An electromechanical braking device and a vehicle

Abstract

This invention discloses an electromechanical braking device, including a caliper assembly and a gearbox assembly connected along a first direction. The gearbox assembly drives the caliper assembly for braking. The caliper assembly includes: a ball screw, comprising a threaded section and a rod section, one end of which has an internal spline; a thrust bearing sleeved on the outer periphery of the rod section; a washer sleeved on the outer periphery of the rod section; a ball nut sleeved on the outer periphery of the threaded section, the thrust bearing, and the washer, the length of the threaded section along the first direction being less than the length of the ball nut; and a braking part located at the end of the ball nut away from the rod section. Rotation of the ball screw drives the ball nut to move along the first direction, thereby pushing the braking part to move along the first direction for braking. The gearbox assembly includes: a gearbox; a motor installed inside the gearbox; and a gear transmission mechanism installed inside the gearbox and connected to the motor for outputting the driving force for driving the caliper assembly. This invention also discloses a vehicle.

Description

Technical Field

[0001] This invention relates to the field of automotive braking system technology, and in particular to an electromechanical braking device and vehicle. Background Technology

[0002] In automotive braking systems, electromechanical braking devices need to be spatially arranged on the steering knuckle (or knuckle) of the tires. At this point, because it is necessary to meet the requirements of the vehicle's vertical travel limits and lateral steering limits during driving, the electromechanical braking device must not interfere with other components. In other words, the shorter the axial dimension of the electromechanical braking device along the tire, the better.

[0003] Therefore, a new, compact electromechanical braking device is needed to meet the stringent space requirements of the vehicle layout. Summary of the Invention

[0004] To solve the above-mentioned technical problems, the present invention provides an electromechanical braking device and a vehicle.

[0005] In a first aspect, embodiments of the present invention disclose an electromechanical braking device, comprising a caliper assembly and a gearbox assembly connected along a first direction, wherein the gearbox assembly is used to drive the caliper assembly to perform braking.

[0006] The caliper assembly includes:

[0007] A ball screw includes a threaded section and a rod section distributed along the first direction, wherein one end of the rod section is provided with an internal spline;

[0008] A thrust bearing is sleeved on the outer periphery of the rod section;

[0009] A gasket is fitted onto the outer periphery of the rod segment;

[0010] A ball nut is fitted onto the outer periphery of the threaded section, the thrust bearing, and the washer, wherein the length of the threaded section along the first direction is less than the length of the ball nut.

[0011] The braking part is located at the end of the ball nut away from the rod section;

[0012] The rotation of the ball screw drives the ball nut to move in the first direction, thereby pushing the braking part to move in the first direction for braking.

[0013] The gearbox assembly includes:

[0014] Gearbox;

[0015] The motor is installed inside the gearbox;

[0016] A gear transmission mechanism, installed inside the gearbox and connected to the motor, is used to output the driving force for driving the caliper assembly, including:

[0017] The primary transmission gear assembly is connected to the motor drive.

[0018] The secondary transmission gear assembly is connected to the primary transmission gear assembly and includes a fourth gear and a sun gear arranged coaxially. The fourth gear can drive the sun gear to rotate.

[0019] The planetary gear transmission assembly includes multiple planetary gears and the output spline. The sun gear is located at the center of the multiple planetary gears and meshes with each of the multiple planetary gears. The output spline is connected to the internal spline and is used to output driving force to the ball screw.

[0020] A support plate is located between the fourth gear and the sun gear along the first direction and is fixedly connected to the gearbox to support the fourth gear.

[0021] By adopting the above technical solution, the axial dimension of the electromechanical braking device can be effectively reduced, interference with other components can be avoided, and the stringent layout space requirements can be met.

[0022] According to another specific embodiment of the present invention, the outer periphery of the threaded section is provided with a plurality of independently distributed circulation loops along the first direction, and the circulation loops are provided with balls, which enable the ball screw to drive the ball nut to move along the first direction.

[0023] According to another specific embodiment of the present invention, the caliper assembly further includes:

[0024] The caliper housing has a receiving cavity extending along the first direction, and the ball nut is received in the receiving cavity;

[0025] A first friction part is disposed on the side wall of the receiving cavity. Along the first direction, the ball nut passes through the first friction part and is slidably connected to the first friction part. The first friction part is located between the receiving cavity and the ball nut along the second direction, so that the ball nut is spaced apart from the side wall of the receiving cavity. The second direction is perpendicular to the first direction.

[0026] Wherein, along the first direction, the length of the contact portion between the first friction part and the receiving cavity is less than the length of the receiving cavity.

[0027] According to another specific embodiment of the present invention, the first friction part includes a friction ring, which is disposed on the side of the receiving cavity near the braking part and extends in a third direction;

[0028] The friction ring has a first through hole that passes through the first friction part along the first direction, the ball nut passes through the first through hole and is slidably connected to the friction ring, and the third direction surrounds the first direction;

[0029] Along the first direction, the length of the friction ring is less than the length of the receiving cavity.

[0030] According to another specific embodiment of the present invention, the caliper housing is provided with an opening, the opening is in communication with the receiving cavity, and the rod segment passes through the opening along the first direction and is connected to the gearbox assembly;

[0031] The caliper assembly further includes a second friction part disposed on the wall of the opening, having a second through hole through the second friction part along the first direction. The rod segment passes through the second through hole and is slidably connected to the second friction part. Along the second direction, the second friction part is located between the rod segment and the wall of the opening.

[0032] According to another specific embodiment of the present invention, the second friction part includes a friction bushing disposed on the wall of the opening and extending in a third direction, the rod segment passing through the friction bushing and being slidably connected to the friction bushing.

[0033] According to another specific embodiment of the present invention, the outer wall of the friction bushing has a protrusion. Along the first direction, the protrusion is disposed at one end of the outer wall of the friction bushing away from the receiving cavity. The wall of the opening has a recess corresponding to the protrusion. The protrusion is received in the recess and abuts against the recess to restrict the movement of the friction bushing relative to the opening along the first direction.

[0034] According to another specific embodiment of the present invention, the sidewall of the receiving cavity further includes a limiting groove, the limiting groove extending along the first direction, and the outer wall of the ball nut includes an anti-rotation boss corresponding to the limiting groove, the anti-rotation boss protruding from the outer wall of the ball nut;

[0035] The anti-rotation boss is configured to be received within the limiting groove to restrict the ball nut from rotating relative to the receiving cavity in the third direction, and to be able to move relative to the limiting groove in the first direction.

[0036] According to another specific embodiment of the present invention, the caliper assembly further includes a dust cover, and a fixing groove is formed on the outer wall of the ball nut. Along the second direction, the outer end of the dust cover is connected to the caliper housing, and the inner end of the dust cover is sleeved on the outer wall of the ball nut and accommodated in the fixing groove, so that the inner end of the dust cover can follow the ball nut in telescopic movement relative to the caliper housing along the first direction.

[0037] According to another specific embodiment of the present invention, the outer edge of the support plate is provided with a protrusion, and the protrusion is riveted to the gearbox; or, the support plate is welded to the gearbox.

[0038] According to another specific embodiment of the present invention, one end of the motor is provided with an output shaft, the output shaft extends into the gearbox, a first gear is fixed on the output shaft, the first-stage transmission gear assembly includes a second gear and a third gear arranged coaxially, the first gear meshes with the third gear, the second gear meshes with the fourth gear, the third gear is disposed on the lower end face of the second gear, and the support plate is disposed on the side of the third gear.

[0039] According to another specific embodiment of the present invention, the gear transmission mechanism further includes a motor magnet, which is axially connected to the first gear and located above the first gear.

[0040] According to another specific embodiment of the present invention, the support plate is provided with a clearance notch at one end near the third gear, the clearance notch clearances the third gear so that the third gear can rotate.

[0041] According to another specific embodiment of the present invention, the primary transmission gear assembly further includes a first pin shaft passing through the second gear and the third gear, and a positioning pin hole is provided in the gearbox, the positioning pin hole being used to cooperate with the first pin shaft to press the primary transmission gear assembly into the gearbox.

[0042] According to another specific embodiment of the present invention, the second gear and the third gear are in sliding engagement with the first pin; or, a first bearing is provided between the second gear, the third gear and the first pin.

[0043] According to another specific embodiment of the present invention, the planetary gear transmission assembly further includes a planetary gear carrier, the plurality of planetary gears are mounted on a first end face of the planetary gear carrier, and the output spline is mounted on a second end face of the planetary gear carrier, wherein the first end face and the second end face are opposite sides of the planetary gear carrier;

[0044] The sun gear has a first positioning part at the center of its upper end face that mates with the fourth gear, and a second positioning part at the center of its lower end face that mates with the planetary gear carrier. The sun gear is positioned between the fourth gear and the planetary carrier by the first positioning part and the second positioning part.

[0045] According to another specific embodiment of the present invention, the second positioning part is an annular column, and a corresponding positioning slot is provided on the planetary gear carrier; or, the second positioning part is a positioning slot, and a corresponding annular column is provided on the planetary gear carrier; wherein, by inserting the annular column into the positioning slot, one end of the sun gear is positioned on the planetary gear carrier.

[0046] According to another specific embodiment of the present invention, a second bearing or bushing is provided on the outer periphery of the planetary gear carrier; or, a second bearing is provided on the outer periphery of the planetary gear carrier, and a bushing is provided on the outer periphery of the second bearing, and the planetary gear carrier is positioned in the gearbox by means of the second bearing or bushing.

[0047] According to another specific embodiment of the present invention, a second bearing is provided on the outer periphery of the planetary gear carrier, a bushing is provided on the outer periphery of the second bearing, a retaining ring is provided on the outer periphery of the bushing, a retaining groove is provided on the inner wall of the gearbox, and the retaining ring is used to fix the planetary gear carrier in the gearbox by cooperating with the retaining groove.

[0048] According to another specific embodiment of the present invention, the planetary gear carrier has an extension cavity at its bottom, the output spline includes an engagement area and an extension area, the engagement area is embedded in the extension cavity, and the extension area extends out of the extension cavity and cooperates with the internal spline to output the driving force to the ball screw.

[0049] According to another specific embodiment of the present invention, the output spline includes an extension area that extends from the bottom of the planetary gear carrier and engages with the internal spline to output the driving force to the ball screw.

[0050] According to another specific embodiment of the present invention, a limiting hole is provided at the center of the upper end face of the support plate, and a third positioning part is provided at the center of the lower end face of the fourth gear. A third bearing is sleeved on the outer periphery of the third positioning part, and the third bearing is embedded in the limiting hole to fix the fourth gear to the support plate.

[0051] In a second aspect, embodiments of the present invention disclose a vehicle including an electromechanical braking device as described in any embodiment of the first aspect, wherein the gearbox assembly is capable of driving the braking part to move along the first direction to brake the vehicle.

[0052] By adopting the above technical solution, the electromechanical braking device 0 is compact in axial dimension, avoiding interference with other components and improving driving safety and braking stability. Attached Figure Description

[0053] Figure 1 A perspective view of an electromechanical braking device according to an embodiment of the present invention is shown;

[0054] Figure 2 A cross-sectional schematic diagram of a caliper assembly according to an embodiment of the present invention is shown;

[0055] Figure 3 An exploded view of a caliper assembly according to an embodiment of the present invention is shown;

[0056] Figure 4 Show Figure 2 A magnified view of a portion of region A in the middle;

[0057] Figure 5 An exploded view of a gearbox assembly and a controller assembly according to an embodiment of the present invention is shown;

[0058] Figure 6 A partial cross-sectional schematic diagram of a gearbox assembly according to an embodiment of the present invention is shown;

[0059] Figure 7 An exploded view of a gearbox assembly according to another embodiment of the present invention is shown;

[0060] Figure 8 An exploded view of an embodiment of the electromechanical braking device of the present invention is shown.

[0061] 0. Electromechanical braking device; 1. Caliper assembly; 10. Bracket assembly; 11. Caliper housing; 111. Receiving cavity; 1111. Limiting groove; 112. End cap; 113. Opening; 12. Braking unit; 121. Friction plate; 123. Accommodating space; 13. Ball screw; 130. Ball; 131. Ball nut; 1311. Anti-rotation boss; 132. Ball screw; 1321. Threaded section; 1322. Rod body section; 13221. Internal spline; 14. Friction assembly; 141. Friction ring; 142. Friction bushing; 1421. Protrusion; 15. Thrust bearing; 16. Gasket; 161. Support gasket; 162. Flat gasket; 17. Dust cover; 18. Force sensor; 102. Sealing ring.

[0062] 2. Gearbox assembly, 21. Gearbox, 211. Slot, 212. Force sensor connector channel, 22. Motor, 221. Output shaft, 222. First gear, 23. Gear transmission mechanism, 231. First stage transmission gear assembly, 2311. Second gear, 231102. First pin, 2312. Third gear, 232. Second stage transmission gear assembly, 2321. Fourth gear, 2322. Sun gear, 233. Planetary gear transmission assembly, 2331. Planetary gear, 2 332. Output spline, 2333. Planetary gear carrier, 234. Support plate, 2341. Clearance notch, 2342. Protrusion, 2343. Limiting hole, 235. First positioning part, 236. Third positioning part, 237. Second bearing, 238. Third bearing, 239. Motor magnet, 240. External gear ring, 2401. Anti-rotation boss, 241. Force sensor connector, 242. Cover plate, 243. Bushing, 244. Snap ring, 245. Positioning pin hole, 3. Controller assembly

[0063] X. First direction, Y. Second direction, Z. Third direction Detailed Implementation

[0064] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Although the description of the present invention is presented in conjunction with preferred embodiments, this does not mean that the features of the invention are limited to these embodiments. On the contrary, the purpose of describing the invention in conjunction with embodiments is to cover other options or modifications that may be derived based on the claims of the present invention. To provide a deep understanding of the invention, many specific details will be included in the following description. The invention may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of the invention, some specific details will be omitted in the description. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0065] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0066] The terms “first”, “second”, etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0067] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

[0068] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

[0069] Firstly, such as Figures 1-8 As shown, an embodiment of the present invention discloses an electromechanical braking device 0, comprising a first direction (the first direction can be understood as the axial direction of the electromechanical braking device 0, for example...) Figure 1 , Figure 2 , Figure 5 and Figure 6 The caliper assembly 1, gearbox assembly 2, and controller assembly 3 are connected in the X direction shown. The gearbox assembly 2 is used to drive the caliper assembly 1 to brake.

[0070] The caliper assembly 1 includes a ball screw 132, a thrust bearing 15, a washer 16, and a ball nut 131. The ball screw 132 includes a threaded section 1321 and a rod section 1322 distributed along a first direction. One end of the rod section 1322 has an internal spline 13221; specifically, the end of the rod section 1322 away from the threaded section 1321 has the internal spline 13221. The thrust bearing 15 is sleeved on the outer periphery of the rod section 1322; the washer 16 is sleeved on the outer periphery of the rod section 1322. The ball nut 131 is sleeved on the outer periphery of the threaded section 1321, the thrust bearing 15, and the washer 16. The length of the threaded section 1321 along the first direction is less than the length of the ball nut 131. The braking part 12 is located at the end of the ball nut 131 away from the rod section 1322.

[0071] That is to say, the ball nut 131 is in the initial position (e.g. Figure 2 When the ball nut 131 is in the initial position (as shown), both the thrust bearing 15 and the washer 16 are located inside the ball nut 131. It should be noted that the thrust bearing 15 and the washer 16 are indispensable components of the caliper assembly 1. In the prior art, when the ball nut 131 is in the initial position, the thrust bearing and washer can only be located outside the ball nut. Therefore, compared to the prior art, this invention places the thrust bearing 15 and the washer 16 inside the ball nut 131, reducing the axial dimension of the caliper assembly 1 and making the structure more compact.

[0072] Furthermore, the gasket 16 includes a support gasket 161 and a flat gasket 162. Exemplarily, in this embodiment, the support gasket 161, the thrust bearing 15, and the flat gasket 162 are sequentially fitted around the outer periphery of the rod segment 1322 along a first direction, and the ball nut 131 is fitted around the outer periphery of the threaded segment 1321, the support gasket 161, the thrust bearing 15, and the flat gasket 162. That is, the support gasket 161 and the flat gasket 162 are respectively located on both sides of the thrust bearing 15 along the first direction, and their surfaces roll in contact with the rollers of the thrust bearing 15, thus transmitting axial force.

[0073] Furthermore, the caliper assembly 1 also includes a force sensor 18 for measuring the magnitude of the clamping force of the caliper assembly 1. The force sensor 18 is sleeved on the outer periphery of the rod section 1322 and abuts against the flat washer 162 along the first direction. The ball nut 131 is sleeved on the outer periphery of the threaded section 1321, the support washer 161, the thrust bearing 15, the flat washer 162, and the force sensor 18, further optimizing the dimensions of the caliper assembly 1 in the first direction.

[0074] Specifically, the present invention uses the rotation of the ball screw 132 to drive the ball nut 131 to move in a first direction, thereby pushing the braking part 12 to move in the first direction for braking. Exemplarily, the electromechanical braking device 0 of this application embodiment is applied to wheel braking. The braking part 12 of this application embodiment is a friction pad 121. An end cap 112 is provided between the ball nut 131 and the friction pad 121 near the receiving cavity 111. One end of the end cap 112 is connected to the ball nut 131, and the other end of the end cap 112 is connected to the friction pad 121. In other words, the present invention converts the rotation of the ball screw 132 into the linear motion of the ball nut 131, thereby pushing the braking part 12 to move in the first direction toward the brake disc (not shown in the figure) of the wheel, clamping the brake disc to achieve vehicle braking.

[0075] The gearbox assembly 2 includes a gearbox 21, a motor 22, and a gear transmission mechanism 23. Both the motor 22 and the gear transmission mechanism 23 are installed within the gearbox 21. The gear transmission mechanism 23 is connected to the motor 22 and is used to output the driving force of the drive caliper assembly 1. The gear transmission mechanism 23 includes a primary transmission gear assembly 231, a secondary transmission gear assembly 232, a planetary gear transmission assembly 233, and a support plate 234.

[0076] Specifically, the primary transmission gear assembly 231 is connected to the motor 22. The secondary transmission gear assembly 232 is connected to the primary transmission gear assembly 231 and includes a fourth gear 2321 and a sun gear 2322 arranged coaxially. The fourth gear 2321 can drive the sun gear 2322 to rotate.

[0077] The planetary gear transmission assembly 233 includes multiple planetary gears 2331 and an output spline 2332. A sun gear 2322 is located at the center of the multiple planetary gears 2331 and meshes with each of them. Preferably, the planetary gears 2331 and the fourth gear 2321 are arranged opposite each other along a first direction. The output spline 2332 is connected to the inner spline 13221 along the first direction to output driving force to the ball screw 13. That is, the output spline 2332 outputs driving force to the ball screw 13, causing the ball screw 13 to rotate, thereby driving the ball nut 131 to move along the first direction, thus pushing the braking unit 12 to move along the first direction for braking.

[0078] The support plate 234 is located between the fourth gear 2321 and the sun gear 2322 along the first direction and is fixedly connected to the gearbox 21 to support the fourth gear 2321.

[0079] Therefore, integrating the motor 2 and the gear transmission mechanism 3 into the gearbox 21 can improve the installation accuracy and stability of the secondary transmission gear assembly 232, avoid excessive vibration and noise when the gears are running at high speed, and improve the service life and transmission efficiency of the gear transmission mechanism 23.

[0080] Specifically, this invention adds an additional support plate 234 between the fourth gear 2321 and the sun gear 2322. The support plate 234 is fixed inside the gearbox 21. Then, using the support plate 234 as a positioning base, the fourth gear 2321 is fixed onto the support plate 234. Since the sun gear 2322 and the fourth gear 2321 are coaxially arranged, the rotation of the fourth gear 2321 can drive the rotation of the sun gear 2322. Therefore, the support plate 234 not only supports and fixes the fourth gear 2321 but also accurately positions the sun gear 2322. The assembled secondary gear transmission assembly 232 is then assembled inside the gearbox 21. This improves the installation accuracy, stability, and consistency of the gear transmission mechanism 23, thereby avoiding excessive vibration and noise during high-speed operation and increasing the service life and transmission efficiency of the gear transmission mechanism 23.

[0081] By adopting the above technical solution, on the one hand, the thrust bearing 15 and washer 16 in the caliper assembly 1 can be located inside the ball nut 131, reducing the axial dimension of the caliper assembly 1 and making the structure more compact. On the other hand, it can improve the installation accuracy and stability of the secondary transmission gear assembly 232, avoid excessive vibration and noise generated by the gears during high-speed operation, and improve the service life and transmission efficiency of the gear transmission mechanism 23. In addition, the caliper assembly 1 and the gearbox assembly 2 are connected along the first direction through the internal spline 13221 and the output spline 2332, reducing the engagement height of the caliper assembly 1 and the gearbox assembly 2 without increasing their axial dimension. Thus, through the mutual cooperation of the above technical features, the axial dimension of the electromechanical braking device 0 of the present invention is minimized.

[0082] In some other possible embodiments provided by the present invention, the outer periphery of the threaded section 1321 is provided with a plurality of independently distributed circulation loops along a first direction. Each circulation loop contains a ball 130, which enables the ball screw 132 to drive the ball nut 131 to move along the first direction. Specifically, the transmission and conversion of force is achieved through the rolling of the ball 130 between the threaded section 1321 and the ball nut 131. The rotation of the threaded section 1321 causes the ball 130 to roll, thus converting the rolling of the ball 130 into the movement of the ball nut 131 along the first direction. Therefore, by providing a plurality of independently distributed circulation loops along the first direction, compared to the prior art, the ball 130 of the present invention only needs to roll within the circulation loops and does not need to move along the first direction. Therefore, compared with the prior art, the present invention shortens the dimension of the threaded section 1321 in the first direction without affecting the travel of the ball nut 131 in the first direction, thereby providing more space for installing other components, such as the support washer 161, the thrust bearing 15, the flat washer 162 and the force sensor 18, making the caliper assembly 1 compact in axial dimensions.

[0083] Continue to refer to Figure 2 and Figure 3 As shown, the caliper assembly 1 also includes a caliper housing 11 and a friction assembly 14.

[0084] Specifically, the caliper housing 11 has a receiving cavity 111. Exemplarily, the receiving cavity 111 extends along a first direction, and the ball nut 131 is received in the receiving cavity 111.

[0085] like Figure 3As shown, the electromechanical braking device 0 of the present invention further includes a bracket assembly 10, which is connected to the caliper housing 11 along a first direction. In this embodiment, the bracket assembly 10 is provided with two friction plates 121, spaced apart along the first direction. The friction plate 121 near the receiving cavity 111 can be pushed by the ball nut 131, while the friction plate 122 on the other side is fixed to one end of the bracket assembly 10, together defining a receiving space 123 for accommodating the brake disc of the wheel. For ease of explanation, the braking part 12 of this embodiment is described using the friction plate 121 near the receiving cavity 111 as an example. Thus, the ball nut 131 of this embodiment can push the friction plate 121 to move along the first direction toward the vehicle's brake disc (not shown in the figure) to brake the vehicle. Exemplarily, the first direction is parallel to the wheel's axial direction.

[0086] The aforementioned friction assembly 14 is disposed on the caliper housing 11. Furthermore, the friction assembly 14 in this embodiment of the application all have through holes through which the ball nut 131 and the rod segment 1322 can pass. The friction assembly 14 in this embodiment of the application includes a first friction part and a second friction part. Exemplarily, the first friction part in this embodiment of the application is a friction ring 141, and the second friction part is a friction bushing 142. However, this is not a limitation; the structure of the friction assembly 14 in this embodiment of the application is not specifically limited, as long as it can be used to slide with the ball nut 131 and the rod segment 1322 respectively, so as to reduce the frictional resistance between the ball nut 131 and the rod segment 1322 and the caliper housing 11 respectively.

[0087] For ease of explanation, the friction assembly 14 of this application embodiment is described below with the first friction part being a friction ring 141 and the second friction part being a friction bushing 142 as an example.

[0088] In other words, along the first direction, the ball nut 131 of this embodiment passes through the friction ring 141 and is slidably connected to the friction ring 141. And along the second direction (i.e., the radial direction of the receiving cavity 111, such as...) Figure 2 (As shown in the Y direction), the friction ring 141 is located between the caliper housing 11 and the ball nut 131. That is, along the second direction, the ball nut 131, the friction ring 141, and the receiving cavity 111 are arranged sequentially, so that the ball nut 131 and the receiving cavity 111 are spaced apart.

[0089] Therefore, in this embodiment, the ball nut 131 is slidably connected to the friction ring 141, rather than to the inner wall of the receiving cavity 111, during its movement relative to the caliper housing 11 along the first direction. Along the first direction, the length of the contact portion between the friction ring 141 and the ball nut 131 is, for example, W1, and the length of the receiving cavity 111 is, for example, W2. The length W1 of the contact portion between the friction ring 141 and the ball nut 131 is less than the length W2 of the receiving cavity 111. Exemplarily, the first direction is perpendicular to the second direction Y.

[0090] It should be noted that, in the embodiments of this application, the length W1 of the contact portion between the friction ring 141 and the ball nut 131 is less than the length W2 of the receiving cavity 111. This means that when the length of the ball nut 131 is greater than or equal to the length W2 of the receiving cavity 111, assuming that the ball nut 131 and the receiving cavity 111 are slidably connected, the length of the contact portion between the ball nut 131 and the receiving cavity 111 is the length W2 of the receiving cavity 111. However, the length W1 of the contact portion between the ball nut 131 and the friction ring 141 is less than the length W2 of the receiving cavity 111, indicating that the frictional resistance generated by the slidable connection between the ball nut 131 and the friction ring 141 is smaller.

[0091] However, this application embodiment does not limit this. For example, when the length of the ball nut 131 is less than the length W2 of the receiving cavity 111, assuming that the ball nut 131 and the receiving cavity 111 are slidably connected, the length of the contact portion between the ball nut 131 and the receiving cavity 111 is the length of the ball nut 131. At this time, the length W1 of the contact portion between the friction ring 141 and the ball nut 131 in this application embodiment should be limited to less than the length of the ball nut 131.

[0092] Furthermore, compared with existing electromechanical calipers, this application embodiment increases the mechanical efficiency of the electromechanical braking device 0 under high clamping force by using a small-sized friction ring 141. On the other hand, this invention simplifies the mechanical structure of the caliper assembly 1, ensuring the consistency of the mechanical efficiency of the caliper assembly 1 during mass production.

[0093] For example, such as Figure 2 and Figure 3 As shown, the receiving cavity 111 of this embodiment is further provided with a limiting groove 1111, and the outer wall of the ball nut 131 is provided with an anti-rotation boss 1311 corresponding to the limiting groove 1111. The anti-rotation boss 1311 protrudes from the outer wall of the ball nut 131, and the limiting groove 1111 extends along a first direction. When the ball nut 131 is installed in the receiving cavity 111, the anti-rotation boss 1311 is configured to be received in the limiting groove 1111, and the two cooperate with each other to limit the ball nut 131 relative to the receiving cavity 111 along a third direction (i.e., the circumferential direction of the receiving cavity 111, for example...). Figure 2The ball nut 131 rotates in the Z direction (as shown), and the limiting groove 1111 is also used to guide the anti-rotation boss 1311 so that the ball nut 131 can move relative to the limiting groove 1111 in the first direction.

[0094] Furthermore, it can be understood that the anti-rotation boss 1311 of the ball nut 131 can move within the limiting groove 1111, that is, the length of the limiting groove 1111 limits the travel of the ball nut 131 along the first direction. Thus, the limiting groove 1111 can also be used to prevent the ball nut 131 from moving out of the receiving cavity 111 along the first direction, thereby affecting the normal use of the caliper assembly 1.

[0095] By way of example, the embodiments of the present invention do not specifically limit the number of anti-rotation bosses 1311 and limiting grooves 1111. Figure 2 and Figure 3 The diagram shows one anti-rotation boss 1311 and one corresponding limiting groove 1111, but it is not limited to this. For example, the number of anti-rotation boss 1311 and limiting groove 1111 in the embodiments of this application can be two, three, four, five, six or more.

[0096] Continue to refer to Figure 2 and Figure 3 As shown, in this embodiment of the invention, the friction ring 141 extends along a third direction and is accommodated in a receiving cavity 111. The friction ring 141 is located on the side of the receiving cavity 111 near the friction plate 121 and is disposed on the side wall of the receiving cavity 111. The friction ring 141 has a first through hole extending along a first direction. Exemplarily, along the first direction, the length W1 of the friction ring 141 in this embodiment is less than the length W2 of the receiving cavity 111.

[0097] And, as Figure 4 As shown, the caliper housing 11 of this embodiment further includes an opening 113 extending along a first direction, the opening 113 communicating with the receiving cavity 111. The friction bushing 142 of this embodiment extends along a third direction, the friction bushing 142 is disposed on the wall of the opening 113, and the friction bushing 142 has a second through hole extending along the first direction. Exemplarily, the third direction surrounds the first direction. Exemplarily, along the first direction, the length of the friction bushing 142 of this embodiment is, for example, W3, and the length W3 of the friction bushing 142 is less than the length W2 of the receiving cavity 111.

[0098] For example, such as Figure 4As shown, the outer wall of the friction bushing 142 in this embodiment of the invention is provided with a protrusion 1421. Along the first direction, the protrusion 1421 is provided at the end of the outer wall of the friction bushing 142 away from the receiving cavity 111, and the wall of the opening 113 is provided with a recess corresponding to the protrusion 1421. The protrusion 1421 protrudes from the outer wall of the friction bushing 142 and extends along the third direction. The protrusion 1421 is received in the recess and abuts against the recess to restrict the movement of the friction bushing 142 relative to the opening 113 along the first direction, so as to fix the friction bushing 142 on the caliper housing 11.

[0099] Thus, along the first direction, one end of the ball nut 131 in this embodiment of the invention passes through the first through hole and is slidably connected to the friction ring 141, and the other end of the ball nut 131 passes through the second through hole and is slidably connected to the friction bushing 142. And along the second direction, the friction ring 141 is located between one end of the ball nut 131 and the receiving cavity 111, and the friction bushing 142 is located between the other end of the rod section 1322 and the opening 113.

[0100] This invention achieves centering and support for the rod segment 1322 and the ball nut 131 by using a small-sized friction ring 141 and friction bushing 142 slidably connected to the rod segment 1322 and the ball nut 131, respectively. Compared with existing electromechanical calipers, the contact area between the friction ring 141 and friction bushing 142 and the rod segment 1322 and the ball nut 131 is small, resulting in low frictional resistance and minimal impact on the mechanical efficiency of the rod segment 1322 and the ball nut 131 moving in the first direction, thus increasing the mechanical efficiency of the electromechanical braking device 0 in the clamping process.

[0101] Exemplarily, the friction ring 141 and friction bushing 142 of this embodiment are made of materials with low coefficients of friction, such as copper, plastic, or composite materials. Furthermore, by using friction ring 141 and friction bushing 142 made of materials with low coefficients of friction, this embodiment further reduces the frictional resistance experienced by the rod segment 1322 and ball nut 131 relative to the caliper housing 11 during movement, thereby further improving the mechanical efficiency of the electromechanical braking device 0 in the clamping process. The low coefficient of friction material mentioned in this embodiment refers to a material with a coefficient of friction between 0.04 and 0.2, such as 0.04, 0.08, 0.1, 0.15, or 0.2.

[0102] like Figure 3 As shown, the electromechanical braking device 0 of the present invention also includes a dust cover 17.

[0103] Specifically, the dust cover 17 is arranged around the receiving cavity 111 in a third direction, and in a second direction, the dust cover 17 is connected to the caliper housing 11, and the dust cover 17 is sleeved on the ball nut 131. The ball nut 131 has a fixing groove, and the dust cover 17 is accommodated in the fixing groove and fixedly connected to the ball nut 131, so that the dust cover 17 can move back and forth relative to the caliper housing 11 in the first direction with the ball nut 131, thereby achieving a sealing and dustproof function. However, the structure of the dust cover 17 is not specifically limited in this embodiment of the invention, as long as it can connect the ball nut 131 and the caliper housing 11 to achieve a sealing and dustproof function.

[0104] In addition, a sealing ring 102 is provided between the caliper assembly 1 and the gearbox assembly 2. The caliper assembly 1 and the gearbox assembly 2 are tightly connected through the sealing ring 102 to ensure the stability of the connection between the two and reduce mechanical wear.

[0105] In other possible embodiments of the present invention, such as Figure 5 As shown, the outer edge of the support plate 234 has a protrusion 2342, which is fixed to the gearbox 21 by riveting. Through riveting, the support plate 234 can be firmly fixed inside the gearbox 21, ensuring a stable connection between the two and preventing loosening, thereby ensuring the stability of the gear transmission mechanism 23.

[0106] In other possible embodiments of the present invention, such as Figure 7 As shown, the support plate 234 is welded to the gearbox 21, and the support plate 234 and the gearbox 21 are designed as an integral structure (the support plate 234 becomes part of the gearbox 21 housing). This allows the support plate 234 to effectively share the forces and torques inside the gearbox 21, thereby enhancing the structural strength and rigidity of the entire gearbox 21.

[0107] Furthermore, such as Figure 5 and Figure 6As shown in the above embodiments, one end of the motor 22 is provided with an output shaft 221, which extends into the gearbox 21. A first gear 222 is fixed on the output shaft 221. The primary transmission gear assembly 231 includes a second gear 2311 and a third gear 2312 coaxially arranged. The first gear 222 meshes with the third gear 2312, and the second gear 2311 meshes with the fourth gear 2321. The third gear 2312 is located on the lower end face of the second gear 2311, and a support plate 234 is located beside the third gear 2312. It should be noted that a dedicated motor housing cavity can be provided inside the gearbox 21 to assemble the motor 22, thereby integrating or assembling the motor 22 inside the gearbox 21. Alternatively, a motor housing cavity may not be provided, and only the output shaft 221 of the motor 22 extends into the gearbox 21. Specifically, the working principle of the electromechanical braking device 0 of the present invention is as follows: the motor 22 drives the first gear 222 to rotate, the first gear 222 drives the third gear 2312 to rotate through meshing, the third gear 2312 drives the coaxially arranged second gear 2311 to rotate, the second gear 2311 drives the fourth gear 2321 to rotate through meshing, the fourth gear 2321 drives the sun gear 2322 to rotate, the sun gear 2322 drives the planet gear 2331 to rotate through meshing, and the planet gear 2331 rotates through meshing with the external gear... The meshing of ring 240 causes it to revolve, driving the planetary gear carrier 2333 to rotate. The planetary gear carrier 2333 drives the output spline 2332 to rotate, and the output spline 2332 outputs power to the ball screw 13, which in turn causes the ball screw 13 to rotate and drive the balls 130 to roll. This causes the ball nut 131 to move in the first direction, thereby pushing the braking part 12 to move in the first direction toward the brake disc (not shown in the figure) of the wheel, clamping the brake disc to achieve vehicle braking.

[0108] Therefore, the present invention designs the gears such that the first gear 222 meshes with the third gear 2312, the second gear 2311 meshes with the fourth gear 2321, the third gear 2312 is located on the lower end face of the second gear 2311, and the support plate 234 is located on the side of the third gear 2312. According to the arrangement of the gear transmission mechanism 23, the support plate 234 is added between the fourth gear 2321 and the sun gear 2322, which effectively utilizes the axial clearance between the fourth gear 2321 and the sun gear 2322. This avoids the increase in axial dimension and provides stable support force for the fourth gear 2321, thereby improving the installation accuracy, stability and service life of the gear transmission mechanism 23.

[0109] In other possible embodiments of the present invention, reference continues to be made. Figure 5As shown, the gear transmission mechanism 23 also includes a motor magnet 239, which generates a magnetic field. By cooperating with a Hall sensor, magnetoelectric sensor, or other magnetic sensor, the rotational speed and position of the motor 22 can be detected, thereby monitoring the motor's operating status. The motor magnet 239 and the first gear 222 are aligned along a first direction (i.e., axial direction, for example...). Figure 5 The gears are aligned in the X direction and positioned above the first gear 222. This also reduces the axial dimension of the gear transmission mechanism 23. Specifically, the present invention designs the gears in the above-described arrangement (e.g., ...). Figure 5 As shown, the first gear 222 meshes with the third gear 2312, the second gear 2311 meshes with the fourth gear 2321, the third gear 2312 is located on the lower end face of the second gear 2311, the support plate 234 is located beside the third gear 2312, the first gear 222 is sleeved on the output shaft 221, and the motor magnet 239 is fixed to one end of the output shaft 221. This arrangement allows the space above the first gear 222 to accommodate the motor magnet 239 without increasing the size of the gear transmission assembly 23 in the first direction. Compared to the prior art where the first gear 222 meshes with the second gear 2311, the third gear 2312 is located on the lower end face of the second gear 2311 and meshes with the fourth gear 2321, and then the motor magnet 239 is mounted on the first gear 222, the arrangement provided by this invention utilizes the space above the first gear 222, thereby effectively reducing the axial dimension of the gear transmission mechanism 23.

[0110] Continue to refer to Figure 5 , Figure 6 and Figure 7 As shown in this embodiment of the invention, the support plate 234 has a clearance notch 2341 at one end near the third gear 2312. The clearance notch 2341 makes way for the third gear 2312, allowing it to rotate. The presence of the clearance notch 2341 avoids direct contact between the support plate 234 and the third gear 2312, reducing potential interference during operation and thus improving the stability and service life of the support plate 234. It also ensures that the third gear 2312 has sufficient space to rotate near the support plate 234, preventing the support plate 234 from hindering its normal operation.

[0111] In other possible embodiments of the present invention, the primary transmission gear assembly 231 further includes a first pin 231102 passing through the second gear 2311 and the third gear 2312. A locating pin hole 245 is provided inside the gearbox 21, which engages with the first pin 231102 to press the primary transmission gear assembly 231 into the gearbox 21. By engaging the first pin 231102 with the locating pin hole 245 inside the gearbox 21, the primary transmission gear assembly 231 can be precisely positioned within the gearbox 21, thereby improving the installation accuracy and transmission efficiency of the gear transmission mechanism 23.

[0112] In other possible embodiments of the present invention, the planetary gear transmission assembly 233 further includes a planet carrier 2333, with a plurality of planet gears 2331 mounted on a first end face of the planet carrier 2333, and an output spline 2332 mounted on a second end face of the planet carrier 2333. The first and second end faces are two sides of the planet carrier 2333 that are arranged opposite to each other along a first direction. The sun gear 2322 has a first positioning part 235 at the center of its upper end face, which mates with the fourth gear 2321, and a second positioning part (not shown) at the center of its lower end face, which mates with the planet carrier 2333. The sun gear 2322 is positioned between the fourth gear 2321 and the planet carrier 2333 by the first and second positioning parts. This arrangement ensures the precise positioning of the sun gear 2322 between the fourth gear 2321 and the planet carrier 2333, improving the installation accuracy and stability of the gear transmission mechanism 23.

[0113] Specifically, the planetary gear carrier 2333 has a frustum structure. The present invention does not impose a specific limitation on the number of planetary gears 2331. For example, in this embodiment, the planetary gear transmission assembly 233 includes three planetary gears 2331, and three planetary gear shafts are evenly arranged on the first end face of the planetary gear carrier 2333. The three planetary gears 2331 are assembled one-to-one with the three planetary gear shafts, so that the three planetary gears 2331 are rotatably mounted on the first end face of the planetary gear carrier 2333.

[0114] Furthermore, the planetary gear transmission assembly 233 also includes a sun gear positioning shaft (not shown) disposed on the planetary gear carrier 2333 for assembly with the sun gear 2322, for example, with the second positioning part of the sun gear 2322. The sun gear 2322 positioning shaft is located at the center of the planetary gear carrier 2333 and is on the same side as the plurality of planet gears 2331. This allows for precise positioning of the sun gear 2322.

[0115] For example, the second positioning part may be an annular column, with a corresponding positioning slot on the planetary gear carrier 2333; or, the second positioning part may be a positioning slot, with a corresponding annular column on the planetary gear carrier 2333. The annular column is inserted into the positioning slot to position one end of the sun gear 2322 on the planetary gear carrier 2333. By inserting the annular column into the positioning slot, the movement of the sun gear 2322 in the first direction can be effectively restricted, preventing axial movement and ensuring that the sun gear 2322 is positioned at the designated position on the planetary gear carrier 2333. Furthermore, the above positioning method simplifies the assembly process and improves assembly efficiency.

[0116] In other possible embodiments of the present invention, reference continues to be made. Figure 5 As shown, a second bearing 237 is provided on the outer periphery of the planetary gear carrier 2333, and the planetary gear carrier 2333 is positioned within the gearbox 21 by means of the second bearing 237. On the one hand, by using the second bearing 237, the direct contact between the planetary gear carrier 2333 and the inner wall of the gearbox 21 can be reduced, thereby reducing wear and extending the service life of the gear transmission mechanism 23 and the gearbox 21. On the other hand, the second bearing 237 can provide support for the planetary gear carrier 2333, enabling it to rotate stably within the gearbox 21, while fixing it in the correct position and preventing unnecessary axial or radial movement. Exemplarily, the second bearing 237 is a rolling bearing or a sliding bushing. Alternatively, a bushing 243 (e.g., ...) is provided on the outer periphery of the planetary gear carrier 2333. Figure 7 As shown, the planetary gear carrier 2333 is positioned within the gearbox 21 by a bushing 243. On one hand, the bushing 243 ensures the predetermined position of the planetary gear carrier 2333 within the gearbox, preventing axial or radial movement during operation, thereby ensuring the accuracy of the installed gear transmission mechanism 23. On the other hand, the bushing 243 also reduces direct contact between the planetary gear carrier 2333 and the inner wall of the gearbox 21, reducing wear and extending the service life of the gearbox 21. Specifically, as... Figure 5 and Figure 7As shown, a second bearing 237 is provided on the outer periphery of the planetary gear carrier 2333, and a bushing 243 is provided on the outer periphery of the second bearing 237. The planetary gear carrier 2333 is positioned inside the gearbox 21 by the bushing 243. When the support plate 234 is fixed to the gearbox 21 by welding (the support plate 234 and gearbox 21 are an integral structure), since the planetary gear carrier 2333 needs to be installed inside the gearbox 21 from bottom to top along the first direction, the bushing 243 can be designed as an integral structure with the gearbox 21 housing. The bushing 243 can effectively fix and support the second bearing 237, thereby ensuring the predetermined position of the planetary gear carrier 2333 inside the gearbox 21. When the support plate 234 is fixed to the gearbox 21 by riveting, the planetary gear carrier 2333 needs to be installed inside the gearbox 21 from top to bottom along the first direction. In this case, the bushing 243 is not required, and the planetary gear carrier 2333 can be fixed inside the gearbox 21 by the second bearing 237.

[0117] Furthermore, a second bearing 237 is provided on the outer periphery of the planetary gear carrier 2333, a bushing 243 is provided on the outer periphery of the second bearing 237, and a retaining ring 244 is fitted on the outer periphery of the bushing 243 (e.g. Figure 7 As shown), the inner wall of the gearbox 21 is provided with a slot 211 (e.g., Figure 8 (As shown), the retaining ring 244 engages with the retaining groove 211 to secure the planetary gear carrier 2333 within the gearbox 21. Specifically, the retaining groove 211 can be a recess, and when the retaining ring 244 is pressed into the recess and reaches the correct position, the radial pressure it receives will cause it to press tightly against the sidewall of the recess, thereby stably securing the bushing 243 and the planetary gear carrier 2333 in a predetermined position within the gearbox 21. The retaining groove 211 can also be an annular step (e.g., Figure 8As shown, when the retaining ring 244 is pressed into the platform of the annular step, it will generate a restoring force due to elastic deformation. This restoring force will cause the retaining ring 244 to be tightly attached to the platform, thereby stably fixing the planetary gear carrier 2333 in the predetermined position within the gearbox 21. This can further improve the installation accuracy and avoid noise generated during the operation of the gear transmission mechanism 23. Specifically, when the support plate 234 is fixed to the gearbox 21 by welding (the support plate 234 and the gearbox 21 are an integral structure), since the planetary gear carrier 2333 needs to be installed in the gearbox 21 from bottom to top along the first direction, in order to fix and support the second bearing 237 and thus ensure the predetermined position of the planetary gear carrier 2333 within the gearbox 21, a retaining ring 244 can be provided on the outer circumference of the bushing 243. The planetary gear carrier 2333 can be stably fixed within the gearbox 21 by the cooperation of the retaining ring 244 and the retaining groove 211. When the support plate 234 is fixed in the gearbox 21 by riveting, the planetary gear carrier 2333 needs to be installed in the gearbox 21 from top to bottom along the first direction. At this time, there is no need to set the retaining ring 244. The planetary gear carrier 2333 can be fixed in the gearbox 21 by the second bearing 237.

[0118] In some other possible embodiments of the present invention, the planetary gear carrier 2333 has an extension cavity at its bottom, and the output spline 2332 includes an engagement area and an extension area. The engagement area is embedded in the extension cavity, and the extension area extends out of the extension cavity and engages with the inner spline 13221 to output driving force to the ball screw 132. The extension cavity can improve the strength of the planetary gear carrier 2333 itself and the connection strength of the output spline 2332, which helps to distribute the load more evenly on the planetary gear carrier 2333, thereby reducing stress concentration around the engagement area and thus extending the service life of the output spline 2332 and the planetary gear carrier 2333. The extension cavity may be embedded inside the planetary gear carrier 2333 or not. In particular, embedding the extension cavity inside the planetary gear carrier 2333 increases the contact area between the engagement area and the planetary gear carrier 2333, thereby improving the strength and stability of the connection and ensuring braking effect.

[0119] Further, in the above embodiment, the output spline 2332 includes a protruding area that extends from the bottom of the planetary gear carrier 2333 and engages with the inner spline 13221 to output driving force to the ball screw 132. This invention stably fixes the planetary gear carrier 2333 within the gearbox 21, thereby reducing stress. Therefore, there is no need to provide a protruding cavity to distribute stress; the protruding area can directly engage with the inner spline 13221 to output driving force to the ball screw 132. This also reduces the engagement height between the caliper assembly 1 and the gearbox assembly 2, thereby reducing the axial dimension of the electromechanical braking device 0. The protruding area may be embedded in the bottom of the planetary gear carrier 2333 or not (the protruding area is integrally formed with the planetary gear carrier). Specifically, for example, embedding the protruding area in the bottom of the planetary gear carrier 2333 improves installation stability and ensures braking performance.

[0120] refer to Figure 5 and Figure 8 As shown, the planetary gear carrier 2333 has a cantilever structure, and the inner wall of the gearbox 21 is provided with a groove 211 that mates with the cantilever structure, thus facilitating the accurate positioning of the planetary gear carrier 2333 within the gearbox 21. Specifically, the gearbox 21 has a groove 211 in the area corresponding to the secondary transmission gear assembly 232, meaning the secondary transmission gear assembly 232 is positioned above the groove 211, and the external gear ring 240 is press-fitted into the groove 211, thereby fixing the external gear ring 240 within the gearbox 21. The external gear ring 240 has a mounting portion, and the groove 211 has a mating portion. The mounting portion and the mating portion are fitted together to press the external gear ring 240 into the gearbox 21. To ensure the stability of the external gear ring 240 and prevent twisting during transmission, there are at least two mounting portions, and the number of mating portions is the same as the number of mounting portions and corresponds one-to-one with the mounting portions. For example, there are six mounting portions, evenly distributed around the outer periphery of the external gear ring 240.

[0121] Specifically, the mounting part is an anti-rotation boss 241 provided on the external gear ring 240. The anti-rotation boss 241 extends from the press-fit surface of the external gear ring 240, which is one end face in the direction of the central axis of the external gear ring 240. The mating part is a positioning hole on the surface of the slot 211. After the external gear ring 240 is assembled, the press-fit surface fits into the slot 211. In addition, the other end face of the external gear ring 240 opposite to the press-fit surface is a reference surface for linear press-fitting. The external gear ring 240 and the gearbox 21 are assembled as a whole by interference fit to ensure the stability of the external gear ring 240.

[0122] In this embodiment, a limiting hole 2343 is provided at the center of the upper end face of the support plate 234, and a third positioning part 236 is provided at the center of the lower end face of the fourth gear 2321. A third bearing 238 is sleeved on the outer periphery of the third positioning part 236. The third bearing 238 is embedded in the limiting hole 2343 to fix the fourth gear 2321 to the support plate 234. The cooperation between the limiting hole 2343 and the third positioning part 236 ensures the precise positioning of the fourth gear 2321 on the support plate 234, reduces gear offset during operation, and improves installation accuracy and transmission efficiency. The third bearing 238 not only ensures that the gear remains stable during rotation and does not move due to external forces, but also reduces the direct contact between the fourth gear 2321 and the support plate 234, thereby reducing friction and wear and extending the service life of the fourth gear 2321 and the support plate 234.

[0123] For example, the support plate 234 is made of metal or powder metallurgy. Metal or powder metallurgy generally has high mechanical strength and rigidity, and can withstand large forces and torques. Using the support plate 234 made of metal or powder metallurgy to position the fourth gear 2321 can effectively provide stable support for the fourth gear 2321.

[0124] For example, the gearbox 21 is made of metal or plastic. While choosing plastic reduces the cost of the gearbox 21, its transmission efficiency is not as good as that of a metal gearbox 21. Preferably, the gearbox 21 of the present invention is made of metal, which has higher strength and rigidity compared to a plastic gearbox. The invention integrates the entire gear transmission mechanism 23 within the gearbox 21 and uses a metal material, thus providing sufficient support strength to secure the gear transmission mechanism 23. This not only improves installation accuracy and consistency but also avoids excessive vibration and noise from the gears during high-speed operation, thereby significantly improving the service life and transmission efficiency of the gear transmission mechanism 23.

[0125] In some other possible embodiments of the present invention, combined with Figure 8 As shown, the controller assembly 3 abuts against the gearbox 21 along the first direction to seal the gearbox 21. A controller is also provided on one side of the controller assembly 3 along the second direction, thereby enabling it to receive and monitor information from various sensors (e.g., force sensor 18), such as braking degree, in real time. After processing, the information is sent to the relevant actuators to execute various predetermined control functions, facilitating timely troubleshooting of potential faults.

[0126] Furthermore, combined Figure 5 and Figure 8As shown, the gearbox 21 is also equipped with a force sensor connector channel 212. During assembly, simply insert the force sensor connector 241 into the force sensor connector channel 212 and then cover the gearbox 21 with the cover plate 242 to ensure that the force sensor connector 241 can be stably installed inside the gearbox 21. This connects the force sensor connector 241 and the force sensor 18, facilitating the timely transmission of information detected by the force sensor 18 to the controller via the force sensor connector 241 to monitor the working status of the caliper assembly 1.

[0127] In a second aspect, embodiments of the present invention disclose a vehicle including an electromechanical braking device 0 as described in any embodiment of the first aspect, wherein a gearbox assembly 2 is capable of driving a braking unit 12 to move in a first direction to brake the vehicle.

[0128] By adopting the above technical solution, the electromechanical braking device 0 is compact in axial dimension, which is convenient for layout, avoids interference with other components, and improves driving safety and braking stability.

[0129] While the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the invention to these descriptions. Various changes in form and detail can be made by those skilled in the art, including several simple deductions or substitutions, without departing from the spirit and scope of the invention.

Claims

1. An electromechanical braking device, characterized in that, It includes a caliper assembly and a gearbox assembly connected along a first direction, the gearbox assembly being used to drive the caliper assembly for braking. The caliper assembly includes: A ball screw includes a threaded section and a rod section distributed along the first direction, wherein one end of the rod section is provided with an internal spline; A thrust bearing is sleeved on the outer periphery of the rod section; A gasket is fitted onto the outer periphery of the rod segment; A ball nut is fitted onto the outer periphery of the threaded section, the thrust bearing, and the washer, wherein the length of the threaded section along the first direction is less than the length of the ball nut. The braking part is located at the end of the ball nut away from the rod section; The rotation of the ball screw drives the ball nut to move in the first direction, thereby pushing the braking part to move in the first direction for braking. The gearbox assembly includes: Gearbox; The motor is installed inside the gearbox; A gear transmission mechanism, installed inside the gearbox and connected to the motor, is used to output the driving force for driving the caliper assembly, including: The primary transmission gear assembly is connected to the motor drive. The secondary transmission gear assembly is connected to the primary transmission gear assembly and includes a fourth gear and a sun gear arranged coaxially. The fourth gear can drive the sun gear to rotate. The planetary gear transmission assembly includes multiple planetary gears and the output spline. The sun gear is located at the center of the multiple planetary gears and meshes with each of the multiple planetary gears. The output spline is connected to the internal spline and is used to output driving force to the ball screw. A support plate is located between the fourth gear and the sun gear along the first direction and is fixedly connected to the gearbox to support the fourth gear.

2. The electromechanical braking device as described in claim 1, characterized in that, The outer periphery of the threaded section is provided with multiple independently distributed circulation loops along the first direction. The circulation loops are provided with balls, which enable the ball screw to drive the ball nut to move along the first direction.

3. The electromechanical braking device as described in claim 2, characterized in that, The caliper assembly also includes: The caliper housing has a receiving cavity extending along the first direction, and the ball nut is received in the receiving cavity; A first friction part is disposed on the side wall of the receiving cavity. Along the first direction, the ball nut passes through the first friction part and is slidably connected to the first friction part. The first friction part is located between the receiving cavity and the ball nut along the second direction, so that the ball nut is spaced apart from the side wall of the receiving cavity. The second direction is perpendicular to the first direction. Wherein, along the first direction, the length of the contact portion between the first friction part and the receiving cavity is less than the length of the receiving cavity.

4. The electromechanical braking device as claimed in claim 3, wherein the first friction part includes a friction ring, the friction ring being disposed on the side of the receiving cavity near the braking part and extending in a third direction; The friction ring has a first through hole that passes through the first friction part along the first direction, the ball nut passes through the first through hole and is slidably connected to the friction ring, and the third direction surrounds the first direction; Along the first direction, the length of the friction ring is less than the length of the receiving cavity.

5. The electromechanical braking device as described in claim 3, characterized in that, The caliper housing has an opening that communicates with the receiving cavity, and the rod segment passes through the opening along the first direction and is connected to the gearbox assembly. The caliper assembly further includes a second friction part disposed on the wall of the opening, having a second through hole through the second friction part along the first direction. The rod segment passes through the second through hole and is slidably connected to the second friction part. Along the second direction, the second friction part is located between the rod segment and the wall of the opening.

6. The electromechanical braking device as described in claim 5, characterized in that, The second friction part includes a friction bushing disposed on the wall of the opening and extending in a third direction. The rod segment passes through the friction bushing and is slidably connected to the friction bushing.

7. The electromechanical braking device as described in claim 6, characterized in that, The outer wall of the friction bushing has a protrusion. Along the first direction, the protrusion is located at one end of the outer wall of the friction bushing away from the receiving cavity. The wall of the opening has a recess corresponding to the protrusion. The protrusion is received in the recess and abuts against the recess to restrict the movement of the friction bushing relative to the opening along the first direction.

8. The electromechanical braking device as described in claim 4, characterized in that, The sidewall of the receiving cavity also includes a limiting groove, which extends along the first direction. The outer wall of the ball nut includes an anti-rotation boss corresponding to the limiting groove, which protrudes from the outer wall of the ball nut. The anti-rotation boss is configured to be received within the limiting groove to restrict the ball nut from rotating relative to the receiving cavity in the third direction, and to be able to move relative to the limiting groove in the first direction.

9. The braking device as described in claim 4, characterized in that, The caliper assembly also includes a dust cover. The outer wall of the ball nut has a fixing groove. Along the second direction, the outer end of the dust cover is connected to the caliper housing, and the inner end of the dust cover is sleeved on the outer wall of the ball nut and accommodated in the fixing groove, so that the inner end of the dust cover can follow the ball nut in telescopic movement relative to the caliper housing along the first direction.

10. The electromechanical braking device as claimed in claim 1, characterized in that, The support plate has a protruding part on its outer edge, and the protruding part is riveted to the gearbox; or, the support plate is welded to the gearbox.

11. The electromechanical braking device as claimed in claim 1, characterized in that, One end of the motor is provided with an output shaft, which extends into the gearbox. A first gear is fixed on the output shaft. The first-stage transmission gear assembly includes a second gear and a third gear arranged coaxially. The first gear meshes with the third gear, and the second gear meshes with the fourth gear. The third gear is located on the lower end face of the second gear, and the support plate is located on the side of the third gear.

12. The electromechanical braking device as described in claim 11, characterized in that, The gear transmission mechanism also includes a motor magnet, which is axially connected to the first gear and located above the first gear.

13. The electromechanical braking device as described in claim 11, characterized in that, The support plate has a clearance notch at one end near the third gear, which allows the third gear to rotate.

14. The electromechanical braking device as described in claim 11, characterized in that, The primary transmission gear assembly further includes a first pin shaft passing through the second gear and the third gear. The gearbox is provided with a positioning pin hole, which is used to cooperate with the first pin shaft to press the primary transmission gear assembly into the gearbox.

15. The electromechanical braking device as described in claim 14, characterized in that, The second gear and the third gear are in sliding engagement with the first pin; or, a first bearing is provided between the second gear, the third gear and the first pin.

16. The electromechanical braking device as claimed in claim 1, characterized in that, The planetary gear transmission assembly also includes a planetary gear carrier, the plurality of planetary gears are mounted on the first end face of the planetary gear carrier, and the output spline is mounted on the second end face of the planetary gear carrier. The first end face and the second end face are opposite sides of the planetary gear carrier. The sun gear has a first positioning part at the center of its upper end face that mates with the fourth gear, and a second positioning part at the center of its lower end face that mates with the planetary gear carrier. The sun gear is positioned between the fourth gear and the planetary carrier by the first positioning part and the second positioning part.

17. The electromechanical braking device as described in claim 16, characterized in that, The second positioning part is an annular column, and a corresponding positioning slot is provided on the planetary gear carrier; or, the second positioning part is a positioning slot, and a corresponding annular column is provided on the planetary gear carrier; wherein, the annular column is inserted into the positioning slot to position one end of the sun gear on the planetary gear carrier.

18. The electromechanical braking device as described in claim 16, characterized in that, The planetary gear carrier is provided with a second bearing or bushing on its outer periphery; or, the planetary gear carrier is provided with a second bearing on its outer periphery, and a bushing is provided on the outer periphery of the second bearing, and the planetary gear carrier is positioned in the gearbox by the second bearing or bushing.

19. The electromechanical braking device as described in claim 18, characterized in that, The planetary gear carrier is provided with a second bearing on its outer periphery, and a bushing is provided on the outer periphery of the second bearing. A retaining ring is fitted on the outer periphery of the bushing. A retaining groove is provided on the inner wall of the gearbox. The retaining ring cooperates with the retaining groove to fix the planetary gear carrier inside the gearbox.

20. The electromechanical braking device as described in claim 16, characterized in that, The planetary gear carrier has an extension cavity at its bottom. The output spline includes an engagement area and an extension area. The engagement area is embedded in the extension cavity, and the extension area extends out of the extension cavity and cooperates with the internal spline to output the driving force to the ball screw.

21. The electromechanical braking device according to claim 16, characterized in that, The output spline includes an extension area that extends from the bottom of the planetary gear carrier and engages with the internal spline to output the driving force to the ball screw.

22. The electromechanical braking device as claimed in claim 1, characterized in that, A limiting hole is provided at the center of the upper surface of the support plate, and a third positioning part is provided at the center of the lower surface of the fourth gear. A third bearing is sleeved on the outer periphery of the third positioning part, and the third bearing is embedded in the limiting hole to fix the fourth gear to the support plate.

23. A vehicle, characterized in that, Includes the electromechanical braking device as described in any one of claims 1 to 22, wherein the gearbox assembly is capable of driving the braking part to move in the first direction to brake the vehicle.

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