Electronic mechanical actuator of brake system and automobile

Abstract

The utility model discloses an electronic mechanical actuator of a braking system and an automobile, the electronic mechanical actuator comprises a crank sliding block assembly, and the crank sliding block assembly comprises a crank, a connecting rod, a sliding block and at least one reset piece. During use, the driving assembly drives the crank to rotate so that the crank can be sequentially linked with the connecting rod and the sliding block to drive the brake pad to slide in the direction close to the brake disc to achieve braking, after braking is completed, the sliding block can return to the initial position through the restoring force of at least one reset piece, and at the moment, the driving component does not need to work to apply the restoring force to the crank-sliding block assembly; damage caused by frequent working and heating of the driving part can be avoided. The restoring force of the reset piece can be rapidly linked with the brake pad to reset through the crank sliding block assembly, the electronic mechanical actuator has the advantages of being simple in structure, small in occupied space, small in motor heating and rapid in response, and the braking performance of an automobile can be improved by arranging the electronic mechanical actuator of the structure on the automobile.

Description

Technical Field

[0001] The utility model relates to the technical field of brake systems, in particular to an electronic mechanical actuator of a brake system, which can be applied to automobiles. Background Art

[0002] The brake system is an important part of the car. With the rapid development of automobile electrification, intelligence and networking, automobile braking is developing from traditional mechanical hydraulic or pneumatic brakes to wire control brakes. Wire control brakes can be divided into electronic hydraulic brakes and electronic mechanical brakes (EMB, Electro Mechanical Brake). Among them, electronic hydraulic brakes have been applied to many models in recent years; electronic mechanical brakes are still in the research stage and are difficult to be applied in large quantities in the short term due to technical and policy restrictions. However, because electronic hydraulic brakes still retain hydraulic actuators and the existence of mechanical connections in the brake backup mode, the layout on the whole vehicle is limited, so it is only a transitional product; while electronic mechanical brakes rely entirely on electronic signal transmission and wheel-end motors to generate braking force, without hydraulic parts. Therefore, electronic mechanical brakes are the real wire control brakes and the mainstream of wire control brakes in the future. They are characterized by fast response (90ms or faster), safer, and especially suitable for chassis domain control and intelligent driving technology development. In addition, the lack of brake fluid is more environmentally friendly and easy to maintain.

[0003] The wheel-end actuator of the electronic mechanical brake needs to convert the motor rotation into linear motion. At present, electromechanical disc brakes are widely used. The motor rotates under the action of the controller, and the planetary gears are used to reduce the torque, and then the rotation is converted into linear push through the ball screw mechanism, so as to achieve the effect of brake disc clamping friction braking. For example, Continental and Siemens both use ball screws. However, there are two problems with ball screws: slow reset and high heat generation. Due to the existence of a self-locking angle, the ball screw mechanism cannot reset itself, and the motor needs to reverse to allow the ball screw to reset the brake pad. The reset speed is not fast enough, so it is impossible to simulate the "point brake" effect of traditional hydraulic braking; at the same time, this causes the motor to frequently rotate forward and reverse, which not only increases energy consumption, but more seriously, generates a lot of heat, worsens the working environment of the motor, and is not conducive to improving the performance and efficiency of the motor.

[0004] For example, the solution disclosed in patent document CN 109733367A uses two motors based on a ball screw, one motor for forward rotation and the other motor for reverse rotation. Although this is beneficial for reducing motor heating, it will lead to the disadvantages of increased cost and larger space size.

[0005] Therefore, the electromechanical actuator of the brake system in the prior art has the problems of high cost, high motor heat generation and large space size. Utility Model Content

[0006] The utility model aims to solve the problems of high cost, high motor heating and large space size of the electronic mechanical actuator of the brake system in the prior art.

[0007] In order to solve the above technical problems, the embodiment of the utility model provides an electromechanical actuator of a brake system, which is used to drive the brake pad of the brake system to clamp or disengage the brake disc; the electromechanical actuator includes a drive assembly and a crank slider assembly, and the crank slider assembly includes a crank, a connecting rod, a slider and at least one reset member; wherein,

[0008] The crank is in driving connection with the power output end of the driving assembly, one end of the connecting rod is rotatably connected to the crank, and the other end is rotatably connected to the slider, the side of the slider facing the brake disc is used to install the brake pad, and can slide between the initial position and the braking position relative to the brake disc; wherein,

[0009] When the slider is at the initial position, the brake pad installed on the slider is separated from the brake disc, and the crank is at the first rotation position; when the slider is at the braking position, the brake pad installed on the slider clamps the brake disc, and the crank is at the second rotation position;

[0010] When the slider switches from the initial position to the braking position, the crank is driven by the driving assembly to rotate from the first rotation position along the first direction, and the connecting rod and the slider are linked in sequence to drive the brake pad to slide in the direction close to the brake disc until the crank rotates to the second rotation position and the slider slides to the braking position; and, under the action of the restoring force of at least one reset member, the crank can be restored from the second rotation position to the first rotation position along the second direction, and the slider can be restored from the braking position to the initial position, and the second direction is opposite to the first direction.

[0011] By adopting the above technical scheme, the electronic mechanical actuator provided by the embodiment of the utility model includes a crank slider assembly, and the crank slider assembly includes a crank, a connecting rod, a slider and at least one reset member. When in use, the driving assembly drives the crank to rotate, so that the crank can sequentially link the connecting rod and the slider to drive the brake pad to slide in the direction close to the brake disc to achieve braking. After braking is completed, the slider can be restored to its initial position by utilizing the restoring force of at least one reset member. At this time, there is no need for the driving component to work to apply restoring force to the crank slider assembly, which can avoid damage to the driving component due to frequent operation and heat generation.

[0012] In addition, the restoring force of the reset member can quickly link the brake pad to reset through the crank slider assembly, which not only has a simple structure and occupies a small space, but also has the advantage of fast response.

[0013] Therefore, the implementation of the utility model utilizes the above structure to not only improve the response speed of the electronic mechanical actuator, but also reduce the probability of damage to the driving components in the electronic mechanical actuator due to frequent work and heat generation, simplify the structure of the electronic mechanical actuator, and reduce the occupied space.

[0014] According to the electromechanical actuator of the braking system provided in the embodiment of the utility model, the crank is configured as a disc-shaped structure, and the crank is connected to the driving end of the driving assembly through a gear transmission.

[0015] By adopting the above technical solution, the crank is connected to the driving end gear of the driving assembly. Since the gear transmission has the advantages of rapid response and smooth transmission, this can further improve the response speed and reliability of the electronic mechanical actuator.

[0016] According to the electronic mechanical actuator of the braking system provided by the embodiment of the utility model, the driving assembly includes a driver and a gear set, and the peripheral edge of the crank is formed with a tooth portion; wherein,

[0017] The driving gear of the gear set is in driving connection with the driving shaft of the driver, and the driven gear of the gear set is meshed with the toothed portion of the crank.

[0018] According to the electromechanical actuator of the braking system provided by the embodiment of the utility model, the gear set is configured as a reduction planetary gear.

[0019] According to the electromechanical actuator of the braking system provided by the embodiment of the utility model, a clutch is further provided between the driving gear of the gear set and the driving shaft of the driver.

[0020] According to the electromechanical actuator of the braking system provided by the embodiment of the utility model, the electromechanical actuator also includes a controller, the clutch is configured as an electromagnetic clutch, and the driver is configured as a motor; wherein,

[0021] The controller is electrically connected to the electromagnetic clutch and the motor respectively.

[0022] According to the electromechanical actuator of the braking system provided by the embodiment of the utility model, at least one reset member includes:

[0023] a first restoring member, the first restoring member being connected to a side wall of the slider and having a restoring force applied to the slider away from the brake disc; and / or,

[0024] The second restoring member is connected to the side wall of the crank and has a restoring force applied to the crank to rotate along the second direction.

[0025] By adopting the above technical solution, by providing the first reset member, the first reset member can provide a reset force to the slider, and by providing the second reset member, the second reset member can provide a reset force to the crank.

[0026] According to the electromechanical actuator of the brake system provided by the embodiment of the utility model, when the at least one reset member includes a first reset member, the first reset member is configured as a coil spring; one end of the first reset member is connected to a side wall of the slider away from the brake disc, and the other end is connected to the brake caliper of the brake system;

[0027] When the at least one return member includes a second return member, the second return member is configured as a coil spring, one end of the second return member is connected to a position of the crank away from the connecting rod, and the other end is connected to a brake caliper of the brake system.

[0028] By adopting the above technical solution, since the coil spring has the advantage of rapid reset, setting the first reset member and the second reset member as the coil spring can further improve the response speed of the electromechanical actuator when in use.

[0029] According to the electromechanical actuator of the brake system provided by the embodiment of the utility model, when the at least one reset member includes a first reset member, the first reset member is configured as a tension spring, one end of the tension spring is connected to a side wall of the slider away from the brake disc, and the other end is connected to the brake caliper of the brake system;

[0030] When the at least one reset member includes a second reset member, the second reset member is configured as a torsion spring, which is sleeved on the rotating shaft of the crank, with one end of the torsion spring being clamped on the side wall surface of the crank and the other end being clamped on the rotating shaft.

[0031] According to the automobile provided by the embodiment of the utility model, the automobile includes the electromechanical actuator of the braking system of the above structure.

[0032] By adopting the above technical solution, since the electromechanical actuator of the above structure has the advantages of simple structure, small space occupation, fast response speed and low heat generation, the automobile provided by the utility model can improve the braking performance of the automobile by setting the electromechanical actuator of the above structure.

[0033] The beneficial effects of the utility model are:

[0034] The utility model provides an electronic mechanical actuator of a braking system and a car, wherein the electronic mechanical actuator comprises a crank slider assembly, and the crank slider assembly comprises a crank, a connecting rod, a slider and at least one reset member. When in use, the driving assembly drives the crank to rotate so that the crank sequentially links the connecting rod and the slider to drive the brake pad to slide in the direction close to the brake disc to achieve braking. After the braking is completed, the slider can be restored to its initial position by the restoring force of at least one reset member. At this time, there is no need for the driving component to work to apply a restoring force to the crank slider assembly, which can avoid damage to the driving component due to frequent operation and heating. The restoring force of the reset member can quickly link the brake pad to reset through the crank slider assembly, which not only has a simple structure, occupies a small space, and generates less heat in the motor, but also has the advantages of fast response. By setting an electronic mechanical actuator of this structure, the braking performance of the car can be improved.

[0035] Other features and corresponding beneficial effects of the present invention are described in the latter part of the specification, and it should be understood that at least part of the beneficial effects become obvious from the description in the specification of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 A schematic diagram of the structure of the electromechanical actuator provided by an embodiment of the utility model in an initial state;

[0037] Figure 2 A schematic diagram of the structure of the electromechanical actuator provided by an embodiment of the utility model in a braking state;

[0038] Figure 3 A schematic diagram of the transmission structure of the electromechanical actuator provided in an embodiment of the utility model;

[0039] Figure 4 A schematic diagram of the control principle of the electromechanical actuator provided in an embodiment of the utility model.

[0040] Description of reference numerals:

[0041] H1, first direction; H2, second direction;

[0042] 100. Brake disc;

[0043] 200, brake pads;

[0044] 300, drive assembly;

[0045] 310, driver; 320, gear set; 330, clutch;

[0046] 400, crank slider assembly;

[0047] 410, crank; 420, connecting rod; 430, slider; 441, first reset member; 442, second reset member;

[0048] 500. Controller. DETAILED DESCRIPTION

[0049] In order to make the purpose, technical solution and advantages of the present invention more clear, the implementation mode of the present invention will be further described in detail below with reference to the accompanying drawings.

[0050] The electromechanical actuator of the brake system in the prior art has the problems of high cost, high motor heat generation and large space size.

[0051] The utility model provides an electronic mechanical actuator and a car. The electronic mechanical actuator is used to drive the brake pad of the braking system to clamp or disengage the brake disc. The electronic mechanical actuator includes a crank slider assembly, and the crank slider assembly includes a crank, a connecting rod, a slider and at least one reset member. When in use, the driving assembly drives the crank to rotate so that the crank can sequentially link the connecting rod and the slider to drive the brake pad to slide in the direction close to the brake disc to achieve braking. After the braking is completed, the slider can be restored to the initial position by the restoring force of at least one reset member. At this time, there is no need for the driving component to work to apply the restoring force to the crank slider assembly, which can avoid the driving component from working frequently and heating and being damaged. The restoring force of the reset member can quickly link the brake pad to reset through the crank slider assembly. It not only has a simple structure and occupies a small space, but also has the advantage of fast response. By setting an electronic mechanical actuator of this structure, the automobile can improve the braking performance of the automobile.

[0052] In order to make the purpose, technical solution and advantages of the present invention more clear, the implementation mode of the present invention will be further described in detail below with reference to the accompanying drawings.

[0053] In a first aspect, an embodiment of the present utility model provides an electromechanical actuator, such as Figures 1 to 3 As shown, the electronic mechanical actuator includes a driving component 300 and a crank slider assembly 400, the crank slider assembly 400 includes a crank 410, a connecting rod 420, a slider 430 and at least one reset member, the crank 410 is transmission-connected to the power output end of the driving component 300, one end of the connecting rod 420 is rotatably connected to the crank 410, and the other end is rotatably connected to the slider 430, the slider 430 is used to install the brake pad 200 on the side facing the brake disc 100, and can slide between the initial position and the braking position relative to the brake disc 100.

[0054] When in use, when the slider 430 is located at the initial position, the brake pad 200 mounted on the slider 430 is separated from the brake disc 100, and the crank 410 is located at the first rotation position ( Figure 1 when the slider 430 is in the braking position, the brake pad 200 mounted on the slider 430 clamps the brake disc 100, and the crank 410 is in the second rotation position ( Figure 2 shown in the position).

[0055] When the slider 430 switches from the initial position to the braking position, the crank 410 is driven by the driving assembly 300 to rotate from the first rotation position along the first direction H1, and the connecting rod 420 and the slider 430 are sequentially linked to drive the brake pad 200 to slide in the direction close to the brake disc 100 until the crank 410 rotates to the second rotation position ( Figure 2 and the slider 430 slides to the braking position; and, under the restoring force of at least one reset member, the crank 410 can rotate from the second rotation position along the second turning direction H2 and return to the first rotation position (i.e., Figure 2 The position shown is restored to Figure 1 The slider 430 can return to the initial position (along the braking position) from the braking position. Figure 1 and Figure 2 The second direction H2 is opposite to the first direction H1.

[0056] It should be understood that at least one reset member may be provided with a reset member, one reset member may be connected to the slider 430, and the slider 430 is linked by a reset member so that the slider 430 returns from the braking position to the initial position; one may be connected to the crank 410, and the crank 410 is linked by a reset member to return from the second rotation position ( Figure 2 The position shown in the figure) rotates along the second turning direction H2 to return to the first rotation position ( Figure 1 The linkage slider 430 can be restored from the braking position to the initial position, and the brake pad 200 can be driven to reset.

[0057] At least one reset member may also be provided with two reset members (such as Figure 1 and Figure 2 As shown in the figure, one of the two reset members may be connected to the slider 430, and the other may be connected to the crank 410. After the brake pad 200 clamps the brake disc 100, one reset member is linked to the slider 430, and the other reset member is linked to the crank 410, so that the brake pad 200 is reset under the reset force of the two reset members.

[0058] The specific setting method of the reset element is as follows

[0059] In one embodiment, the at least one reset member includes: a first reset member 441, the first reset member 441 is connected to a side wall of the slider 430, and has a restoring force applied to the slider 430 away from the brake disc 100; and / or,

[0060] The second restoring member 442 is connected to the side wall of the crank 410 and has a restoring force applied to the crank 410 to rotate along the second direction H2.

[0061] Specifically, at least one reset member may include only the first reset member 441 (not shown in the figure), or only the second reset member 442 (not shown in the figure), or may include both the first reset member 441 and the second reset member 442 (not shown in the figure). Figure 1 and Figure 2 shown).

[0062] By providing the first restoring member 441 , the first restoring member 441 can provide a restoring force to the slider 430 , and by providing the second restoring member 442 , the second restoring member 442 can provide a restoring force to the crank 410 .

[0063] When at least one return member includes a first return member 441, the first return member 441 is configured as a coil spring; one end of the first return member 441 is connected to a side wall of the slider 430 away from the brake disc 100, and the other end is connected to a brake caliper (not shown) of the brake system.

[0064] When the at least one reset member includes a second reset member 442, the second reset member 442 is configured as a coil spring, one end of the second reset member 442 is connected to a position of the crank 410 away from the connecting rod 420, and the other end is connected to a brake caliper of the brake system.

[0065] The coil spring has the advantage of rapid reset. Setting the first reset member 441 and the second reset member 442 as coil springs can further improve the response speed of the electromechanical actuator when in use.

[0066] According to the electromechanical actuator of the brake system provided by the embodiment of the utility model, when the at least one reset member includes the first reset member 441, the first reset member 441 is configured as a tension spring, one end of the tension spring is connected to a side wall of the slider 430 away from the brake disc 100, and the other end is connected to the brake caliper of the brake system;

[0067] When at least one reset member includes a second reset member 442 , the second reset member 442 is configured as a torsion spring, which is sleeved on the rotating shaft of the crank 410 , with one end of the torsion spring being clamped on the side wall of the crank 410 and the other end being clamped on the rotating shaft.

[0068] The electronic mechanical actuator provided by the embodiment of the utility model includes a crank slider assembly 400. When in use, the driving assembly 300 drives the crank 410 to rotate, so that the crank 410 can sequentially link the connecting rod 420 and the slider 430 to drive the brake pad 200 to slide in the direction close to the brake disc 100 to achieve braking. After braking, the slider 430 can be restored to its initial position by the restoring force of at least one reset member. At this time, there is no need for the driving component to work to apply restoring force to the crank slider assembly 400, which can avoid damage to the driving component due to frequent operation and heat generation.

[0069] In addition, the restoring force of the reset member can quickly link the brake pad 200 to reset through the crank slider assembly 400, which not only has a simple structure and occupies a small space, but also has the advantage of fast response.

[0070] Therefore, the embodiments of the present invention utilize the above structure to not only improve the response speed of the electromechanical actuator, but also reduce the probability of damage to the driving components in the electromechanical actuator due to frequent operation and heating, simplify the structure of the electromechanical actuator, and reduce the occupied space.

[0071] Furthermore, in the electromechanical actuator of the braking system provided in the embodiment of the utility model, Figure 1 and Figure 2 As shown, the crank 410 is configured as a disc-shaped structure, and the crank 410 is connected to the driving end of the driving assembly 300 through a gear transmission.

[0072] The embodiment of the utility model connects the crank 410 to the driving end gear transmission of the driving assembly 300. Since the gear transmission has the advantages of rapid response and smooth transmission, this can further improve the response speed and reliability of the electronic mechanical actuator.

[0073] Furthermore, in the electromechanical actuator of the braking system provided in the embodiment of the utility model, Figure 3 As shown, the driving assembly 300 includes a driver 310 and a gear set 320, and a tooth portion is formed on the peripheral edge of the crank 410. The driving gear of the gear set 320 is drivingly connected to the driving shaft of the driver 310, and the driven gear of the gear set 320 is meshed with the tooth portion of the crank 410.

[0074] Furthermore, in the electromechanical actuator of the braking system provided in the embodiment of the utility model, Figure 3 As shown, the gear set 320 is configured as a reduction planetary gear.

[0075] It should be understood that the gear set 320 is not limited to a reduction planetary gear, but may also be other forms of reducers.

[0076] Furthermore, in the electromechanical actuator of the braking system provided in the embodiment of the utility model, Figure 3 As shown, a clutch 330 is further provided between the driving gear of the gear set 320 and the driving shaft of the driver 310 .

[0077] Furthermore, in the electromechanical actuator of the braking system provided in the embodiment of the utility model, Figure 4 As shown, the electromechanical actuator further includes a controller 500 , the clutch 330 is configured as an electromagnetic clutch 330 , and the driver 310 is configured as a motor; the controller 500 is electrically connected to the electromagnetic clutch 330 and the motor respectively.

[0078] In actual use, the electromagnetic clutch 330 may be similar to the electromagnetic clutch 330 in the electric power steering, and the controller 500 may be used to realize automatic disconnection. For example, in the electric power steering system, when the vehicle speed reaches 45 km / h, auxiliary power steering is generally not required. In addition, when the motor fails, the electromagnetic clutch 330 may be controlled to automatically disconnect, and only the manual steering function is available at this time.

[0079] Based on the electromechanical actuator provided by the embodiment of the utility model, the usage status thereof is further described below:

[0080] When using, Figures 1 to 4 As shown, the slider 430 is connected to the brake pad 200; the crank 410 is provided with gears around it, which can be meshed with the reduction gear set 320; the clutch 330 can realize the power transmission or disconnection between the motor and the gear set 320, and the clutch 330 is released, and the motor is separated from the crank slider assembly 400; and the crank 410 is in the brake release position, and the brake pad 200 and the brake disc are also separated, that is, the normal driving state, and the brake system does not work (i.e. Figure 1 status shown).

[0081] When braking is required, under the control of the controller 500, the clutch 330 is closed and activated, the motor rotates, and the clutch 330 transmits the rotational motion of the motor to the gear set 320. Since the teeth around the crank 410 are engaged with the gear set 320, the gear set 320 can drive the crank 410 to rotate. This process requires overcoming the forces of two reset members (i.e., the elastic forces of the first reset member 441 and the second reset member 442). The crank 410 rotates along the first direction H1, pushing the slider 430 to move leftward, pushing the brake pad 200 until it is pressed and rubbed against the brake disc 100 to generate a braking force (i.e., Figure 2 It should be noted that the crank 410 does not need to move a full circle, but only needs to move at most half a circle. Figure 1 and Figure 2 , the connection point A between the crank 410 and the connecting rod 420 only needs to move from the rightmost side to the leftmost side in the figure at most, which means that the stroke of point B determines the maximum stroke of the slider 430.

[0082] When the brake needs to be released, under the control of the controller 500, the clutch 330 is released, the reduction gear set 320 is separated from the motor, but the crank 410 and the gear set 320 remain in meshing. At this time, the restoring force generated by the first reset member 441 pulls the slider 430, and the restoring force generated by the second reset member 442 pulls the crank 410 to rotate counterclockwise in the second direction H2 (i.e., by Figure 2 The position shown is restored to Figure 1The position shown in the figure), and in this process, the restoring force generated by the first reset member 441 and the second reset member 442 can overcome the friction and inertia of the crank slider assembly 400 and the gear set 320. In this process, the motor does not need to be reversed, avoiding excessive heat generated by frequent forward and reverse rotation and reducing motor heating.

[0083] It should be understood that the controller 500 may be a motor controller, a vehicle controller, or a separate control, but the present invention does not make the sole requirement for this.

[0084] Furthermore, if Figure 1 and Figure 2 As shown, brake pads 200 should be provided on both sides of the brake disc 100, and the brake pads 200 on both sides of the brake disc 100 are connected by a transmission mechanism. When the brake pad 200 on one side approaches the brake disc 100, the brake pad 200 on the other side is linked by the transmission mechanism to approach the brake disc 100 at the same time.

[0085] It should be understood that the transmission mechanism may be a gear transmission mechanism, a connecting rod structure or other transmission structures, and the present invention does not make the only requirement and description for this.

[0086] In a second aspect, an embodiment of the utility model provides a car, and the car includes an electromechanical actuator of a braking system of the above structure.

[0087] Since the electromechanical actuator of the above structure has the advantages of simple structure, small space occupation, fast response speed and low heat generation, the automobile provided by the utility model can improve the braking performance of the automobile and simulate the "point braking" effect by setting the electromechanical actuator of the above structure.

[0088] It should be noted that, in addition to the implementation methods of the utility model described in the above-mentioned specific specific embodiments, those skilled in the art can easily understand other advantages and functions of the utility model from the contents disclosed in this specification. Although the description of the utility model is introduced in conjunction with the preferred embodiment, this does not mean that the features of this utility model are limited to this implementation method. On the contrary, the purpose of introducing the utility model in conjunction with the implementation method is to cover other options or modifications that may be extended based on the claims of the utility model. In order to provide an in-depth understanding of the utility model, the above description contains many specific details, and the utility model can also be implemented without using these details. In addition, in order to avoid confusion or blurring the focus of the utility model, some specific details will be omitted in the description. It should be noted that, in the absence of conflict, the embodiments in the utility model and the features in the embodiments can be combined with each other.

[0089] It should be noted that in this specification, similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

[0090] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the utility model product is usually placed when in use. They are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the utility model.

[0091] The terms “first”, “second”, etc. are only used for distinguishing descriptions and should not be understood as indicating or implying relative importance.

[0092] In the description of this embodiment, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this embodiment can be understood according to specific circumstances.

[0093] Although the present invention has been illustrated and described with reference to certain preferred embodiments of the present invention, it should be understood by those skilled in the art that the above contents are further detailed descriptions of the present invention in combination with specific embodiments, and it cannot be determined that the specific implementation of the present invention is limited to these descriptions. Those skilled in the art may make various changes in form and details, including making several simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. An electromechanical actuator of a braking system, used to drive the brake pad of the braking system to clamp or disengage the brake disc; characterized in that: The electromechanical actuator comprises a driving assembly and a crank slider assembly, wherein the crank slider assembly comprises a crank, a connecting rod, a slider and at least one reset member; wherein, The crank is drivingly connected to the power output end of the driving assembly, one end of the connecting rod is rotatably connected to the crank, and the other end is rotatably connected to the slider, the side of the slider facing the brake disc is used to install the brake pad, and can slide relative to the brake disc between an initial position and a braking position; wherein, When the slider is located at the initial position, the brake pad installed on the slider is disengaged from the brake disc, and the crank is located at a first rotation position; when the slider is located at the braking position, the brake pad installed on the slider clamps the brake disc, and the crank is located at a second rotation position; When the slider switches from the initial position to the braking position, the crank is driven by the driving assembly to rotate from the first rotation position along the first direction, and the connecting rod and the slider are sequentially linked to drive the brake pad to slide in the direction close to the brake disc until the crank rotates to the second rotation position and the slider slides to the braking position; and, under the action of the restoring force of the at least one reset member, the crank can be restored from the second rotation position to the first rotation position along the second direction, and the slider can be restored from the braking position to the initial position, and the second direction is opposite to the first direction.

2. The electromechanical actuator of the brake system according to claim 1, characterized in that: The crank is configured as a disc-shaped structure, and the crank is connected to the driving end of the driving assembly via a gear transmission.

3. The electromechanical actuator of the brake system according to claim 2, characterized in that: The driving assembly includes a driver and a gear set, and the peripheral edge of the crank is formed with a tooth portion; wherein, The driving gear of the gear set is drivingly connected to the driving shaft of the driver, and the driven gear of the gear set is meshed with the toothed portion of the crank.

4. The electromechanical actuator of the brake system according to claim 3, characterized in that: The gear set is configured as a reduction planetary gear.

5. The electromechanical actuator of the brake system according to claim 3, characterized in that: A clutch is also arranged between the driving gear of the gear set and the driving shaft of the driver.

6. The electromechanical actuator of the brake system according to claim 5, characterized in that: The electromechanical actuator further comprises a controller, the clutch is configured as an electromagnetic clutch, and the driver is configured as a motor; wherein, The controller is electrically connected to the electromagnetic clutch and the motor respectively.

7. The electromechanical actuator for a brake system according to any one of claims 1 to 6, characterized in that: The at least one reset element comprises: a first restoring member, the first restoring member being connected to a side wall of the slider and having a restoring force applied to the slider away from the brake disc; and / or, A second restoring member is connected to a side wall of the crank and has a restoring force applied to the crank to rotate along the second direction.

8. The electromechanical actuator of the brake system according to claim 7, characterized in that: When the at least one return member includes a first return member, the first return member is configured as a coil spring; one end of the first return member is connected to a side wall of the slider away from the brake disc, and the other end is connected to a brake caliper of the brake system; When the at least one return member includes a second return member, the second return member is configured as a coil spring, one end of the second return member is connected to a position of the crank away from the connecting rod, and the other end is connected to a brake caliper of the brake system.

9. The electromechanical actuator of the brake system according to claim 7, characterized in that: When the at least one restoring member includes a first restoring member, the first restoring member is configured as a tension spring, one end of the tension spring is connected to a side wall of the slider away from the brake disc, and the other end is connected to a brake caliper of the brake system; When the at least one reset member includes a second reset member, the second reset member is configured as a torsion spring, which is sleeved on the rotating shaft of the crank, with one end of the torsion spring being clamped on the side wall surface of the crank and the other end being clamped on the rotating shaft.

10. An automobile, characterized in that: The automobile comprises an electromechanical actuator for a braking system according to any one of claims 1 to 9.

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