Braking device, braking system and vehicle

Abstract

The application discloses a brake device and a vehicle, and relates to the technical field of vehicle manufacturing, and the brake device comprises a brake caliper body, a brake motor, a speed reduction mechanism, a transmission mechanism and a brake pad, the brake motor, the speed reduction mechanism and the transmission mechanism are all mounted on the brake caliper body and are sequentially transmissionally connected to drive the brake pad to axially move, wherein at least part of the speed reduction mechanism is embedded in the brake motor, and at least part of the transmission mechanism is embedded in the brake motor. According to the brake assembly, the integration degree is high, the overall axial dimension is small, more components can be arranged in the same axial space, and different vehicle models can be conveniently arranged.

Description

Technical Field

[0001] This invention relates to the field of vehicle manufacturing technology, and more particularly to a braking device, a braking system having the braking device, and a vehicle having the braking device or the braking system. Background Technology

[0002] Electromechanical braking (EMB) achieves braking function through motors, sensors, and control units, and features fast response, high control precision, and high integration.

[0003] In related technologies, the brake motor, reducer, and lead screw transmission structure are arranged in an axial stacked manner, resulting in an accumulation of axial height. This leads to an increase in the overall axial height of the braking device, occupying too much axial space and hindering the arrangement of other structural components of the chassis. Summary of the Invention

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a braking device with high integration and small overall axial dimensions, which allows for the arrangement of more components within the same axial space, facilitating the layout of different vehicle models.

[0005] According to an embodiment of the present invention, a braking device includes: a brake caliper; a brake motor, a reduction mechanism, a transmission mechanism, and a brake pad, wherein the brake motor, the reduction mechanism, and the transmission mechanism are all mounted on the brake caliper and sequentially connected for driving the brake pad to move axially; wherein at least a portion of the reduction mechanism is embedded in the brake motor, and at least a portion of the transmission mechanism is embedded in the brake motor.

[0006] According to the braking device of the present invention, by embedding at least a portion of the deceleration mechanism and at least a portion of the transmission mechanism within the brake motor, the axial heights of at least a portion of the deceleration mechanism and at least a portion of the brake motor coincide, and the axial heights of at least a portion of the transmission mechanism and at least a portion of the brake motor also coincide. This effectively reduces the axial space occupied by the deceleration mechanism and the brake motor, and achieves integrated arrangement of the deceleration mechanism and the transmission mechanism with the brake motor at the same axial height. This improves the integration of the braking device, reduces the overall axial dimension of the braking device, and allows for the arrangement of more components within the same axial space, facilitating the layout of different vehicle models. According to some embodiments of the braking device of the present invention, the axis of the brake motor, the axis of the reduction mechanism, and the axis of the transmission mechanism coincide.

[0007] According to some embodiments of the braking device of the present invention, at least a portion of the transmission mechanism is embedded within the reduction mechanism.

[0008] According to some embodiments of the present invention, the braking device includes a brake motor comprising a stator structure and a rotor structure that are rotatably coupled, the rotor structure being drive-connected to the reduction mechanism, a first embedded space being formed within the rotor structure, and at least a portion of the reduction mechanism and at least a portion of the transmission mechanism being located within the first embedded space.

[0009] According to some embodiments of the braking device of the present invention, the deceleration mechanism includes a sun gear, a first gear, a second gear and a planetary carrier that are sequentially powered between the brake motor and the transmission mechanism, wherein the sun gear, the first gear and the second gear are all located within the first embedded space.

[0010] According to some embodiments of the braking device of the present invention, the first gear and the second gear are coaxially fixed, the first gear meshes with the sun gear, and the second gear is connected to the planet carrier.

[0011] According to some embodiments of the braking device of the present invention, the deceleration mechanism further includes a gear ring, which is fixed relative to the brake caliper body, and the second gear is located inside the gear ring and meshes with the gear ring.

[0012] According to some embodiments of the braking device of the present invention, there are multiple first gears and multiple second gears connected in a one-to-one correspondence, the planet carrier and the multiple second gears together define a second embedded space, or the planet carrier defines a second embedded space; wherein at least a portion of the transmission mechanism is located within the second embedded space.

[0013] According to some embodiments of the braking device of the present invention, a first bearing member is provided between the gear ring and the rotor structure.

[0014] According to some embodiments of the braking device of the present invention, a fourth bearing is provided between the rotor structure and the brake caliper body.

[0015] According to some embodiments of the braking device of the present invention, the transmission mechanism includes a circumferential rotating member and an axial pushing member, the reduction mechanism rotates synchronously with the circumferential rotating member, and the circumferential rotating member drives the axial pushing member to move along the axial direction of the transmission mechanism when rotating. The axial pushing member is adapted to drive the brake pad to move, and at least a portion of the circumferential rotating member is embedded in the reduction mechanism.

[0016] According to some embodiments of the braking device of the present invention, the circumferential rotating member is sleeved on the outer periphery of the axial pushing member to be threadedly engaged with the axial pushing member; wherein, the deceleration mechanism includes a planetary carrier, a second embedded space is formed in the planetary carrier, and one end of the circumferential rotating member away from the brake pad extends axially into the second embedded space and is connected to the planetary carrier for transmission.

[0017] According to some embodiments of the braking device of the present invention, a force detection element is provided between the circumferential rotating member and the brake caliper body, the force detection element being used to detect the force between the circumferential rotating member and the brake caliper body.

[0018] According to some embodiments of the braking device of the present invention, a first bearing member is provided between the gear ring and the rotor structure.

[0019] The present invention also proposes a braking system.

[0020] The braking system according to the embodiments of the present invention includes the braking device described in any of the above embodiments.

[0021] The present invention also proposes a vehicle.

[0022] The vehicle according to the embodiments of the present invention includes the braking device or braking system described in any of the above embodiments.

[0023] The vehicle, the braking system, and the aforementioned braking device all have the same advantages over the prior art, and will not be repeated here.

[0024] 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

[0025] 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 braking device according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the braking device according to an embodiment of the present invention; Figure 3 This is a partial structural schematic diagram of the braking device according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the transmission mechanism according to an embodiment of the present invention; Figure 5 This is an exploded view of the transmission mechanism according to an embodiment of the present invention; Figure 6 This is an exploded view of the deceleration mechanism and brake motor according to an embodiment of the present invention; Figure 7 This is a schematic diagram of the deceleration mechanism according to an embodiment of the present invention; Figure 8 This is a schematic diagram of the brake motor, reduction mechanism, and transmission mechanism according to an embodiment of the present invention.

[0026] Figure label: Braking device 100, Brake caliper 1, Brake motor 2, stator structure 21, rotor structure 22, rotor 221, motor shaft 222, first embedded space 223. The reduction mechanism 3, sun gear 31, first gear 321, second gear 322, planet carrier 33, ring gear 34, and second embedded space 35. Transmission mechanism 4, axial pushing member 41, axial part of screw 411, radial part of screw 412 Circumferential rotating part 42, axial part of threaded sleeve 421, radial part of threaded sleeve 422, Brake pad 5, First bearing component 61, second bearing component 62, bearing steel sleeve 621, third bearing component 63, fourth bearing component 64, fifth bearing component 65. 7. Preload structure; 8. Force detection component; 91. Open retaining ring; 92. Wave spring. The axis a of the transmission mechanism. Detailed Implementation

[0027] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0028] 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," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the 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, and therefore should not be construed as a limitation of the invention. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more. In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" 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 invention based on the specific circumstances.

[0029] The following is for reference. Figures 1-8 The braking device 100 according to an embodiment of the present invention is described. The braking device 100 has a high degree of integration and a small overall axial dimension, which allows more components to be arranged in the same axial space, making it convenient for different vehicle models to be arranged.

[0030] like Figures 1-8 As shown, a braking device 100 according to an embodiment of the present invention includes: a brake caliper body 1, a brake motor 2, a reduction mechanism 3, a transmission mechanism 4, and a brake pad 5.

[0031] The brake caliper 1 is the core actuator in the electromechanical braking (EMB) system, which can transmit braking force to achieve vehicle braking.

[0032] The brake motor 2 is the power source of the braking device 100, providing power for braking. The reduction mechanism 3 is a reducer, used for speed reduction and torque increase. Since the brake motor 2 has a high rotational speed but requires a large braking torque, the reduction mechanism 3 can reduce the output speed of the brake motor 2 and increase its output torque to meet braking demands. The transmission mechanism 4 is a motion conversion device, converting the rotational motion output by the brake motor 2 into the linear motion of the brake pads 5, enabling them to accurately and quickly clamp the brake disc for rapid braking.

[0033] The brake motor 2, reduction mechanism 3, and transmission mechanism 4 are all mounted on the brake caliper body 1 and are sequentially connected to drive the brake pad 5 axially. That is, the reduction mechanism 3 is connected between the brake motor 2 and the transmission mechanism 4, allowing the power of the brake motor 2 to be transmitted to the transmission mechanism 4 via the reduction mechanism 3. The braking device 100 contains a brake control unit. When the vehicle needs to brake, the central control unit sends a braking command to the brake control unit. Upon receiving the braking command, the brake control unit controls the brake motor 2 to rotate. The rotation of the brake motor 2 transmits power to the reduction mechanism 3, driving it to achieve deceleration and torque increase. The movement of the reduction mechanism 3 drives the transmission mechanism 4 to transmit power to the transmission mechanism 4. The transmission mechanism 4 converts the rotational motion into axial linear motion, that is, converts the output torque of the brake motor 1 into a direct thrust. The transmission mechanism 4 moves axially towards the brake pad 5. After the transmission mechanism 4 presses against the brake pad 5, it pushes the brake pad 5 towards the brake disc in a linear motion until the brake pad 5 presses against and clamps the brake disc, thus achieving vehicle braking.

[0034] Correspondingly, when it is necessary to release the brake, the brake control unit controls the brake motor 2 to rotate in the opposite direction. When the brake motor 2 rotates in the opposite direction, it transmits power to the transmission mechanism 4. The transmission mechanism 4 moves axially in a linear motion away from the brake pad 5. After the transmission mechanism 4 leaves the brake pad 5, the brake pad 5 resets to leave the brake disc, thus releasing the vehicle from the brake.

[0035] Furthermore, at least a portion of the reduction mechanism 3 is embedded within the brake motor 2, and at least a portion of the transmission mechanism 4 is embedded within the brake motor 2.

[0036] Specifically, the interior of the brake motor 2 is hollow, allowing part or all of the reduction mechanism 3 to extend axially into the brake motor 2. This results in at least a portion of the brake motor 2 and at least a portion of the reduction mechanism 3 forming a radial nested fit. In other words, the radial projections of at least a portion of the brake motor 2 and at least a portion of the reduction mechanism 3 coincide, meaning that at least a portion of the brake motor 2 and at least a portion of the reduction mechanism 3 are directly opposite each other radially. This allows at least a portion of the reduction mechanism 3 to be axially embedded within the brake motor 2, reducing the axial space occupied by the reduction mechanism 3 and thus reducing the overall axial dimension of the braking device 100. Consequently, while ensuring high transmission efficiency and large output torque, the overall axial dimension of the braking device 100 is avoided from being too large.

[0037] And a part or all of the transmission mechanism 4 can extend into the brake motor 2 axially, so that at least a part of the brake motor 2 and at least a part of the reduction mechanism 3 form a radial nested fit, thereby realizing that at least a part of the transmission mechanism 4 is embedded in the brake motor 2 axially, reducing the space occupied by the reduction mechanism 3 in the axial direction, thereby further reducing the overall axial dimension of the braking device 100.

[0038] It should be noted that the deceleration mechanism 3 and the transmission mechanism 4 can be nested within the brake motor 2, or they can be distributed radially, axially, or in other ways. They can be flexibly arranged, and this embodiment does not limit them.

[0039] In practical design, for example, the reduction mechanism 6 can be set as a worm gear reducer, planetary gear reducer, cylindrical gear reducer, bevel gear reducer, single-stage reducer, multi-stage reducer, etc. The planetary gear reducer can be selected as a planetary gear train, differential gear train, etc., and the transmission mechanism 4 can be set as a lead screw mechanism, etc., which can be flexibly set.

[0040] Therefore, by embedding at least a portion of the reduction mechanism 3 and at least a portion of the transmission mechanism 4 within the brake motor 2, the axial heights of at least a portion of the reduction mechanism 3 and at least a portion of the brake motor 2 coincide, and the axial heights of at least a portion of the transmission mechanism 4 and at least a portion of the brake motor 2 coincide. This effectively reduces the axial space occupied by the reduction mechanism 3 and the brake motor 2, achieving integrated axial height of the reduction mechanism 3 and the transmission mechanism 4 with the brake motor 2. This improves the integration of the braking device 100, reduces the overall axial dimension of the braking device 100, and allows for the arrangement of more components within the same axial space, facilitating the layout of different vehicle models.

[0041] In some embodiments, the axis of the brake motor 2, the axis of the reduction mechanism 3, and the axis of the transmission mechanism 4 coincide.

[0042] In other words, the brake motor 2, the reduction mechanism 3, and the transmission mechanism 4 are arranged coaxially, meaning that the rotation axes of the brake motor 2, the reduction mechanism 3, and the transmission mechanism 4 are on the same straight line, so that the three share the same axis. This reduces the transmission chain, shortens the power transmission path, improves power transmission efficiency, reduces power loss, and facilitates the arrangement of the brake motor 2, the reduction mechanism 3, and the transmission mechanism 4.

[0043] The reduction mechanism 3 and the transmission mechanism 4 are arranged coaxially within the brake motor 2 along the axial direction of the brake motor 2. This facilitates the efficient transmission of power from the reduction mechanism 3 to the transmission mechanism 4, reduces the radial dimension of the brake motor 2, and prevents the radial dimension of the brake motor 2 from being too large. This reduces the overall radial dimension of the brake device 100, further improves the integration of the brake device 100, and facilitates the installation of the brake motor 2, the reduction mechanism 3, and the transmission mechanism 4.

[0044] In a specific embodiment, such as Figure 3 As shown, the axis of brake motor 2, the axis of reduction mechanism 3, and the axis a of transmission mechanism 4 coincide, that is, brake motor 2, reduction mechanism 3 and transmission mechanism 4 share axis a, the three have the same axis center, and rotate together around axis a.

[0045] In some embodiments, at least a portion of the transmission mechanism 4 is embedded within the reduction mechanism 3.

[0046] Specifically, the interior of the deceleration mechanism 3 is hollow, so that part or all of the transmission mechanism 4 can extend into the deceleration mechanism 3 axially, thereby forming a radial nested fit between at least part of the deceleration mechanism 3 and at least part of the transmission mechanism 4. In other words, the radial projections of at least part of the deceleration mechanism 3 and at least part of the transmission mechanism 4 coincide, that is, at least part of the deceleration mechanism 3 and at least part of the transmission mechanism 4 are directly opposite each other in the radial direction, thereby realizing that at least part of the transmission mechanism 4 is embedded in the deceleration mechanism 3 axially, reducing the space occupied by the transmission mechanism 4 in the axial direction, and further reducing the overall axial dimension of the braking device 100.

[0047] Therefore, by embedding at least a portion of the reduction mechanism 3 axially within the brake motor 2, and by embedding at least a portion of the transmission mechanism 4 axially within the reduction mechanism 3, at least a portion of the brake motor 2, at least a portion of the reduction mechanism 3, and at least a portion of the transmission mechanism 4 form a triple axial height overlap in the radial direction. This reduces the space occupied by the reduction mechanism 3 and the transmission mechanism 4, and achieves axial height integration of the brake motor 2, the reduction mechanism 3, and the transmission mechanism 4. This improves the integration of the braking device 100, greatly reduces the overall axial space occupied by the brake motor 2, the reduction mechanism 3, and the transmission mechanism 4, and thus reduces the overall axial dimension of the braking device 100. More components can be arranged in the same axial space, which is convenient for different vehicle models.

[0048] In some embodiments, the brake motor 2 includes a stator structure 21 and a rotor structure 22 that are rotatably coupled. The rotor structure 22 is connected to the reduction mechanism 3 in a transmission manner, and a first embedded space 223 is formed in the rotor structure 22.

[0049] Specifically, the stator structure 21 is the fixed part of the brake motor 2, and is fixed to the brake caliper body 1. The rotor structure 22 is the rotating part of the brake motor 2. The stator structure 21 is sleeved outside the rotor structure 22 and is coaxially arranged, that is, the brake motor 2 is an internal rotor motor, which has a simple structure, small size, light weight, high efficiency, and large housing area, which facilitates heat dissipation of the brake motor 2. The rotor structure 22 includes a rotor 221 and a motor shaft 222. The motor shaft 222 is fixedly connected to the rotor 221, that is, the rotor 221 and the motor shaft 222 rotate synchronously. The interior of the motor shaft 222 is hollow, that is, the motor shaft 222 is similar to a hollow cup structure, so as to form a first embedded space 223 that is open on one side along the axial direction. The first embedded space 223 is used to install the reduction mechanism 3 and the transmission mechanism 4. The reduction mechanism 3 and the transmission mechanism 4 can be installed from the open side of the first embedded space 223. The motor shaft 222 of the rotor structure 22 is connected to the reduction mechanism 3 to realize the transmission connection between the rotor structure 22 and the reduction mechanism 3. When the current passes through the stator structure 21, the stator structure 21 will drive the rotor structure 22 to rotate. The rotation of the rotor structure 22 drives the reduction mechanism 3 to move, so as to transmit the power to the reduction mechanism 3.

[0050] Furthermore, at least a portion of the deceleration mechanism 3 and at least a portion of the transmission mechanism 4 are located within the first embedded space 223.

[0051] Specifically, such as Figure 1 and Figure 2 As shown, at least a portion of the reduction mechanism 3 and at least a portion of the transmission mechanism 4 can be inserted from the open side of the first recessed space 223. It is understood that the first recessed space 223 should be adapted to the shape and size of the reduction mechanism 3 and the transmission mechanism 4, so that at least a portion of the reduction mechanism 3 and at least a portion of the transmission mechanism 4 can be smoothly installed into the first recessed space 223, avoiding interference, etc.

[0052] By ensuring that at least a portion of the deceleration mechanism 3 and at least a portion of the transmission mechanism 4 are located within the first embedded space 223, the power of the brake motor 2 can be efficiently transmitted to the deceleration mechanism 3 and the transmission mechanism 4.

[0053] Furthermore, by installing a portion or all of the reduction mechanism 3 and a portion or all of the transmission mechanism 4 into the first embedded space 223, at least a portion of the reduction mechanism 3 can be radially overlapped with at least a portion of the brake motor 2, reducing the space occupied by the reduction mechanism 3 in the axial direction; and at least a portion of the transmission mechanism 4 can be radially overlapped with at least a portion of the brake motor 2, reducing the space occupied by the transmission mechanism 4 in the axial direction.

[0054] In some embodiments, such as Figure 2As shown, the reduction mechanism 3 includes a sun gear 31, a first gear 321, a second gear 322, and a planetary carrier 33 that are sequentially connected to the brake motor 2 and the transmission mechanism 4. That is, the output end of the brake motor 2 is connected to the sun gear 31, the sun gear 31 is connected to the first gear 321, the first gear 321 is connected to the second gear 322, the second gear 322 is connected to the planetary carrier 33, and the planetary carrier 33 is connected to the transmission mechanism 4. Thus, the power of the brake motor 2 can be sequentially transmitted from the sun gear 31, the first gear 321, the second gear 322, and the planetary carrier 33 to the transmission mechanism 4.

[0055] In practical design, such as Figure 2 As shown, the sun gear 31 can be fixedly connected to the motor shaft 222 of the rotor structure 22 to realize the transmission connection between the brake motor 2 and the sun gear 31, so that when the rotor structure 22 rotates, it can drive the sun gear 31 to rotate.

[0056] Therefore, when the rotor structure 22 of the brake motor 2 rotates, it can drive the sun gear 31 to rotate. When the sun gear 31 rotates, it can drive the first gear 321 to rotate. When the second gear 322 rotates, it can drive the planet carrier 33 to rotate. When the planet carrier 33 rotates, it can drive the transmission mechanism 4 to move, thereby realizing the power transmission from the rotor structure 22 to the transmission mechanism 4. Then, the transmission mechanism 4 pushes the brake pad 5 to move, thereby realizing braking.

[0057] Furthermore, the sun gear 31, the first gear 321, and the second gear 322 are all located within the first embedded space 223.

[0058] Specifically, such as Figure 1 As shown, a portion of the axial direction of the sun gear 31 is connected to the motor shaft 222 of the rotor structure 22, while another portion of the axial direction of the sun gear 31 is located within the first embedded space 223. The first gear 321 is positioned close to the sun gear 31 and located within the first embedded space 223. The second gear 322 is located on the axial side of the first gear 321 away from the sun gear 31 and is also located within the first embedded space 223. Simultaneously, at least a portion of the planetary carrier 33 is located within the first embedded space 223. Thus, at least a portion of the sun gear 31, the first gear 321, the second gear 322, and the planetary carrier 33 are embedded within the brake motor 2, ensuring that at least a portion of these components are axially aligned with the brake motor 2, thereby reducing the axial space occupied by at least a portion of the sun gear 31, the first gear 321, the second gear 322, and the planetary carrier 33.

[0059] In some embodiments, the first gear 321 and the second gear 322 are coaxially fixed, the first gear 321 meshes with the sun gear 31, and the second gear 322 is connected to the planet carrier 33.

[0060] Specifically, a planetary shaft is provided on the planetary carrier 33, and the first gear 321 and the second gear 322 can be coaxially fixed through the planetary shaft so that the first gear 321 and the second gear 322 can rotate synchronously. The planetary shaft and the first gear 321 and the second gear 322 can be rotatably connected through bearings to transmit torque. The first gear 321 and the sun gear 31 are externally meshed. The brake motor 2 can transmit power to the sun gear 31. After receiving the power, the sun gear 31 realizes power input, starts transmission, and drives the first gear 321 to rotate. Through the transmission of the first gear 321, the first stage of transmission deceleration is realized, that is, the first stage of deceleration is realized, providing the first stage of transmission ratio. Then, when the first gear 321 rotates, it can drive the second gear 322 to rotate. Through the transmission of the second gear 322, the second stage of transmission deceleration is realized, that is, the second stage of deceleration is realized, providing the second stage of transmission ratio. Thus, it is possible to provide two stages of transmission ratio under the condition of one stage of transmission. Then, the rotation of the second gear 322 drives the planet carrier 33 to rotate, realizing power output. When the planet carrier 33 is in motion, it drives the transmission mechanism 4 to drive, realizing torque output. Then, when the transmission mechanism 4 is in motion, it drives the brake pad 5 to move relative to the brake caliper 1, so as to realize braking.

[0061] In this embodiment, two-stage reduction and two-stage transmission ratios can be achieved through the two-stage transmission of the first gear 321 and the second gear 322, which are coaxially fixed. The first gear 321 meshes with the sun gear 31 to achieve power input, and the second gear 322 connects with the planet carrier 33 to achieve power output. Thus, only one set of reduction mechanism is needed to achieve two-stage reduction and reach the required transmission ratio. This eliminates one set of input and output in the two-stage transmission reduction mechanism, reducing the two sets of input and output of the original two-stage transmission reduction mechanism to one set. That is, it achieves two-stage transmission ratios in the case of single-stage transmission, thereby increasing the transmission ratio and improving the output torque of the brake motor 2. This reduces the number of additional transmission components, thereby reducing the number of components, improving the integration of the brake device 100, reducing the overall size of the brake device 100, and shortening the transmission chain, i.e., reducing the power transmission path, reducing the energy loss of intermediate transmission links, and improving the power transmission efficiency.

[0062] In some embodiments, the reduction mechanism 3 further includes a gear ring 34, which is fixed relative to the brake caliper body 1, i.e., the gear ring 34 does not rotate. The gear ring 34 can be fixedly connected to the brake caliper body 1 by means of snap-fit, bolt connection, plug connection, etc., to ensure the stability of the gear ring 34. The second gear 322 can be located inside the gear ring 34 and mesh with the gear ring 34, i.e., the second gear 322 can revolve around the axis of the sun gear 31 inside the gear ring 34, and at the same time, rotate around its own axis, i.e., around the planetary axis. Thus, the first stage of reduction is achieved through the external meshing of the sun gear 31 and the first gear 321, and the second stage of reduction is achieved through the internal meshing of the second gear 322 and the gear ring 34. Finally, the torque is output through the planet carrier 33.

[0063] The sun gear 31 is connected to the rotor structure 22 and rotates synchronously. The sun gear 31 can be fixedly connected to the motor shaft 222 of the rotor structure 22 to realize the connection between the sun gear 31 and the rotor structure 22. When the rotor structure 22 rotates, it can drive the sun gear 31 to rotate synchronously. The sun gear 31 can be fixedly connected to the motor shaft 222 of the rotor structure 22 through interference fit, key connection, bolt connection, press-fit, spline connection, etc., which can be flexibly set.

[0064] The first-stage reduction involves the external meshing of the sun gear 31 with the first gear 321, causing the sun gear 31 to drive the first gear 321 to rotate around its own axis (i.e., around the planetary axis). The first gear 321 then drives the second gear 322 to rotate synchronously around its own axis (i.e., around the planetary axis), thus initially reducing the speed. The second-stage reduction then involves the internal meshing of the second gear 322 with the ring gear 34, causing the second gear 322 to revolve around the axis of the sun gear 31 and drive the first gear 321 and the planet carrier 33 to revolve around the axis of the sun gear 31, further reducing the speed and increasing the torque. The power is shared between the first gear 321 and the second gear 322, reducing the load on individual gears and extending their service life.

[0065] It is understandable that the second gear 322 is rotatably connected to the planetary carrier 33, which can be achieved through bearings or pins, allowing the first gear 321 and the second gear 322 to revolve around the sun gear 31 while rotating on their own axes. In the actual design, the diameter and number of teeth of the first gear 321 are larger than those of the second gear 322, meaning the first gear 321 is a large gear and the second gear 322 is a small gear. Through the combined internal and external meshing of the first and second gears 322, the reduction mechanism 3 can provide two levels of transmission ratios within a small space with only one level of transmission, achieving a large transmission ratio. Furthermore, the smaller size of the second gear 322 reduces the axial dimension of the planetary carrier 33, thereby reducing the axial dimension of the reduction mechanism 3, improving transmission efficiency, and reducing the space occupied by the reduction mechanism 3. Thus, this reduction mechanism 3 can output a large torque while maintaining a high transmission ratio, shortening the transmission chain, improving power transmission efficiency, and simultaneously reducing the number of parts and the compact structure, preventing the overall axial dimension of the brake assembly 100 from becoming too large, and reducing the overall axial dimension of the brake assembly 100.

[0066] In some embodiments, there are multiple first gears 321 and second gears 322 connected in a one-to-one correspondence.

[0067] Specifically, the first gear 321 and the second gear 322 can be set to three, four, or more, and the number of first gears 321 and second gears 322 is the same. Each first gear 321 and its corresponding second gear 322 are coaxially fixedly connected via a corresponding planetary shaft. Setting multiple first gears 321 and second gears 322 can increase the load-bearing capacity of the reduction mechanism 3 and reduce the load on a single first gear 321 and a single second gear 322, resulting in smoother transmission. However, too many gears should be avoided to prevent increased costs, increased number of parts, and excessive overall size and weight of the reduction mechanism 3. Figure 6 As shown, preferably, three first gears 321 and three second gears 322 can be set. While ensuring transmission stability, the size of the reduction mechanism 3 is not too large, so that it can be smoothly installed into the first embedded space 223 without structural interference, and at the same time, the required transmission ratio is achieved.

[0068] like Figure 7 As shown, the first gears 321 are distributed around the sun gear 31 so that each first gear 321 can mesh with the sun gear 31, and the first gear 321 of each double gear 32 can revolve around the sun gear 31 while rotating on its own axis.

[0069] like Figure 8As shown, the second gear 322 is connected to the planet carrier 33, that is, the planet carrier 33 is provided with multiple planet shafts, and the multiple planet shafts are distributed circumferentially, so that each second gear 322 can be connected to the planet carrier 33 through the corresponding planet shaft, so as to ensure that the second gear 322 of each double gear 32 can revolve around the axis of the sun gear 31 while rotating on its own axis.

[0070] Furthermore, the planet carrier 33 and the plurality of second gears 322 together define the second embedded space 35, or the planet carrier 33 defines the second embedded space 35, and at least a portion of the transmission mechanism 4 is located within the second embedded space 35.

[0071] Specifically, multiple second gears 322 mesh with the gear ring 34, and because the second gears 322 are small in size, a certain space is formed between the multiple second gears 322. The interior of the planet carrier 33 is hollow to form an internal space. The space between the multiple second gears 322 and the internal space of the planet carrier 33 are connected to jointly construct a second embedded space 35, or the internal space of the planet carrier 33 is constructed as a second embedded space 35. A part of the transmission mechanism 4 away from the brake pad 5 can be located in the second embedded space 35, so that at least part of the transmission mechanism 4 is embedded in the reduction mechanism 3, so that at least part of the transmission mechanism 4 and at least part of the reduction mechanism 3 coincide in axial height.

[0072] It is understood that when the planet carrier 33 and the multiple second gears 322 jointly define the second embedded space 35, the size of the internal space of the planet carrier 33 and the size of the space between the multiple second gears 322 should be greater than the size of the transmission mechanism 4, so that the second embedded space 35 is sufficient and the transmission mechanism 4 can be smoothly installed into the second embedded space 35 without structural interference.

[0073] In practical design, such as Figure 1 As shown, when designing the transmission ratio of the reduction mechanism 3, the diameter of the smallest inner circle formed by multiple second gears 322 can be set to be larger than the outer diameter of the transmission mechanism 4, and the internal space of the planetary carrier 33 can be set to match the radial dimension of the transmission mechanism 4, so that at least part of the transmission mechanism 4 can smoothly extend from the internal space of the planetary carrier 33 into the space between multiple second gears 322 along the axial direction, so that at least part of the transmission mechanism 4 is located in the second embedded space 35.

[0074] In some embodiments, a first bearing member 61 is provided between the gear ring 34 and the rotor structure 22.

[0075] Specifically, such as Figure 2 and Figure 3As shown, the inner ring of the first bearing component 61 is fixed to the gear ring 34, and the outer ring of the first bearing component 61 is connected and fitted with the motor shaft 222 of the rotor structure 22. This can be an interference fit, a clearance fit, or other fitting methods. Therefore, the first bearing component 61 can effectively support and position the rotor structure 22, allowing it to rotate stably, preventing axial movement, and reducing power loss.

[0076] Furthermore, at least a portion of the gear ring 34 is located within the first recessed space 223.

[0077] Specifically, such as Figure 2 and Figure 3 As shown, the axial portion of the gear ring 34 near the second gear 322 can be located within the first embedded space 223, or the entire gear ring 34 can be located within the first embedded space 223. This allows for flexible configuration, which not only achieves fixed installation of the gear ring 34 but also reduces the space occupied by the gear ring 34 in the axial direction. This avoids the gear ring 34 occupying too much axial space and reduces the overall axial dimension of the brake assembly 100.

[0078] In some embodiments, a fourth bearing member 64 is provided between the rotor structure 22 and the brake caliper 1.

[0079] Specifically, such as Figure 2 and Figure 3 As shown, the fourth bearing component 64 is rotatably supported between the rotor structure 22 and the brake caliper body 1. The inner ring of the fourth bearing component 64 is connected and fitted with the motor shaft 222 of the rotor structure 22, which can be an interference fit. The outer ring of the fourth bearing component 64 is fixed to the brake caliper body 1. Thus, through the relative rotation of the inner and outer rings, the rotor structure 22 can be stably rotated relative to the brake caliper body 1, preventing the rotor structure 22 from radially deflecting and axially moving, that is, achieving axial positioning of the rotor structure 22.

[0080] In some embodiments, such as Figure 2 As shown, the transmission mechanism 4 includes a circumferential rotating component 42 and an axial pushing component 41. The reduction mechanism 3 rotates synchronously with the circumferential rotating component 42. When the circumferential rotating component 42 rotates, it drives the axial pushing component 41 to move along the axis a of the transmission mechanism 4. The axial pushing component 41 drives the brake pad 5 to move. That is to say, when the reduction mechanism 3 is transmitting power, the output end of the reduction mechanism 3 can rotate synchronously with the circumferential rotating component 42 to transmit power to the circumferential rotating component 42. Then, when the circumferential rotating component 42 rotates, it drives the axial pushing component 41 to move linearly along the axis a of the transmission mechanism 4 until the axial pushing component 41 moves to press against the brake pad 5. The axial pushing component 41 pushes the brake pad 5 to move towards the brake disc to clamp the brake disc and achieve braking.

[0081] Furthermore, at least a portion of the circumferential rotating component 42 is embedded within the reduction mechanism 3; that is, a portion of the circumferential rotating component 42 can be embedded within the reduction mechanism 3. In actual design, such as... Figure 1 and Figure 2 As shown, at least a portion of the circumferential rotating member 42 at the end away from the brake pad 5 can be embedded in the reduction mechanism 3.

[0082] Therefore, by embedding at least a portion of the circumferential rotating member 42 within the reduction mechanism 3, at least a portion of the circumferential rotating member 42 can be radially aligned with at least a portion of the reduction mechanism 3, that is, at least a portion of the circumferential rotating member 42 can coincide with the radial projection of at least a portion of the reduction mechanism 3, thereby reducing the axial space occupied by the circumferential rotating member 42, and further reducing the overall axial dimension of the brake assembly 100, resulting in a higher degree of integration of the brake assembly 100.

[0083] And at least a portion of the axial pusher 41 is embedded within the reduction mechanism 3, that is, a portion of the axial pusher 41 can be embedded within the reduction mechanism 3. In actual design, such as... Figure 1 and Figure 2 As shown, at least a portion of the axial pusher 41 at the end away from the brake pad 5 is embedded in the reduction mechanism 3.

[0084] Therefore, by embedding at least a portion of the axial pusher 41 within the reduction mechanism 3, at least a portion of the axial pusher 41 can be radially aligned with at least a portion of the reduction mechanism 3, that is, at least a portion of the axial pusher 41 can coincide with the radial projection of at least a portion of the reduction mechanism 3, thereby reducing the axial space occupied by the axial pusher 41, and further reducing the overall axial dimension of the brake assembly 100, resulting in a higher degree of integration of the brake assembly 100.

[0085] In some embodiments, the circumferential rotating member 42 is sleeved on the outer periphery of the axial pushing member 41 to engage with the axial pushing member 41 by means of a thread.

[0086] Specifically, a through hole can be provided inside the circumferential rotating part 42. The inner diameter of the through hole matches the outer diameter of the axial pushing part 41. The inner peripheral wall of the through hole is provided with an internal thread, and the outer peripheral wall of the axial pushing part 41 is provided with an external thread that matches the internal thread. This allows the axial pushing part 41 to pass through the through hole and achieve the effect of the circumferential rotating part 42 being sleeved on the outside of the axial pushing part 41 and threadedly engaged with the axial pushing part 41 through the mutual engagement of the internal and external threads.

[0087] Therefore, when the circumferential rotating part 42 rotates, it can drive the axial pushing part 41 to move linearly along the axial direction, realizing the transformation of rotational motion into linear motion, and then into a direct pushing force on the brake pad 5, which can push the brake pad 5 to move linearly.

[0088] Furthermore, such as Figure 3 As shown, the reduction mechanism 3 includes a planetary carrier 33, which is the output component of the reduction mechanism 3. The planetary carrier 33 has a cavity inside to form a second embedded space 35. The end of the circumferential rotating member 42 away from the brake pad 5 extends axially (along the direction of axis a) into the second embedded space 35, thereby realizing that the end of the circumferential rotating member 42 away from the brake pad 5 is embedded in the reduction mechanism 3, reducing the axial space occupied by the circumferential rotating member 42. Furthermore, an internal spline can be provided on the inner wall of the second embedded space 35, and an external spline can be provided on the outer peripheral wall of the circumferential rotating member 42. The engagement of the spline and the external spline enables the transmission connection between the circumferential rotating component 42 and the planetary carrier 33. Alternatively, a keyway can be provided on the inner wall of the second embedded space 35, and a corresponding keyway can be provided on the outer peripheral wall of the circumferential rotating component 42. Connecting keys such as flat keys and semi-circular keys are fixed in the keyways to achieve the transmission connection between the circumferential rotating component 42 and the planetary carrier 33 through key connection. Thus, when the planetary carrier 33 rotates, it can drive the circumferential rotating component 42 to rotate synchronously to achieve torque transmission. The transmission connection method between the circumferential rotating component 42 and the planetary carrier 33 is flexible and not limited to that described in this embodiment.

[0089] In other embodiments, the axial pusher 41 is spaced apart from the brake pad 5 along the direction of movement of the axial pusher 41 and is distributed directly opposite at least a portion of the brake pad 5.

[0090] Specifically, such as Figure 1 As shown, the direction of movement of the axial pushing member 41 is Figure 1 As shown in the diagram, at least a portion of the axial pusher 41 and the brake pad 5 are directly opposite each other in the vertical direction, with a gap between them. Therefore, during braking, the axial pusher 41 can extend axially from within the circumferential rotating member 42, and the end of the axial pusher 41 near the brake pad 5 can move to press against the brake pad 5, pushing the brake pad 5 to clamp the brake disc and achieve braking. When releasing the brake, the axial pusher 41 retracts axially relative to the circumferential rotating member 42, causing the end of the axial pusher 41 near the brake pad 5 to move away from the brake pad 5, thus releasing the brake.

[0091] In some embodiments, a force detection element 8 is provided between the circumferential rotating member 42 and the brake caliper body 1. The force detection element 8 is used to detect the force between the circumferential rotating member 42 and the brake caliper body 1.

[0092] Specifically, such as Figure 1 and Figure 2As shown, the force detection element 8 can be sleeved outside the circumferential rotating element 42, so that one side surface of the force detection element 8 faces the brake caliper body 1 and the other side surface of the force detection element 8 faces the circumferential rotating element 42. When the circumferential rotating component 42 rotates and pushes the axial pushing component 41 to move axially, the circumferential rotating component 42 presses the force detection component 8 against the brake caliper body 1. That is, during the braking process, the circumferential rotating component 42 will give the axial pushing component 41 a pushing force. This pushing force will act on the brake pad 5 to push the brake pad 5 to clamp the brake disc and generate braking force. At the same time, the axial pushing component 41 will give the circumferential rotating component 42 a reverse force. The magnitude of this force is equal to the magnitude of the pushing force. This reverse force causes the circumferential rotating component 42 to press the force detection component 8 against the brake caliper body 1. Thus, the force detection component 8 is subjected to a force and can detect the magnitude of the pushing force, that is, indirectly detect the magnitude of the braking force. The force detection component 8 can convert the detected braking force into an electrical signal and feed it back to the central control unit. The central control unit compares the actual braking force fed back by the force detection component 8 with the target value and dynamically adjusts the output torque of the brake motor 2 or the position of the axial pushing component 41 to form a closed-loop control.

[0093] Therefore, the force detection component 8 detects and provides feedback on the braking force in real time to ensure the accurate, safe and reliable operation of the braking system.

[0094] It is understandable that, since the force detection element 8 is sleeved outside the circumferential rotating part 42, the axis of the force detection element 8 coincides with the axis of the circumferential rotating part 42, and the direction of the force detected by the force detection element 8 is the same as the direction of the axis a shared by the brake motor 2, the reduction mechanism 3, and the transmission mechanism 4. During braking, the force detection element 8 converts the applied force into an electrical signal, which can be a voltage signal or a digital signal. Preferably, the electrical signal is a digital signal, which has strong anti-interference ability and can ensure the accuracy of braking force detection. Then, the force detection element 8 can transmit this electrical signal to the control unit.

[0095] In practical design, the force detection component 8 can be set as a force sensor. The force sensor can be a strain gauge sensor, piezoelectric sensor, etc., and can be flexibly configured. Taking a piezoelectric sensor as an example, piezoelectric materials generate electric charge when subjected to pressure. The amount of charge is proportional to the pressure. After the force sensor is subjected to a force (pressure), the piezoelectric material of the piezoelectric sensor will be subjected to pressure and deform. The deformation of the piezoelectric material causes a change in its internal charge distribution, generating charge on the surface. The greater the pressure, the stronger the tendency of charge separation, and the higher the amount of charge or voltage generated. The magnitude of the force can be directly calculated through the proportional relationship between the amount of charge and the pressure. The calculated force value is converted into an electrical signal and sent to the control unit. Thus, the force between the brake caliper 1 and the circumferential rotating component 42 is converted into a quantifiable parameter through the piezoelectric sensor, realizing the detection of braking force.

[0096] In other embodiments, such as Figure 1 As shown, the force detection element 8 is sleeved outside the circumferential rotating element 42, that is, the force detection element 8 is hollow. In this way, the axial height of the force detection element 8 overlaps with the axial height of the circumferential rotating element 42 in the radial direction, avoiding the force detection element 8 occupying additional axial space, thereby further reducing the axial dimension of the braking assembly 100. In other words, precise control of braking force is achieved without increasing the overall axial height.

[0097] In other embodiments, such as Figure 2 As shown, a pre-tightening structure 7 is also provided between the fourth bearing component 64 and the brake caliper body 1. The pre-tightening structure 7 can be constructed as a wave spring, a coil spring, an elastic retaining ring, etc. The elastic action of the pre-tightening structure 7 can eliminate the axial clearance between the fourth bearing component 64 and the brake caliper body 1, and eliminate the axial clearance between the motor shaft 222 and the brake caliper body 1. At the same time, the fourth bearing component 64 and the brake caliper body 1 are axially pre-tightened, thereby eliminating axial machining errors and ensuring the smooth operation of the rotor structure 22.

[0098] In some embodiments, the circumferential rotating member 42 is configured as a transmission screw sleeve, and the axial pushing member 41 is configured as a transmission screw. The transmission screw sleeve is provided with an internal thread, and the transmission screw is provided with an external thread. The transmission screw sleeve and the transmission screw are threadedly engaged.

[0099] The planetary carrier 33 has a through hole, which serves as the internal space of the planetary carrier 33 and also as the second embedded space 35. A transmission sleeve is inserted through the through hole, achieving the effect of embedding the transmission sleeve within the planetary carrier 33. An external spline can be provided on the outer peripheral wall of the transmission sleeve, and an internal spline can be provided on the inner peripheral wall of the through hole. The engagement of the internal and external splines enables circumferential transmission between the transmission sleeve and the planetary carrier 33. Thus, when the planetary carrier 33 rotates, it drives the transmission sleeve to rotate synchronously, transmitting power to the transmission sleeve. Alternatively, the planetary carrier 33 and the transmission sleeve can also achieve circumferential transmission through key connections, interference fits, or other flexible configurations.

[0100] When the planetary carrier 33 rotates, it is adapted to drive the transmission sleeve to rotate, thereby driving the transmission screw to move axially and pushing the brake pads 5 to brake. That is, when the vehicle needs to brake, the planetary carrier 33 rotates in the forward direction. The rotation of the planetary carrier 33 drives the transmission sleeve to rotate. When the transmission sleeve rotates, it drives the transmission screw to extend linearly along the axial direction until the transmission screw moves to press against the brake pads 5. The transmission screw pushes the brake pads 5 to move and clamp the brake disc, thereby achieving vehicle braking. Correspondingly, when the vehicle does not need to brake, the planetary carrier 33 rotates in the reverse direction, so that the transmission screw retracts linearly along the axial direction. The transmission screw moves away from the brake pads 5, and the brake pads 5 move away from the brake disc, thereby releasing the brake.

[0101] In some embodiments, such as Figure 3 As shown, the transmission screw includes an axial portion 411 and a radial portion 412. The radial portion 412 is connected to one end of the axial portion 411 and extends radially outward, as shown below. Figure 3 As shown in the vertical direction, the radial part 412 of the screw is connected to the lower end of the axial part 411 of the screw. The outer diameter of the axial part 411 of the screw is smaller than the outer diameter of the radial part 412 of the screw. The side of the radial part 412 of the screw away from the axial part 411 of the screw is distributed opposite to the brake pad 5. The transmission sleeve is sleeved on the outside of the axial part 411 of the screw and is threadedly engaged with the axial part 411 of the screw.

[0102] Therefore, during braking, the rotation of the transmission sleeve drives the axial portion 411 of the screw to move axially. The axial portion 411 of the screw drives the radial portion 412 of the screw to move axially together and extend axially relative to the transmission sleeve. This allows the side of the radial portion 412 away from the axial portion 411 to move and press against the brake pad 5, pushing the brake pad 5 to clamp the brake disc and achieve braking. When releasing the brake, the axial portion 411 of the screw drives the radial portion 412 of the screw to move axially together and retract axially relative to the transmission sleeve. This allows the side of the radial portion 412 away from the axial portion 411 to move away from the brake pad 5, thus releasing the brake.

[0103] The radial portion 412 of the screw increases the contact area between the transmission screw and the brake pad 5, allowing the brake pad 5 to move stably and press against the brake disc relatively evenly, preventing the brake pad 5 from moving skewed and causing severe wear on the brake disc. Furthermore, when the transmission screw retracts, the end face of the radial portion 412 near the axial portion 411 can press against the end face of the transmission sleeve to prevent excessive retraction of the transmission screw.

[0104] In some embodiments, such as Figure 3 As shown, the transmission sleeve includes an axial portion 421 and a radial portion 422. The radial portion 422 is connected to one end of the axial portion 421 and extends radially outward. The axial portion 421 is sleeved on the transmission screw. The force detection element 8 is disposed between the radial portion 422 and the brake caliper body 1.

[0105] In some embodiments, a second bearing member 62 with radial support is provided between the axial portion 421 of the threaded sleeve and the brake caliper body 1.

[0106] Specifically, the second bearing component 62 can be configured as a sliding bearing, rolling bearing, etc. By rotating and supporting the axial portion 421 of the threaded sleeve between the axial portion 421 and the brake caliper body 1, the axial portion 421 of the threaded sleeve can be axially positioned. The second bearing component 62 bears the radial load of the axial portion 421 of the threaded sleeve and provides radial support to the axial portion 421 of the threaded sleeve, which can ensure that the axial portion 421 of the threaded sleeve rotates stably along the axial direction and avoid the radial force generated during braking from causing the transmission threaded sleeve and transmission screw to be unbalanced.

[0107] In practical design, such as Figure 3 As shown, a bearing steel sleeve 621 may also be fitted on the outer side of the second bearing component 62 to protect the second bearing component 62.

[0108] In some other embodiments, a third bearing 63 with axial support is provided between the radial portion 422 of the threaded sleeve and the force detection element 8.

[0109] Specifically, such as Figure 2 and Figure 3 As shown, the third bearing 63 is axially supported between the radial portion 422 of the threaded sleeve and the force detection element 8. The third bearing 63 bears the axial load of the radial portion 422 of the threaded sleeve, provides axial support to the radial portion 422 of the threaded sleeve, and reduces the axial force applied to the force detection element 8.

[0110] It should be noted that since the third bearing component 63 is sleeved on the outside of the axial portion 421 of the threaded sleeve, the third bearing component 63 can avoid occupying additional axial space. In actual design, preferably, the third bearing component 63 is a thrust needle roller bearing.

[0111] In some embodiments, the inner peripheral wall of the transmission screw sleeve is formed with an internal thread section, and the outer peripheral wall of the transmission screw is formed with an external thread section. The internal thread section and the external thread section mesh, and the extension length of the external thread section is greater than the extension length of the internal thread section.

[0112] Specifically, the threaded engagement between the transmission sleeve and the transmission screw is achieved through the meshing of the internal and external thread sections. By setting the extension length of the external thread section to be greater than that of the internal thread section, the extra length of the external thread section can compensate for the braking clearance. For example, after the brake pad 5 wears, the distance between the brake pad 5 and the transmission screw increases. The extra length of the external thread section increases the extension length of the transmission screw, thereby compensating for the braking clearance and ensuring braking reliability.

[0113] like Figure 4As shown, the external thread section H1 of the transmission screw includes a bearing section H11 and a clearance compensation section H12. The length of the bearing section is the installation bearing length of the ball. The transmission screw is set as a ball screw. When the transmission screw sleeve rotates, the ball circulates inside the thread raceway, causing the transmission screw to be pushed out axially. The length of the clearance compensation section is the clearance compensation length, which is used to compensate for the wear stroke, braking clearance and deformation of the components after the brake pad 5 wears.

[0114] Among them, such as Figure 2 As shown, the bearing section is located outside the second embedded space 35, and the gap compensation section is located inside the second embedded space 35. That is, the gap compensation section is embedded inside the deceleration mechanism 3, which can avoid the gap compensation section causing the axial dimension to be too large. Also, since the inner diameter of the transmission screw is smaller than the inner diameter of the transmission sleeve, the gap compensation section will not interfere with the deceleration mechanism 3.

[0115] In other embodiments, such as Figure 2 and Figure 4 As shown, an open retaining ring 91 and a wave spring 92 are provided between the planetary carrier 33 and the transmission sleeve to provide axial preload positioning for the planetary carrier 33 and the transmission sleeve, eliminating the gap between the planetary carrier 33 and the transmission sleeve, that is, eliminating the machining error and cumulative axial error of the axial components. Furthermore, due to the elastic action of the open retaining ring 91 and the wave spring 92, the preload force can be applied to the force detection element 8 and the third bearing element 63 to provide axial positioning for the force detection element 8 and the third bearing element 63, preventing axial movement. Simultaneously, the force detection element 8 is axially preloaded to prevent accuracy failure due to vibration.

[0116] In actual design, a fifth bearing 65 can also be provided between the planetary carrier 33 and the brake caliper 1. That is, the fifth bearing 65 is rotatably supported between the planetary carrier 33 and the brake caliper 1 to axially position the planetary carrier 33, ensure that the planetary carrier 33 can rotate stably, and at the same time prevent the planetary carrier 33 from causing wear to the brake caliper 1 when it rotates.

[0117] The present invention also proposes a braking system.

[0118] The braking system according to embodiments of the present invention includes the braking device of any of the above embodiments.

[0119] According to the braking system of this embodiment, by setting the braking device of the above embodiment, the response speed of the braking system can be effectively improved while ensuring braking torque and efficiency. At the same time, the structural compactness of the braking system is improved, the weight of the braking system is reduced, and more space is freed up for other components.

[0120] The present invention also proposes a vehicle.

[0121] The vehicle according to embodiments of the present invention includes the braking device and the braking system of any of the above embodiments.

[0122] According to the vehicle of the present invention, by providing the braking device of the above embodiment, the space occupied by the braking device in the vehicle chassis can be reduced, which is conducive to arranging more parts, reducing the weight of the vehicle, and realizing vehicle lightweighting.

[0123] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0124] 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 braking device, characterized in that, include: Brake caliper (1); The brake motor (2), the deceleration mechanism (3), the transmission mechanism (4) and the brake pad (5) are all mounted on the brake caliper (1) and connected in sequence to drive the brake pad (5) to move axially. At least a portion of the deceleration mechanism (3) is embedded within the brake motor (2), and at least a portion of the transmission mechanism (4) is embedded within the brake motor (2).

2. The braking device according to claim 1, characterized in that, The axis of the brake motor (2), the axis of the deceleration mechanism (3), and the axis of the transmission mechanism (4) coincide.

3. The braking device according to claim 1, characterized in that, At least a portion of the transmission mechanism (4) is embedded within the reduction mechanism (3).

4. The braking device according to any one of claims 1-3, characterized in that, The brake motor (2) includes a stator structure (21) and a rotor structure (22) that are rotatably coupled. The rotor structure (22) is connected to the reduction mechanism (3) in a transmission. A first embedded space (223) is formed in the rotor structure (22). At least a portion of the reduction mechanism (3) and at least a portion of the transmission mechanism (4) are located in the first embedded space (223).

5. The braking device according to claim 4, characterized in that, The deceleration mechanism (3) includes a sun gear (31), a first gear (321), a second gear (322) and a planet carrier (33) that are sequentially connected to the brake motor (2) and the transmission mechanism (4). The sun gear (31), the first gear (321) and the second gear (322) are all located in the first embedded space (223).

6. The braking device according to claim 5, characterized in that, The first gear (321) and the second gear (322) are fixed coaxially. The first gear (321) meshes with the sun gear (31), and the second gear (322) is connected to the planet carrier (33).

7. The braking device according to claim 5, characterized in that, The deceleration mechanism (3) further includes a gear ring (34), which is fixed relative to the brake caliper body (1), and the second gear (322) is located inside the gear ring (34) and meshes with the gear ring (34).

8. The braking device according to claim 5, characterized in that, The first gear (321) and the second gear (322) are multiple and connected in a one-to-one correspondence. The planet carrier (33) and the multiple second gears (322) together define the second embedded space (35), or the planet carrier (33) defines the second embedded space (35). At least a portion of the transmission mechanism (4) is located within the second embedded space (35).

9. The braking device according to claim 7, characterized in that, A first bearing (61) is provided between the gear ring (34) and the rotor structure (22).

10. The braking device according to claim 4, characterized in that, A fourth bearing component (64) is provided between the rotor structure (22) and the brake caliper (1).

11. The braking device according to any one of claims 1-3, characterized in that, The transmission mechanism (4) includes a circumferential rotating component (42) and an axial pushing component (41). The deceleration mechanism (3) rotates synchronously with the circumferential rotating component (42). When the circumferential rotating component (42) rotates, it drives the axial pushing component (41) to move along the axis (a) of the transmission mechanism (4). The axial pushing component (41) is adapted to drive the brake pad (5) to move. At least a portion of the circumferential rotating component (42) is embedded in the deceleration mechanism (3).

12. The braking device according to claim 11, characterized in that, The circumferential rotating component (42) is sleeved on the outer periphery of the axial pushing component (41) to be threadedly engaged with the axial pushing component (41); The deceleration mechanism (3) includes a planetary carrier (33), a second embedded space (35) is formed in the planetary carrier (33), and the end of the circumferential rotating member (42) away from the brake pad (5) extends axially into the second embedded space (35) and is connected to the planetary carrier (33) for transmission.

13. The braking device according to claim 11, characterized in that, A force detection element (8) is provided between the circumferential rotating component (42) and the brake caliper (1), and the force detection element (8) is used to detect the force between the circumferential rotating component (42) and the brake caliper (1).

14. A braking system, characterized in that, The braking device includes any one of claims 1-13.

15. A vehicle, characterized in that, The braking device includes any one of claims 1-13, or the braking system includes the one described in claim 14.

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