanical brake device according to claim 11, characterized in that: An elastic pad is distributed between the pin and the U-shaped groove.

13. The electromechanical brake device according to any one of claims 9 to 12, characterized in that: Along the axial direction of the screw, the inner circumferential surface of the third groove and the outer circumferential surface of the second annular ring are conical surfaces.

14. The electromechanical brake device according to any one of claims 1 to 13, characterized in that: Along the axial direction of the screw, the thickness of the gasket on one side of the thrust bearing facing the other end of the screw is greater than the thickness of the gasket on the other side facing the pressure sensor.

15. A vehicle, characterized in that: The vehicle includes a vehicle frame, a brake disc, and the electronic mechanical braking device according to any one of claims 1 to 14, wherein the electronic mechanical braking device is fixed to the vehicle frame and is used to brake the brake disc via the friction plate.

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