Electric control mechanical brake chamber of disc brake of commercial vehicle

Abstract

The invention provides a commercial vehicle disc brake electric control mechanical brake air chamber which comprises an air chamber side wall, an air chamber body is formed in the air chamber side wall, and a lead screw nut is rotationally arranged in the air chamber body; the driving motor is arranged at one end of the side wall of the air chamber, and an output shaft of the driving motor and the lead screw nut are coaxially arranged and are in driving connection; the electromagnetic clutch is arranged between the side wall of the air chamber and the output shaft and is used for locking or separating the output shaft and the side wall of the air chamber; a lead screw is in threaded connection with the interior of the lead screw nut, the lead screw is in non-rotating fit with the side wall of the air chamber, an avoiding cavity used for avoiding the lead screw is formed in the output shaft, braking is carried out in an electronic control mode, the effects that the braking response speed is high, and braking force is more accurate are achieved, and the braking efficiency is improved. And the integrated control with a whole vehicle chassis system and a whole vehicle controller is easier, and the volume of the whole device can be reduced by arranging the avoiding strong cavity for avoiding the lead screw on the output shaft.

Description

Technical Field

[0001] This invention generally relates to the field of commercial vehicle braking technology, and specifically to the electromechanical brake chamber of a disc brake for commercial vehicles. Background Technology

[0002] For traditional commercial vehicles, the brake chamber uses high-pressure air as a power source to drive the push rod for braking. The entire vehicle braking system must carry an air compressor, dryer, muffler, four-circuit protection valve, air tank, pipelines, and various electronically controlled actuators, making the entire braking system large in size and weight, inefficient, prone to failure, and inconvenient to maintain and repair.

[0003] While some patents exist for the actuators of electric brake systems in passenger vehicles, there are significant differences in the structure and braking force between passenger and commercial vehicle brakes. Commercial vehicle brakes require greater braking force, incorporating a thrust amplification mechanism similar to a lever mechanism within the brake. Furthermore, the brake chamber design must both transmit thrust and prevent the push rod from bending or breaking; therefore, the push rod within the brake chamber must exhibit a certain degree of arc-shaped oscillation during movement. Current electric brake systems in passenger vehicles lack this requirement, operating only with planar linear motion, which fails to meet the braking demands of commercial vehicles. Summary of the Invention

[0004] In view of the above problems, this application provides an electromechanical brake chamber for a commercial vehicle disc brake, which at least partially solves the technical problems existing in the prior art of commercial vehicle brakes.

[0005] This invention provides an electronically controlled mechanical air chamber for a commercial vehicle disc brake, comprising: The side wall of the air chamber has an air chamber inside, and a lead screw nut is rotatably installed inside the air chamber. A drive motor is disposed at one end of the side wall of the air chamber, and the output shaft of the drive motor is coaxially arranged with the lead screw nut and driven connection thereto. An electromagnetic clutch is disposed between the side wall of the air chamber and the output shaft, and is used to lock or separate the output shaft from the side wall of the air chamber; The lead screw nut is internally threaded with a lead screw, which is non-rotatably engaged with the side wall of the air chamber. The output shaft is provided with a clearance cavity for avoiding the lead screw.

[0006] Furthermore, a push rod is coaxially provided at one end of the lead screw, and a pressure sensor is provided between the lead screw and the push rod.

[0007] Furthermore, the electromagnetic clutch is located on the side of the lead screw nut away from the push rod, and the drive motor is located between the electromagnetic clutch and the lead screw nut.

[0008] Furthermore, the drive motor includes a motor housing connected to the side wall of the air chamber, a stator disposed on the motor housing and a rotor rotatably disposed within the stator, and the output shaft coaxially passes through the rotor and is in transmission cooperation with the rotor.

[0009] Furthermore, a support is rotatably provided in the air chamber, the lead screw nut is disposed on the support and is driven to engage with the support via a transmission key, and the support is driven to engage with the output shaft.

[0010] Furthermore, the outer circumferential surface of the lead screw nut is configured as a spherical surface, and the center of the spherical surface is located on the axis of the lead screw nut. The inner circumferential surface of the support is configured as a spherical mating surface that matches the spherical surface. A semi-circular keyway is provided on the spherical mating surface of the support along the axial direction of the lead screw nut. The transmission key is a semi-circular key.

[0011] Furthermore, a bearing seat is provided in the air chamber, and the bearing seat is configured with a first limiting surface facing the push rod. An angular contact bearing is provided in the bearing seat on the side of the first limiting surface near the push rod. The push rod includes a second limiting surface disposed opposite to the lead screw. The side wall of the air chamber includes a first end cap disposed opposite to the first limiting surface. A first compression spring is disposed between the first end cap and the first limiting surface.

[0012] Furthermore, the electromagnetic clutch is configured to separate the air chamber sidewall from the output shaft when energized, and to lock the air chamber sidewall from the output shaft when de-energized.

[0013] Furthermore, the drive motor is a doubly salient pole reluctance motor.

[0014] Beneficial effects This invention provides an electronically controlled mechanical air chamber for a commercial vehicle disc brake. It employs electronic control for braking, resulting in faster braking response and more precise braking force. It is also easier to integrate with the vehicle's chassis system and controller. Furthermore, by incorporating a clearance chamber on the output shaft with a clearance screw, the overall size of the device can be reduced. Based on this invention, the electronically controlled mechanical brake can easily expand to include various functions such as Hill Start Assist (HAS), Anti-Slip Regulation (ABS), Anti-Slip Regulation (ASR), Brakeforce Distribution (EBD), Brake Energy Recovery (BER), AutoHold, and Electronic Stability Program (ESP) without increasing hardware costs. This provides strong support for the development of intelligent chassis systems and meets the current requirements of highly intelligent, highly integrated, and highly safe automobiles.

[0015] Secondly, by installing a pressure sensor between the push rod and the lead screw, the magnitude of the thrust can be obtained through the pressure sensor, thereby achieving precise control of the braking force.

[0016] Secondly, by placing the drive motor between the lead screw nut and the electromagnetic clutch, with one end of the drive motor's output shaft engaging with the lead screw nut and the other end engaging with the electromagnetic clutch, the structure becomes more rational. Furthermore, by configuring the drive motor with a structure in which the stator, rotor, and output shaft are arranged sequentially from the air chamber sidewall to the shaft center, the integration of the entire structure can be improved, and the overall size of the structure can be reduced.

[0017] Secondly, by using a spherical structure to fit the lead screw nut and the support, the lead screw nut and the support can swing within a certain range, which can be well matched with the wheel end brake. This avoids the disadvantage that the ball screw mechanism in passenger cars can only move in a straight line, and will not cause the ball screw to bend or break. This improves the reliability of the connection between the lead screw, lead screw nut and support, and increases the service life of the whole device.

[0018] Secondly, through the cooperation of the first limiting surface, the angular contact bearing, and the first compression spring, the support, the lead screw nut, and the lead screw can be limited to the inside of the air chamber. The first compression spring can also provide elastic force to the pressure sensor, and the magnitude of the elastic force can be detected by the pressure sensor to determine whether the rotating air chamber is in working condition. By setting the first compression spring, a thrust can also be provided to the push rod along the axis of the push rod, so that the push rod is kept in a coaxial state with the lead screw nut when it is not braked. This can prevent the push rod from misaligning with the tongue and falling off, and can also reduce the wear between the tongue and the groove on the push rod, thus improving the service life.

[0019] Secondly, the present invention adopts a design of a double salient pole reluctance motor. While satisfying the advantages of high thrust and fast response, the design without permanent magnets reduces the risk of demagnetization of the motor's permanent magnets and failure of braking performance caused by high temperature of the brake. Attached Figure Description

[0020] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings.

[0021] Figure 1 A schematic diagram of the structure of the electromechanical brake chamber of the disc brake for commercial vehicles provided by the present invention.

[0022] Figure 2 This is a partially enlarged structural diagram of the electromechanical brake chamber of a commercial vehicle disc brake provided by the present invention.

[0023] Figure 3 This is a schematic diagram of the structure of the first end plate away from the electromagnetic clutch in the electromechanical brake chamber of the commercial vehicle disc brake provided by the present invention, along the axis of the lead screw.

[0024] Figure 4 A cross-sectional structural schematic diagram of one embodiment of the drive motor in the electromechanical brake chamber of a commercial vehicle disc brake provided by the present invention. Detailed Implementation

[0025] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0026] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0027] This invention provides an electronically controlled mechanical air chamber for a commercial vehicle disc brake, as one specific embodiment, comprising: Air chamber sidewall 1, an air chamber 10 is formed inside the air chamber sidewall, and a lead screw nut 11 is rotatably disposed inside the air chamber; A drive motor 2 is located at one end of the side wall 1 of the air chamber, and the output shaft 21 of the drive motor is coaxially arranged with the lead screw nut 11 and is driven by it. An electromagnetic clutch 3 is disposed between the air chamber sidewall 1 and the output shaft 21, and is used to lock or separate the output shaft 21 and the air chamber sidewall 1; The lead screw nut 11 is internally threaded to a lead screw 12, which is non-rotatably engaged with the side wall 1 of the air chamber. The output shaft 21 is provided with a clearance cavity 210 for avoiding the lead screw.

[0028] For details, please refer to Figures 1-4In one specific implementation, the end of the air chamber sidewall 1 is connected to the outer housing of the drive motor 2. The end of the drive motor 2 housing away from the air chamber sidewall 1 is connected to the rear outer wall 1a of the air chamber. A rear end cover 1a-1 is provided at the end of the rear outer wall of the air chamber. An electromagnetic clutch 3 is provided on the rear end cover 1a-1. The output shaft 21 is connected to the electromagnetic clutch, thereby locking or releasing the output shaft through the electromagnetic clutch. The drive motor is preferably a double cam reluctance motor. In use, the air chamber sidewall is set on the vehicle body and connected to the brake through the first end cover 14. There is a concave ring in the middle of the front end cover on the outer side of the first end cover. A circular brake sealing gasket 140 is installed here to prevent water stains and dirt from entering the air chamber. The lead screw is connected to the brake. During braking, the output shaft is first released by controlling the electromagnetic clutch, and the rotation of the drive motor 2 is controlled to drive the lead screw to move axially, thereby driving the brake. When braking ends and braking force needs to be maintained, the electromagnetic clutch is locked to maintain the braking force. When braking ends or stops, the electromagnetic clutch is released from the output shaft, and the drive motor is reversed. The motor rotor reverses to the initial position, thereby driving the lead screw back to the initial position, thus ending the braking. This configuration can greatly simplify the weight of traditional high-pressure gas braking systems, which is expected to be 200kg-400kg depending on the vehicle model. At the same time, it expands the available space of the commercial vehicle chassis, making it easier to arrange other components. The reduced system complexity can reduce the system failure rate, and electric braking can replace pneumatic braking, greatly improving the efficiency of the braking system. The efficiency of traditional pneumatic braking systems is only 10%-20%, while the braking efficiency of this invention is expected to reach 40%-50%, strongly supporting the improvement of energy-saving technology in new energy vehicles.

[0029] refer to Figure 1 , Figure 4 In one specific implementation, the drive motor 2 used in this invention is preferably a double-cam reluctance motor. The motor adopts a double-salient pole 8 / 6 structure design, with eight salient poles on the stator. Each salient pole has a coil winding wound with the following configurations: ABCDA. ， -B ， -C ， -D ， Where A, B, C, and D represent the positive electrode, and A... ， B ， C ， D ， The negative pole is the rotor; the rotor has 6 salient poles, designated as 1-2-3-1. ， -2 ， -3 ， When stator A-A ， When the salient winding is energized, A and -A ，A magnetic field is generated, and the magnetic field lines operate based on the principle of minimum magnetic reluctance, driving rotor 1-1 ， Salient pole pull to A-A ， Position the salient poles perfectly aligned, then disconnect the power; Stator B-B ， The salient winding is energized, then B and -B ， The salient pole magnetic field will drive the rotor 2-2 ， Salient pole pull to B-B ， The salient poles are fully aligned, then the power is turned off, and then C-C... ， and D-D ， Power on in sequence, rotor 3-3 ， salient pole and 1-1 ， The salient poles rotate sequentially, and the rotor completes a full revolution after one cycle. Continuous rotation of the rotor is achieved by cyclically energizing the four-phase windings; to reverse the motor, simply change the energizing sequence, such as A-A. ， D-D ， C-C ， B-B ， .

[0030] Furthermore, as a preferred embodiment, refer to Figure 1 , Figure 2 One end of the lead screw 12 is coaxially mounted on the push rod 13, and a pressure sensor 131 is disposed between the lead screw and the push rod. Specifically, an end cap 14 is provided at one end of the air chamber sidewall 1, and the push rod 13 extends out of the end cap and connects to the brake (not shown). Figure 1 The push rod has a spherical tip that inserts into the scoop-shaped rocker arm of the brake. The rocker arm mechanism, similar to a lever amplifies the thrust, pressing it against the brake disc to brake the wheels. (Reference) Figure 3 The push rod 13 has a slot 132, and the end cap has a tab 142. The push rod 13 and the end cap are connected by the slot and the tab, preventing the push rod from rotating around its axis. The push rod is connected to the lead screw, thus restricting the lead screw from rotating around its axis, achieving a non-rotational engagement between the lead screw and the side wall of the air chamber. A pressure sensor 131 is installed to transmit the thrust when the lead screw pushes the push rod to apply force to the brake. The magnitude of the applied braking force can be obtained through the detection value of the pressure sensor, thereby enabling control of the braking force. One end of the pressure sensor is fixed to the lead screw by a pressure sensor screw, and the other end is fixed to the push rod by a pressure sensor screw. Anti-loosening washers are added to prevent the screws from loosening due to vehicle vibration. The pressure sensor wiring harness 1310 includes a signal wire and a power wire. The wiring harness is connected to the vehicle's low-voltage power supply and the brake controller through a round hole on the side wall of the air chamber. The round hole is sealed with sealant. The pressure sensor is used to measure the thrust of the push rod, and thereby determine whether the brake chamber is in a braking state and the magnitude of the braking force.

[0031] Furthermore, as a preferred embodiment, refer to Figure 1 The electromagnetic clutch 3 is located on the side of the lead screw nut 11 away from the push rod 13, and the drive motor 2 is located between the electromagnetic clutch and the lead screw nut 11. Specifically, refer to... Figure 1 The air chamber sidewall 1, the motor housing, and the motor end cover are connected by an interference fit; the output shaft and the lead screw nut are connected by a spline drive.

[0032] Furthermore, as a specific implementation method, refer to Figure 1 , Figure 4 The drive motor 2 includes a motor housing 20 connected to the side wall of the air chamber, a stator 22 disposed on the motor housing, and a rotor 23 rotatably disposed within the stator. The output shaft 21 coaxially passes through the rotor and is in transmission cooperation with the rotor. Specifically, the drive motor is a double salient pole reluctance motor with a hollow structure design, consisting of an outer stator and an inner rotor. Both the stator and rotor adopt a double salient pole structure design. Both the stator and rotor are made of stacked silicon steel sheets with good magnetic permeability, without adding permanent magnets to avoid demagnetization of permanent magnets caused by high temperatures. The stator 22 has winding coils 220 arranged inside, adopting a 4-phase 8-salient pole design. The stator and motor housing are interference-fitted as a whole. The rotor adopts a 6-salient pole design, and the rotor is fixed to the output shaft as a whole through an interference fit. The stator windings are connected to the motor controller through a motor terminal box, which is fixed to the motor housing with bolts. The motor adopts a 4-phase 8 / 6-pole structure design, which can reduce torque fluctuation.

[0033] Furthermore, as a specific implementation method, refer to Figure 1 A support 110 is rotatably mounted inside the air chamber 10. The lead screw nut is mounted on the support 110 and is driven by the support via a transmission key 111. The support 110 is driven by the output shaft 21. The support and the output shaft 21 are connected by a spline drive, and the support is driven by the lead screw nut via the transmission key. Therefore, when the lead screw performs an extension action, the output shaft of the drive motor drives the support to rotate, and then the support drives the lead screw nut to rotate. Since the lead screw nut is limited in both the axial and circumferential directions, the rotation of the lead screw nut can drive the lead screw to move in the axial direction.

[0034] Furthermore, the outer circumferential surface of the lead screw nut is set as a spherical surface, and the center of the spherical surface is located on the axis of the lead screw nut. The inner circumferential surface of the support 110 is set as a spherical mating surface adapted to the spherical surface, and a semi-circular keyway 1101 is provided on the spherical mating surface of the support along the axial direction of the lead screw nut. The transmission key 111 is a semi-circular key. Specifically, since the brake has a rocker arm mechanism, the rocker arm mechanism amplifies the thrust and presses the brake disc to brake the wheel, similar to lever amplification. Therefore, the rocker arm's movement trajectory is an arc of a certain length, so the ball screw mechanism must produce a certain angle of oscillation when running. This invention sets the inner circumferential surface of the support 110 as a spherical mating surface and the outer circumferential surface of the lead screw nut as a spherical surface.

[0035] Preferred, Reference Figure 1 A semi-circular gasket 1102 is also provided between the lead screw nut and the support. The semi-circular gasket is provided between the semi-circular support and the lead screw nut. Since the outer circumferential surfaces of the semi-circular support and the lead screw nut are connected by a spherical fit, the lead screw nut can not only rotate to transmit torque through the semi-circular key, but also swing at a certain angle relative to the semi-circular support. The semi-circular gasket 1102 can play a lubricating role and reduce the wear caused by swinging.

[0036] Furthermore, as a specific implementation method, refer to Figure 1The air chamber 10 is provided with a bearing seat 101, and the bearing seat 101 is provided with a first limiting surface 102 facing the push rod. An angular contact bearing 103 is provided in the bearing seat on the side of the first limiting surface near the push rod. The push rod 13 includes a second limiting surface 13a that is opposite to the lead screw. The side wall 1 of the air chamber includes a first end cap 14 that is opposite to the first limiting surface. A first compression spring 15 is provided between the first end cap 14 and the second limiting surface 13a. Specifically, with this configuration, when the lead screw nut rotates and drives the lead screw to apply a thrust to the push rod, the thrust also applies a reaction force to the lead screw nut. At this time, the reaction force is transmitted to the first limiting surface 102 through the angular contact bearing 102 and thus applied to the side wall of the air chamber, thereby providing thrust to the push rod. Furthermore, in the non-working state, the first compression spring 15 provides elastic force to the lead screw, thereby applying force to the lead screw nut, thus applying an axial limiting force to the lead screw nut and the support. This limiting force, together with the first limiting surface, limits the lead screw nut and the lead screw in the axial direction. In a preferred embodiment, the first compression spring is preferably a tower spring, and an annular groove adapted to the end of the first compression spring is provided on the first end cover 14. An annular groove is also provided on the second limiting surface. The large end face of the tower spring is fixed in the annular groove inside the front end cover, and the small end face is pressed into the annular groove on the second limiting surface. The tower spring is always in a compressed state, while the push rod is in a coaxial state with the lead screw, which is used to limit the position of the push rod and the protrusion of the middle hole of the front end cover during movement, so as to prevent it from falling off.

[0037] Furthermore, as a preferred embodiment, the electromagnetic clutch is configured to: separate the air chamber sidewall from the output shaft when energized, and lock the air chamber sidewall from the output shaft when de-energized. This configuration enables continuous braking. When the electromagnetic clutch and drive motor are energized, the drive motor rotor drives the push rod to a certain position to meet the vehicle's current braking force requirements. When the brake pedal depth remains constant for a certain period, the electromagnetic clutch and drive motor are de-energized and locked, and the brake is in a constant, continuous braking state, avoiding power waste caused by prolonged motor energization. When the pedal depth changes, the electromagnetic clutch and motor are energized again, and the drive motor operation is constantly adjusted according to the pedal depth to control the thrust on the push rod, thereby controlling the wheel braking force.

[0038] Furthermore, it should be noted that the electromechanical brake chamber provided by this invention has the following working schemes for several scenarios: First, during braking: When the electromagnetic clutch and drive motor are powered on, the electromagnetic clutch locking mechanism disengages, and the drive motor rotor rotates under power. This rotation, via the support and semi-circular key, drives the lead screw and push rod to rotate, causing the lead screw and push rod to quickly extend, pressing against the spoon-shaped rocker arm, rapidly eliminating the braking gap and applying braking. The pressure sensor sends the push rod's thrust information to the brake controller, which uses closed-loop control to adjust the drive motor's torque to achieve the target thrust. Because the push rod's movement involves a certain angle of up-and-down oscillation, the lead screw experiences some oscillation within the support during braking.

[0039] Second, when the brake is released: the drive motor reverses, causing the push rod and lead screw to retract, the brake and brake disc disengage, the braking force is eliminated, and when the pressure sensor shows that the pressure has returned to the initial pressure value, the drive motor and the electromagnetic clutch are de-energized, the input and output ends of the electromagnetic clutch are closed, locking the side wall of the air chamber and the output shaft, and the output shaft no longer moves.

[0040] Third, during parking: 1. When the vehicle is not braking, pressing the parking button energizes the electromagnetic clutch and drive motor. The drive motor quickly rotates to the required parking force, then de-energizes along with the electromagnetic clutch, locking the drive motor rotor and output shaft. The push rod cannot retract, causing the brakes to firmly press against the brake disc, completing the parking maneuver. 2. When the vehicle is braking, pressing the parking button detects whether the push rod force has reached the required parking force. If not, a signal is sent to the brake system controller to control the drive motor to rotate, pushing the push rod forward. Once the parking force is reached, the electromagnetic clutch and motor are de-energized. Controlling the motor rotation may involve forward and reverse rotation of the drive motor, i.e., the push rod moving forward or backward.

[0041] Fourth: Preventing vehicle rollback: The air chamber can be controlled in conjunction with the vehicle's electronic control system to achieve the anti-rollback function. First, it identifies whether the vehicle is on a slope, calculates the push rod's thrust to prevent the vehicle from rolling back, and controls the drive motor to rotate when the accelerator pedal is released or the brake pedal is pressed until the push rod's thrust requirement is met. Then, the electromagnetic clutch and drive motor are de-energized and the push rod is locked. Second, when the vehicle presses the accelerator pedal or releases the parking brake, the electromagnetic clutch and drive motor are energized to maintain the push rod's thrust at a value that prevents the vehicle from rolling back. When the accelerator pedal is pressed deeply and the wheel drive force is sufficient to overcome the resistance encountered by the vehicle's forward movement, the drive motor drives the lead screw and push rod back to the initial position, then de-energizes and locks the push rod.

[0042] Fifth, during continuous braking: the electromagnetic clutch and drive motor are energized, and the drive motor rotor drives the push rod to a certain position to meet the vehicle's current braking force requirements. When the brake pedal depth remains constant for a certain period of time, the electromagnetic clutch and drive motor are de-energized and locked, and the brake is in a constant and continuous braking state, which can avoid the waste of power caused by the drive motor being energized for a long time. When the pedal depth changes, the electromagnetic clutch and drive motor are energized again, and the drive motor operation is adjusted according to the depth of the pedal, controlling the thrust on the push rod, and thus controlling the wheel braking force.

[0043] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention involved in this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the inventive concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.

Claims

1. An electromechanical brake chamber for a disc brake in commercial vehicles, characterized in that, include: The sidewall of the air chamber (1) has an air chamber (10) formed inside the sidewall of the air chamber, and a lead screw nut (11) is rotatably disposed inside the air chamber. A drive motor (2) is located at one end of the side wall (1) of the air chamber. The output shaft (21) of the drive motor is coaxially arranged with the lead screw nut (11) and driven connection. An electromagnetic clutch (3) is disposed between the air chamber sidewall (1) and the output shaft (21) for locking or separating the output shaft (21) and the air chamber sidewall (1); The lead screw nut (11) is internally threaded with a lead screw (12), the lead screw (12) is non-rotatably engaged with the side wall (1) of the air chamber, and the output shaft (21) is provided with a clearance cavity (210) for avoiding the lead screw.

2. The electromechanical brake chamber of the commercial vehicle disc brake according to claim 1, characterized in that, One end of the lead screw (12) is coaxially mounted on the push rod (13), and a pressure sensor (131) is provided between the lead screw and the push rod.

3. The electromechanical brake chamber of the commercial vehicle disc brake according to claim 2, characterized in that, The electromagnetic clutch (3) is located on the side of the lead screw nut (11) away from the push rod (13), and the drive motor (2) is located between the electromagnetic clutch and the lead screw nut (11).

4. The electromechanical brake chamber of the commercial vehicle disc brake according to claim 3, characterized in that, The drive motor (2) includes a motor housing (20) connected to the side wall of the air chamber, a stator (22) disposed on the motor housing and a rotor (23) rotatably disposed in the stator, and an output shaft (21) coaxially passing through the rotor and engaging with the rotor in a transmission cooperation.

5. The electromechanical brake chamber of the commercial vehicle disc brake according to claim 4, characterized in that, A support (110) is rotatably disposed inside the air chamber (10). The lead screw nut is disposed on the support (110) and is driven to cooperate with the support through a transmission key (111). The support (110) is driven to cooperate with the output shaft (21).

6. The electromechanical brake chamber for a commercial vehicle disc brake according to claim 5, characterized in that, The outer circumferential surface of the lead screw nut is set as a spherical surface, and the center of the spherical surface is located on the axis of the lead screw nut. The inner circumferential surface of the support (110) is set as a spherical mating surface that is adapted to the spherical surface. A semi-circular keyway (1101) is provided on the spherical mating surface of the support along the axis of the lead screw nut. The transmission key (111) is a semi-circular key.

7. The electromechanical brake chamber for a commercial vehicle disc brake according to claim 6, characterized in that, The air chamber (10) is provided with a bearing seat (101), the bearing seat (101) is provided with a first limiting surface (102) facing the push rod, the bearing seat is provided with an angular contact bearing (102) on the side of the first limiting surface near the push rod, the push rod (13) includes a second limiting surface (13a) opposite to the lead screw, the side wall (1) of the air chamber includes a first end cap (14) opposite to the first limiting surface, and a first compression spring (15) is provided between the first end cap (14) and the second limiting surface (13a).

8. The electromechanical brake chamber of a commercial vehicle disc brake according to any one of claims 1-7, characterized in that, The electromagnetic clutch is configured to separate the air chamber sidewall from the output shaft when energized, and to lock the air chamber sidewall from the output shaft when de-energized.

9. The electromechanical brake chamber of the commercial vehicle disc brake according to claim 8, characterized in that, The drive motor is a doubly salient pole reluctance motor.

Images