Highly integrated electromechanical braking device

Abstract

This invention discloses a highly integrated electromechanical braking device, comprising: a rotary transmission component having a hollow cavity extending axially within it; a linear transmission component sleeved on the outer periphery of the rotary transmission component and connected to it via a helical engagement structure, constrained to move only along the axial direction of the rotary transmission component; and a drive unit, at least partially housed within the hollow cavity of the rotary transmission component, or integrally formed with the rotary transmission component as a rotary output component, to drive the rotary transmission component to rotate about its axis. When the drive unit drives the rotary transmission component to rotate, it causes the linear transmission component to generate axial linear motion, thereby pushing the brake pads to press against the brake disc. This achieves a high degree of integration of drive and transmission functions, fully meeting the core requirements of brake-by-wire for high integration, small size, and high performance.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a highly integrated electromechanical braking device. Background Technology

[0002] With the rapid development of new energy vehicles and intelligent driving technologies, higher demands are being placed on vehicle braking systems: they not only need to have high response speed and precise, controllable braking force output, but also need to support brake-by-wire architecture and adapt to increasingly compact chassis space layouts. Traditional hydraulic braking systems rely on master cylinders, pipelines, and boosters, resulting in complex structures, slow response, and difficulty in deep integration with electronic stability control systems. Therefore, electromechanical braking (EMB), as a fully electronic braking execution solution without hydraulic fluid, is gradually becoming a research and application hotspot.

[0003] Existing electromechanical braking devices typically employ a split structure consisting of a motor, a reduction gear, and a lead screw / nut assembly. The drive motor is independently located at one end of the transmission assembly, transmitting power to a rotating screw via a coupling or gear set. The screw and nut then convert the rotational motion into linear thrust, pushing the brake pads against the brake disc. However, this structure has significant drawbacks: First, the motor, connecting parts, and drive shaft are arranged axially, resulting in an excessively large overall axial dimension, making it difficult to fit within the limited installation space of the wheel hub. Second, accumulated assembly errors between multiple independent components can easily lead to transmission clearances, vibrations, or noise, affecting the consistency and reliability of braking response. Furthermore, the large number of parts and complex interfaces not only increase manufacturing costs but also reduce system sealing and environmental tolerance.

[0004] Therefore, there is an urgent need for a new type of electromechanical braking device structure that can fundamentally reconstruct the layout relationship between drive and transmission, and achieve a synergistic improvement in space utilization efficiency and system performance. Summary of the Invention

[0005] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a highly integrated electromechanical braking device that achieves a high degree of integration between drive and transmission functions, and can fully meet the core requirements of brake-by-wire for high integration, small size and high performance.

[0006] According to an embodiment of the present invention, a highly integrated electromechanical braking device includes: a rotary transmission member having a hollow cavity extending axially therein; a linear transmission member sleeved on the outer periphery of the rotary transmission member and connected to the rotary transmission member via a helical engagement structure, and constrained to move only along the axial direction of the rotary transmission member; and a drive unit at least partially housed within the hollow cavity of the rotary transmission member, or configured as an integral rotary output component with the rotary transmission member, for driving the rotary transmission member to rotate about its axis; wherein, when the drive unit drives the rotary transmission member to rotate, the helical engagement structure drives the linear transmission member to generate axial linear motion, thereby pushing the brake pads to press against the brake disc.

[0007] Therefore, this invention achieves a high degree of integration of drive and transmission functions by embedding the drive unit within the hollow cavity of the rotary transmission component. This structure eliminates redundant components such as the motor housing, coupling, and intermediate shaft found in traditional solutions, significantly reducing the number of parts, simplifying assembly, and improving reliability. More importantly, the motor and transmission component share axial space, avoiding the length overlap caused by a series layout, greatly shortening the overall axial dimension of the machine, and effectively solving the installation problem of the braking device in confined spaces such as wheel hubs. At the same time, the shortened transmission chain and increased rigidity enable faster system response and more precise control, fully meeting the core requirements of drive-by-wire braking for high integration, small size, and high performance.

[0008] According to some embodiments of the present invention, the driving unit includes: a motor and a reduction transmission mechanism, both of which are disposed within the hollow cavity of the rotary transmission member; the output end of the motor is connected to the rotary transmission member via the reduction transmission mechanism to drive the rotary transmission member to rotate around its axis.

[0009] According to some embodiments of the present invention, the reduction transmission mechanism is a planetary gear system, and the output end of the motor is connected to the planetary gear system for transmission; and the inner wall of the rotary transmission member is provided with a gear ring portion, which meshes with the planetary gear system.

[0010] According to some embodiments of the present invention, the driving unit includes a stator and an outer rotor, the outer rotor being configured as the rotary transmission component, the stator being fixedly disposed in the hollow cavity of the outer rotor, and the stator generating a rotating magnetic field after being energized, driving the outer rotor to rotate around its axis.

[0011] According to some embodiments of the present invention, a force detection component is provided at the end of the rotary transmission member away from the brake pad. The force detection component includes a thrust bearing and a pressure sensor. When the linear transmission member moves axially under the braking reaction force, the axial force is transmitted to the force detection component through the rolling element on its inner circumference. The braking force is detected by the pressure sensor, and the rotary transmission member is allowed to rotate freely relative to the linear transmission member through the thrust bearing.

[0012] According to some embodiments of the present invention, the rotary transmission member has an axially extending reduced-diameter section at one end away from the brake pad, the outer diameter of the reduced-diameter section being smaller than the outer diameter of the rest of the rotary transmission member body, and an annular shoulder is formed at the junction of the reduced-diameter section and the rotary transmission member body; the force detection assembly further includes: an annular spacer, the thrust bearing being fixedly sleeved on the outer periphery of the reduced-diameter section, the pressure sensor being fixedly disposed at the end of the thrust bearing away from the brake pad, and the annular spacer being disposed between the pressure sensor and the thrust bearing and / or between the thrust bearing and the annular shoulder; wherein, the annular spacer is configured to transmit axial force and uniformly distribute axial load between adjacent components.

[0013] According to some embodiments of the present invention, the electromechanical braking device further includes: a clamp body, wherein the rotary transmission member, the linear transmission member, and the drive unit are all disposed within the clamp body, and the inner wall of the clamp body is provided with a slot portion so that the pressure sensor is installed in the slot portion and axially abuts against the clamp body to realize the transmission of axial force; a controller, wherein the controller is fixedly disposed at the end of the clamp body away from the brake pad and is electrically connected to the pressure sensor through an elastic electrical contact element; wherein the clamp body is provided with a through hole, and the elastic electrical contact element or the pressure sensor passes through the through hole to realize the electrical connection between the controller and the pressure sensor.

[0014] According to some embodiments of the present invention, the rotating component of the drive unit is provided with a radial magnet; it also includes a controller, the controller including an angle sensing chip, the angle sensing chip being configured to detect changes in the magnetic field of the radial magnet and output rotation angle and angular velocity signals of the rotating component of the drive unit.

[0015] According to some embodiments of the present invention, the electromechanical braking device further includes: a bracket for mounting left and right brake pads and adapted to be fixed to the vehicle steering knuckle; a caliper body slidably connected to the bracket via a guide pin, so that the caliper body can float axially along the brake disc; when the linear drive pushes the brake pad on its adjacent side to press against the brake disc, the brake disc pushes the brake pad on the other side by a reaction force, and the floating of the caliper body enables the brake pads on both sides to clamp the brake disc synchronously.

[0016] According to some embodiments of the present invention, the electromechanical braking device further includes: a clamp body, wherein the rotary transmission member, the linear transmission member and the drive unit are all disposed in the clamp body; and a controller, wherein the controller is fixedly disposed at the end of the clamp body away from the brake pad and is electrically connected to the motor stator of the drive unit through an elastic electrical contact element.

[0017] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the structure of an electromechanical braking device according to a first embodiment of the present invention; Figure 2 This is a schematic diagram of the structure of an electromechanical braking device according to a first embodiment of the present invention; Figure 3 This is a schematic diagram of the structure of an electromechanical braking device according to a first embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of an electromechanical braking device according to a first embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of an electromechanical braking device according to a first embodiment of the present invention; Figure 6 This is a schematic diagram of the structure of an electromechanical braking device according to a second embodiment of the present invention; Figure 7 This is a schematic diagram of the structure of an electromechanical braking device according to a second embodiment of the present invention; Figure 8 This is a schematic diagram of the structure of an electromechanical braking device according to a second embodiment of the present invention; Figure 9 This is a schematic diagram of the electromechanical braking device according to a second embodiment of the present invention.

[0019] Figure label: 1. Rotary transmission component; 11. Hollow cavity; 12. Reduced diameter section; 2. Linear transmission components; 21. Rolling elements; 3. Drive unit; 31. Motor; 32. Reduction transmission mechanism; 33. Stator; 34. Radial magnet; 35. Central gear; 36. Planetary gear; 37. Motor end cover; 38. Silicon steel sheet; 4. Brake pads; 5. Brake disc; 6. Force detection assembly; 61. Thrust bearing; 62. Pressure sensor; 63. Annular spacer; 7. Clamp body; 71. Slot; 72. Through hole; 73. Guide pin; 74. Sealing ring; 8. Controller; 81. Flexible electrical contact element; 9. Bracket; 10. Controller housing; 20. Dust cover. Detailed Implementation

[0020] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0021] The following is for reference. Figures 1-9 A highly integrated electromechanical braking device according to an embodiment of the present invention is described.

[0022] like Figures 1-9 As shown, a highly integrated electromechanical braking device according to an embodiment of the present invention includes: a rotary transmission member 1, a linear transmission member 2, a drive unit 3, a brake pad 4, and a brake disc 5. The rotary transmission member 1 has a hollow cavity 11 extending axially within it. The linear transmission member 2 is sleeved on the outer periphery of the rotary transmission member 1 and is connected to the rotary transmission member 1 via a helical engagement structure, and is constrained to move only along the axial direction of the rotary transmission member 1. The drive unit 3 is at least partially housed within the hollow cavity 11 of the rotary transmission member 1, or is configured as an integral rotary output component with the rotary transmission member 1, for driving the rotary transmission member 1 to rotate about its axis. When the drive unit 3 drives the rotary transmission member 1 to rotate, the helical engagement structure causes the linear transmission member 2 to generate axial linear motion, thereby pushing the brake pad 4 to press against the brake disc 5.

[0023] Specifically, the rotary transmission component 1 has a cylindrical structure with an axially penetrating hollow cavity 11 inside. This hollow cavity 11 provides a basis for the efficient use of the internal space of the device and can be used to arrange some or all of the components of the drive unit 3. The linear transmission component 2 is coaxially sleeved on the outer periphery of the rotary transmission component 1 and is connected to the rotary transmission component 1 through a helical fit structure. This helical fit structure can be in the form of a threaded pair, a ball screw pair, or a roller screw, so that the rotary transmission component 1 can drive the linear transmission component 2 to move axially when rotating. To ensure that the linear transmission component 2 only moves axially and does not rotate with the rotary transmission component 1, the device is equipped with a motion constraint structure, such as connecting the linear transmission component 2 to the external clamp 7 through a spline structure, thereby restricting its rotational degree of freedom.

[0024] In some embodiments, the rotary transmission component 1 and the linear transmission component 2 can achieve helical transmission through the engagement of a lead screw and a lead screw nut. For example, the rotary transmission component 1 can be constructed as a lead screw with a helical groove or external thread on its outer circumference; correspondingly, the linear transmission component 2 is constructed as a matching lead screw nut with a corresponding internal thread or ball bearing track on its inner wall. The two form a helical engagement structure through a threaded pair or a ball screw pair. When the lead screw rotates under the drive unit 3, the lead screw nut cannot rotate due to the guiding constraint and can only move along the axial direction of the lead screw, thereby converting the rotational motion into axial linear motion and the torque into an axial thrust, which in turn pushes the brake pad 4 to press against the brake disc 5, completing the braking action. Specifically, a suitable lead screw-nut configuration can be selected according to the spatial layout, force requirements, and manufacturing process, taking into account transmission efficiency, self-locking performance, and compactness.

[0025] The drive unit 3 provides rotational power, and at least a portion of it is housed within the hollow cavity 11 of the rotary transmission component 1. For example, the stator and rotor of the drive unit 3 are housed within the hollow cavity 11, with the rotor directly or indirectly connected to the inner wall of the rotary transmission component 1; alternatively, the drive unit 3 and the rotary transmission component 1 are integrated to form a single, integrated rotary output component. This integrated arrangement significantly shortens the power transmission path, reduces intermediate connecting parts, improves system rigidity and response speed, and helps to reduce the overall radial dimension, achieving a highly compact structural layout.

[0026] When the drive unit 3 is powered on and drives the rotary transmission component 1 to rotate around its own axis, the rotational motion is converted into linear motion through a helical engagement structure, causing the linear transmission component 2 to advance axially toward the brake disc 5. The front end of the linear transmission component 2 is connected to the brake pad 4, pushing the brake pad 4 to press against the brake disc 5, thereby generating braking torque and realizing the braking function. When the drive unit 3 stops working or rotates in the reverse direction, the linear transmission component 2 retracts under the action of the return spring or reverse driving force, the brake pad 4 disengages from the brake disc 5, and the brake is released. The entire process requires no hydraulic or pneumatic medium and is entirely controlled by electrical signals, offering advantages such as fast response, high control precision, and easy integration with vehicle electronic stability systems.

[0027] Thus, the drive unit 3 is cleverly integrated into the rotary transmission component 1, which is key to achieving a highly integrated design. The rotary transmission component 1 is not a traditional solid shaft structure, but rather a cylindrical member with a hollow cavity 11 extending axially. This hollow cavity 11 serves as a functional space to house all or key parts of the drive unit 3 (such as the rotor of the motor 31, the stator 33, or the transmission mechanism). By embedding the drive unit 3 inside the rotary transmission component 1, the originally separately arranged motor 31 and transmission mechanism are integrated into a compact functional module, significantly improving the overall structural integration.

[0028] This embedded layout directly results in a significant reduction in the number of components. Traditional electromechanical braking devices typically require multiple components such as a separate motor housing, output shaft, coupling, support bearing, and mounting bracket. In this solution, the rotary transmission component 1 serves as both a transmission element and a mounting base for the motor rotor, or it can be directly integrated with the motor output shaft. This eliminates redundant components such as flange connections, key pin fits, and intermediate transmission shafts, simplifying the assembly process, reducing potential mechanical clearances and failure points, and improving reliability and manufacturing consistency.

[0029] Of particular note is that this structural design effectively solves the problem of excessive axial space occupation. In conventional designs, the motor is usually arranged in series at one end of the screw, resulting in a linear arrangement of the entire actuator: "motor—transmission section—brake pad," making it difficult to compress the axial dimension. However, this invention achieves overlapping utilization of axial space by embedding the motor 31 inside the rotary transmission component 1. The drive unit 3 and the transmission component essentially share the same length range in the axial direction, resulting in an extremely short power transmission path. The axial dimension of the overall braking device is significantly reduced, saving more than 30% of installation space. This is especially suitable for vehicle applications with limited space, such as wheel hubs and calipers, freeing up space for the vehicle chassis layout and battery pack arrangement.

[0030] Furthermore, this highly integrated structure also brings about improved dynamic performance. Due to the concentrated mass of rotating parts, the shortened transmission chain, and the absence of intermediate connection gaps, the system responds faster and has higher control precision. The direct coupling between motor 31 and the screw pair makes the braking force output more linear and predictable, which is conducive to achieving millisecond-level response brake-by-wire and meets the stringent requirements of advanced driver assistance systems and autonomous driving systems for high bandwidth and high reliability of brake actuators.

[0031] Therefore, this invention achieves a high degree of integration of drive and transmission functions by embedding the drive unit 3 within the hollow cavity 11 of the rotary transmission component 1. This structure eliminates redundant components such as the motor housing, coupling, and intermediate shaft found in traditional solutions, significantly reducing the number of parts, simplifying assembly, and improving reliability. More importantly, the motor 31 and the transmission component share axial space, avoiding the length overlap caused by a series layout, greatly shortening the overall axial dimension of the machine, and effectively solving the installation problem of the braking device in confined spaces such as wheel hubs. At the same time, the shortened transmission chain and enhanced rigidity enable faster system response and more precise control, fully meeting the core requirements of drive-by-wire braking for high integration, small size, and high performance.

[0032] In a first embodiment of the present invention, such as Figures 1-5As shown, the drive unit 3 includes a motor 31 and a reduction transmission mechanism 32, both of which are disposed within the hollow cavity 11 of the rotary transmission member 1. The output end of the motor 31 is connected to the rotary transmission member 1 via the reduction transmission mechanism 32 to drive the rotary transmission member 1 to rotate around its axis.

[0033] Specifically, the drive unit 3 includes a motor 31 and a reduction transmission mechanism 32, both of which are integrally arranged within the hollow cavity 11 formed inside the rotary transmission component 1. The output end of the motor 31 is connected to the input end of the reduction transmission mechanism 32, and the output end of the reduction transmission mechanism 32 is connected to the rotary transmission component 1, thereby converting the high-speed, low-torque rotary motion output by the motor 31 into a low-speed, high-torque rotary motion suitable for braking, and driving the rotary transmission component 1 to rotate stably around its own axis. This arrangement makes full use of the axial space inside the rotary transmission component 1, completely embedding the power source and the reduction transmission mechanism 32, avoiding external additional installation structures. This not only significantly shortens the axial length of the overall braking device but also reduces intermediate connecting components such as independent supports and couplings, improving system integration and structural compactness. At the same time, since the reduction transmission mechanism 32 is directly coupled to the rotary transmission component 1, the transmission path is short and the clearance is small, which helps to improve braking response speed and force control accuracy.

[0034] In some embodiments, the speed reduction transmission mechanism 32 is a planetary gear system, and the output end of the motor 31 is connected to the planetary gear system for transmission; and the inner wall of the rotary transmission member 1 is provided with a gear ring portion, which meshes with the planetary gear system.

[0035] Specifically, the reduction transmission mechanism 32 adopts a planetary gear system and is integrally integrated into the hollow cavity 11 of the rotary transmission component 1. The output end of the motor 31 is connected to a central gear 35 (i.e., the sun gear). This central gear 35 can directly serve as the sun gear of the planetary gear system, or it can mesh with multiple planetary gears 36 as an independent motor 31 gear. A gear ring is provided on the inner wall of the rotary transmission component 1, which meshes with the outer side of the planetary gears 36, acting as a planet carrier. When the motor 31 starts, the motor 31 gear drives the planetary gears 36 to rotate on their own axis. At the same time, the planetary gears 36 revolve with the planet carrier. Through the meshing of the planetary gears 36 with the gear ring on the inner wall of the rotary transmission component 1, the deceleration and torque-increasing power is transmitted to the rotary transmission component 1, driving it to rotate around its axis. This rotational motion is converted into the axial displacement of the linear transmission component 2 through a helical engagement structure, thereby pushing the brake pad 4 to press against the brake disc 5, completing the braking action.

[0036] The above structural design effectively improves upon many drawbacks of the traditional arrangement of the transmission mechanism and gearbox in electromechanical braking devices. Traditional solutions typically design a separate gearbox housing to house the reduction mechanism, and connect the output shaft of motor 31 to the lead screw via a coupling or spline. This not only increases the number of parts and assembly complexity but also significantly lengthens the overall axial dimension. In contrast, this invention directly integrates motor 31 and the planetary reduction mechanism into the rotary transmission component 1, which serves as the core transmission component. This allows the rotary transmission component 1 to function as a transmission shaft, internal gear ring, and structural support, achieving a high degree of integration of driving, reduction, and transmission. This embedded layout significantly improves structural integration, eliminating redundant components such as the gearbox housing, output flange, and intermediate shaft, thus significantly reducing the number of parts. Simultaneously, it compresses the original series-arranged motor 31-reducer-lead screw structure into a coaxial nested form, thereby greatly reducing the axial dimension and making it more suitable for space-constrained applications such as wheel hubs. In addition, the use of planetary gear systems fully leverages their inherent advantages: compact structure, smooth transmission, high load-bearing capacity and high torque density brought about by multi-tooth meshing, which can provide stable and reliable deceleration and torque increase effects in a limited space, meeting the stringent requirements of braking systems for high output force and high reliability.

[0037] In summary, this implementation method not only solves the problems of large size, many parts, and slow response of traditional electromechanical braking devices, but also achieves synergistic optimization in terms of performance, reliability, and space efficiency.

[0038] In the first embodiment of the present invention, the limiting of the motor 31 is accomplished by two bearings located at the connection between the motor 31 and the rotary transmission component 1. While the bearings play a positioning role, they also fill the contact area between the planetary gear 36 and the rotary transmission component 1 with grease to lubricate the planetary gear 36.

[0039] In a second embodiment of the invention, such as Figures 6-9 As shown, the drive unit 3 includes a stator 33 and an outer rotor. The outer rotor is configured as a rotary transmission component 1. The stator 33 is fixedly disposed in the hollow cavity 11 of the outer rotor. When the stator 33 is energized, it generates a rotating magnetic field, which drives the outer rotor to rotate around its axis.

[0040] Specifically, the drive unit 3 consists of a stator 33 and an outer rotor, where the outer rotor is directly constructed as a rotary transmission component 1, serving the dual functions of a motor rotor and a transmission screw. The stator 33 is fixedly disposed within the hollow cavity 11 formed inside the outer rotor and is kept relatively stationary within the hollow cavity 11 by a support structure. When the stator 33 is energized, its windings generate a rotating magnetic field, which interacts with the permanent magnets or magnetic conductive structures (e.g., silicon steel sheets 38) disposed on the inner wall of the outer rotor, driving the outer rotor to rotate around its own axis. For example, the outer wall of the outer rotor of the motor 31 and the inner wall of the linear transmission component 2 are both provided with ball raceways, and the two form a complete ball screw pair through ball cooperation. When the outer rotor rotates, the ball screw pair directly converts the rotational motion into the axial translation of the linear transmission component 2, thereby pushing the brake pad 4 to press against the brake disc 5. The entire power transmission path is: stator 33 magnetic field → outer rotor (i.e., rotary transmission component 1) → ball screw pair → linear output, without any intermediate transmission structure.

[0041] Unlike traditional electromechanical braking devices that typically employ a multi-stage, discrete structure consisting of a motor 31, a gearbox, a coupling, and a lead screw, this solution completely eliminates the intermediate transmission system. This integrated design brings multiple technical advantages: First, by eliminating traditional components such as the gearbox, output shaft, and coupling, the number of parts is significantly reduced, the structure is simpler, and manufacturing and assembly costs are lowered. Second, the absence of intermediate transmission links means lower energy loss, higher mechanical efficiency, faster response, and higher control precision. Third, the motor's silicon steel sheet 38 is directly mounted on the inner wall of the outer rotor, and the ball screw pair is directly integrated into the outer circumference of the outer rotor. The entire device shares a high degree of space in both the radial and axial directions, significantly reducing the overall volume, especially solving the problem of limited installation in confined spaces such as wheel hubs due to the lengthy structure of existing technologies. Finally, the integration of the motor 31 and the transmission mechanism into a single rotating body not only improves the system's rigidity and reliability but also enhances its anti-interference capability.

[0042] In summary, by integrating the motor 31 assembly with the ball screw assembly, a high degree of integration of the "drive-transmission-execution" functions is achieved. While ensuring high load-bearing capacity and smooth transmission, the integration, transmission efficiency and space adaptability are significantly improved, realizing the synergistic optimization of miniaturization, lightweighting and high performance of the electromechanical braking device.

[0043] In some embodiments of the present invention, a force detection component 6 is provided at the end of the rotary transmission member 1 away from the brake pad 4. The force detection component 6 includes a thrust bearing 61 and a pressure sensor 62. When the linear transmission member 2 moves axially under the braking reaction force, the axial force is transmitted to the force detection component 6 through the rolling element 21 on its inner circumference. The braking force is detected by the pressure sensor 62, and the rotary transmission member 1 is allowed to rotate freely relative to the linear transmission member 2 through the thrust bearing 61.

[0044] Specifically, a force detection component 6 is located at the end of the rotary transmission component 1 furthest from the brake pad 4 (i.e., the distal end) to achieve real-time sensing and closed-loop control of the braking force. This force detection component 6 includes a thrust bearing 61 and a pressure sensor 62. When braking occurs, the reaction force generated by the brake disc 5 on the brake pad 4 is sequentially transmitted axially to the linear transmission component 2. The inner wall of the linear transmission component 2 is provided with rolling elements 21 (such as balls or rollers). Under axial load, these rolling elements 21 transmit the force to the pressure sensor 62 of the force detection component 6. The pressure sensor 62 is precisely positioned in the force transmission path, enabling it to detect the applied braking force in real time and feed back the corresponding electrical signal to the electronic control unit (hereinafter referred to as the controller 8).

[0045] Based on this feedback signal, the controller 8 can dynamically adjust the output current or torque of the drive unit 3, thereby precisely regulating the braking force and achieving high-precision closed-loop control. This closed-loop mechanism significantly improves the consistency, linearity, and safety of the braking response.

[0046] Meanwhile, a thrust bearing 61 is disposed between the pressure sensor 62 and the rotary transmission component 1, allowing the rotary transmission component 1 to rotate freely relative to the linear transmission component 2 while reliably bearing axial loads. This design effectively isolates the rotational motion from interfering with the measurement process of the pressure sensor 62, ensuring the stability and accuracy of force signal acquisition. In one embodiment, the thrust bearing 61 may be a thrust needle roller bearing.

[0047] It is worth noting that the entire force detection component 6 is compactly integrated into the end space of the rotary transmission component 1 without increasing the axial length of the device. By embedding the pressure sensor 62 into the core force flow path, this invention not only achieves highly sensitive real-time monitoring of braking pressure, but also constructs an integrated intelligent braking architecture of "sensing-feedback-control", fundamentally improving the control accuracy, reliability and intelligence level of the electromechanical braking system.

[0048] In some embodiments of the present invention, the end of the rotary transmission member 1 away from the brake pad 4 is provided with an axially extending reduced-diameter section 12. The outer diameter of the reduced-diameter section 12 is smaller than the outer diameter of the rest of the rotary transmission member 1 body, and an annular shoulder is formed at the junction of the reduced-diameter section 12 and the rotary transmission member 1 body. The force detection assembly 6 further includes: an annular spacer 63, a thrust bearing 61 fixedly sleeved on the outer periphery of the reduced-diameter section 12, a pressure sensor 62 fixedly disposed at the end of the thrust bearing 61 away from the brake pad 4, and the annular spacer 63 disposed between the pressure sensor 62 and the thrust bearing 61 and / or between the thrust bearing 61 and the annular shoulder. The annular spacer 63 is configured to transmit axial force between adjacent components and uniformly distribute the axial load.

[0049] Specifically, the outer diameter of the reduced-diameter section 12 is smaller than the outer diameter of the rest of the rotary transmission component 1, and an annular shoulder is formed at the connection between the reduced-diameter section 12 and the main body, serving as a support surface for axial positioning and force transmission. In this embodiment, the support surface of the annular shoulder is not perpendicular to the axis of the rotary transmission component 1, but is designed as an inclined surface to optimize the transmission path of axial loads and improve stress distribution.

[0050] The force detection assembly 6 further includes one or more annular spacers 63, wherein the annular spacers 63 are made of a high-rigidity, low-deformation material, such as high-rigidity gaskets. A thrust bearing 61 is fixedly sleeved on the outer periphery of the reduced-diameter section 12, and a pressure sensor 62 is disposed on the side of the thrust bearing 61 away from the brake pad 4. The annular spacer 63 is arranged between the pressure sensor 62 and the thrust bearing 61, or it can be arranged between the thrust bearing 61 and the annular shoulder. Its main function is to reliably transmit axial force between adjacent components and distribute the load to the entire annular area through its uniform contact surface, avoiding local stress concentration, thereby improving the stability and repeatability of force detection. This structural design not only provides precise axial positioning and assembly reference for the thrust bearing 61 and the pressure sensor 62, but also ensures that the reaction force generated during braking can be smoothly transmitted along a preset path through the linear transmission component 2, the rolling element 21, the thrust bearing 61, the annular spacer 63, and the pressure sensor 62, enabling the pressure sensor 62 to accurately sense the actual braking force. Meanwhile, while bearing axial load, the thrust bearing 61 still allows the rotary transmission component 1 to rotate freely relative to the linear transmission component 2, ensuring the normal operation of the helical transmission. The entire force detection assembly 6 is compactly integrated into the end of the rotary transmission component 1 without adding extra axial space, thus balancing the dual requirements of high-precision force feedback and structural compactness.

[0051] In this embodiment, a shim, a thrust bearing 61, another shim, and a pressure sensor 62 are sequentially arranged along the axial direction on the inclined support surface of the annular shoulder, forming a complete force transmission chain. When braking occurs, the braking reaction force is transmitted to the assembly through the linear transmission member 2 and its inner circumferential rolling element 21, and is then conducted sequentially through the aforementioned shim, thrust bearing 61, shim, and pressure sensor 62.

[0052] Furthermore, the inclined shoulder support surface, in conjunction with the shim, helps to guide the load more evenly distributed across the entire contact area of ​​the thrust bearing 61 and the pressure sensor 62, reducing edge stress concentration and improving the linearity and repeatability of force detection. Simultaneously, the shim, as a rigid spacer element, not only ensures controllable assembly clearances between components but also maintains stable preload and force transmission characteristics during long-term operation. While bearing axial loads, the thrust bearing 61 allows the rotary transmission component 1 to rotate freely relative to the linear transmission component 2, thereby preventing rotational motion from interfering with the pressure sensor 62. This structure highly integrates the force detection function within the limited space at the end of the rotary transmission component 1, without requiring additional axial length. It achieves high-precision real-time sensing of braking force while maintaining transmission reliability and structural compactness, providing a stable and reliable mechanical feedback basis for the closed-loop control of the electromechanical braking device.

[0053] In some embodiments of the present invention, the electromechanical braking device further includes: a clamp body 7 and a controller 8. The rotary transmission component 1, the linear transmission component 2, and the drive unit 3 are all disposed within the clamp body 7. The inner wall of the clamp body 7 is provided with a slot 71, allowing the pressure sensor 62 to be mounted in the slot 71 and axially abut against the clamp body 7 to transmit axial force. The controller 8 is fixedly disposed at the end of the clamp body 7 away from the brake pad 4 and is electrically connected to the pressure sensor 62 via an elastic electrical contact element 81. The clamp body 7 is provided with a through hole 72, through which the elastic electrical contact element 81 or the pressure sensor 62 passes to achieve electrical connection between the controller 8 and the pressure sensor 62.

[0054] Specifically, the rotary transmission component 1, the linear transmission component 2, and the drive unit 3 are integrated and housed within the clamp body 7, forming a highly compact braking actuation module. This enhances the overall sealing, vibration resistance, and environmental adaptability of the device, facilitating vehicle layout and modular production. The inner wall of the clamp body 7 has a slot 71 specifically designed for mounting and positioning the pressure sensor 62. The pressure sensor 62 is embedded in the slot 71, forming axial contact with the slot surface of the clamp body 7 on its side away from the brake pad 4, thus serving as the terminal support point of the braking force transmission path. Furthermore, the pressure sensor 62 is mounted to the slot 71 of the clamp body 7 via two anti-rotation pins, which limit its rotation. During braking, the braking reaction force is transmitted from the brake pad 4 via the linear transmission component 2, and then sequentially through the rolling element 21 on its inner circumference, the thrust bearing 61, and the annular spacer 63 (such as a gasket) to the pressure sensor 62. After the pressure sensor 62 converts the axial force it receives into an electrical signal, it sends it to the controller 8 in real time to achieve precise closed-loop force control. The axial force is ultimately transmitted to the clamp body 7 through the contact surface between the pressure sensor 62 and the slot 71, ensuring that the entire force flow path is continuous, highly rigid, and free of looseness or gaps.

[0055] The controller 8 is fixedly mounted at the end of the clamp body 7 furthest from the brake pad 4 (i.e., the far end), and is used to receive the braking force signal output by the pressure sensor 62 and perform closed-loop control accordingly. To achieve a reliable electrical connection, the controller 8 and the pressure sensor 62 are connected via an elastic electrical contact element 81. Specifically, the clamp body 7 has a through hole 72 that axially penetrates the wall of the clamp body 7; one end of the elastic electrical contact element 81 is connected to the interface of the controller 8, and the other end passes through the through hole 72 and elastically abuts against the lead-out end of the pressure sensor 62, thereby achieving stable and vibration-resistant electrical signal transmission without welding or rigid insertion. In some arrangements, the pressure sensor 62 can also be inserted through the through hole 72 and mated with the elastic electrical contact element 81 on the controller 8 side. The elastic electrical contact element 81 can be a spring pin, spring sheet, or conductive rubber structure, ensuring good conductivity while absorbing minor displacements caused by thermal expansion, assembly tolerances, or operational vibrations, thus improving long-term reliability. The controller 8 is installed and positioned by the bolt boss on the clamp body 7, which ensures a stable connection with the pressure sensor 62. The entire device adopts a modular design, which eliminates the need for welding and facilitates disassembly and maintenance.

[0056] During vehicle operation, the brake pedal transmits deceleration signals to the braking system. The controller 8 needs to receive electrical signals from the upper-level software to execute the service braking control strategy; therefore, the installation of the controller 8 is indispensable for the electromechanical braking device. Compared to the currently known welded connection method between the controller 8 and the known brake-by-wire electromechanical braking device, this invention adopts a press-fit, solderless connection method. The controller 8 is directly pressed into the corresponding slot in the controller housing 10 to achieve electrical connection. Then, the controller housing 10 is placed on the end of the caliper 7 away from the brake pad 4, and electrical connection is achieved with electronic components such as the pressure sensor 62 through the elastic electrical contact element 81. A sealing ring 74 is used to seal the controller housing 10 and the caliper 7.

[0057] Compared to traditional welded electrical connections, this invention employs a press-type solderless connection. On one hand, this eliminates the need for high-temperature welding, reducing manufacturing complexity and preventing signal instability or device failure caused by welding defects such as incomplete soldering, cold soldering, or thermal damage. On the other hand, this connection method supports rapid disassembly and assembly. During product maintenance, calibration, or replacement of the pressure sensor 62, no destructive removal or re-welding is required; simply releasing the press allows for easy separation of the components, significantly simplifying the maintenance process and improving product serviceability and lifecycle reliability. Furthermore, the flexible electrical contact element 81 provides a stable electrical connection while effectively compensating for assembly tolerances and minor vibrations during operation, ensuring long-term signal transmission stability.

[0058] In some embodiments of the present invention, a radial magnet 34 is provided on the rotating component of the drive unit 3. The controller 8 includes an angle sensing chip configured to detect changes in the magnetic field of the radial magnet 34 and output rotation angle and angular velocity signals of the rotating component of the drive unit 3.

[0059] Specifically, the rotating component of the drive unit 3 is equipped with a radial magnet 34, whose magnetic field direction is perpendicular to the rotation axis. The controller 8 includes an angle sensing chip, which is positioned directly opposite the rotation trajectory of the radial magnet 34. When the rotating component of the drive unit 3 rotates, the radial magnet 34 rotates accordingly, and its magnetic field changes periodically relative to the angle sensing chip. The angle sensing chip detects this magnetic field change in real time and outputs a rotation angle signal and an angular velocity signal corresponding to the position of the rotating component. This non-contact angle detection scheme requires no mechanical connection or additional encoder structure, and features high integration, fast response, and long lifespan. The acquired angle and angular velocity information can be used by the controller 8 to precisely control the torque of the motor 31, determine the braking stroke status, implement stall protection, or assist in closed-loop adjustment of braking force, thereby improving the overall control accuracy, safety, and intelligence level of the electromechanical braking device. Simultaneously, since there is no physical contact between the sensing element and the rotating component, wear and interference are avoided, further enhancing the system's reliability and environmental adaptability.

[0060] In the first embodiment of the present invention, the radial magnet 34 is fixed to the end (i.e., the far end) of the input shaft of the motor 31. The motor 31 rotates, driving the radial magnet 34 to rotate. The angle sensing chip in the controller housing 10 converts the detected speed of change of the magnetic field line of the radial magnet 34 into the rotational speed of the motor 31.

[0061] In the second embodiment of the present invention, the motor end cover 37 is fixedly installed on the outer rotor of the motor, and the radial magnet 34 is fixed at the end (i.e., the far end) of the motor end cover 37. When the outer rotor rotates, it drives the radial magnet 34 to rotate. The angle sensing chip on the controller 8 can monitor the rotation angle and angular velocity of the motor 31 in real time through the rotating magnetic field.

[0062] In the second specific embodiment, the motor stator 33 and motor end cover 37 can be coaxially assembled with the outer rotor of the motor 31 via bearing bushings and deep groove ball bearings, and the motor silicon steel sheet 38 is installed on the inner wall of the outer rotor of the motor 31. Both the outer wall of the outer rotor of the motor 31 and the inner wall of the linear transmission component 2 are provided with ball raceways, which, together with the balls, constitute a ball screw assembly. Regardless of the embodiment, the linear transmission component 2 and the cylinder bore of the clamp body 7 are clearance-fitted. The device also includes a dust cover 20, the outer wall of which is press-fitted onto the clamp body 7, and the inner wall of which is installed on the linear transmission component 2, for waterproofing and dustproofing the device.

[0063] In some embodiments of the present invention, the electromechanical braking device further includes a bracket 9 for mounting left and right brake pads 4 and adapted to be fixed to the vehicle steering knuckle. A caliper body 7 is slidably connected to the bracket 9 via a guide pin 73, allowing the caliper body 7 to float axially along the brake disc 5. When the linear actuator 2 pushes the brake pad 4 on its adjacent side to press against the brake disc 5, the brake disc 5 pushes the brake pad 4 on the other side by a reaction force. The floating of the caliper body 7 allows the brake pads 4 on both sides to clamp the brake disc 5 synchronously.

[0064] Specifically, the bracket 9 is used to mount the left and right brake pads 4, and the bracket 9 is adapted to be fixedly connected to the steering knuckle of the vehicle as the mounting base for the entire brake. The caliper body 7 can be slidably connected to the bracket 9 via a pair of guide pins 73, allowing the caliper body 7 to float freely along the axial direction of the brake disc 5 (i.e., the axial direction of the linear transmission 2).

[0065] During braking, the drive unit 3 drives the rotary transmission component 1 to rotate, which in turn drives the linear transmission component 2 to extend along its axis via a helical engagement structure. This pushes the brake pad 4 on the adjacent side to press against the brake disc 5. At this time, the brake disc 5 generates a reaction force on the pressed brake pad 4. This reaction force is transmitted through the brake disc 5 to the brake pad 4 on the other side, and further pushes the caliper 7 to move in the opposite direction along the axis of the linear transmission component 2. Since the caliper 7 can float axially relative to the bracket 9, this reverse displacement is smoothly achieved, thereby driving the brake pad 4 on the other side to synchronously adhere to the opposite friction surface of the brake disc 5, ultimately completing the clamping action of the brake pads 4 on both sides against the brake disc 5.

[0066] This single-push-floating clamping mechanism requires only one active pushing side to achieve simultaneous braking on both sides by utilizing the axial floating characteristic of the clamp body 7. It features a simple structure and reliable response. Simultaneously, this design effectively compensates for the effects of brake disc 5 runout, uneven friction pad wear, or assembly tolerances, avoiding problems such as one-sided contact, dragging, or unbalanced braking force. This significantly improves braking smoothness, friction material utilization, and system durability.

[0067] In some embodiments of the present invention, the controller 8 is fixedly disposed at the end of the clamp body 7 away from the brake pad 4, and is electrically connected to the motor stator 33 of the drive unit 3 through the elastic electrical contact element 81.

[0068] Specifically, the clamp body 7 is provided with a through hole 72 or a conductive channel. One end of the elastic electrical contact element 81 is connected to the power supply and control signal output terminal of the controller 8, and the other end passes through the through hole 72 to form an elastic abutment with the winding lead-out terminal of the motor stator 33, thereby providing drive current to the motor 31 and transmitting control signals. In this way, when it is necessary to replace the controller 8 or repair the motor 31, no destructive disassembly is required, and the connection can be quickly separated, simplifying the maintenance and rework process. At the same time, the elastic electrical contact element 81 has good vibration resistance and compensation capabilities, and can adapt to assembly tolerances and small displacements during operation, ensuring long-term stable and reliable electrical performance.

[0069] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0070] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0071] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A highly integrated electromechanical braking device, characterized in that, include: A rotary transmission component (1) has a hollow cavity (11) extending along its axial direction inside. Linear transmission component (2), which is sleeved on the outer periphery of the rotary transmission component (1) and is connected to the rotary transmission component (1) through a helical engagement structure, and is constrained to be able to move only along the axial direction of the rotary transmission component (1); The drive unit (3) is at least partially housed in the hollow cavity (11) of the rotary transmission member (1), or is constructed as an integral rotary output component with the rotary transmission member (1) for driving the rotary transmission member (1) to rotate around its axis. When the drive unit (3) drives the rotary transmission component (1) to rotate, the linear transmission component (2) is driven to generate axial linear motion through the helical engagement structure, thereby pushing the brake pad (4) to press against the brake disc (5).

2. The highly integrated electromechanical braking device according to claim 1, characterized in that, The driving unit (3) includes: The motor (31) and the speed reduction transmission mechanism (32) are both located in the hollow cavity (11) of the rotary transmission member (1); the output end of the motor (31) is connected to the rotary transmission member (1) through the speed reduction transmission mechanism (32) to drive the rotary transmission member (1) to rotate around its axis.

3. The highly integrated electromechanical braking device according to claim 2, characterized in that, The speed reduction transmission mechanism (32) is a planetary gear system, and the output end of the motor (31) is connected to the planetary gear system for transmission; and the inner wall of the rotary transmission member (1) is provided with a gear ring portion, which meshes with the planetary gear system.

4. The highly integrated electromechanical braking device according to claim 1, characterized in that, The driving unit (3) includes: The stator (33) and the outer rotor (34) are configured as the rotary transmission component (1). The stator (33) is fixedly disposed in the hollow cavity (11) of the outer rotor (34). When the stator (33) is energized, it generates a rotating magnetic field, which drives the outer rotor (34) to rotate around its axis.

5. The highly integrated electromechanical braking device according to claim 1, characterized in that, A force detection component (6) is provided at one end of the rotary transmission component (1) away from the brake pad (4). The force detection component (6) includes a thrust bearing (61) and a pressure sensor (62). When the linear transmission member (2) moves axially under the braking reaction force, the axial force is transmitted to the force detection component (6) through the rolling element (21) on its inner circumference. The braking force is detected by the pressure sensor (62), and the rotary transmission member (1) is allowed to rotate freely relative to the linear transmission member (2) through the thrust bearing (61).

6. The highly integrated electromechanical braking device according to claim 5, characterized in that, The rotary transmission member (1) has an axially extending reduced diameter section (12) at one end away from the brake pad (4). The outer diameter of the reduced diameter section (12) is smaller than the outer diameter of the rest of the rotary transmission member (1) body, and an annular shoulder is formed at the junction of the reduced diameter section (12) and the rotary transmission member (1) body. The force detection assembly (6) further includes an annular spacer (63), the thrust bearing (61) is fixedly sleeved on the outer periphery of the reduced diameter section (12), the pressure sensor (62) is fixedly disposed at the end of the thrust bearing (61) away from the brake pad (4), and the annular spacer (63) is disposed between the pressure sensor (62) and the thrust bearing (61) and / or between the thrust bearing (61) and the annular shoulder; wherein, the annular spacer (63) is configured to transmit axial force between adjacent components and uniformly distribute axial load.

7. The highly integrated electromechanical braking device according to claim 5, characterized in that, Also includes: The clamp body (7), the rotary transmission component (1), the linear transmission component (2) and the drive unit (3) are all disposed in the clamp body (7). The inner wall of the clamp body (7) is provided with a slot (71) so that the pressure sensor (62) is installed in the slot (71) and axially abuts against the clamp body (7) to realize the transmission of axial force. The controller (8) is fixedly disposed at one end of the clamp body (7) away from the brake pad (4) and is electrically connected to the pressure sensor (62) through an elastic electrical contact element (81); The clamp body (7) is provided with a through hole (72), and the elastic electrical contact element (81) or the pressure sensor (62) passes through the through hole (72) to realize the electrical connection between the controller (8) and the pressure sensor (62).

8. The highly integrated electromechanical braking device according to claim 1, characterized in that, The rotating component of the drive unit (3) is provided with a radial magnet (35). It also includes: a controller (8), which includes an angle sensing chip configured to detect changes in the magnetic field of the radial magnet (35) and output rotation angle and angular velocity signals of the rotating component of the drive unit (3).

9. The highly integrated electromechanical braking device according to claim 1, characterized in that, Also includes: Bracket (9), the bracket (9) is used to install left and right brake pads (4) and is adapted to be fixed to the vehicle steering knuckle; The clamp body (7) is slidably connected to the bracket (9) via a guide pin (73) so that the clamp body (7) can float along the axial direction of the brake disc (5); when the linear transmission member (2) pushes the brake pad (4) on its adjacent side to press against the brake disc (5), the brake disc (5) pushes the brake pad (4) on the other side by a reaction force, and the floating of the clamp body (7) enables the brake pads (4) on both sides to clamp the brake disc (5) simultaneously.

10. The highly integrated electromechanical braking device according to claim 1, characterized in that, Also includes: The clamp body (7), the rotary transmission component (1), the linear transmission component (2) and the drive unit (3) are all disposed inside the clamp body (7); The controller (8) is fixedly disposed at one end of the clamp body (7) away from the brake pad (4) and is electrically connected to the motor stator (33) of the drive unit (3) through an elastic electrical contact element (81).

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