Brake caliper module and electromechanical brake

Abstract

This disclosure provides a brake caliper module and an electromechanical brake. The brake caliper module (1) is used in an electromechanical brake (100), wherein the brake caliper module (1) includes a housing (11) and a transmission assembly extending axially beyond the housing (11) at least partially within the housing (11). The transmission assembly includes a sleeve (12) based on a ball screw drive. The outer peripheral surface of the sleeve (12) is formed with a flange (121), and the inner peripheral surface of the housing (11) has an axially extending groove (111). The brake caliper module (1) also includes a slider (13) sleeved on the flange (121), the flange (121) and the slider (13) engaging within the groove (111). This disclosure extends the lifespan of the housing and sleeve of the electromechanical brake in a cost-effective manner and ensures smooth movement of the sleeve.

Description

Technical Field

[0001] This disclosure relates to the field of braking devices, and more specifically, this application relates to a brake caliper module and an electromechanical brake. Background Technology

[0002] This section aims to provide background information relevant to understanding the various techniques described herein. As the title of this section implies, this is a discussion of related techniques that should in no way imply that they are necessarily prior art. Therefore, it should be understood that any statement in this section should be read in this context, rather than as an admission of any prior art.

[0003] Electromechanical brakes (EMBs) control vehicle braking through electronic signals and electric motors. They offer advantages such as rapid response, precise control, and energy efficiency. Compared to hydraulic brakes, EMBs eliminate complex hydraulic components like accumulators, hydraulic lines, and pumps, simplifying the entire braking system, reducing maintenance costs, and providing faster response. They can precisely adjust the braking force to each wheel for optimized force distribution, improving vehicle stability and handling, resulting in a smoother, more linear braking feel and enhanced driving comfort. In some designs, EMBs can also recover energy during braking, converting it into electrical energy for storage, thus improving energy efficiency and extending driving range. Furthermore, the elimination of hydraulic brake fluid reduces potential environmental hazards, making them more environmentally friendly. Summary of the Invention

[0004] Depending on the specifics, the purpose of this disclosure is to extend the lifespan of the housing and sleeve of the electromechanical brake in a cost-effective manner and to ensure the smooth movement of the sleeve.

[0005] Furthermore, the purpose of this disclosure is to solve or at least alleviate one or more problems existing in the prior art.

[0006] This disclosure addresses the aforementioned problems by providing a brake caliper module and an electromechanical brake. Specifically, according to one aspect of this disclosure, the following is provided:

[0007] A brake caliper module for an electromechanical brake, wherein the brake caliper module includes a housing and a transmission assembly extending axially beyond the housing at least partially within the housing, the transmission assembly including a sleeve based on a ball screw drive, the outer peripheral surface of the sleeve having a flange, the inner peripheral surface of the housing having an axially extending groove, the brake caliper module further including a slider sleeved on the flange, the flange and the slider engaging within the groove.

[0008] According to another aspect of this disclosure, an electromechanical brake is provided, wherein the electromechanical brake includes any of the above-described brake caliper modules and a motor-driven powertrain, the housing being divided into a main body portion and an extension portion connected to each other, the extension portion being fitted into the housing of the powertrain, and the outer peripheral surface of the extension portion being constructed with anti-rotation teeth, the anti-rotation teeth engaging with the inner peripheral surface of the housing. Attached Figure Description

[0009] Referring to the accompanying drawings, the above and other features of this disclosure will become apparent, wherein,

[0010] Figure 1 An installation diagram of the electromechanical brake is shown;

[0011] Figure 2 A perspective view of an electromechanical brake according to the present disclosure is shown;

[0012] Figure 3 A perspective view of a brake caliper module of an electromechanical brake according to the present disclosure is shown;

[0013] Figure 4 A cross-sectional view of a brake caliper module of an electromechanical brake according to the present disclosure is shown;

[0014] Figure 5 A cross-sectional view showing the assembly relationship of the flange, slider, and groove of an electromechanical brake according to the present disclosure is shown.

[0015] Figure 6 A perspective view of a ball screw assembly of an electromechanical brake according to the present disclosure is shown;

[0016] Figure 7 A cross-sectional view of the housing of a brake caliper module of an electromechanical brake according to the present disclosure is shown;

[0017] Figure 8 A perspective view of the housing of a brake caliper module of an electromechanical brake according to the present disclosure is shown;

[0018] Figure 9 A front view of the housing of a brake caliper module of an electromechanical brake according to the present disclosure is shown;

[0019] Figure 10 A partially enlarged view of the assembly relationship between the flange and the slider of an electromechanical brake according to the present disclosure is shown.

[0020] Figure 11 A perspective view of a compensation element of an electromechanical brake according to the present disclosure is shown;

[0021] Figure 12 A cross-sectional view of a compensation element of an electromechanical brake according to the present disclosure is shown;

[0022] Figure 13 A perspective view of a protective cover for an electromechanical brake according to the present disclosure is shown;

[0023] Figure 14 A cross-sectional view of a protective cover for an electromechanical brake according to the present disclosure is shown;

[0024] Figure 15 A perspective view of a powertrain for an electromechanical brake according to the present disclosure is shown; and

[0025] Figure 16 A partially enlarged view of the anti-rotation teeth of an electromechanical brake according to the present disclosure is shown. Detailed Implementation

[0026] It is readily understood that, based on the technical solutions of this disclosure, those skilled in the art can propose various interchangeable structural methods and implementations without altering the essential spirit of this disclosure. Therefore, the following detailed embodiments and accompanying drawings are merely illustrative examples of the technical solutions of this disclosure and should not be considered as the entirety of this disclosure or as limitations or restrictions on the technical solutions of this disclosure.

[0027] The directional terms such as up, down, left, right, front, back, front, back, top, and bottom mentioned or possibly used in this specification are defined relative to the structures shown in the accompanying drawings. These are relative concepts and may therefore vary depending on their location and usage. Therefore, these or other directional terms should not be interpreted as restrictive. Furthermore, the terms "first," "second," "third," and similar expressions are used for descriptive and distinguishing purposes only and should not be construed as indicating or implying the relative importance of the corresponding components.

[0028] Figure 1 An installation diagram of an electromechanical brake is shown, illustrating a shaft 91, a shock absorber 92, a bearing 94, a steering knuckle arm 93, a brake disc 95, and a wheel 96, as well as an electromechanical brake 100 according to an embodiment, which is driven by a motor to provide braking force by clamping the brake disc 95 with a brake caliper. During assembly, the electromechanical brake 100 is mounted on the steering knuckle arm 93, and is also housed within a compact space inside the wheel hub of the wheel 96, thus imposing strict limitations on the volume of the electromechanical brake 100 itself.

[0029] Figure 2 A perspective view of an electromechanical brake according to the present disclosure is shown; Figure 3A perspective view of a brake caliper module of an electromechanical brake according to the present disclosure is shown; Figure 4 A cross-sectional view of a brake caliper module of an electromechanical brake according to the present disclosure is shown; Figure 5 A cross-sectional view showing the assembly relationship of the flange, slider, and groove of an electromechanical brake according to the present disclosure is shown. Figure 6 A perspective view of a ball screw assembly of an electromechanical brake according to the present disclosure is shown; Figure 7 A cross-sectional view of the housing of a brake caliper module of an electromechanical brake according to the present disclosure is shown; Figure 8 A perspective view of the housing of a brake caliper module of an electromechanical brake according to the present disclosure is shown; and Figure 9 A front view of the housing of a brake caliper module of an electromechanical brake according to the present disclosure is shown.

[0030] The brake caliper module 1 is used in an electromechanical brake 100. The brake caliper module 1 includes a housing 11 and a transmission assembly that extends axially beyond the housing 11 at least partially within the housing 11. The transmission assembly includes a sleeve 12 based on a ball screw drive. The outer peripheral surface of the sleeve 12 is provided with flanges 121 (e.g., two flanges distributed at 180 degrees to each other or four flanges distributed at 90 degrees to each other). The inner peripheral surface of the housing 11 is provided with axially extending grooves 111 (e.g., two grooves opposite each other or four grooves distributed at 90 degrees to each other). The brake caliper module 1 also includes a slider 13 sleeved on the flanges 121. The flanges 121 and the slider 13 engage within the grooves 111.

[0031] According to this technical solution, by employing a sleeve (sometimes also called a piston or nut) based on ball screw transmission, the electromechanical brake can achieve precise axial movement. Ball screw transmission features high efficiency, high precision, and good reversibility, ensuring accurate transmission of braking force and precise control of the braking position. It should also be clear that the radial and axial directions mentioned in this text refer to the electromechanical brake; specifically, the braking direction of the brake caliper module, the moving direction of its friction pads 26, the moving direction of the sleeve, the braking direction, or the extension direction of the spindle are considered axial, while directions perpendicular to the axial direction are considered radial.

[0032] The fit between the flange and the groove guides and limits the movement of the sleeve, preventing or limiting unwanted rotation during movement and helping to prevent unnecessary wobbling or deviation during braking. Furthermore, since the slider is also fitted onto the flange, the actual friction during operation primarily occurs between the slider and the groove of the housing. Therefore, the slider protects both the sleeve flange and the housing, extending the brake's lifespan and reducing maintenance costs.

[0033] Regarding the manufacturing process of the groove, it can first be preliminarily cast using a sand core (i.e., a mold) during the casting process, leaving a certain machining allowance (e.g., 1 to 2 mm). Then, the anti-rotation groove can be machined, for example, by milling. Using a combination of casting and milling to manufacture the groove offers significant advantages such as improved production efficiency, guaranteed machining quality, reduced production costs, increased flexibility, and optimized overall performance. Therefore, it is understandable that the groove's cross-section includes an arc-shaped portion to accommodate the milling process. The shell, for example, can be made of cast iron, possessing high strength and hardness, excellent casting properties, good wear and corrosion resistance, machinability and designability, as well as thermal stability and vibration damping properties.

[0034] The slider can be made of plastic, for example, which reduces friction with the housing groove, avoids excessive wear on the flange and the housing itself, reduces maintenance costs or frequency, and extends their lifespan, especially since maintenance can be achieved simply by replacing the slider. Alternatively, the slider can be made of self-lubricating materials such as POM (polyoxymethylene) or nylon, which can further enhance the aforementioned technical effects.

[0035] Figure 10 A partially enlarged view of the assembly relationship between the flange and the slider of an electromechanical brake according to the present disclosure is shown.

[0036] The flange 121 is constructed with a boss 1211 and an inclined portion 1212. The slider 13 is engaged with the boss 1211 via the inclined portion 1212. The maximum outer diameter of the inclined portion 1212 is greater than the inner diameter of the slider 13.

[0037] The aforementioned snap-fit ​​technology prevents the slider from falling off the flange, improving the overall reliability and durability of the structure. The recessed portion of the boss, for example, is a smooth plane, providing a stable support surface and enhancing load-bearing capacity and resistance to deformation. The beveled design facilitates smoother installation of the slider onto the flange, especially when the slider is made of elastic plastic. In this regard, those skilled in the art should understand that the inclination direction of the bevel can be described as gradually increasing in the slider's installation direction to achieve the aforementioned technical effects. Furthermore, the snap-fit ​​connection eliminates the need for additional fasteners or locking mechanisms, simplifying the structure, reducing installation difficulty, and maintaining connection stability.

[0038] from Figure 4 and Figure 7It can also be seen that the brake caliper module 1 includes a sleeve seal 14, and the inner circumferential surface of the housing 11 is provided with a receiving groove 112. The receiving groove 112 is divided into a receiving space 1121 and a movement space 1122 opened along the feeding direction of the sleeve 12. The sleeve seal 14 is sleeved on the sleeve 12 in the receiving space 1121. When the sleeve 12 makes a feeding movement, the sleeve seal 14 can partially move into the movement space 1122.

[0039] Based on this technical solution, it can be seen that when the sleeve performs a feeding motion or a braking motion (with... Figure 4 From the perspective of the movement to the left, due to the friction between the sleeve and the sleeve seal, a part of the sleeve seal will deform or move into the movement space. Thus, when the braking ends, the previous movement will cause the sleeve seal to exert an axial force on the sleeve opposite to the braking direction (i.e., to the right). This helps to cause the sleeve to move back after the brake is released, and also helps to reduce the phenomenon of the friction pad and the brake disc being in constant contact, thereby reducing the occurrence of brake drag and reducing residual torque.

[0040] In this regard, the movement space can be achieved by constructing an angled space within the receiving groove, for example, tilting the angle along the braking direction. This allows the deformation or movement of the sleeve seal to occur close to the outer circumferential surface of the sleeve, thus facilitating the application of a reverse axial force to the sleeve. Furthermore, the sleeve seal design ensures a tight seal between the sleeve and the housing, preventing external impurities (such as dust and moisture) from entering the braking system, thereby protecting the integrity and stability of the braking system. The sleeve seal itself can be constructed as a ring and made of rubber, offering advantages in sealing performance, vibration damping and noise reduction, corrosion and aging resistance, as well as ease of installation and maintenance.

[0041] Figure 11 A perspective view of a compensation element of an electromechanical brake according to the present disclosure is shown; and Figure 12 A cross-sectional view of a compensation element of an electromechanical brake according to the present disclosure is shown.

[0042] The brake caliper module 1 includes a compensation element 15 and a force transmission plate 16. The compensation element 16 is axially arranged between the force transmission plate 16 and the sleeve 12 and forms a spherical contact with the force transmission plate 16. The force transmission plate 16 is used to transmit the braking movement of the sleeve 12 outward. The brake caliper module 1 also includes a protective cover 17. The first end of the protective cover 17 is connected to the housing 11, and the second end of the protective cover 17 is connected to the compensation element 15. The protective cover 17 is used to isolate the sleeve 12 from the outside.

[0043] Thus, the braking motion of the sleeve is transmitted sequentially to the friction pads via the compensating element and the force transmission plate. Through spherical contact, the force transmission plate and friction pads maintain good contact during actual braking, and the lateral force is adjusted by the slightly rotatable (e.g., 3°) compensating element. To further improve the sealing effect, it is also feasible to construct rubber, for example, in the form of an overlay, on the outer circumference of the compensating element, which abuts against the back side of the force transmission plate. During braking, the rubber and the force transmission plate form a dynamic seal; that is, while there is relative movement between them, the rubber always abuts against the back side of the force transmission plate, ensuring that water, dust, and other contaminants do not enter the spherical contact surface. In contrast, the force transmission plate moves but does not rotate during braking.

[0044] In addition, the protective cover (sometimes called a dust cover) is designed to isolate the sleeve from the outside environment. This ensures that even when the sleeve extends to the left of the housing during braking (especially when the thickness of the two opposing friction pads decreases due to prolonged use), it remains protected from external contact or influence, preventing the sleeve from being exposed to air and thus avoiding rust. It also effectively prevents external impurities (such as dust, moisture, and oil) from entering the braking system, reducing malfunctions and wear caused by external factors and extending the service life of the braking system.

[0045] Regarding the specific connection method between the protective cover and the compensation element, in some embodiments of this disclosure, the inner circumferential surface of the housing 11 is provided with a protective cover groove 113, the outer circumferential surface of the compensation element 15 is provided with a connecting groove 151, the protective cover 17 is arranged in the protective cover groove 113, and the second end of the protective cover 17 is connected to the connecting groove 151.

[0046] Through the design of the protective cover groove and the engagement groove, the protective cover can be precisely positioned and fixed between the housing and the compensation element. Furthermore, the engagement connection with the engagement groove forms a robust connection, effectively preventing the protective cover from falling off or being damaged by external impacts or vibrations, and maintaining its positional stability during operation, thereby extending its service life. When maintenance or replacement is required, the protective cover can be easily and quickly removed from the engagement groove, resulting in low maintenance costs. Finally, the protective cover's positional design makes full use of the internal space of the brake caliper module housing, improving space utilization and maintaining the compactness of the entire device.

[0047] Figure 13 A perspective view of a protective cover for an electromechanical brake according to the present disclosure is shown; and Figure 14 A cross-sectional view of a protective cover for an electromechanical brake according to the present disclosure is shown.

[0048] The protective cover 17 includes a support 171 and a rubber body 172 constructed on the support 171. The rubber body 172 is formed by overmolding and is constructed in a corrugated tube shape.

[0049] The bracket is mainly used to support and fix the rubber body to the shell, ensuring the overall stability and durability of the protective cover. The rubber body, for example, is constructed onto the bracket through overmolding, which enhances the adhesion between the rubber body and the bracket, improving the overall strength and sealing of the protective cover. A corrugated rubber body refers to a rubber body with a pleated structure that allows it to expand and contract. This expansion and contraction allows the rubber body to protect the sleeve from contact with the outside environment or prevent the intrusion of external impurities during braking movements of the sleeve and the connected compensating element. Good expansion and contraction also allows the protective cover to adapt to objects of different shapes and sizes, providing more targeted protection. For example, a corrugated rubber body has a pleated structure with different diameters axially and bends radially, with the ends of the pleats respectively fitted onto the bracket and connected to the compensating element. Furthermore, the corrugated design also gives the rubber body a certain degree of elasticity and cushioning capacity.

[0050] In this regard, the support can be constructed as a ring-shaped steel sheet, which offers high material utilization, low processing costs, and high strength, enabling it to withstand significant loads and pressures. Furthermore, from... Figure 13 It can also be seen that the end face of the rubber body (the end face facing the shell) has evenly distributed holes 173, which are used to support the steel sheet in the mold during the manufacturing process. During use, since these holes face or abut against the end face of the shell and are away from the compensation element or force transmission plate, they will not affect the function of the protective cover itself.

[0051] from Figure 4 It can also be seen that the compensation element 15 is configured with a protrusion 152 extending axially away from the force transmission plate 16, wherein: the protrusion 152 is arranged radially inside the sleeve 12 and is interference-fitted with the sleeve 12; and / or the brake caliper module 1 further includes a sealing ring 18, the sealing ring 18 being arranged radially between the protrusion 152 and the sleeve 12.

[0052] These technical solutions target the sealing of the compensating element and the sleeve, employing interference fits and sealing rings, such as O-rings, to achieve a waterproof and dustproof seal, either independently or in combination, serving as another barrier between the protective cover and the seal. Furthermore, interference fits can improve the efficiency of force transmission, reduce friction and wear caused by looseness or gaps, and extend the service life of the mechanical structure. The above design also ensures the compactness of the brake caliper module by utilizing the mating space between the sleeve and the spindle.

[0053] Alternatively, the transmission assembly may include a spindle 19 that forms a ball screw drive connection with the sleeve 12, the end of the spindle 19 facing the compensating element 15 having an axial recess 191, and the compensating element 15 having a closed protrusion 153 extending into the recess 191.

[0054] Therefore, it can be seen that the movement of the sleeve caused by the rotation of the spindle (sometimes called a screw) has the characteristics of high-precision transmission, high load capacity, smooth operation, high efficiency, and simple maintenance. To further prevent water, dust, and other impurities from entering the brake caliper module, this design also includes a closed protrusion, which, for compactness, extends into the recess of the spindle. Similarly, the force transmission plate has an axially rearwardly extending protrusion 161 in the middle, which is at least partially accommodated within the receiving space formed by the axially rearwardly extending protrusion, making full use of the space. It can also be seen that, radially, a tolerance ring is constructed between the protrusion and its inner wall, which is, for example, constructed as an elastic ring, to provide movement space when the compensating element rotates around the center of the sphere and utilizes the elasticity caused by compression deformation to allow the compensating element to form dynamic contact with the force transmission plate, ensuring the normal operation of the compensating element and the force transmission plate. In terms of structure and manufacturing process, the tolerance ring may have a ring body and protrusions arranged circumferentially and extending outward on the ring body. The ring body contacts the protrusions of the force transmission plate, the protrusions contact the protrusions of the compensating element, and the protrusions have hollow portions to provide elasticity. The tolerance ring can be a steel sheet stamping part, featuring high production efficiency, high processing accuracy, high material utilization, strong plasticity, light weight, good surface quality, and excellent mechanical properties.

[0055] Alternatively, the transmission assembly includes a ball bearing 20 disposed within the housing 11 and sleeved on the spindle 19, and a retaining ring 21 partially disposed within a bearing groove 201 formed on the outer circumferential surface of the ball bearing 20. The retaining ring 21 has a notch, and a retaining ring groove 114 is formed on the inner circumferential surface of the housing 11. When the ball bearing 20 and the retaining ring 21 are assembled into the housing 11, the retaining ring 21 is compressed into the bearing groove 201 at the end of the housing 11 and is inserted into the housing 11 along with the ball bearing 20. When aligned with the retaining ring groove 114, it unfolds and partially extends into the retaining ring groove 114.

[0056] This technical solution describes the assembly method of ball bearings and retaining rings. Because retaining rings, such as annular ones, have notches, they possess a certain degree of expansion and contraction in the circumferential direction. Utilizing this characteristic, ball bearings can be smoothly, reliably, and cost-effectively assembled without the need for additional processes or tools. Specifically, during assembly, the retaining ring can be compressed to fit the dimensions of the housing's end, facilitating the insertion of the ball bearing. The rolling friction between the ball bearing and the spindle is significantly less than the sliding friction, which helps reduce energy loss and heat generation during braking, reduces noise, and thus improves braking performance.

[0057] The brake caliper module 1 further includes a damping ring 22 disposed within the housing 11 and abutting against the end face of the ball bearing 20. When the ball bearing 20 is assembled into the housing 11, the damping ring 22 is compressed by the ball bearing 20 and applies a reaction force to the ball bearing 20, causing the retaining ring 21 to abut against the side wall of the bearing groove 201 and the retaining ring 21 to abut against the side wall of the retaining ring groove 114.

[0058] This technical solution utilizes the characteristics of the damping ring to further enhance the fixing effect of the ball bearing. Therefore, in the initial state (unloaded state), the thickness of the damping ring along the axial direction can be slightly greater than the thickness of the damping ring groove in the housing, which accommodates the damping ring, so that the ball bearing can compress the damping ring during assembly. Ultimately, the abutting fit between the retaining ring, bearing groove, and retaining ring groove ensures the stable positioning of the ball bearing within the housing, preventing unnecessary movement or shaking during use, reducing noise, and enhancing the stability of the entire structure, ensuring the reliability and durability of the brake caliper module. For this purpose, corresponding retaining ring grooves and damping ring grooves 117 are provided within the housing for the arrangement of the retaining ring and damping ring.

[0059] Regarding the specific construction of the damping ring, this disclosure exemplarily provides two different technical methods. The damping ring is constructed as a wave spring, capable of providing uniform elastic force when compressed, and can more evenly distribute the pressure on the end face of the ball bearing, thereby providing a more stable reaction force. This design helps reduce wear or damage caused by uneven pressure; or the damping ring includes an annular body and protrusions constructed on the end face of the annular body, the protrusions abutting against the end face of the ball bearing. The protrusion design allows the damping ring to be more precisely positioned on the end face of the ball bearing, and transmits the reaction force through direct contact between the protrusion and the end face. This design reduces the contact area, thereby reducing assembly pressure, while ensuring sufficient reaction force to stably fix the ball bearing. Furthermore, the protrusions can be designed in different shapes and sizes according to actual needs to further optimize their performance, for example, multiple rectangular protrusions are evenly distributed at angles on the annular body, or constructed into triangular, circular, or partially circular shapes.

[0060] For integrated or assembly-type brake caliper modules, it is also feasible to include a transmission assembly comprising a worm gear adapter 23 sleeved on and fixedly connected to the spindle 19, and a worm gear 24 sleeved on and fixedly connected to the worm gear adapter 23, wherein the worm gear adapter 23 and the worm gear 24 extend axially upward beyond the housing 11.

[0061] Therefore, it can be seen that power transmission via worm gears, for example, from the motor in the powertrain, is transmitted to the spindle via the worm gear and worm gear adapter, and then to the friction plates via the sleeve, compensating element, and force transmission plate. Worm gear drives are characterized by a large transmission ratio, compact structure, and high precision. The cooperation between the worm gear adapter and the worm gear can further improve transmission efficiency. This efficiency improvement helps reduce energy loss and enhances the performance of the entire transmission system. By extending the worm gear adapter, worm gear, and part of the spindle beyond the housing design, the entire brake caliper module can be assembled and connected with other components as a single unit, such as forming a joint connection with the corresponding housing in the powertrain.

[0062] Figure 15 A perspective view of a powertrain for an electromechanical brake according to the present disclosure is shown; and Figure 16 A partially enlarged view of the anti-rotation teeth of an electromechanical brake according to the present disclosure is shown.

[0063] The electromechanical brake 100 includes any of the above-mentioned brake caliper modules 1 and a motor-driven powertrain 3. The housing 11 is divided into a main body 115 and an extension 116 connected to each other. The extension 116 is assembled into the housing 31 of the powertrain 3. The outer peripheral surface of the extension 116 is constructed with anti-rotation teeth 1161, which cooperate with the inner peripheral surface of the housing 31.

[0064] Understandably, depending on its function or purpose, the powertrain can sometimes be referred to as a Motor Gear Unit (MGU), an Electronic Gear Unit, or a main braking module. The powertrain includes a motor, whose output shaft can be fixedly connected to the worm gear 32 or integrated into a single unit, forming a worm gear connection with the worm wheel. The main body of the housing encompasses friction plates, force transmission plates, and a protective cover. The extended portion accommodates, or at least partially accommodates, compensating elements, sleeves, spindles, rolling bearings, retaining rings, damping rings, sleeve seals, and other components. This two-part housing design allows for more targeted and optimized arrangement of these components, resulting in a more compact and rational brake structure, which helps save space and improves installation flexibility.

[0065] In this technical solution, anti-rotation teeth are constructed on the outer circumferential surface of the extension portion. These teeth engage with the inner circumferential surface of the housing, for example, through an interference fit, to securely connect the housing and the extension portion. This ensures that the brake caliper module and the powertrain cannot rotate relative to each other, guaranteeing the functional stability and braking accuracy of the brake. Furthermore, the anti-rotation teeth design also increases the contact area and friction between the housing and the powertrain, thereby improving the reliability and durability of the connection. This helps reduce loosening or wear caused by vibration or external forces, extending the service life of the brake.

[0066] In terms of process, for example, roughing is first performed using a broach with precise stroke control to prevent gear rotation, followed by finishing in a similar manner, which can improve machining accuracy, machining efficiency, machining quality and reduce machining costs.

[0067] The brake caliper module 1 may also include a sealing ring 25, which is radially arranged between the extension portion 116 and the inner circumferential surface of the housing 31. This design can be found in [reference needed]. Figure 4 Therefore, a sealing ring groove 118 may be provided on the outer peripheral surface of the housing or its extension to accommodate or at least partially accommodate a sealing ring. The sealing ring is designed to prevent impurities such as water or dust from entering the connection interface between the brake caliper module and the powertrain.

[0068] The outer peripheral surface of the housing 31 is constructed with a first groove 311 and a second groove 312, and a protrusion 313 formed between the first groove 311 and the second groove 312. The outer peripheral surface of the extension portion 116 is constructed with a recess 1162. During the assembly process of the brake caliper module 1 and the powertrain 3, the protrusion 313 can be deformed to form a riveted connection with the recess 1162.

[0069] This technical solution employs a riveted connection to establish the connection between the brake caliper module housing and the powertrain housing. This riveted connection achieves a robust bond between the brake caliper module and the powertrain, capable of withstanding significant shear and tensile forces and resisting impact vibrations, thus improving the structural strength and stability of the entire system. Furthermore, it enhances the sealing between components to a certain extent, preventing moisture, dust, or other impurities from entering the connection interface and extending the service life of the components. Specifically, this riveted connection provides axial restraint for the housing. The riveted connection can also be combined with an interference fit to further enhance the aforementioned technical effects. Regarding the specific implementation of deformation, this disclosure does not impose particular limitations; for example, deformation of the protrusion can be achieved through extrusion. Therefore, the recessed portion can have a rectangular cross-section or be constructed with a sloping structure that expands to both sides to improve the capacity to accommodate the deformed protrusion.

[0070] It should be understood that all the above preferred embodiments are exemplary and not restrictive, and various modifications or variations made by those skilled in the art to the specific embodiments described above under the concept of this disclosure should be within the legal protection scope of this disclosure.

Claims

1. A brake caliper module (1) for an electromechanical brake (100), characterized in that, The brake caliper module (1) includes a housing (11) and a transmission assembly that extends axially beyond the housing (11) at least partially within the housing (11). The transmission assembly includes a sleeve (12) based on ball screw drive. The outer peripheral surface of the sleeve (12) is provided with a flange (121). The inner peripheral surface of the housing (11) is provided with an axially extending groove (111). The brake caliper module (1) also includes a slider (13) sleeved on the flange (121). The flange (121) and the slider (13) engage in the groove (111).

2. The brake caliper module (1) according to claim 1, characterized in that, The flange (121) is constructed with a boss (1211) and an inclined portion (1212). The slider (13) is engaged with the boss (1211) via the inclined portion (1212). The maximum outer diameter of the inclined portion (1212) is greater than the inner diameter of the slider (13).

3. The brake caliper module (1) according to claim 1, characterized in that, The brake caliper module (1) includes a sleeve seal (14). The inner circumferential surface of the housing (11) is provided with a receiving groove (112). The receiving groove (112) is divided into a receiving space (1121) and a movement space (1122) opened along the feeding direction of the sleeve (12). The sleeve seal (14) is sleeved on the sleeve (12) in the receiving space (1121). When the sleeve (12) makes a feeding movement, the sleeve seal (14) can partially move into the movement space (1122).

4. The brake caliper module (1) according to claim 1, characterized in that, The brake caliper module (1) includes a compensation element (15) and a force transmission plate (16). The compensation element (16) is axially arranged between the force transmission plate (16) and the sleeve (12) and forms a spherical contact with the force transmission plate (16). The force transmission plate (16) is used to transmit the braking motion of the sleeve (12) outward. The brake caliper module (1) also includes a protective cover (17). The first end of the protective cover (17) is connected to the housing (11), and the second end of the protective cover (17) is connected to the compensation element (15). The protective cover (17) is used to isolate the sleeve (12) from the outside.

5. The brake caliper module (1) according to claim 4, characterized in that, The protective cover (17) includes a bracket (171) and a rubber body (172) constructed on the bracket (171). The rubber body (172) is formed by overmolding and is constructed in a corrugated tube shape.

6. The brake caliper module (1) according to claim 4, characterized in that, The inner circumferential surface of the housing (11) is provided with a protective cover groove (113), the outer circumferential surface of the compensation element (15) is provided with a connecting groove (151), the protective cover (17) is arranged in the protective cover groove (113), and the second end of the protective cover (17) is connected to the connecting groove (151).

7. The brake caliper module (1) according to claim 4, characterized in that, The compensation element (15) is configured with a protrusion (152) extending axially away from the force transmission plate (16), wherein: The protrusion (152) is radially arranged within the sleeve (12) and is press-fitted with the sleeve (12); and / or The brake caliper module (1) also includes a sealing ring (18), which is arranged radially between the protrusion (152) and the sleeve (12).

8. The brake caliper module (1) according to claim 4, characterized in that, The transmission assembly includes a spindle (19) that forms a ball screw drive connection with the sleeve (12). The end of the spindle (19) facing the compensating element (15) is provided with an axial recess (191). The compensating element (15) is provided with a closed protrusion (153) that extends into the recess (191).

9. The brake caliper module (1) according to claim 8, characterized in that, The transmission assembly includes a ball bearing (20) disposed within the housing (11) and fitted onto the spindle (19), and a retaining ring (21) partially disposed within a bearing groove (201) formed on the outer circumferential surface of the ball bearing (20). The retaining ring (21) has a notch, and a retaining ring groove (114) is formed on the inner circumferential surface of the housing (11). When the ball bearing (20) and the retaining ring (21) are assembled into the housing (11), the retaining ring (21) is compressed into the bearing groove (201) at the end of the housing (11) and is inserted into the housing (11) along with the ball bearing (20). When aligned with the retaining ring groove (114), the retaining ring (21) unfolds and partially extends into the retaining ring groove (114).

10. The brake caliper module (1) according to claim 9, characterized in that, The brake caliper module (1) further includes a damping ring (22) disposed in the housing (11) and abutting against the end face of the ball bearing (20). When the ball bearing (20) is assembled into the housing (11), the damping ring (22) is compressed by the ball bearing (20) and applies a reaction force to the ball bearing (20), so that the retaining ring (21) abuts against the side wall of the bearing groove (201) and the retaining ring (21) abuts against the side wall of the retaining ring groove (114).

11. The brake caliper module (1) according to claim 8, characterized in that, The transmission assembly includes a worm gear adapter (23) sleeved on and fixedly connected to the spindle (19) and a worm gear (24) sleeved on and fixedly connected to the worm gear adapter (23), the worm gear adapter (23) and the worm gear (24) extending axially upward beyond the housing (11).

12. An electromechanical brake (100), characterized in that, The electromechanical brake (100) includes a brake caliper module (1) according to any one of claims 1 to 11 and a motor-driven powertrain (3). The housing (11) is divided into a main body (115) and an extension (116) connected to each other. The extension (116) is fitted into the housing (31) of the powertrain (3). The outer peripheral surface of the extension (116) is provided with anti-rotation teeth (1161), which cooperate with the inner peripheral surface of the housing (31).

13. The electromechanical brake (100) according to claim 12, characterized in that, The brake caliper module (1) includes a sealing ring (25) which is radially arranged between the extension (116) and the inner circumferential surface of the housing (31).

14. The electromechanical brake (100) according to claim 12, characterized in that, The outer peripheral surface of the housing (31) is constructed with a first groove (311) and a second groove (312) and a protrusion (313) formed between the first groove (311) and the second groove (312). The outer peripheral surface of the extension (116) is constructed with a recess (1162). During the assembly of the brake caliper module (1) and the powertrain (3), the protrusion (313) can be deformed to form a riveted connection with the recess (1162).

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