Electromechanical brake mechanism

Abstract

The application discloses an electromechanical brake mechanism, which comprises a brake mechanism, a lever transmission assembly and a driving mechanism. The brake mechanism comprises a clamp body, a fixed brake pad, a movable brake pad and a transmission block. The fixed brake pad and the movable brake pad are parallel in the clamp body, and the movable brake pad moves towards the fixed brake pad. A brake disc is limited between the fixed brake pad and the movable brake pad. One end of the transmission block penetrates through the clamp body and is connected with the movable brake pad. The lever transmission assembly comprises a pin shaft and a swing lever. The pin shaft is fixed to the outer wall of the clamp body. The middle part of the swing lever is hinged to the pin shaft, and the end face of the first end of the swing lever is fixed to the other end of the transmission block. The fixed part of the driving mechanism is fixed to the bottom surface of the clamp body, and the driving end of the driving mechanism is transmissionally connected with the second end of the swing lever to drive the swing lever to swing around the pin shaft to perform a brake operation. The electromechanical brake mechanism can realize force transmission between the driving mechanism and the brake pad by arranging the lever transmission assembly, can fully utilize the space in the radial direction of the wheel hub, and greatly shortens the space occupation in the axial direction.

Description

Technical Field

[0001] This invention relates to a braking mechanism, and more specifically to an electromechanical braking mechanism, belonging to the field of automotive braking technology. Background Technology

[0002] Traditional automotive brakes use hydraulic or pneumatic pressure as their power source. With the development and promotion of new energy vehicles, electromechanical brakes, which use electric motors as their driving force, have gradually been applied. This differs from traditional brakes that use hydraulic pressure to drive a transmission block to push the friction pads. An electromechanical brake is a mechanical structure that uses an electric motor to drive a reducer, which in turn drives a mechanical structure that converts rotational motion into linear motion, ultimately pushing the friction pads to press against the brake disc for braking. Electromechanical brakes do not require hydraulic fluid, have a fast response speed, and provide more accurate braking force control. Furthermore, because electromechanical brakes use an electric motor to generate braking force instead of relying on hydraulic pressure, this configuration simplifies braking system design.

[0003] Traditional hydraulic brake calipers transmit pedal force through brake fluid, utilizing the incompressibility of the fluid to actuate the caliper. Their complex structure includes a master cylinder, hydraulic lines, wheel cylinders, and a booster, but they occupy less wheel-side space. Electromechanical brakes, on the other hand, transmit signals from the brake pedal to the control unit (ECU), which instructs the motor to directly generate braking force. Their structure is simpler, mainly consisting of sensors, the ECU, a motor, and a motion conversion mechanism, without hydraulic lines. In terms of response speed, the latter is 4 to 6 times faster than the former. However, in terms of layout, electromechanical brakes typically have the motor axially positioned, resulting in a larger axial volume. Therefore, when the wheel rotates, the sweeping area of ​​the electromechanical brake is larger, placing higher demands on the wheel-side space arrangement.

[0004] However, existing electromechanical brakes, due to size limitations and the lack of a lever mechanism for force amplification, result in a relatively large force on the transmission system. Therefore, how to provide an electromechanical braking mechanism that occupies less space and reduces the force on the transmission system is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] In view of this, the present invention provides an electromechanical braking mechanism that can make full use of the radial space at the wheel hub of the vehicle, reduce the interference of excessive axial length of the braking mechanism on the suspension, and further amplify the torque by using a lever transmission assembly, thereby reducing the size of the drive mechanism.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] An electromechanical braking mechanism for braking a brake disc includes: A braking mechanism includes a caliper body, a fixed brake pad, a movable brake pad, and a transmission block. The caliper body is a U-shaped groove structure with two through ends. The fixed brake pad and the movable brake pad are located parallel to each other within the caliper body, and the fixed brake pad is fixed to the caliper body. The movable brake pad moves linearly in a direction away from or towards the fixed brake pad. A brake disc is correspondingly constrained between the fixed brake pad and the movable brake pad. One end of the transmission block passes through the caliper body and is fixed to the movable brake pad. A lever transmission assembly includes a pin and a rocker arm; the pin is arranged parallel to the through direction of the clamp body and is fixed to the outer side wall of the clamp body near the movable brake pad by a fastener; the middle part of the rocker arm is hinged to the pin and the end face of its first end is fixed to the other end of the transmission block; The drive mechanism has a fixed part fixed to the bottom surface of the clamp body. Its drive end is connected to the second end of the swing rod to drive the swing rod to swing around the pin shaft. The first end of the swing rod can drive the transmission block to drive the movable brake pad to move, or the second end of the swing rod can drive the clamp body to move linearly so that the fixed brake pad and the movable brake pad cooperate to clamp the brake disc to perform a braking operation.

[0008] The beneficial effects of this invention are as follows: A drive mechanism drives a rocker arm to swing around a pivot. During this swing, based on the lever principle, the second end of the rocker arm pulls the caliper body to move linearly, causing the fixed brake pad to contact the brake disc. Alternatively, the first end of the rocker arm drives a transmission block to slide, causing the movable brake pad to move linearly and contact the brake disc. During this movement, when one brake pad presses against the rotating brake disc, the other brake pad then presses against the rotating brake disc, generating braking force under pressure. This invention fully utilizes the radial space of the wheel hub through a lever transmission assembly, reducing interference to the vehicle suspension caused by excessive axial length of the braking mechanism. Through the lever transmission principle, the force is transmitted to the caliper body and transmission block after the rocker arm swings, causing the caliper body and movable brake pad to move. Since the drive mechanism is fixed to the caliper body, this design allows for adaptive adjustment of the contact sequence between the brake pad and the brake disc, ultimately ensuring dynamic balance of forces acting on both sides of the brake disc, achieving effective braking. This invention can amplify torque through the rocker arm, thereby reducing the size of the drive mechanism.

[0009] Preferably, the drive mechanism includes a housing, a gear set, a motor, and a ball screw; the gear set is rotatably connected inside the housing; the motor is fixed to the outer wall of the housing, and its output shaft passes through the housing and is fixed to the driving gear of the gear set; the ball screw is fixed to the driven gear of the gear set, and the nut on the ball screw is tactilely connected to the second end of the rocker arm. The drive mechanism uses a gear reducer, which reduces speed and increases torque through the gear set, thereby achieving the torque amplification effect of the rocker arm.

[0010] Preferably, the gear set includes a first gear, a second gear, and a third gear that mesh sequentially; one end face of the first gear is fixed perpendicularly to the output shaft of the motor; one end face of the third gear is fixed perpendicularly to the ball screw; a through hole is provided on the housing for the linear movement of the nut; the outer diameters of the first gear, the second gear, and the third gear increase sequentially. The first gear serves as the driving gear and is connected to the motor, while the second and third gears are driven gears. The design of sequentially increasing outer diameters from the driving gear to the driven gears enables the drive mechanism to achieve speed reduction and torque increase.

[0011] Preferably, the lever transmission assembly further includes a slider; both the first and second ends of the rocker arm facing the clamp body have grooves arranged radially corresponding to the brake disc; the slider is slidably connected within the grooves; the end of the transmission block away from the movable brake pad and the slider located at the first end of the rocker arm, and the end of the ball screw away from the third gear and the slider located at the second end of the rocker arm, are all connected by ball joints. The length of the groove is greater than the length of the slider, allowing the slider to slide radially along the brake disc within the groove. Through the ball joint connection, the slider can decouple motion during sliding, decomposing the circular motion at both ends of the rocker arm into rotation and translation. The slider and the transmission block or ball screw are all connected by ball joints, forming a sliding pair between the rocker arm and the slider. Under normal circumstances, there is a certain gap between the slider and the upper and lower sides of the groove. When the rocker arm rotates around the pin, since the horizontal height of the pin remains unchanged, after the rocker arm swings, the slider at the first end will move relative to the pin axis toward the center of the brake disc, while the slider at the second end will move relative to the pin axis away from the center of the brake disc. At this time, since the length of the groove on the rocker arm is greater than the length of the slider, the contact area between the rocker arm and the slider remains unchanged, ensuring the smoothness of force transmission.

[0012] Preferably, the clamp body has a sliding hole on the side wall corresponding to the movable brake pad, and the outer wall of the transmission block slides against the inner wall of the sliding hole. The sliding hole ensures that the transmission block can slide effectively and that the transmission block can connect the movable brake pad and the rocker arm.

[0013] Preferably, a sealing ring is embedded in the inner wall of the sliding hole; a dustproof ring is fitted on the outer wall of the transmission block near the end of the rocker arm. The dustproof ring and sealing ring ensure the stability of the transmission block's movement and prevent jamming caused by external environmental factors.

[0014] Preferably, the braking mechanism further includes a bracket, a guide sheath, and screws; connecting rods are fixed to both sides of the bottom end of the side wall corresponding to the movable brake pad of the caliper body; the bracket is bolted to the vehicle wheel hub; hollow columns are fixed to both sides of the bracket; the caliper body is slidably connected to the frame of the bracket; one end of the guide sheath is slidably connected to the hollow column, and the other end is fastened to the connecting rod by the screws. By using the bracket to mount the caliper body and connecting the hollow column and the connecting rod through the guide sheath, under the restriction of the guide sheath, the caliper body can only move axially in relation to the corresponding brake disc and will not produce radial displacement.

[0015] Preferably, the guide sheath comprises an integrally formed sheath body and an end cap. The sheath body is a cylindrical shape, and the end cap has a threaded hole at its end away from the sheath body. The threaded end of the screw passes through the end of the connecting rod away from the clamp body and is threaded into the threaded hole. The cylindrical shape of the sheath body reduces the frictional resistance between the sheath body and the inner wall of the hollow cylinder. The connection between the guide sheath and the connecting rod is achieved through the threaded hole on the end cap and the screw.

[0016] Preferably, it further includes a corrugated dustproof tube; the corrugated dustproof tube is sleeved on the sheath body; both ends of the corrugated dustproof tube abut against the end cap and the opposite end faces of the hollow column, respectively. During axial movement, the clamp body drives the guide sheath to slide synchronously along the hollow column. The corrugated dustproof tube has flexibility and compressibility, allowing it to deform as the guide sheath slides. Simultaneously, the corrugated dustproof tube prevents external impurities from affecting the guide sheath and prevents the guide sheath from jamming.

[0017] Preferably, strain gauges are bonded to both sides of the rocker arm corresponding to the pin. The strain gauges can detect the force applied by the ball screw to the rocker arm and the force exerted by the rocker arm on the transmission block. By calibrating the force-strain relationship and then multiplying it by the cosine value of the angle between the rocker arm and the brake disc, the force applied to the transmission block is obtained. Finally, the braking force is controlled by the rotation angle of the ball screw and the corresponding force on the transmission block under this strain.

[0018] As can be seen from the above technical solutions, compared with the prior art, the present invention discloses an electromechanical braking mechanism suitable for hub motors and with an external brake disc structure. Traditional electromechanical brakes occupy a large axial space and have low radial space utilization. However, the present invention achieves the transmission of force between the drive mechanism and the brake pads by setting a lever transmission assembly, which can make full use of the radial space of the hub and greatly shorten the axial space occupation. Moreover, compared with the traditional electromechanical brake with a reducer and lead screw combination, the lever transmission assembly added in the present invention can further amplify the transmitted force, further reduce the size of the drive mechanism or improve the force condition of the transmission system. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0020] Figure 1 A schematic diagram of the braking mechanism structure provided by the present invention; Figure 2 Exploded structural diagram of the braking mechanism provided by the present invention; Figure 3 A cross-sectional view of the pendulum rod provided by the present invention; Figure 4 This is a schematic diagram of the clamp body structure provided by the present invention; Figure 5 This is a schematic diagram of the clamp body and the swing arm assembly provided by the present invention; Figure 6 This is a schematic diagram of the gear set structure provided by the present invention; Figure 7 This is a schematic diagram of the clamp body and support assembly provided by the present invention; Figure 8 for Figure 7 AA section view in the middle; Figure 9 for Figure 1 Schematic diagram of the braking mechanism installation; Figure 10 A schematic diagram of another form of the braking mechanism provided by the present invention.

[0021] Among them, 1-brake mechanism; 11-clamp body; 111-connecting rod; 112-fixed component; 113-sliding hole; 12-fixed brake pad; 13-movable brake pad; 14-transmission block; 141-dustproof ring; 142-sealing ring; 15-bracket; 151-hollow column; 16-guide sheath; 17-corrugated dustproof tube; 18-screw; 2-lever transmission assembly; 21-rocker arm; 22-pin; 23-sliding groove; 24-slider; 3-drive mechanism; 31-housing; 32-motor; 33-first gear; 34-second gear; 35-third gear; 36-ball screw; 37-nut; 4-brake disc. Detailed Implementation

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] See appendix Figure 1 To be continued Figure 10 This invention discloses an electromechanical braking mechanism for braking brake discs. Through a lever transmission assembly, it utilizes the lever principle to transmit force between the drive mechanism and the brake pads. This fully utilizes the radial space of the vehicle wheel hub, reduces the axial space occupied by the wheel hub, and avoids interference with the vehicle suspension due to excessive axial length of the braking mechanism. The mechanism includes a braking mechanism 1, a lever transmission assembly 2, and a drive mechanism 3. The braking mechanism 1 includes a caliper 11, a fixed brake pad 12, a movable brake pad 13, and a transmission block 14. The caliper 11 is mounted on the wheel hub and can move linearly. The caliper body 11 is a U-shaped groove structure with both ends through it; the fixed brake pad 12 and the movable brake pad 13 are parallel to each other and located inside the caliper body 11, with the fixed brake pad 12 fixed to the caliper body 11, and the movable brake pad 13 moving linearly away from or towards the fixed brake pad 12; the brake disc 4 is correspondingly constrained between the fixed brake pad 12 and the movable brake pad 13; one end of the transmission block 14 passes through the caliper body 11 and is fixed to the movable brake pad 13; during normal driving, neither the fixed brake pad 12 nor the movable brake pad 13 contacts the brake disc 4, i.e., during normal driving... The fixed brake pad 12 and the movable brake pad 13 have a braking gap with the outer wall of the brake disc 4; the linear movement of the caliper body 11 and the sliding of the transmission block 14 can respectively drive the fixed brake pad 12 and the movable brake pad 13 to move and contact the brake disc 4 in sequence. When both the fixed brake pad 12 and the movable brake pad 13 are in contact with the brake disc 4, the braking operation is performed; the lever transmission assembly 2 includes a pin 22 and a rocker arm 21; the pin 22 is arranged parallel to the through direction of the caliper body 11 and is fixed to the outer wall of the caliper body 11 near the movable brake pad 13 by the fixing member 112; the rocker arm 21... The middle part of 1 is hinged to the pin 22 and its first end face is fixed to the other end of the transmission block 14; the fixed part of the drive mechanism 3 is fixed to the bottom surface of the clamp body 11, and its drive end is connected to the second end of the swing rod 21 to drive the swing rod 21 to swing around the pin 22. The first end of the swing rod 21 can drive the transmission block 14 to drive the movable brake pad 13 to move and cooperate with the fixed brake pad 12 to clamp the brake disc 4 to perform braking operation; or the second end of the swing rod 21 drives the clamp body 11 to move linearly so that the fixed brake pad 12 and the movable brake pad 13 cooperate to clamp the brake disc 4 to perform braking operation.

[0024] To further optimize the above technical solution, the fastener 112 consists of two ear plates, each with a pin hole, and the pin 22 is embedded in the pin hole.

[0025] To further optimize the above technical solution, the drive mechanism 3 includes a housing 31, a gear set, a motor 32, and a ball screw 36; the housing 31 is fixed to the bottom surface of the clamp body 11; the gear set is rotatably connected inside the housing 31; the motor 32 is fixed to the outer wall of the housing 31, and its output shaft passes through the housing 31 and is fixed to the driving gear of the gear set; the ball screw 36 is fixed to the driven gear of the gear set, and the nut 37 on the ball screw 36 is connected to the second end of the rocker arm 21.

[0026] like Figure 2 and Figure 6 As shown, the drive mechanism adopts the form of a reducer, utilizing a gear set within the housing to achieve speed reduction and torque increase. The swing of the lever enables force transmission. Simultaneously, utilizing the lever principle, the swing of the second end of the lever pulls the caliper body to move linearly, bringing the fixed brake pad into contact with the brake disc. The swing of the first end of the lever pushes the transmission block to slide, bringing the movable brake pad into contact with the brake disc. When both the fixed and movable brake pads are in contact with the brake disc, the forces acting on both sides of the brake disc achieve dynamic balance, thereby achieving vehicle braking and improving the stress conditions of the reducer. Due to the existence of the lever transmission component, the force transmission path is optimized. Compared with existing brakes, the axial length of the housing corresponding to the brake disc can be reduced, without interfering with the vehicle suspension.

[0027] In this embodiment, in order to ensure that the drive mechanism can achieve deceleration and torque increase, the gear set includes a first gear 33, a second gear 34 and a third gear 35 that mesh in sequence; one end face of the first gear 33 is fixed perpendicularly to the output shaft of the motor 32; one end face of the third gear 35 is fixed perpendicularly to the ball screw 36; a through hole for linear movement of the nut 37 is provided on the housing 31; the outer diameters of the first gear 33, the second gear 34 and the third gear 35 increase sequentially.

[0028] The first gear is connected to the motor as the driving gear, while the second and third gears are driven gears. The speed reduction and torque increase are achieved by successively increasing the outer diameter, and the torque is amplified by the rocker arm to ensure sufficient force to perform the braking operation.

[0029] In this embodiment, as Figure 3 and Figure 5 As shown, the lever transmission assembly 2 also includes a slider 24; the first and second ends of the rocker arm 21 are both provided with radially arranged grooves 23 corresponding to the brake disc 4 on their end faces facing the clamp body 11; the slider 24 is slidably connected in the grooves 23; the end of the transmission block 14 away from the movable brake pad 13 is connected to the slider 24 at the first end of the rocker arm 21 and the end of the ball screw 36 away from the third gear 35 is connected to the slider 24 at the second end of the rocker arm 21 through ball joints.

[0030] The output shaft of the motor is fixed to the end face of the driving gear, and one end of the ball screw is fixed to the end face of the driven gear. A through hole is provided on one side wall of the housing. The rotation of the ball screw can be converted into the linear movement of the nut, and the nut is slidably connected in the through hole. By setting the through hole, the linear movement of the nut can be ensured to the second end of the transmission rocker arm.

[0031] When braking is required, power is transmitted from the motor to the first gear, then through the second and third gears for speed reduction and torque amplification. The power is then transmitted to the ball screw fixed to the third gear. The rotation of the ball screw is converted into the linear motion of the nut, which in turn drives the rocker arm to swing around the pin via sliders at both ends. When the rocker arm moves, based on the lever principle, the second end of the rocker arm pulls the clamp body linearly. Since the pin is fixed to the clamp body, it also moves linearly along the brake disc simultaneously. At the same time, the first end of the rocker arm pushes the transmission block. Two scenarios can occur: Scenario 1: The fixed brake pad on the clamp body contacts the brake disc first, the pin stops moving, and the rocker arm continues to swing around the pin, with the first end of the rocker arm pushing the transmission block. Scenario 2: The movable brake pad connected to the transmission block contacts the brake disc first, the transmission block stops moving, and the rocker arm continues to swing around the ball joint on the transmission block, pulling the clamp body through the pin. After both brake pads contact the brake disc, the caliper body can float because the drive mechanism is fixed on it, so that the forces acting on both sides of the brake disc are dynamically equal.

[0032] In this embodiment, the length of the groove is greater than the length of the slider, allowing the slider to slide radially along the brake disc within the groove. Through a ball joint connection, the slider decouples the motion during sliding, breaking down the circular motion of the rocker arm's end into rotational and translational motion. The slider, transmission block, and ball screw are all connected by ball joints, forming a sliding pair between the rocker arm and the slider. Under normal conditions, there is a certain gap between the slider and the upper and lower sides of the groove. When the rocker arm rotates around the pin, because the horizontal height of the pin remains constant, after the rocker arm swings, the slider at the first end moves relative to the pin axis towards the center of the brake disc, while the slider at the second end moves relative to the pin axis away from the center of the brake disc. Since the length of the groove on the rocker arm is greater than the length of the slider, the contact area between the rocker arm and the slider remains constant, ensuring smooth force transmission.

[0033] In some other specific embodiments, the transmission block uses a piston to ensure the stability of the movement of the movable brake pads.

[0034] To further optimize the above technical solution, ensure the effectiveness of the sliding of the transmission block 14, and ensure that both ends of the transmission block 14 can be fixed with the movable brake pad 13 and the slider 24 located at the first end of the swing arm 21, the clamp body 11 is provided with a sliding hole 113 on the side wall corresponding to the movable brake pad 13, and the outer wall of the transmission block 14 slides against the inner wall of the sliding hole 113.

[0035] To further optimize the above technical solution and prevent the transmission block 14 from sliding and getting stuck, thus affecting the braking effect, a sealing ring 142 is embedded in the inner wall of the sliding hole 113; a dustproof ring 141 is fitted on the outer wall of the transmission block 14 near the swing rod 21.

[0036] In this embodiment, as Figure 4 and Figure 7 As shown, the braking mechanism 1 also includes a bracket 15, a guide sheath 16, and a screw 18; the caliper body 11 has connecting rods 111 fixed on both sides of the bottom end of the side wall corresponding to the movable brake pad 13; the bracket 15 is bolted to the car wheel hub; hollow columns 151 are fixed on both sides of the bracket 15; the caliper body 11 is slidably connected to the frame of the bracket 15; one end of the guide sheath 16 is slidably connected to the hollow column 151, and the other end is fastened to the connecting rod 111 by the screw 18.

[0037] The bracket also has a U-shaped cross-section, with the brake disc located in the U-shaped groove of the bracket. The clamp body is located inside the bracket frame, and the connecting rod extends along both sides of the clamp body. The guide sheath passes through the end of the connecting rod and is inserted into the hollow column. The outer wall of the guide sheath slides against the inner wall of the hollow column. By connecting the connecting rod and the hollow column through the guide sheath, the movement of the clamp body can be limited, ensuring that the clamp body can only move axially relative to the brake disc and does not move radially.

[0038] To further optimize the above technical solution and ensure effective braking, the inner wall of the bracket is provided with a sliding groove, and both ends of the fixed brake pad and the movable brake pad are fixed with protruding plates that are adapted to the sliding groove.

[0039] To further optimize the above technical solution, reduce the sliding resistance of the guide sheath 16, and ensure an effective connection between the guide sheath 16 and the connecting rod 111, such as... Figure 7 and Figure 8 As shown, the guide sheath 16 includes an integrally formed sheath body and an end cap. The sheath body is a cylindrical shape, and the end cap has a threaded hole at the end away from the sheath body. The threaded end of the screw 18 passes through the end of the connecting rod 111 away from the clamp body 11 and is threaded into the threaded hole.

[0040] In some other specific embodiments, in order to prevent the guide sheath 16 from getting stuck during sliding, a corrugated dustproof tube 17 is also included; the corrugated dustproof tube 17 is sleeved on the sheath body; the two ends of the corrugated dustproof tube 17 abut against the end cap and the two end faces of the hollow column 151, respectively.

[0041] To further optimize the above technical solution, strain gauges are bonded to both sides of the rocker arm 21 corresponding to the pin 22. A Wheatstone bridge full-bridge measurement method is used, with strain gauges bonded to both sides of the rocker arm fulcrum (corresponding to the pin). A force is applied to the second end of the rocker arm by the linear movement of the nut on the ball screw. The force on the first end of the rocker arm is then measured, and the force-strain relationship is calibrated. This force is then multiplied by the cosine value of the angle between the rocker arm and the brake disc to obtain the force applied to the transmission block. Therefore, the braking force is ultimately controlled by the rotation angle of the ball screw and the corresponding force on the transmission block under this strain.

[0042] In practical applications, when the brake disc is wide, only one transmission block needs to be installed, such as... Figure 10 The structure shown; when the brake disc is narrow, two or more transmission blocks need to be installed, using, for example... Figure 1 The structure shown is as follows.

[0043] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0044] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An electromechanical braking mechanism for braking a brake disc (4), characterized in that, include: Braking mechanism (1), the braking mechanism (1) includes a clamp body (11), a fixed brake pad (12), a movable brake pad (13) and a transmission block (14); the clamp body (11) is a groove structure with two through ends and a U-shaped cross section; the fixed brake pad (12) and the movable brake pad (13) are parallel to each other and located in the clamp body (11) and the fixed brake pad (12) is fixed to the clamp body, and the movable brake pad (13) moves linearly in a direction away from or close to the fixed brake pad (12); the brake disc (4) is correspondingly restricted between the fixed brake pad (12) and the movable brake pad (13); there are two or more transmission blocks (14), one end of the two or more transmission blocks (14) passes through the clamp body (11) and is fixed to the movable brake pad (13); The lever transmission assembly (2) includes a pin (22) and a rocker arm (21); the pin (22) is arranged parallel to the through direction of the clamp body (11) and is fixed to the outer side wall of the clamp body (11) near the movable brake pad (13) by a fastener (112); the middle part of the rocker arm (21) is hinged to the pin (22) and the end face of its first end is connected to the other end of the transmission block (14) by a slider (24); The driving mechanism (3) has a fixed part fixed to the bottom surface of the clamp body (11). Its driving end is connected to the second end of the swing rod (21) to drive the swing rod (21) to swing around the pin (22). The first end of the swing rod (21) can drive the transmission block (14) to drive the movable brake pad (13) to move, or the second end of the swing rod (21) can drive the clamp body (11) to move linearly so that the fixed brake pad (12) and the movable brake pad (13) cooperate to clamp the brake disc (4) to perform braking operation. The drive mechanism (3) includes a housing (31), a gear set, a motor (32), and a ball screw (36); the housing (31) is fixed to the bottom surface of the clamp body (11); the gear set is rotatably connected inside the housing (31); the motor (32) is fixed to the outer wall of the housing (31), and its output shaft passes through the housing (31) and is fixed to the driving gear of the gear set; the ball screw (36) is fixed to the driven gear of the gear set, and the nut (37) on the ball screw (36) is connected to the second end of the rocker arm (21); The gear set includes a first gear (33), a second gear (34), and a third gear (35) that mesh in sequence; one end face of the first gear (33) is fixed perpendicularly to the output shaft of the motor (32); one end face of the third gear (35) is fixed perpendicularly to the ball screw (36); a through hole is provided on the housing (31) for the linear movement of the nut (37); the outer diameters of the first gear (33), the second gear (34), and the third gear (35) increase sequentially. The first and second ends of the swing rod (21) facing the clamp body (11) are both provided with grooves (23) arranged radially to the brake disc (4); the slider (24) is slidably connected in the groove (23); the end of the transmission block (14) away from the movable brake pad (13) is connected to the slider (24) at the first end of the swing rod (21) and the end of the ball screw (36) away from the third gear (35) is connected to the slider (24) at the second end of the swing rod (21) through ball joints; the length of the groove (23) is greater than the length of the slider (24); the slider (24) decomposes the circular motion at both ends of the swing rod (21) into rotation and translation; The braking mechanism (1) further includes a bracket (15), a guide sheath (16), and a screw (18); the clamp body (11) is fixed with connecting rods (111) on both sides of the bottom side wall corresponding to the movable brake pad (13); the bracket (15) is bolted to the car wheel hub; hollow columns (151) are fixed on both sides of the bracket (15); the clamp body (11) is slidably connected to the frame of the bracket (15); one end of the guide sheath (16) is slidably connected to the hollow column (151), and the other end is fastened to the connecting rod (111) by the screw (18); The guide sheath (16) includes an integrally formed sheath body and an end cap. The sheath body is a light column, and the end cap has a threaded hole at one end away from the sheath body. The threaded end of the screw (18) passes through the end of the connecting rod (111) away from the clamp body (11) and is threaded into the threaded hole. It also includes a corrugated dustproof tube (17), which is fitted over the sheath; the two ends of the corrugated dustproof tube (17) abut against the end cap and the two end faces of the hollow column (151), respectively.

2. The electromechanical braking mechanism according to claim 1, characterized in that, The clamp body (11) has a sliding hole (113) on the side wall corresponding to the movable brake pad (13), and the outer wall of the transmission block (14) slides against the inner wall of the sliding hole (113).

3. The electromechanical braking mechanism according to claim 2, characterized in that, A sealing ring (142) is embedded in the inner wall of the sliding hole (113); a dustproof ring (141) is fitted on the outer wall of the transmission block (14) near the end of the swing rod (21).

4. The electromechanical braking mechanism according to claim 1, characterized in that, Strain gauges are bonded to both sides of the swing arm (21) corresponding to the pin (22).

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