A large-torque electromechanical brake device for a commercial vehicle

Abstract

The present application relates to a kind of commercial vehicle big torque electronic mechanical brake device, belong to brake device technical field, solve the problem of complex transmission mechanism of electronic brake device in prior art and large space size occupied.The brake device of the present application includes: drive module, transmission module, brake module and brake disc;Transmission module includes: planetary transmission mechanism and rack transmission mechanism;Drive module drives planetary transmission mechanism rotary motion;Rack transmission mechanism converts rotary motion into linear motion;Further through the displacement of push rod, cylindrical pin can push the brake disc of the pressing plate and brake.The present application is provided with the gear ring structure with external gear, realizes the power direct transmission of planetary gear system to rack, and realizes brake by rack pushing lever transmission mechanism deflection, and brake principle is simple and reliable, small space occupied and large braking torque.

Description

Technical Field

[0001] This invention relates to the field of braking device technology, and in particular to a high-torque electromechanical braking device for commercial vehicles. Background Technology

[0002] The vehicle braking system is the highest level of safety system in automobiles. Special vehicles and commercial vehicles with large gross vehicle weights still primarily use air-pressure braking, with a smaller number using air-over-hydraulic or fully hydraulic braking. Air-pressure braking uses air as the medium, offering advantages such as no pollution, high braking torque, and low pressure. However, its disadvantage is that it requires the vehicle to be equipped with compressors, air tanks, pipelines, and various valves, occupying a significant amount of space. With the development of vehicle electrification and intelligence, vehicle systems are also evolving towards full electric and drive-by-wire designs. Electromechanical braking systems, which use electrical signals and mechanical brakes to completely replace the components of traditional air-pressure braking, offer advantages such as high integration, fast response, and precise control. Furthermore, they are well-suited to the intelligent and electric development of vehicles and are gradually becoming one of the development directions for vehicle braking systems.

[0003] Currently, in the fields of special vehicles and commercial vehicles, due to factors such as high cost, low efficiency, and insufficient verification of performance and reliability, electromechanical braking has not yet been widely applied. Most existing technical solutions use a small torque motor in conjunction with a multi-stage reduction device to provide braking torque, and then use a ball screw mechanism to convert the torque into thrust and transmit it to the wheel brake.

[0004] Due to the limited space near the wheels, the motor size cannot be too large. Therefore, a multi-stage reduction gear is needed to amplify the torque to meet the braking force requirements. However, adding a multi-stage reduction and torque amplification device leads to a complex transmission mechanism, reduced braking efficiency, and decreased reliability, making it difficult to meet the vehicle's requirements for braking stability and reliability. Therefore, it is necessary to provide a high-torque electromechanical braking device for commercial vehicles to achieve high-torque, miniaturized mechanical braking. Summary of the Invention

[0005] Based on the above analysis, the present invention aims to provide a high-torque electromechanical braking device for commercial vehicles, in order to solve the problems of complex transmission mechanism, large space occupation and low braking efficiency of existing electromechanical braking devices.

[0006] The objective of this invention is mainly achieved through the following technical solutions:

[0007] A high-torque electromechanical braking device for commercial vehicles includes: a drive module, a transmission module, a braking module, and a brake disc;

[0008] The drive module is used to output braking torque;

[0009] The transmission module includes a planetary transmission mechanism and a rack and pinion transmission mechanism; the drive module drives the planetary transmission mechanism to rotate; the rack and pinion transmission mechanism is used to convert the rotational motion of the planetary transmission mechanism into linear motion.

[0010] The braking module includes: a brake housing, a lever assembly, and a pressure plate; the pressure plate is slidably mounted on the side of the brake housing and located on the side of the brake disc; when the rack and pinion transmission mechanism outputs linear displacement, it can push the pressure plate to press against the brake disc through the lever assembly to brake.

[0011] Furthermore, the transmission module includes: a transmission housing; the planetary transmission mechanism is rotatably mounted inside the transmission housing; and the rack and pinion transmission mechanism is slidably mounted inside the transmission housing.

[0012] Furthermore, the planetary transmission mechanism includes: a sun gear, planet gears, a planet carrier, and a transmission gear ring; the sun gear is connected to the drive module and rotates under the drive of the drive module; the planet gears are rotatably mounted on the planet carrier, and the planet gears simultaneously mesh with the sun gear and the inner gear ring of the transmission gear ring.

[0013] Furthermore, the rack and pinion transmission mechanism includes: a rack and an outer gear ring disposed on the outer surface of the transmission gear ring; the rack meshes with the outer gear ring.

[0014] Furthermore, the transmission ratio between the planetary gear and the sun gear is greater than 1.

[0015] Furthermore, the rack is slidably mounted on the bottom of the transmission housing.

[0016] Furthermore, the lever assembly includes: a push rod and a cylindrical pin rotatably mounted on the push rod; the push rod is rotatably mounted inside the brake housing, and one end is hinged to the rack and pin mechanism, while the other end is provided with a cylindrical pin; the cylindrical pin contacts the pressure plate.

[0017] Furthermore, when the rack and pinion transmission mechanism outputs linear displacement, it can drive the thrust rod to deflect, thereby enabling the cylindrical pin to drive the pressure plate to move.

[0018] Furthermore, the thrust rod and the rack are connected by a ball joint.

[0019] Furthermore, the side of the thrust rod is provided with a spherical groove; a thrust ball head is fixed at one end of the rack that is connected to the thrust rod; the thrust ball head is embedded in the spherical groove.

[0020] Furthermore, the radius of curvature of the spherical groove is greater than the radius of curvature of the thrust ball.

[0021] A high-torque electromechanical braking method employs the aforementioned high-torque electromechanical braking device for commercial vehicles.

[0022] The technical solution of the present invention can achieve at least one of the following effects:

[0023] 1. The commercial vehicle high-torque electromechanical braking device of the present invention, by setting up a planetary transmission mechanism and a rack and pinion transmission mechanism, enables the planetary transmission mechanism and the rack and pinion transmission mechanism to cooperate and transmit. The planetary transmission mechanism realizes the amplification of torque, and at the same time, the rack and pinion transmission mechanism realizes the conversion of rotary motion and linear motion. The push rod is rotated, which causes the cylindrical pin to push the pressure plate to move, and then the pressure plate presses the brake disc to achieve braking. The transmission is reliable and can realize the amplification of braking torque.

[0024] 2. The commercial vehicle high-torque electromechanical braking device of the present invention, by setting a transmission gear ring that simultaneously has an internal gear ring and an external gear ring, can simultaneously serve as a component of a planetary transmission mechanism and a rack and pinion transmission mechanism, thereby minimizing the axial dimension of the transmission mechanism, making the layout more compact, the braking device occupying less space, and due to the miniaturized design of the braking device of the present invention, the overall weight of the braking device can be reduced, thereby achieving vehicle lightweighting.

[0025] In this invention, the above-described technical solutions can be combined with each other to achieve more preferred combinations. Other features and advantages of this invention will be set forth in the following description, and some advantages may become apparent from the description or be learned by practicing the invention. The objects and other advantages of this invention can be realized and obtained from what is particularly pointed out in the description and drawings. Attached Figure Description

[0026] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Throughout the drawings, the same reference numerals denote the same parts.

[0027] Figure 1 This is a schematic diagram of the structure of the high-torque electromechanical braking device for commercial vehicles of the present invention;

[0028] Figure 2 This is a schematic diagram of the internal working principle of the high-torque electromechanical braking device for commercial vehicles of the present invention.

[0029] Figure 3 This is a schematic diagram of the planetary transmission mechanism of the commercial vehicle high-torque electromechanical braking device of the present invention.

[0030] Figure 4 This is a schematic diagram of the rack and pinion transmission mechanism of the high-torque electromechanical braking device for commercial vehicles of the present invention.

[0031] Figure 5This is an exploded view of the braking module of the commercial vehicle high-torque electromechanical braking device of the present invention;

[0032] Figure 6 This is a schematic diagram showing the engagement state between the rack and brake housing of the high-torque electromechanical braking device for commercial vehicles according to the present invention.

[0033] Figure 7 This is a schematic diagram of a specific structure of the needle roller of the present invention;

[0034] Figure 8 This is a schematic diagram showing the engagement state between the thrust ball head and the thrust rod.

[0035] Figure 9 A schematic diagram illustrating the principle of how a cylindrical pin drives the pressure plate to move.

[0036] Figure label:

[0037] 1-Drive module; 2-Transmission module; 201-Transmission housing; 202-Sun gear; 203-Planet gear; 204-Planet carrier; 205-Transmission gear ring; 206-Rack; 207-Needle roller; 208-Thrust ball head; 209-Guide hole; 210-Linear guide rail; 3-Brake module; 301-Brake housing; 302-Thrust rod; 303-Mounting shaft; 304-Cylindrical pin; 305-Bearing; 306-Pressure plate; 307-Spherical groove; 4-Brake disc. Detailed Implementation

[0038] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which constitute a part of the present invention and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention.

[0039] Example 1

[0040] One specific embodiment of the present invention discloses a high-torque electromechanical braking device for commercial vehicles, such as... Figure 1 , Figure 2 As shown, the system includes: a drive module 1, a transmission module 2, a braking module 3, and a brake disc 4. Specifically, the drive module 1 is used to output braking torque; the transmission module 2 includes: a planetary transmission mechanism and a rack and pinion transmission mechanism; the drive module 1 drives the planetary transmission mechanism to rotate; the rack and pinion transmission mechanism is used to convert the rotational motion of the planetary transmission mechanism into linear motion; the braking module 3 includes: a brake housing 301, a lever assembly, and a pressure plate 306; the pressure plate 306 is slidably mounted on the side of the brake housing 301 and located on the side of the brake disc 4; when the rack and pinion transmission mechanism outputs linear displacement, it can push the pressure plate 306 to press against the brake disc 4 through the lever assembly for braking.

[0041] Further, the lever assembly includes a push rod 302 and a cylindrical pin 304 rotatably mounted on the push rod 302; the push rod 302 is rotatably mounted inside the brake housing 301, with one end hinged to the rack and pinion mechanism and the other end provided with the cylindrical pin 304; the cylindrical pin 304 contacts the pressure plate 306. When the rack and pinion mechanism outputs linear displacement, it can push the push rod 302 to deflect, thereby the cylindrical pin 304 can push the pressure plate 306 to move, thus pressing the brake disc 4 to provide braking force.

[0042] Specifically, the drive module 1 includes a motor and an output shaft; the output shaft has a spline structure and provides a torque power source for the entire device.

[0043] like Figure 2 As shown, the transmission module 2 includes: a transmission housing 201; a planetary transmission mechanism rotatably mounted inside the transmission housing 201; and a rack and pinion transmission mechanism slidably mounted inside the transmission housing 201.

[0044] In one specific embodiment of the present invention, the planetary transmission mechanism includes: a sun gear 202, planet gears 203, a planet carrier 204, and a transmission gear ring 205; the sun gear 202 is connected to the drive module 1 and rotates under the drive of the drive module 1; the planet gears 203 are rotatably mounted on the planet carrier 204, and the planet gears 203 simultaneously mesh with the internal gear rings of the sun gear 202 and the transmission gear ring 205.

[0045] Specifically, the planet carrier 204 is fixedly installed on the inner wall of the transmission housing 201, the planet gear 203 is rotatably installed on the planet carrier 204, and one side of the planet gear 203 meshes with the outer gear ring of the sun gear 202 for transmission, and the other side meshes with the inner gear ring of the transmission gear ring 205 for transmission.

[0046] Specifically, such as Figure 3 As shown, the planet carrier 204 is provided with multiple parallel fixed shafts, and the planet gears 203 are rotatably mounted on the fixed shafts through bearings; when the sun gear 202 meshes with the planet gears 203, the planet gears 203 rotate relative to the fixed shafts.

[0047] like Figure 3 As shown, the inner hole of the sun gear 202 has a spline structure, which can mesh with the spline structure of the output shaft of the drive module 1, and thus can rotate under the drive of the drive module 1, serving as the torque input source of the planetary transmission mechanism.

[0048] Furthermore, the transmission ratio between the planetary gear 203 and the sun gear 202 is greater than 1. Considering that the overall radial dimension of the transmission module 2 should not be too large, preferably, the transmission ratio between the planetary gear 203 and the sun gear 202 is 1.2-2.

[0049] In one specific embodiment of the present invention, the rack and pinion transmission mechanism includes: a rack 206 and an outer gear ring disposed on the outer surface of the transmission gear ring 205; the rack 206 meshes with the outer gear ring.

[0050] Specifically, such as Figure 3 , Figure 4 As shown, the inner gear ring of the transmission gear ring 205 is sleeved on the outside of the multiple planetary gears 203 and meshes synchronously with the multiple planetary gears 203; at the same time, the transmission gear ring 205 is also provided with an outer gear ring for meshing with the rack 206 of the rack and pinion transmission mechanism; the meshing of the transmission gear ring 205 and the rack 206 converts the rotational motion of the transmission gear ring 205 into the linear motion of the rack 206.

[0051] In this embodiment, both the inner and outer rings of the transmission gear ring 205 are gear structures, making it a component of both the planetary transmission mechanism and the rack and pinion transmission mechanism. This reduces the axial dimension of the mechanism and makes the layout more compact.

[0052] Specifically, the rack 206 is slidably mounted on the bottom of the transmission housing 201.

[0053] In one specific embodiment of the present invention, such as Figure 2 As shown, a needle roller 207 is provided between the rack 206 and the bottom plate of the transmission housing 201; when the rack 206 is linearly displaced under the drive of the transmission gear ring 205, the relative displacement between it and the transmission housing 201 is achieved by the rolling of the needle roller 207.

[0054] Preferably, such as Figure 6 As shown, a linear guide rail 210 is provided on the bottom plate of the transmission housing 201, and a rectangular groove is provided on the bottom of the rack 206; the needle rollers 207 are rolled and nested on the upper surface of the linear guide rail 210, and multiple needle rollers are arranged in parallel; the rectangular groove cooperates with the linear guide rail 210 to realize that the rack 206 is slidably installed on the outside of the linear guide rail 210, and the rack 206 and the needle rollers 207 are in rolling contact, so that the needle rollers 207 roll relative to the transmission housing 201 when the rack 206 moves linearly.

[0055] Specifically, the needle roller 207 is nested in the needle roller mounting groove on the surface of the linear guide 210, and the upper surface of the needle roller 207 protrudes from the upper surface of the linear guide 210. In this embodiment, the bottom of the rack 206 is provided with the needle roller 207, which can reduce the frictional resistance when the rack 206 moves relative to the transmission housing 201 and improve the transmission efficiency.

[0056] Furthermore, grease / oil is applied to the transmission gaps of the linear guide 210, needle roller 207, and rack 206 to reduce the resistance when the rack 206 is displaced, thereby enabling timely response of the braking device and improving transmission efficiency.

[0057] In one specific embodiment of the present invention, such as Figure 7 As shown, a plurality of inclined guide holes 209 are formed on the central axial surface of the needle roller 207; and the plurality of inclined guide holes 207 penetrate the upper and lower surfaces of the needle roller 207; preferably, as shown Figure 7 As shown, the multiple guide holes 209 in the needle roller 207 are distributed in a "V" shape and adjacent guide holes 209 are interconnected.

[0058] In this embodiment, by opening an inclined guide hole 209 inside the needle roller 207, the guide hole 209 has the effect of storing grease or lubricating oil; when the rack 206 slides relative to the bottom linear guide rail 210 of the transmission housing 201, when the needle roller 207 rolls in the needle roller mounting groove, the lubricating oil / grease can flow out from or back into the guide hole 209, so that there is always a layer of lubricating oil or grease film on the surface of the needle roller 207, so as to achieve a good lubrication effect on the needle roller 207.

[0059] In one specific embodiment of the present invention, such as Figure 4 As shown, the thrust rod 302 and the rack 206 are connected by a ball joint.

[0060] Specifically, such as Figure 1 , Figure 2 As shown, the braking module 3 includes a brake housing 301, a thrust rod 302, a mounting shaft 303, a cylindrical pin 304, a thrust bearing 305, and a pressure plate 306.

[0061] like Figure 5 As shown, the head of the thrust rod 302 is a spherical groove 307, which is connected to the thrust ball head 208 at the end of the rack 206. The lower part is rotatably connected to the brake housing 301 through the mounting shaft 303.

[0062] Specifically, such as Figure 8 As shown, a spherical groove 307 is provided on the side of one end of the thrust rod 302; a thrust ball head 208 is provided at the end of the rack 206 that is connected to the thrust rod 302; the thrust ball head 208 is embedded in the spherical groove 307.

[0063] Preferably, such as Figure 8 As shown, the radius of curvature of the spherical groove 307 is greater than the radius of curvature of the thrust ball head 208.

[0064] During implementation, when the transmission gear ring 205 drives the rack 206 to move, the thrust ball head 208 pushes the thrust rod 302 to rotate. During the rotation of the thrust rod 302, the thrust ball head 208 slides and rolls in its spherical groove 307, which can be used to compensate for the height difference between the thrust ball head 208 and the spherical groove 307 caused by the deflection motion of the thrust rod 302, as well as the angular offset between the rack 206 and the thrust rod 302.

[0065] In this embodiment, as Figure 2 , Figure 5 As shown, a spherical groove 307 is provided at one end of the thrust rod 302, and a cylindrical pin 304 is provided at the other end. The distance between the cylindrical pin 304 and the rotation axis of the thrust rod 302 (the axis of the mounting shaft 303) is less than the distance between the spherical groove 307 and the rotation axis of the thrust rod 302, forming a lever mechanism to amplify the pushing force.

[0066] Specifically, such as Figure 9 As shown, the other end of the thrust rod 302 is provided with an arc-shaped cylindrical surface, which is connected to the cylindrical pin 304, so that the cylindrical pin 304 is rotatably installed in the arc-shaped cylindrical surface of the thrust rod 302, and the cylindrical pin 304 can rotate around its own axis.

[0067] Preferably, the arc-shaped cylindrical surface is the surface corresponding to the superior arc, that is, the central angle of the arc-shaped cylindrical surface is greater than 180°, to ensure that the cylindrical pin 304 will not detach from the thrust rod 302 after it is engaged with the arc-shaped cylindrical surface.

[0068] Adaptably, in order to facilitate the connection between the cylindrical pin 304 and / or the thrust ball head 208 and the thrust rod 302, the thrust rod 302 can be configured as a separate structure, which can be fixed together by welding or bolts after being engaged with the cylindrical pin 304 and / or the thrust ball head 208.

[0069] Preferably, the cylindrical pin 304, the mounting shaft 303, and the thrust ball head 208 are arranged in a V-shape, that is, the angle between the line connecting the cylindrical pin 304 and the mounting shaft 303 and the line connecting the mounting shaft 303 and the thrust ball head 208 is an acute angle.

[0070] In this embodiment, by arranging the cylindrical pin 304, the mounting shaft 303, and the thrust ball head 208 at an acute angle, the horizontal displacement direction of the cylindrical pin 304 is the same as the displacement direction of the thrust ball head 208, which facilitates the transmission of thrust. At the same time, the cylindrical pin 304 and the thrust ball head 208 are located on the same side (upper side) of the mounting shaft 303, so that the V-shaped folded lever mechanism formed by the cylindrical pin 304, the thrust rod 302, and the thrust ball head 208 can reduce the space occupied by the lever mechanism while transmitting thrust.

[0071] Furthermore, such as Figure 9 As shown, the longitudinal section of the pressure plate 306 is "convex" shaped. Correspondingly, a stepped hole groove is provided on the inner wall surface of the brake housing 301. The pressure plate 306 is slidably installed in the stepped hole groove. The pressure plate 306 slides along the stepped hole groove under the push of the cylindrical pin 304, and the outer surface presses against the brake disc 4 to provide braking force. Specifically, the displacement stroke of the pressure plate 306 in the stepped hole groove is greater than the distance between the pressure plate 306 and the brake disc 4.

[0072] In this embodiment, by setting the convex-shaped structure of the pressure plate 306, the small hole of the stepped hole groove and the cylindrical pin 304 can jointly limit the pressure plate 306 from disengaging from the brake housing.

[0073] Preferably, as Figure 2 shown, pressure plates 306 are provided on both sides of the brake disc 4. When pressure plates 306 are provided on both sides of the brake disc 4, the pressure plate 306 on the side contacting the cylindrical pin 304 is slidably connected to the brake housing 301, and the pressure plate 306 on the other side is fixedly connected to the brake housing 301.

[0074] Furthermore, as Figure 5 shown, two cylindrical pins 304 are provided on the side surface of the thrust rod 302, which can achieve a double-thrust braking structure, improve the stability of the pressure plate 306 clamping the brake disc 4. At the same time, the cylindrical pin 304 contacts the pressure plate 306 and can rotate around its own axis, converting the sliding friction between the cylindrical pin 304 and the pressure plate 306 into rolling friction, reducing the frictional resistance, and improving the transmission efficiency.

[0075] During implementation, the linear movement of the rack 206 pushes the thrust rod 302 to rotate around the mounting shaft 303. A thrust bearing 305 is provided between the mounting shaft 303 and the thrust rod 302 to reduce the frictional resistance during rotation. When the thrust rod 302 rotates around the mounting shaft 303, the cylindrical pin 304 rotates around the axis of the mounting shaft 303 along with the rotation of the thrust rod 302. When the cylindrical pin 304 rotates around the axis, it pushes the pressure plate 306 to press against the brake disc 4 to form a braking force. At the same time, the cylindrical pin 304 can rotate around its own axis to reduce the frictional resistance with the pressure plate 306 and prevent structural damage such as wear and pitting from affecting the transmission accuracy.

[0076] Embodiment 2

[0077] A large-torque electro-mechanical braking method uses the large-torque electro-mechanical braking device described in Embodiment 1 for commercial vehicles.

[0078] In this embodiment, the large-torque electro-mechanical braking method includes the following steps:

[0079] Step S1: The drive module 1 generates torque, and the torque is transmitted to the sun gear 202, thereby driving the sun gear 202 to rotate;

[0080] Step S2: The sun gear 202 meshes with the planet gear 203 for transmission, and the planet gear 203 simultaneously meshes with the transmission ring gear 205 for transmission. The torque is amplified in the first stage through the meshing transmission process of the sun gear 202 and the planet gear 203, and then transmitted to the transmission ring gear 205 through the planet gear 203 to drive the transmission ring gear 205 to rotate, while the torque is amplified in the second stage.

[0081] Step S3: When the transmission gear ring 205 rotates, the outer gear ring outside the transmission gear ring 205 meshes with the rack 206, converting the torque into linear movement of the rack 206; the rack 206 pushes the thrust rod 302 to deflect, and at the same time the cylindrical pin 304 revolves around the rotation axis of the thrust rod 302. When the cylindrical pin 304 revolves, it pushes the pressure plate 306 to move, thereby realizing the three-stage amplification of torque, and then the pressure plate 306 presses the brake disc 4 to achieve braking.

[0082] In step S1, the drive module 1 transmits torque to the sun gear 202 in a 1:1 ratio.

[0083] In step S2, the transmission ratio between the sun gear 202 and the planet gear 203 is greater than 1, that is, the number of teeth of the sun gear 202 is Z1 < the number of teeth of the planet gear 203 is Z2, and the transmission ratio between them is Z2 / Z1; when the sun gear 202 and the planet gear 203 mesh and transmit power, the torque is amplified in one stage, and the amplification factor is Z2 / Z1.

[0084] In step S2, multiple planetary gears 203 are circumferentially arranged on the planet carrier 204, and multiple planetary gears 203 simultaneously mesh with the sun gear 202. When multiple planetary gears 203 transmit torque to the transmission gear ring 205, the torque is multiplied, and the torque transmission multiple is the number of planetary gears 203, n. At the same time, when a single planetary gear 203 meshes with the internal gear ring of the transmission gear ring 205, the torque is amplified, and the amplification factor is the ratio of the number of teeth Z3 of the transmission gear ring 205 to the number of teeth Z2 of the planetary gear 203, Z3 / Z2, where Z3>Z2. That is to say, in the process of the torque being transmitted from the planetary gears 203 to the transmission gear ring 205, a second-order amplification of the torque is achieved, with an amplification factor of n*Z3 / Z2.

[0085] In step S3, the rack 206 pushes the push rod 302 to rotate around the mounting shaft 303 via the push ball head 208, which drives the cylindrical pin 304 to push the pressure plate 306 to move and clamp the brake disc 4, thus forming a braking force. The distance L1 between the cylindrical pin 304 and the mounting shaft 303 is less than the distance L2 between the push ball head 208 and the mounting shaft 303. The torque generated by the thrust transmitted from the push ball head 208 to the push rod 302 can be amplified again (three-stage amplification) through the lever mechanism, with an amplification factor of L2 / L1.

[0086] In step S3, when the rack 206 pushes the push rod 302 to rotate, the push ball head 208 slides and rolls in the spherical groove 307 to counteract the height difference between the push ball head 208 and the spherical groove 307 caused by the deflection motion of the push rod 302, as well as the angular offset between the rack 206 and the push rod 302.

[0087] In step S3, the cylindrical pin 304 is a horizontally placed cylindrical structure, and its outer surface contacts the pressure plate 306. Two cylindrical pins 304 are arranged side by side. The two cylindrical pins 304 apply a thrust to the pressure plate 306, thereby enabling the pressure plate 306 to apply a braking force to the brake disc 4.

[0088] Compared with the prior art, the technical solution provided in this embodiment has at least one of the following beneficial effects:

[0089] 1. The commercial vehicle high-torque electromechanical braking device and braking method of the present invention, wherein the drive module 1 and the transmission module 2 are installed at 90°, can reduce the axial dimension of the device and facilitate its arrangement at the wheel side. The transmission module 2 amplifies the torque through the large transmission ratio of the planetary mechanism and the rack and pinion mechanism, and amplifies the torque again through the lever mechanism of the braking module 3, pushing the pressure plate 306 to form braking force. This reduces the complexity of the structure using multi-stage gear transmission and has the advantages of simple and compact structure, high efficiency, and large braking torque.

[0090] 2. The commercial vehicle high-torque electromechanical braking device and braking method of the present invention have independently installed drive module, transmission module and braking module, which facilitates matching and use with different performance characteristics, has a high degree of modularity and simple structure.

[0091] The commercial vehicle high-torque electromechanical braking device and braking method of the present invention, wherein the inner gear ring of the transmission gear ring 205 is a component of the planetary mechanism and the outer gear ring of the transmission gear ring 205 is a gear of the gear rack mechanism, can further reduce the mass and axial dimension of the transmission module 2.

[0092] 3. The commercial vehicle high-torque electromechanical braking device and braking method of the present invention uses a planetary transmission mechanism, a rack and pinion mechanism and a lever mechanism for transmission, which has a large transmission ratio and high transmission efficiency.

[0093] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A high-torque electromechanical braking device for commercial vehicles, characterized in that, include: Drive module (1), transmission module (2), braking module (3) and brake disc (4); The drive module (1) is used to output braking torque; The transmission module (2) includes a planetary transmission mechanism and a rack and pinion transmission mechanism; the drive module (1) drives the planetary transmission mechanism to rotate; the rack and pinion transmission mechanism is used to convert the rotational motion of the planetary transmission mechanism into linear motion; The braking module (3) includes: a brake housing (301), a lever assembly, and a pressure plate (306); the pressure plate (306) is slidably mounted on the side of the brake housing (301) and located on the side of the brake disc (4); when the rack and pinion transmission mechanism outputs linear displacement, it can push the pressure plate (306) to press the brake disc (4) for braking through the lever assembly.

2. The high-torque electromechanical braking device for commercial vehicles according to claim 1, characterized in that, The transmission module (2) further includes: a transmission housing (201); the planetary transmission mechanism is rotatably installed inside the transmission housing (201); and the rack and pinion transmission mechanism is slidably installed inside the transmission housing (201).

3. The high-torque electromechanical braking device for commercial vehicles according to claim 2, characterized in that, The planetary transmission mechanism includes: a sun gear (202), planet gears (203), a planet carrier (204), and a transmission gear ring (205); the sun gear (202) is connected to the drive module (1) and rotates under the drive of the drive module (1); the planet gears (203) are rotatably mounted on the planet carrier (204), and the planet gears (203) simultaneously mesh with the internal gear rings of the sun gear (202) and the transmission gear ring (205).

4. The high-torque electromechanical braking device for commercial vehicles according to claim 3, characterized in that, The rack and pinion transmission mechanism includes a rack (206) and an outer gear ring disposed on the outer surface of the transmission gear ring (205); the rack (206) meshes with the outer gear ring.

5. The high-torque electromechanical braking device for commercial vehicles according to claim 3, characterized in that, The transmission ratio between the planetary gear (203) and the sun gear (202) is greater than 1.

6. The high-torque electromechanical braking device for commercial vehicles according to claim 4, characterized in that, The rack (206) is slidably mounted on the bottom of the transmission housing (201).

7. The high-torque electromechanical braking device for commercial vehicles according to claim 1, characterized in that, The lever assembly includes a push rod (302) and a cylindrical pin (304) rotatably mounted on the push rod (302); the push rod (302) is rotatably mounted inside the brake housing (301), and one end is hinged to the rack and pinion mechanism, while the other end is provided with the cylindrical pin (304); the cylindrical pin (304) contacts the pressure plate (306).

8. The high-torque electromechanical braking device for commercial vehicles according to claim 7, characterized in that, When the rack and pinion transmission mechanism outputs a linear displacement, it can push the thrust rod (302) to deflect, and then the cylindrical pin (304) can push the pressure plate (306) to move.

9. The high-torque electromechanical braking device for commercial vehicles according to claim 8, characterized in that, The thrust rod (302) and the rack (206) are connected by a ball joint.

10. A high-torque electromechanical braking method, characterized in that, The commercial vehicle high-torque electromechanical braking device according to any one of claims 1-9 is adopted.

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