Electronic mechanical brake calipers, detection method of total clamping force of electronic mechanical brake calipers, brake system and vehicle

Abstract

The invention relates to an electronic mechanical brake caliper, a total clamping force detection method of the electronic mechanical brake caliper, a brake system and a vehicle. The electronic mechanical brake caliper comprises a caliper body; the brake pad is arranged on the caliper body; the driving module is arranged on the caliper body; the driving module comprises at least one driving part, a transmission mechanism, at least two speed reducing mechanisms, at least two piston assemblies and at least two force sensors; the driving part is in transmission connection with the speed reducing mechanisms through the transmission mechanism, and the speed reducing mechanisms are in one-to-one correspondence with the piston assemblies and are in transmission connection with the corresponding piston assemblies; the force sensors and the piston assemblies are arranged in a one-to-one correspondence mode, and the force sensors are arranged on the corresponding piston assemblies. The piston assembly can move in the first direction so as to abut against and drive the brake pad to move. By arranging the at least two piston assemblies, braking force can be evenly distributed, abrasion of the brake pad is reduced, the brake pad with a larger area is adapted, and the braking capacity and the braking efficiency of the electronic mechanical brake caliper are improved.

Description

Technical Field

[0001] This disclosure relates to the field of braking technology, and in particular to an electromechanical brake caliper and a method for detecting its total clamping force, a braking system, and a vehicle. Background Technology

[0002] A vehicle's braking system is a system that applies a certain braking force to the wheels to force a certain degree of braking. The function of the braking control system is to force a vehicle to decelerate or even stop according to the driver's or controller's requirements, or to keep a parked vehicle stable under various road conditions (e.g., on a slope), or to keep a vehicle traveling downhill at a stable speed.

[0003] Traditional braking systems often employ hydraulic braking, but hydraulic braking suffers from drawbacks such as cumbersome layout, slow response, low energy efficiency, and high cost due to its high redundancy. Therefore, Electronic Mechanical Braking (EMB) systems have emerged. EMB systems offer advantages such as simple layout and fast response, making them better suited to the rapidly evolving needs of automotive technology, particularly the electrification of vehicles.

[0004] In related technologies, brake calipers in electromechanical braking systems often suffer from insufficient braking capacity. Summary of the Invention

[0005] To overcome the problems existing in the related technologies, this disclosure provides an electromechanical brake caliper and a method for detecting its total clamping force, a braking system and a vehicle, so as to solve the technical problems existing in the related technologies.

[0006] According to a first aspect of this disclosure, an electromechanical brake caliper is provided, the electromechanical brake caliper comprising: Caliper body; Brake pads are disposed on the caliper body; The drive module is disposed on the caliper body; The drive module includes at least one drive unit, a transmission mechanism, at least two reduction mechanisms, at least two piston assemblies, and at least two force sensors. The drive unit is connected to the reduction mechanism via the transmission mechanism. The reduction mechanism is provided in a one-to-one correspondence with the piston assembly, and the reduction mechanism is connected to the corresponding piston assembly. The force sensor is provided in a one-to-one correspondence with the piston assembly, and the force sensor is provided on the corresponding piston assembly; The piston assembly is movable in a first direction to abut against and drive the brake pads to move.

[0007] In some embodiments, the piston assembly includes a lead screw and nut assembly, the lead screw and nut assembly including a drive screw and a drive nut; The drive screw extends along the first direction and is connected to the reduction mechanism for transmission, and the drive screw is axially locked and circumferentially rotatable; The drive nut is circumferentially locked and axially movable on the drive screw, and the drive nut is used to abut against and drive the brake pad to move; The force sensor is disposed on the drive screw.

[0008] In some embodiments, the drive screw includes a smooth rod section, a stop flange, and a screw section; Both the smooth rod segment and the screw segment extend along the first direction, and the stop flange is connected between the smooth rod segment and the screw segment; The drive nut is sleeved on the screw section and can be used to abut against the stop flange, and the force sensor is sleeved on the smooth rod section and can be used to abut against the stop flange.

[0009] In some embodiments, the piston assembly further includes a thrust bearing sleeved on the smooth rod section and located between the force sensor and the stop flange; The thrust bearing includes a first bearing surface and a second bearing surface arranged opposite to each other, and the first bearing surface is located on the side of the thrust bearing closer to the stop flange in the first direction. The first bearing surface of the thrust bearing is connected to the stop flange, and the second bearing surface of the thrust bearing is connected to the force sensor.

[0010] In some embodiments, the first bearing surface is constructed as a bearing spherical surface, and the stop flange is recessed on the side of the first bearing surface in the first direction, near the first bearing surface, and the bearing spherical surface and the stop spherical surface form a spherical fit.

[0011] In some embodiments, the drive screw further includes a connecting gear connected to the end of the guide rod segment away from the stop flange for transmission connection with the reduction mechanism.

[0012] In some embodiments, the lead screw nut assembly further includes a piston sleeve connected to the drive nut, and the piston sleeve is used to abut against the brake pad; The piston sleeve and the drive nut are integrally formed; or... The piston sleeve is fitted onto the drive nut, the end face of the drive nut is formed with a first spherical surface, and the inner wall of the piston sleeve is formed with a second spherical surface, the first spherical surface and the second spherical surface forming a spherical fit; or, The piston sleeve is located on one side of the drive nut along the first direction, and the piston sleeve is connected to the drive nut by a ball joint.

[0013] In some embodiments, the transmission mechanism includes at least one input gear and at least one intermediate gear; The input gear is connected to the drive unit in a one-to-one transmission connection, and the intermediate gear is connected to the input gear in a transmission connection. The intermediate gear is connected to the reduction mechanism for transmission.

[0014] In some embodiments, the drive unit and the input gear are configured as one; the reduction mechanism, the piston assembly, and the force sensor are each configured as two; wherein the two reduction mechanisms are drively connected to at least one intermediate gear; or, The drive unit, the input gear, the reduction mechanism, and the piston assembly are all configured in pairs, with the two input gears being connected to the two reduction mechanisms via at least one intermediate gear; or... The drive unit and the input gear are configured as two, and the reduction mechanism and the piston assembly are configured as three. The two input gears are connected to the three reduction mechanisms through at least one intermediate gear.

[0015] In some embodiments, the two drive units include a first drive unit and a second drive unit; The two input gears include a first input gear and a second input gear; At least one of the intermediate gears includes a first intermediate gear and a second intermediate gear, wherein the first intermediate gear is drivenly connected to the first input gear and the second intermediate gear is drivenly connected to the second input gear; The three reduction mechanisms include a first reduction mechanism, a second reduction mechanism, and a third reduction mechanism; the three piston assemblies include a first piston assembly, a second piston assembly, and a third piston assembly. The first input gear is driven by the first drive unit, the second input gear is driven by the second drive unit, the first reduction mechanism and the second reduction mechanism are both driven by the first intermediate gear, and the second reduction mechanism and the third reduction mechanism are both driven by the second intermediate gear.

[0016] In some embodiments, the drive module further includes at least one synchronization mechanism, and the transmission mechanism is tractively disposed between two adjacent reduction mechanisms.

[0017] In some embodiments, the reduction mechanism includes an output gear and a planetary gear assembly that are driven together; the output gear is driven together with the intermediate gear, and the planetary gear assembly is driven together with the piston assembly.

[0018] In some embodiments, the diameter of the output gear is larger than the diameter of the intermediate gear.

[0019] In some embodiments, the planetary gear assembly includes: a sun gear, planetary gears, a ring gear, and a planet carrier; The sun gear is driven by the output gear, the planetary gear is disposed on the planet carrier and driven by the sun gear, the ring gear is fixedly disposed and meshes with the planetary gear, and the planet carrier is used to drive by the piston assembly.

[0020] In some embodiments, the planetary carrier is configured as a disc plate, which is rotatably disposed within the gear ring; The disc plate includes a disc plate body and a planetary gear shaft. The planetary gear shaft is disposed on the disc plate body, and the planetary gears are rotatably sleeved on the planetary gear shaft. The disc plate has a gear hole at its center, which is used for transmission connection with the piston assembly.

[0021] In some embodiments, the drive module further includes an adapter board. The adapter plate is disposed between the brake pad and the piston assembly; The area where the adapter plate abuts against the brake pad is the first area, and the area where all the piston assemblies abut against the adapter plate is the second area, wherein the first area is larger than the second area.

[0022] In some embodiments, the adapter plate includes a first side and a second side disposed opposite to each other in the first direction; The first side recess is provided with at least two grooves, each groove corresponding to a piston assembly, and the groove is for the corresponding piston assembly to be inserted. The first side is fixedly connected to the piston assembly, or the second side is fixedly connected to the brake pad.

[0023] In some embodiments, the piston sleeve of the piston assembly has a first plane formed at its end, and the inner wall of the groove has a second plane formed therein, the first plane being used to abut against the second plane; and / or, The piston sleeve of the piston assembly has a first arc-shaped surface at its end, and the inner wall of the groove has a second arc-shaped surface. The first arc-shaped surface is used to abut against the second arc-shaped surface.

[0024] In some embodiments, the drive module further includes a module housing, which is detachably disposed on the caliper body, and the transmission mechanism and the reduction mechanism are disposed within the module housing.

[0025] In some embodiments, the caliper body has at least two piston chambers that extend along the first direction, and the piston chambers are arranged in a one-to-one correspondence with the piston assemblies, with the piston assemblies disposed in the corresponding piston chambers; The caliper body is recessed and has at least one receiving groove, the receiving groove being correspondingly provided with the driving part, and the driving part being disposed in the corresponding receiving groove; The module housing has at least one drive opening and at least two piston openings. The drive opening is corresponding to the receiving groove and is positioned opposite to it in the first direction. The piston opening is corresponding to the piston cavity and is positioned opposite to it in the first direction.

[0026] According to a second aspect of this disclosure, a method for detecting the total clamping force of an electromechanical brake caliper is also provided, the method comprising: The detection value of each force sensor in the electromechanical brake caliper is obtained; For each force sensor, the clamping force value of the piston assembly corresponding to the force sensor is determined according to the predetermined mapping relationship between the detection value and the clamping force value. The total clamping force of the electromechanical brake caliper is obtained by summing the clamping force values ​​of each piston assembly.

[0027] In some embodiments, the method further includes: Record the proportional relationship between the detection values ​​historically detected by the first force sensor and the second force sensor, wherein the first force sensor and the second force sensor are any two of the at least two force sensors; The acquisition of the detection value of each force sensor in the electromechanical brake caliper includes: In the case where the first force sensor fails and the second force sensor is effective, the detection value detected by the second force sensor is obtained; The detection value of the first force sensor is obtained based on the detection value of the second force sensor and the proportional relationship.

[0028] In some embodiments, the mapping relationship is determined in the following manner: For any of the piston assemblies, during the same braking process, the detection value of the force sensor corresponding to the piston assembly and the clamping force measurement value of the piston assembly are recorded, wherein the clamping force measurement value is obtained by an external clamping force measuring device; Based on the recorded detection values ​​and the clamping force measurement values, a mapping relationship is established corresponding to the force sensor.

[0029] According to a third aspect of this disclosure, a braking system is also provided, the braking system comprising the electromechanical brake caliper described above.

[0030] According to a fourth aspect of this disclosure, a vehicle is also provided, the vehicle including the electromechanical brake calipers described above or the braking system described above.

[0031] The technical solutions provided by the embodiments of this disclosure may include the following beneficial effects: by setting at least two piston assemblies, the braking force can be evenly distributed, the wear of the brake pads can be reduced, and a larger area of ​​brake pads can be adapted, thereby improving the braking capacity and braking efficiency of the electromechanical brake caliper.

[0032] Secondly, by setting up a deceleration mechanism that corresponds one-to-one with the piston assembly, the movement of the piston assembly can be finely adjusted, resulting in a smoother braking process, reduced vibration during emergency braking, and improved driving comfort.

[0033] Furthermore, by installing a corresponding force sensor on the piston assembly, the clamping force applied by the piston assembly to the brake pads can be effectively detected, ensuring safety and reliability.

[0034] In addition, the electromechanical braking method reduces the risk of fluid leakage and improves braking reliability and maintenance convenience compared to the hydraulic system.

[0035] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0036] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0037] Figure 1 This is a partial structural schematic diagram of an electromechanical brake caliper according to an exemplary embodiment, wherein the module housing is not fully shown in the figure, and the drive unit is configured as one.

[0038] Figure 2This is a partial structural schematic diagram of an electromechanical brake caliper according to an exemplary embodiment, wherein the module housing is not fully shown in the figure, and two drive units are provided.

[0039] Figure 3 This is a partial structural schematic diagram of an electromechanical brake caliper according to an exemplary embodiment, wherein the caliper body is not shown in the figure, and two drive units are provided.

[0040] Figure 4 This is a three-dimensional structural schematic diagram of an electromechanical brake caliper according to an exemplary embodiment, wherein two drive units are provided.

[0041] Figure 5 This is a schematic diagram of the piston assembly of an electromechanical brake caliper according to an exemplary embodiment, wherein the force sensor and thrust bearing are shown.

[0042] Figure 6 This is a partial structural schematic diagram of an electromechanical brake caliper according to an exemplary embodiment, wherein the diagram illustrates the structural schematic diagram of a portion of the planetary gear assembly and piston assembly.

[0043] Figure 7 This is a schematic diagram of the output gear and sun gear of an electromechanical brake caliper according to an exemplary embodiment.

[0044] Figure 8 This is a schematic diagram of the planetary carrier of a planetary gear assembly for an electromechanical brake caliper, according to an exemplary embodiment.

[0045] Figure 9 This is a schematic diagram of the caliper body of an electromechanical braking caliper according to an exemplary embodiment.

[0046] Figure 10 This is a schematic diagram of the module housing of an electromechanical brake caliper according to an exemplary embodiment.

[0047] Figure 11 This is a partial cross-sectional schematic diagram of an electromechanical brake caliper according to an exemplary embodiment, wherein a first plane and a second plane are shown in the diagram.

[0048] Figure 12 This is a schematic diagram illustrating the engagement of a piston sleeve, adapter, and brake pads in an electromechanical brake caliper according to an exemplary embodiment, wherein the first arcuate surface and the second arcuate surface are shown in the diagram.

[0049] Figure 13This is a schematic diagram illustrating the engagement of a piston sleeve, adapter, and brake pads in an electromechanical brake caliper according to an exemplary embodiment, wherein a first plane and a second plane are shown in the diagram.

[0050] Explanation of reference numerals in the attached figures 1. Caliper body; 11. First beam; 12. Second beam; 13. Third beam; 14. First receiving groove; 15. Second receiving groove; 16. Piston chamber; 17. First hollowed-out groove; 18. Second hollowed-out groove; 19. Receiving groove; 2. Brake pads; 21. Brake pad body; 22. Metal backing plate; 3. Drive module; 31. Drive unit; 311. First drive unit; 312. Second drive unit; 32. Transmission mechanism; 321. Input gear; 3211. First input gear; 3211. Second input gear; 322. Intermediate gear; 3221. First intermediate gear; 3222. Second intermediate gear; 33. Reduction mechanism; 331. First reduction mechanism; 332. Second reduction mechanism; 333. Third reduction mechanism; 334. Output gear; 335. Planetary gear assembly; 34. Piston assembly; 341. First piston assembly; 342. Second piston assembly; 343. Third piston assembly; 35. Synchronization mechanism; 38. Adapter plate; 381. First side surface; 3811. Groove; 382. Second side surface; 39. Module housing; 391. Drive opening; 392. Piston opening; 101. Sun gear; 102. Planetary gear; 103. Gear ring; 104. Planet carrier; 1041. Disc plate body; 1042. Planetary gear shaft; 1043. Gear hole; 201. Drive screw; 2011. Polished rod section; 2012. Stop flange; 2013. Screw section; 2014. Connecting gear; 202. Drive nut; 203. Piston sleeve; 204. Force sensor; 205. Thrust bearing; 100, First plane; 200, Second plane; 300, First arc-shaped surface; 400, Second arc-shaped surface; 1000, Brake disc; A. First direction; B. Second direction. Detailed Implementation

[0051] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0052] In this disclosure, unless otherwise stated, directional terms such as "inner" and "outer" refer to the inner and outer contours of a specific structure; directional terms such as "first direction" and "second direction" refer to two intersecting directions, as detailed in the following references. Figures 1 to 3 As shown; the terms used, such as "first," "second," etc., are only used to distinguish one element from another and do not indicate order or importance.

[0053] Reference Figures 1 to 13 As shown, this disclosure provides an electromechanical brake caliper, which includes: a caliper body 1; a brake pad 2 disposed on the caliper body 1; and a drive module 3 disposed on the caliper body 1. The drive module 3 includes at least one drive unit 31, a transmission mechanism 32, at least two reduction mechanisms 33, at least two piston assemblies 34, and at least two force sensors 204. The drive unit 31 is connected to the reduction mechanism 33 via the transmission mechanism 32. The reduction mechanism 33 is correspondingly disposed with the piston assembly 34, and the reduction mechanism 33 is connected to the corresponding piston assembly 34. The force sensor 204 is correspondingly disposed with the piston assembly 34, and the force sensor 204 is disposed on the corresponding piston assembly 34. The piston assembly 34 is movable along a first direction A to abut against and drive the brake pad 2 to move.

[0054] In the above technical solution, firstly, by setting at least two piston assemblies 34, the braking force can be evenly distributed, reducing the wear of the brake pads 2, and can be adapted to brake pads 2 with a larger area, thereby improving the braking capacity and braking efficiency of the electromechanical brake caliper.

[0055] Secondly, by setting a reduction mechanism 33 and setting it in a one-to-one correspondence with the piston assembly 34, the movement of the piston assembly 34 can be finely adjusted, the braking process is smoother, the vibration during emergency braking is reduced, and the driving comfort is improved.

[0056] Furthermore, by setting a corresponding force sensor 204 on the piston assembly 34, the clamping force applied by the piston assembly 34 to the brake pad 2 can be effectively detected, ensuring safety and reliability.

[0057] In addition, the electromechanical braking method reduces the risk of fluid leakage and improves braking reliability and maintenance convenience compared to the hydraulic system.

[0058] Optionally, strain gauge force sensor can be used for the force sensor 204 described above, but this disclosure does not limit the specific type of force sensor 204.

[0059] In one implementation, reference Figure 5 As shown, the piston assembly 34 includes a lead screw and nut assembly, which includes a drive screw 201 and a drive nut 202. The drive screw 201 extends along a first direction A and is connected to the reduction mechanism 33 in a transmission manner. The drive screw 201 is axially locked and rotatably circumferentially mounted. The drive nut 202 is circumferentially locked and axially movable and is sleeved on the drive screw 201. The drive nut 202 is used to abut against and drive the brake pad 2 to move. The force sensor 204 is disposed on the drive screw 201.

[0060] In this embodiment, firstly, by rotating the drive screw 201, the drive nut 202 can move axially along the drive screw 201, thereby pushing the brake pad 2 to contact the brake disc 1000 to achieve the braking effect, making the braking process more direct and effective, and reducing the lag phenomenon that may exist in traditional hydraulic systems.

[0061] Secondly, due to the adoption of electromechanical braking, the position of the drive nut 202 can be adjusted by precisely controlling the rotation angle of the drive screw 201, thereby precisely controlling the pressure of the brake pad 2, which improves the controllability and accuracy of the braking force.

[0062] Furthermore, this disclosure does not limit the specific installation method of the force sensor 204.

[0063] Optionally, refer to Figure 5 As shown, the drive screw 201 includes a smooth rod section 2011, a stop flange 2012, and a screw section 2013; both the smooth rod section 2011 and the screw section 2013 extend along a first direction A, and the stop flange 2012 is connected between the smooth rod section 2011 and the screw section 2013; the drive nut 202 is sleeved on the screw section 2013 and can be used to abut against the stop flange 2012, and the force sensor 204 is sleeved on the smooth rod section 2011 and can be used to abut against the stop flange 2012.

[0064] By fitting the force sensor 204 onto the polished rod section 2011, the braking force applied by the piston assembly 34 to the brake pad 2 can be effectively detected, ensuring safety and reliability. Furthermore, by fitting the force sensor 204 onto the polished rod section 2011, the radial space of the drive screw 201 is used to arrange the force sensor 204, eliminating the need for additional space for installation and improving space utilization and the compactness of the structural design.

[0065] In another embodiment, refer to Figure 5 As shown, the piston assembly 34 also includes a thrust bearing 205, which is sleeved on the smooth rod section 2011 and located between the force sensor 204 and the stop flange 2012. The thrust bearing 205 includes a first bearing surface and a second bearing surface arranged opposite to each other, and the first bearing surface is located on the side of the thrust bearing 205 near the stop flange 2012 in the first direction A. The first bearing surface of the thrust bearing 205 is connected to the stop flange 2012, and the second bearing surface of the thrust bearing 205 is connected to the force sensor 204.

[0066] By setting the thrust bearing 205, the force sensor 204 can be connected to the thrust bearing 205, ensuring that the force sensor 204 does not rotate with the drive screw 201, thus ensuring the normal operation of the force sensor 204.

[0067] Optionally, the first bearing surface is constructed as a spherical bearing surface, and the stop flange 2012 has a recessed stop spherical surface on the side of the first bearing surface near the first bearing surface in the first direction A, forming a spherical fit between the bearing spherical surface and the stop spherical surface. This spherical fit design effectively improves the load capacity of the thrust bearing 205, especially when the brake pad 2 experiences uneven wear. When the thrust bearing 205 bears a non-axial eccentric load, the spherical surface can better adapt to changes in load direction, thus improving braking capability.

[0068] Reference Figure 5 As shown, the drive screw 201 also includes a connecting gear 2014, which is connected to the end of the smooth rod section 2011 away from the stop flange 2012 for transmission connection with the reduction mechanism 33.

[0069] In this embodiment, the connecting gear 2014 is connected to the end of the polished rod section 2011 away from the stop flange 2012 and is used to connect with the external power transmission. Driven by the external power, the drive screw 201 is rotated, thereby pushing the drive nut 202 to move to achieve braking.

[0070] In another embodiment, refer to Figure 5 As shown, the piston assembly 34 also includes a piston sleeve 203, which is connected to the drive nut 202 and is used to abut against the brake pad 2.

[0071] First, the piston sleeve 203 is used to abut against the brake pad 2. The advantage of this design is that it can provide a larger contact surface so that the thrust of the drive nut 202 can be evenly distributed on the brake pad 2, thereby ensuring that the brake pad 2 can smoothly contact the braking surface and achieve an effective braking effect.

[0072] Secondly, by introducing the piston sleeve 203 as an intermediate component, the drive nut 202 can be protected from direct wear and can act as a buffer between the drive nut 202 and the brake pad 2. This can extend the service life of the drive nut 202 and reduce the maintenance frequency and cost.

[0073] In addition, since the piston sleeve 203 is in direct contact with the brake pad 2, its shape and material can be optimized according to actual braking requirements to ensure stable performance under different temperature and pressure conditions. This disclosure does not limit this.

[0074] In addition, to improve the sealing performance of the piston assembly, a sealing ring (not shown) may be provided at the end of the piston sleeve 203.

[0075] In other modified embodiments, the piston sleeve 203 and the drive nut 202 described above may also be constructed as an integral structure, and this disclosure does not limit this.

[0076] Regarding the selection of the connection method between the piston sleeve 203 and the drive nut 202, this disclosure provides the following connection methods: 1) The diameter of the piston sleeve 203 is larger than the diameter of the drive nut 202. The piston sleeve 203 is sleeved on the drive nut 202 and the two form an interference fit. The end face of the drive nut 202 forms a first spherical surface, and the inner wall of the piston sleeve 203 forms a second spherical surface. The first spherical surface and the second spherical surface form a spherical fit.

[0077] 2) The diameter of the piston sleeve 203 is larger than the diameter of the drive nut 202. The piston sleeve 203 is sleeved on the drive nut 202, and the two are detachably connected by snap-fit ​​or threaded connection. The end face of the drive nut 202 forms a first spherical surface, and the inner wall of the piston sleeve 203 forms a second spherical surface. The first spherical surface and the second spherical surface form a spherical fit.

[0078] 3) The diameter of the piston sleeve 203 can be equal to or smaller than the diameter of the drive nut 202. The piston sleeve 203 is not sleeved on the drive nut 202, but is arranged side by side, and the piston sleeve 203 and the drive nut 202 are connected by a ball joint.

[0079] It should be noted that, in the above three connection methods, whether the piston sleeve 203 and the drive nut 202 adopt the form of two spherical surfaces or the form of ball joint, the purpose is to solve the problem that when the brake pad 2 is worn unevenly, the piston sleeve 203 can be offset at a certain angle so that the piston sleeve 203 can apply braking force to the brake pad 2 vertically.

[0080] Reference Figures 1 to 4 As shown, the transmission mechanism 32 includes at least one input gear 321 and at least one intermediate gear 322; the input gear 321 is connected to the drive unit 31 in a one-to-one transmission connection, the intermediate gear 322 is connected to the input gear 321 in a transmission connection; the intermediate gear 322 is connected to the reduction mechanism 33 in a transmission connection.

[0081] In this embodiment, firstly, the one-to-one transmission connection between the input gear 321 and the drive unit 31 ensures direct and efficient power transmission from the drive source to the transmission system, which is beneficial for improving braking response speed. Secondly, the transmission connection between the intermediate gear 322 and the reduction mechanism 33 not only achieves uniform power distribution but also allows for further torque amplification through the reduction mechanism 33, thereby achieving strong braking force even with relatively low drive power. Furthermore, the multi-stage gear transmission design enables efficient torque amplification within a small volume and reduces mechanical wear that may result from direct force application, extending the service life of the equipment.

[0082] Optionally, the drive unit 31 and the input gear 321 are configured as one; the reduction mechanism 33, the piston assembly 3, and the force sensor 204 are each configured as two; wherein, the two reduction mechanisms 33 are drivenly connected to at least one intermediate gear 322. For example, the intermediate gear 322 can be configured as one, and the two reduction mechanisms 33 can be drivenly connected to the one intermediate gear 322; or, the intermediate gear 322 can be configured as two, both of which are drivenly connected to the input gear 321, and the two intermediate gears 322 are drivenly connected to the two reduction mechanisms 33 in a one-to-one correspondence.

[0083] For example, in one implementation, refer to Figure 1As shown, there is one drive unit 31, two reduction mechanisms 33, namely the first reduction mechanism 331 and the second reduction mechanism 332, and two piston assemblies 34, namely the first piston assembly 341 and the second piston assembly 342. There is one input gear 321 and it is connected to the drive unit 31. There are two intermediate gears 322, namely the first intermediate gear 3221 and the second intermediate gear 3222. The first intermediate gear 3221 is connected to the first reduction mechanism 331, and the first reduction mechanism 331 is connected to the first piston assembly 341. The second intermediate gear 3222 is connected to the second reduction mechanism 332, and the second reduction mechanism 332 is connected to the second piston assembly 342.

[0084] In this embodiment, by providing a drive unit 31, a first reduction mechanism 331, and a second reduction mechanism 332, a single power source can be distributed to the first piston assembly 341 and the second piston assembly 342. This allows the system to maintain a single power source while adjusting the speed and torque of different piston assemblies 34 through the reduction mechanisms, thereby improving braking efficiency and accuracy.

[0085] Optionally, the drive unit 31, input gear 321, reduction mechanism 33, and piston assembly 34 are each provided in pairs. The two input gears 321 are connected to the two reduction mechanisms 33 through at least one intermediate gear 322. For example, there may be one intermediate gear 322, with both input gears 321 connected to the same intermediate gear 322 and both reduction mechanisms 33 connected to the same intermediate gear 322; or, there may be two intermediate gears 322, with each intermediate gear 322 connected to one of the two input gears 321 and each intermediate gear 322 connected to one of the two reduction mechanisms 33.

[0086] Optionally, there are two drive units 31 and two input gears 321, and three reduction mechanisms 33 and three piston assemblies 34. The two input gears 321 are connected to the three reduction mechanisms 33 through at least one intermediate gear 322.

[0087] For example, refer to Figures 2 to 4As shown, the two drive units 31 include a first drive unit 311 and a second drive unit 312; the two input gears 321 include a first input gear 3211 and a second input gear 3212; at least one intermediate gear 322 includes a first intermediate gear 3221 and a second intermediate gear 3222, the first intermediate gear 3221 being drivenly connected to the first input gear 3211, and the second intermediate gear 3222 being drivenly connected to the second input gear 3212; the three reduction mechanisms 33 include a first reduction mechanism 331, a second reduction mechanism 332, and a third reduction mechanism 333; the three piston assemblies 34 include a first piston assembly 341, a second piston assembly 342, and a third piston assembly 343; the first input gear 3211 is drivenly connected to the first drive unit 311, the second input gear 3212 is drivenly connected to the second drive unit 312, the first reduction mechanism 331 and the second reduction mechanism 332 are both drivenly connected to the first intermediate gear 3221, and the second reduction mechanism 332 and the third reduction mechanism 333 are both drivenly connected to the second intermediate gear 3222.

[0088] In this embodiment, the configuration of the first drive unit 311 and the second drive unit 312 makes the overall power output of the system more balanced. Even if one drive unit fails, the other can still maintain basic braking function, improving the system's redundancy and safety. Secondly, by distributing power to the three piston assemblies 34, this design can achieve a more uniform braking force distribution while maintaining a compact overall structure, which helps improve braking performance and smoothness. In addition, through reasonable gear matching and power distribution, the braking response speed and control precision can be effectively improved, while reducing the risk of brake failure due to single-point failure.

[0089] Optionally, refer to Figure 1 As shown, the drive module 3 also includes at least one synchronization mechanism 35. The transmission mechanism 35 is driveably disposed between two adjacent reduction mechanisms 33 to improve the synchronization between the reduction mechanisms 33. For example, the synchronization mechanism 35 may include a timing belt, a timing gear, etc., but this disclosure does not limit the specific type of the synchronization mechanism 35.

[0090] Optionally, refer to Figure 6 As shown, the reduction mechanism 33 includes an output gear 334 and a planetary gear assembly 335 connected by a transmission connection; the output gear 334 is connected to the intermediate gear 322, and the planetary gear assembly 335 is connected to the piston assembly 34. The use of the planetary gear assembly 335 allows for efficient reduction within a compact space, increasing output torque while reducing size and weight, thus improving overall braking efficiency. Furthermore, the design of the intermediate gear 332 and the planetary gear assembly 335 achieves multi-stage reduction and torque amplification while maintaining a compact structure, meeting the requirements of different braking intensities.

[0091] In other implementations, refer to Figure 1 and Figure 2 As shown, the diameter of the output gear 334 can be larger than the diameter of the intermediate gear 322, which can achieve initial deceleration and torque increase, thereby improving the braking effect.

[0092] Optionally, refer to Figures 6 to 8 As shown, the planetary gear assembly 335 includes: a sun gear 101, a planetary gear 102, a ring gear 103, and a planet carrier 104; the sun gear 101 is connected to the output gear 334 for transmission, the planetary gear 102 is disposed on the planet carrier 104 and is connected to the sun gear 101 for transmission, the ring gear 103 is fixedly disposed and meshes with the planetary gear 102, and the planet carrier 104 is used for transmission connection with the piston assembly 343.

[0093] In this embodiment, a high reduction ratio can be achieved within a relatively compact space through the combination of the sun gear 101, planetary gear 102, ring gear 103, and planet carrier 104. This means that even at high input speeds, the speed output to the piston assembly 34 can be effectively controlled, thereby providing greater torque output and ensuring sufficient braking force.

[0094] Secondly, multiple planetary gears 102 rotate around the sun gear 101, which allows for a more even distribution of the load. When the planetary gears 102 mesh with the ring gear 103, it ensures that each planetary gear 102 participates in the load sharing, thereby improving load-bearing capacity and durability.

[0095] Furthermore, the position and speed of the piston assembly 34 can be more precisely controlled through the transmission of the planetary gear assembly 335. The planet carrier 104, as the final output component, ensures that the piston assembly 34 moves according to preset requirements, thereby achieving a precise braking effect. However, this disclosure does not limit the specific structural design of the planetary gear assembly 335.

[0096] It should also be noted that in some diagrams, such as Figure 7 As shown, this disclosure provides a simplified illustration of the output gear and the sun gear, without fully illustrating the tooth structure of the corresponding gears.

[0097] Reference Figure 8 As shown, the planetary carrier 104 is constructed as a disc plate, which is rotatably disposed within the gear ring 103. The disc plate includes a disc plate body 1041 and a planetary gear shaft 1042. The planetary gear shaft 1042 is disposed on the disc plate body 1041, and the planetary gear 102 is rotatably sleeved on the planetary gear shaft 1042. A gear hole 1043 is formed in the center of the disc plate, which is used for transmission connection with the piston assembly 34.

[0098] The planet carrier 104 is constructed as a disc plate, a design that provides better rigidity and stability. The disc plate body 1041 can serve as a support platform for the planetary gear 102, ensuring the stability of the planetary gear 102 during rotation and reducing vibration and noise.

[0099] Planetary gear shaft 1042 is disposed on the disc plate body 1041, and planetary gear 102 is rotatably sleeved on planetary gear shaft 1042. This design can reduce friction between planetary gear 102 and planet carrier 104, thereby reducing wear and extending service life.

[0100] The disc plate is rotatably mounted within the gear ring 103, meaning that the disc plate can rotate freely without being restricted by the gear ring. This design not only simplifies the installation process but also facilitates subsequent inspection and maintenance.

[0101] In addition, the gear hole 1043 formed at the center of the disc plate is used for transmission connection with the piston assembly 34. This design ensures that the movement of the planetary carrier 104 can be accurately transmitted to the piston assembly, thereby achieving precise braking control. Furthermore, the planetary carrier 104 is directly connected to the piston assembly 34 through the gear hole 1043, reducing intermediate links and improving braking response speed. This means that it can respond to the driver's operation more quickly, improving driving safety.

[0102] Optionally, refer to Figure 9 As shown, the caliper body 1 is provided with a first beam 11, a second beam 12, and a third beam 13. The first beam 11, second beam 12, and third beam 13 all extend along a first direction A and are spaced apart along a second direction B. A first receiving groove 14 is provided between the first beam 11 and the second beam 12, and a second receiving groove 15 is provided between the second beam 12 and the third beam 13. A first driving unit 311 is disposed within the first receiving groove 14, and a second driving unit 312 is disposed within the second receiving groove 15. Each of the first beam 11, second beam 12, and third beam 13 has a piston chamber 16 extending along the first direction A, and piston assemblies 34 are correspondingly disposed within each piston chamber 16; wherein the first direction A intersects with the second direction B.

[0103] In this embodiment, the three-beam design of the first beam 11, the second beam 12 and the third beam 13 makes the overall structure of the caliper more stable and enhances its resistance to deformation.

[0104] Secondly, the reliability and stability of the caliper operation are improved because piston chambers 16 are set inside the three beams and piston assemblies 34 are provided in each chamber.

[0105] Furthermore, the design of the first receiving slot 14 and the second receiving slot 15 allows the first driving part 311 and the second driving part 312 to be integrated into the caliper body 1, which not only protects the first driving part 311 and the second driving part 312, but also reduces the external space occupied, making the overall design more compact.

[0106] In addition, the independent piston chamber 16 design makes it easier to replace or maintain the piston assembly without disassembling the entire device; only the faulty component needs to be addressed.

[0107] In addition, the caliper body 1 can be formed in one piece, such as by integral molding of ductile iron or aluminum alloy, and this disclosure does not limit it.

[0108] Reference Figures 11 to 13 As shown, the drive module 3 also includes an adapter plate 38, which is disposed between the brake pad 2 and the piston assembly 34; wherein, the area of ​​the adapter plate 38 abutting against the brake pad 2 is the first area, and the area of ​​all the piston assemblies 34 abutting against the adapter plate 38 is the second area, and the first area is larger than the second area.

[0109] In this embodiment, since the first area is larger than the second area, this means that the portion of the adapter plate 38 that contacts the brake pad 2 has a larger surface area. This helps to distribute the pressure applied by the piston assembly 34 more evenly on the brake pad 2, thereby reducing wear or damage caused by excessive local pressure and improving the durability and reliability of the braking system.

[0110] Furthermore, a larger contact area means that braking force can be transmitted more effectively during braking, resulting in more stable and reliable braking performance. Especially in emergency braking situations, a uniform pressure distribution helps ensure that the vehicle can stop quickly and safely.

[0111] Reference Figures 11 to 13 As shown, the adapter plate 38 includes a first side 381 and a second side 382 disposed opposite to each other in the first direction A; the first side 381 is recessed with at least two grooves 3811, the grooves 3811 are disposed one-to-one with the piston assembly 34, and the grooves 3811 are for the corresponding piston assembly 34 to be inserted; wherein, the first side 381 is fixedly connected to the piston assembly 34, or the second side 382 is fixedly connected to the brake pad 2.

[0112] The groove 3811 is for the insertion of the piston assembly 34. This design allows the piston assembly 34 to be accurately positioned on the adapter plate 38, thereby maintaining consistency and stability, and also helps to reduce installation errors.

[0113] Furthermore, regarding the connection of the adapter plate 38, in one embodiment, the adapter plate 38 can be connected to the brake pad 2. Specifically, refer to... Figure 13 The schematic diagram shows that the brake pad 2 may include a brake pad body 21 and a metal backing plate 22. The metal backing plate 22 is connected to the brake pad body 21, and the adapter plate 38 is connected to the metal backing plate 22.

[0114] In another embodiment, the adapter plate 38 may also be connected to the piston assembly 34, which is not limited in this disclosure.

[0115] Optionally, refer to Figure 11 and Figure 13 As shown, the piston sleeve 203 of the piston assembly 34 has a first plane 100 formed at its end, and the inner wall of the groove 3811 has a second plane 200 formed thereon. The first plane 100 is used to abut against the second plane 200.

[0116] This structural design ensures a more robust and precise connection between the piston sleeve 203 and the adapter plate 38. The plane-to-plane contact not only provides a larger contact area but also distributes stress, reduces localized wear, and extends overall lifespan.

[0117] In another embodiment, refer to Figure 12 As shown, the piston sleeve 203 of the piston assembly 34 has a first arcuate surface 300 at its end, and the inner wall of the groove 3811 has a second arcuate surface 400. The first arcuate surface 300 is used to abut against the second arcuate surface 400.

[0118] By using the method of abutting the first arc-shaped surface 300 and the second arc-shaped surface 400, the problem of low parallelism between the two piston assemblies can be effectively overcome.

[0119] Specifically, the curved surface design provides a larger contact area, ensuring proper guidance of the piston assembly even if the parallelism between the piston sleeve 203 and the adapter plate 38 is not high. The curved surface can provide multi-point contact, maintaining stable contact even if one point deviates from the ideal position.

[0120] Furthermore, the contact between the first arcuate surface 300 and the second arcuate surface 400 allows for a certain range of angular deviation, ensuring smooth operation of the piston assembly even with minor errors during assembly or manufacturing. This design helps the system automatically adjust to its optimal operating state, reducing wear caused by poor parallelism.

[0121] Optionally, refer to Figure 9As shown, the caliper body 1 is also provided with a first hollowed-out groove 17 and a second hollowed-out groove 18; the first hollowed-out groove 17 is provided on the side of the first beam 11 away from the first receiving groove 14 in the second direction B, and the second hollowed-out groove 18 is provided on the side of the third beam 13 away from the second receiving groove 15 in the second direction B; wherein, the first beam 11 and the third beam 13 are symmetrically arranged about the second beam 12, the first receiving groove 14 and the second receiving groove 15 are symmetrically arranged about the second beam 12, and the first hollowed-out groove 17 and the second hollowed-out groove 18 are symmetrically arranged about the second beam 12.

[0122] In this embodiment, by providing the first hollowed-out groove 17 and the second hollowed-out groove 18, the lightweight effect of the caliper body 1 is improved. By removing material from non-load-bearing parts, the overall weight of the caliper body 1 is reduced, improving material utilization while ensuring the strength of the caliper body 1. In addition, the symmetrical design is not only aesthetically pleasing but also ensures a more uniform stress distribution on both sides when subjected to external forces, preventing the caliper body 1 from twisting or deforming due to asymmetrical design, thereby improving the stability and reliability of the caliper body 1.

[0123] Additionally, refer to Figure 10 As shown, the drive module 3 also includes a module housing 39, which is detachably mounted on the caliper body 1. The transmission mechanism 32 and the reduction mechanism 33 are housed within the module housing 39. By providing the module housing 39, the transmission mechanism 32 and the multiple reduction mechanisms 33 are effectively protected, extending their service life. Furthermore, the module housing 39 can be detachably connected to the caliper body 1 using bolts or screws; this disclosure does not limit the method of installation.

[0124] Reference Figure 9 and Figure 10 As shown, the caliper body 1 has at least two piston chambers 16 extending along the first direction A. The piston chambers 16 are correspondingly arranged with piston assemblies 34, and the piston assemblies 34 are disposed in the corresponding piston chambers 16. The caliper body 1 has at least one receiving groove 19 recessed, which is correspondingly arranged with the drive part 31, and the drive part 31 is disposed in the corresponding receiving groove 19. The module housing 39 has at least one drive opening 391 and at least two piston openings 392. The drive openings 391 are correspondingly arranged with the receiving grooves 19 and are opposite to each other in the first direction A. The piston openings 392 are correspondingly arranged with the piston chambers 16 and are opposite to each other in the first direction A.

[0125] In this embodiment, the drive opening 391 and the receiving groove 19 are arranged opposite to each other in the first direction A, so that the operation of the drive unit 31 can be carried out without obstruction. The piston opening 392 and the piston chamber 16 are arranged opposite to each other in the first direction A, ensuring that the piston assembly 34 can smoothly receive power from the drive unit 31.

[0126] This disclosure also provides a method for detecting the total clamping force of an electromechanical brake caliper, the method comprising: The detection value of each force sensor 204 in the electromechanical brake caliper is obtained, and the electromechanical brake caliper is the aforementioned electromechanical brake caliper. For each force sensor 204, the clamping force value of the piston assembly 34 of the stress sensor 204 is determined according to the predetermined mapping relationship between the detected value and the clamping force value. The total clamping force of the electromechanical brake caliper is obtained by summing the clamping force values ​​of each piston assembly 34.

[0127] In the above technical solution, by setting a corresponding force sensor 204 on the piston assembly 34, by measuring the detection value of each force sensor 204, and according to the predetermined mapping relationship between the detection value and the clamping force value, the clamping force value of the corresponding piston assembly 34 can be determined. Then, the clamping force values ​​of each piston assembly 34 are summed to obtain the total clamping force value of the electromechanical brake caliper.

[0128] Optionally, the above-mentioned method for detecting the total clamping force of electromechanical brake calipers further includes: Record the proportional relationship between the detection values ​​historically detected by the first force sensor and the second force sensor, wherein the first force sensor and the second force sensor are any two of at least two force sensors 204; Acquire the detection values ​​of each force sensor 204 in the electromechanical brake caliper, including: In the case where the first force sensor fails and the second force sensor is effective, the detection value detected by the second force sensor is acquired; The detection value of the first force sensor is obtained based on the detection value of the second force sensor and the proportional relationship.

[0129] In other words, even if one of the force sensors 204 fails, the total clamping force of the entire electromechanical brake caliper can still be obtained through the undone force sensor 204.

[0130] For example, there are two piston assemblies 34, namely a first piston assembly 341 and a second piston assembly 342.

[0131] The force sensor 204 on the first piston assembly 341 has a reading Sensor Force01; wherein, the detection value of each force sensor 204 during the braking process corresponds to the clamping force value of the brake pad 2 squeezed by the single piston assembly 34, and let the coefficient of this correspondence be k1; then Clamping Force01 = k1 * Sensor Force01.

[0132] The force sensor 204 on the second piston assembly 342 has a reading Sensor Force02; wherein, the detection value of each force sensor 204 during the braking process corresponds to the clamping force value of the brake pad 2 squeezed by the single piston assembly 34, and let the coefficient of this correspondence be k2; then Clamping Force02 = k2 * Sensor Force02.

[0133] The total clamping force of the electromechanical brake caliper is Clamping Force_sum = Clamping Force01 + Clamping Force02.

[0134] It should be noted that the K value corresponding to the detection value of each force sensor 204 during the braking process and the clamping force value of the single piston assembly 34 pressing the brake pad 1 can be a single value or a set of piecewise functions.

[0135] During each braking process, the ratio of Clamping Force01 to Clamping Force02 is obtained by reading Clamping Force01 and Clamping Force02.

[0136] When the force sensor 204 on the second piston assembly 342 fails, Clamping Force02 is obtained by using Clamping Force01 through Ratio, and ClampingForce_sum is obtained by using Clamping Force01 + Clamping Force02.

[0137] When the force sensor 204 on the first piston assembly 341 fails, Clamping Force01 is obtained by using Clamping Force02 through Ratio, and ClampingForce_sum is obtained by using Clamping Force02 + Clamping Force01.

[0138] Alternatively, the above mapping relationship can be determined in the following way: For any piston assembly 34, during the same braking process, the detection value of the force sensor 204 corresponding to the piston assembly 34 and the clamping force measurement value of the piston assembly 34 are recorded, wherein the clamping force measurement value is obtained by an external clamping force measuring device. Based on the recorded detection values ​​and clamping force measurements, a mapping relationship is established for the stress sensor 204.

[0139] In a third aspect of this disclosure, a braking system is also provided, which includes the aforementioned electromechanical brake caliper. For example, the braking system further includes a controller electrically connected to the drive unit 31, thereby improving the speed of response.

[0140] In a fourth aspect of this disclosure, a vehicle is also provided, which includes the aforementioned electromechanical brake calipers or the aforementioned braking system.

[0141] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of this disclosure. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the following claims.

[0142] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

Claims

1. An electromechanical braking caliper, characterized in that, The electromechanical braking caliper includes: Caliper body; Brake pads are disposed on the caliper body; The drive module is disposed on the caliper body; The drive module includes at least one drive unit, a transmission mechanism, at least two reduction mechanisms, at least two piston assemblies, and at least two force sensors. The drive unit is connected to the reduction mechanism via the transmission mechanism. The reduction mechanism is provided in a one-to-one correspondence with the piston assembly, and the reduction mechanism is connected to the corresponding piston assembly. The force sensor is provided in a one-to-one correspondence with the piston assembly, and the force sensor is provided on the corresponding piston assembly; The piston assembly is movable in a first direction to abut against and drive the brake pads to move.

2. The electromechanical braking caliper according to claim 1, characterized in that, The piston assembly includes a lead screw and nut assembly, which includes a drive screw and a drive nut. The drive screw extends along the first direction and is connected to the reduction mechanism for transmission, and the drive screw is axially locked and circumferentially rotatable; The drive nut is circumferentially locked and axially movable on the drive screw, and the drive nut is used to abut against and drive the brake pad to move; The force sensor is disposed on the drive screw.

3. The electromechanical braking caliper according to claim 2, characterized in that, The drive screw includes a smooth rod section, a stop flange, and a screw section; Both the smooth rod segment and the screw segment extend along the first direction, and the stop flange is connected between the smooth rod segment and the screw segment; The drive nut is sleeved on the screw section and can be used to abut against the stop flange, and the force sensor is sleeved on the smooth rod section and can be used to abut against the stop flange.

4. The electromechanical brake caliper according to claim 3, characterized in that, The piston assembly also includes a thrust bearing, which is sleeved on the smooth rod section and located between the force sensor and the stop flange; The thrust bearing includes a first bearing surface and a second bearing surface arranged opposite to each other, and the first bearing surface is located on the side of the thrust bearing closer to the stop flange in the first direction. The first bearing surface of the thrust bearing is connected to the stop flange, and the second bearing surface of the thrust bearing is connected to the force sensor.

5. The electromechanical brake caliper according to claim 4, characterized in that, The first bearing surface is constructed as a bearing spherical surface, and the stop flange is recessed on the side of the first bearing surface in the first direction, and the bearing spherical surface and the stop spherical surface form a spherical fit.

6. The electromechanical brake caliper according to claim 3, characterized in that, The drive screw also includes a connecting gear, which is connected to the end of the guide rod segment away from the stop flange for transmission connection with the reduction mechanism.

7. The electromechanical brake caliper according to claim 2, characterized in that, The lead screw nut assembly also includes a piston sleeve, which is connected to the drive nut and is used to abut against the brake pad. The piston sleeve and the drive nut are integrally formed; or... The piston sleeve is fitted onto the drive nut, the end face of the drive nut is formed with a first spherical surface, and the inner wall of the piston sleeve is formed with a second spherical surface, the first spherical surface and the second spherical surface forming a spherical fit; or, The piston sleeve is located on one side of the drive nut along the first direction, and the piston sleeve is connected to the drive nut by a ball joint.

8. The electromechanical braking caliper according to claim 1, characterized in that, The transmission mechanism includes at least one input gear and at least one intermediate gear; The input gear is connected to the drive unit in a one-to-one transmission connection, and the intermediate gear is connected to the input gear in a transmission connection. The intermediate gear is connected to the reduction mechanism for transmission.

9. The electromechanical brake caliper according to claim 8, characterized in that, The drive unit and the input gear are configured as one; the reduction mechanism, the piston assembly, and the force sensor are each configured as two; wherein, the two reduction mechanisms are connected to at least one intermediate gear; or, The drive unit, the input gear, the reduction mechanism, and the piston assembly are all configured in pairs, with the two input gears being connected to the two reduction mechanisms via at least one intermediate gear; or... The drive unit and the input gear are configured as two, and the reduction mechanism and the piston assembly are configured as three. The two input gears are connected to the three reduction mechanisms through at least one intermediate gear.

10. The electromechanical braking caliper according to claim 9, characterized in that, The two drive units include a first drive unit and a second drive unit; The two input gears include a first input gear and a second input gear; At least one of the intermediate gears includes a first intermediate gear and a second intermediate gear, wherein the first intermediate gear is drivenly connected to the first input gear and the second intermediate gear is drivenly connected to the second input gear; The three reduction mechanisms include a first reduction mechanism, a second reduction mechanism, and a third reduction mechanism; the three piston assemblies include a first piston assembly, a second piston assembly, and a third piston assembly. The first input gear is driven by the first drive unit, the second input gear is driven by the second drive unit, the first reduction mechanism and the second reduction mechanism are both driven by the first intermediate gear, and the second reduction mechanism and the third reduction mechanism are both driven by the second intermediate gear.

11. The electromechanical braking caliper according to claim 8, characterized in that, The drive module also includes at least one synchronization mechanism, and the transmission mechanism is tractively disposed between two adjacent reduction mechanisms.

12. The electromechanical brake caliper according to any one of claims 8-11, characterized in that, The reduction mechanism includes an output gear and a planetary gear assembly that are connected by transmission; the output gear is connected to the intermediate gear, and the planetary gear assembly is connected to the piston assembly.

13. The electromechanical braking caliper according to claim 12, characterized in that, The diameter of the output gear is larger than the diameter of the intermediate gear.

14. The electromechanical braking caliper according to claim 12, characterized in that, The planetary gear assembly includes: a sun gear, planetary gears, a ring gear, and a planet carrier; The sun gear is driven by the output gear, the planetary gear is disposed on the planet carrier and driven by the sun gear, the ring gear is fixedly disposed and meshes with the planetary gear, and the planet carrier is used to drive by the piston assembly.

15. The electromechanical braking caliper according to claim 14, characterized in that, The planetary carrier is constructed as a disc plate, which is rotatably disposed within the gear ring; The disc plate includes a disc plate body and a planetary gear shaft. The planetary gear shaft is disposed on the disc plate body, and the planetary gears are rotatably sleeved on the planetary gear shaft. The disc plate has a gear hole at its center, which is used for transmission connection with the piston assembly.

16. The electromechanical braking caliper according to claim 1, characterized in that, The drive module also includes an adapter board. The adapter plate is disposed between the brake pad and the piston assembly; The area where the adapter plate abuts against the brake pad is the first area, and the area where all the piston assemblies abut against the adapter plate is the second area, wherein the first area is larger than the second area.

17. The electromechanical brake caliper according to claim 16, characterized in that, The adapter plate includes a first side and a second side disposed opposite to each other in the first direction. The first side recess is provided with at least two grooves, each groove corresponding to a piston assembly, and the groove is for the corresponding piston assembly to be inserted. The first side is fixedly connected to the piston assembly, or the second side is fixedly connected to the brake pad.

18. The electromechanical braking caliper according to claim 17, characterized in that, The piston sleeve of the piston assembly has a first plane formed at its end, and the inner wall of the groove has a second plane formed therein, the first plane being used to abut against the second plane; and / or, The piston sleeve of the piston assembly has a first arc-shaped surface at its end, and the inner wall of the groove has a second arc-shaped surface. The first arc-shaped surface is used to abut against the second arc-shaped surface.

19. The electromechanical braking caliper according to claim 1, characterized in that, The drive module also includes a module housing, which is detachably disposed on the caliper body, and the transmission mechanism and the reduction mechanism are disposed within the module housing.

20. The electromechanical braking caliper according to claim 19, characterized in that, The caliper body has at least two piston chambers that extend along the first direction. The piston chambers are arranged in a one-to-one correspondence with the piston assemblies, and the piston assemblies are disposed in the corresponding piston chambers. The caliper body is recessed and has at least one receiving groove, the receiving groove being correspondingly provided with the driving part, and the driving part being disposed in the corresponding receiving groove; The module housing has at least one drive opening and at least two piston openings. The drive opening is corresponding to the receiving groove and is positioned opposite to it in the first direction. The piston opening is corresponding to the piston cavity and is positioned opposite to it in the first direction.

21. A method for detecting the total clamping force of an electromechanical brake caliper, characterized in that, The detection method includes: The detection value of each force sensor in the electromechanical brake caliper is obtained, wherein the electromechanical brake caliper is the electromechanical brake caliper according to any one of claims 1-20; For each force sensor, the clamping force value of the piston assembly corresponding to the force sensor is determined according to the predetermined mapping relationship between the detection value and the clamping force value. The total clamping force of the electromechanical brake caliper is obtained by summing the clamping force values ​​of each piston assembly.

22. The method for detecting the total clamping force of an electromechanical brake caliper according to claim 21, characterized in that, The method further includes: Record the proportional relationship between the detection values ​​historically detected by the first force sensor and the second force sensor, wherein the first force sensor and the second force sensor are any two of the at least two force sensors; The acquisition of the detection value of each force sensor in the electromechanical brake caliper includes: In the case where the first force sensor fails and the second force sensor is effective, the detection value detected by the second force sensor is obtained; The detection value of the first force sensor is obtained based on the detection value of the second force sensor and the proportional relationship.

23. The method for detecting the total clamping force of an electromechanical brake caliper according to claim 21, characterized in that, The mapping relationship is determined in the following way: For any of the piston assemblies, during the same braking process, the detection value of the force sensor corresponding to the piston assembly and the clamping force measurement value of the piston assembly are recorded, wherein the clamping force measurement value is obtained by an external clamping force measuring device; Based on the recorded detection values ​​and the clamping force measurement values, a mapping relationship is established corresponding to the force sensor.

24. A braking system, characterized in that, The braking system includes the electromechanical brake caliper according to any one of claims 1-20.

25. A vehicle, characterized in that, The vehicle includes the electromechanical brake caliper of any one of claims 1-20 or the braking system of claim 24.

Images