Electromechanical brake device and vehicle

Abstract

The utility model provides an electronic mechanical braking device and a vehicle. The electronic mechanical braking device comprises a braking motor and a speed reducer, the braking motor drives one or more friction plate braking wheels of the vehicle through the speed reducer, the speed reducer comprises a transmission shaft, two transmission wheels and an elastic gasket, the two transmission wheels are arranged on the transmission shaft in a sleeving mode, and the elastic gasket is arranged on the transmission shaft. One transmission wheel is used for receiving the driving force of one brake motor and driving one transmission shaft to rotate, the other transmission wheel is used for rotating along with one transmission shaft and driving one or more friction plates through one output wheel, and one elastic gasket is arranged between the two transmission wheels in the axial direction of one transmission shaft. According to the electronic mechanical braking device, the working performance of the multiple transmission wheels can be improved, the service life can be prolonged, and the NVH performance is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to an electronic mechanical braking device and a vehicle. Background Art

[0002] The electro-mechanical brake (EMB) uses a motor and a mechanical transmission mechanism to drive the brake. The electro-mechanical brake has the characteristics of simple structure, sensitive response, stable load transmission, no need to set up hydraulic pipelines, and high transmission efficiency. Among them, the electro-mechanical brake generally transmits the driving force through the reducer to brake the wheels of the vehicle.

[0003] When the electronic mechanical brake device is braking, the multiple transmission wheels in the reducer will be subjected to greater impact loads due to vibration and impact, thereby reducing the working performance and life of the transmission wheels, and may generate impact noise between the transmission wheels, resulting in reduced NVH performance of the vehicle. Utility Model Content

[0004] The present application provides an electronic mechanical brake device, which can improve the working performance and life of the transmission wheel in the reducer by optimizing the internal structure of the electronic mechanical brake device in a targeted manner, and reduce the impact noise that may be generated between the transmission wheels during braking, so as to improve the NVH performance. The present application also provides a vehicle. The present application specifically includes the following technical solutions:

[0005] In a first aspect, the present application provides an electronic mechanical braking device, which includes a brake motor and a reducer. A brake motor drives one or more friction plates to brake the wheels of a vehicle through a reducer. A reducer includes a transmission shaft, two transmission wheels and an elastic gasket. The two transmission wheels are sleeved on a transmission shaft. One transmission wheel is used to receive the driving force of a brake motor and drive a transmission shaft to rotate, and the other transmission wheel is used to rotate with a transmission shaft and drive one or more friction plates through an output wheel. An elastic gasket is arranged between the two transmission wheels along the axial direction of a transmission shaft.

[0006] In the electro-mechanical braking device of the present application, a speed reducer is drivingly connected between a braking motor and a plurality of friction plates. A braking motor is used to output a driving force, and the driving force is transmitted to the plurality of friction plates through a speed reducer, so that a braking motor can drive the plurality of friction plates to brake the wheels of a vehicle, thereby forming a braking effect on the vehicle to change the driving state of the vehicle and improve the safety of the vehicle. Two transmission wheels are coaxially sleeved on the periphery of a transmission shaft, so that the two transmission wheels and a transmission shaft can rotate synchronously to transmit the driving force output by a braking motor. That is, when the driving force output by a braking motor drives one transmission wheel to rotate, since one transmission wheel is coaxially sleeved on a transmission shaft, the rotation of one transmission wheel will drive the transmission shaft to rotate synchronously. And the rotation of a transmission shaft will drive the other transmission wheel to rotate synchronously, and the driving force will be output to one or more friction plates through the other transmission wheel, thereby realizing the effect of braking the wheels of the vehicle.

[0007] In the electro-mechanical braking device of the present application, an elastic gasket is arranged between two transmission wheels along the axial direction of a transmission shaft, and the opposite ends of an elastic gasket respectively abut against one transmission wheel. When at least one of the two transmission wheels is affected by vibration shock and moves in the direction of approaching each other along the axial direction of a transmission shaft, since an elastic gasket abuts between the two transmission wheels, an elastic gasket can generate a buffering force opposite to the direction in which the two transmission wheels move towards each other. It can be understood that by adding an elastic gasket between the two transmission wheels, the influence of the vibration shock generated during the electro-mechanical braking process on the transmission wheels can be reduced, so as to avoid damage caused by impact between the plurality of transmission wheels. That is, an elastic gasket can form a protective effect on the transmission wheels, thereby improving the working performance and service life of the transmission wheels in the speed reducer. At the same time, by adding an elastic gasket, the impact noise of the transmission wheels generated in the speed reducer can also be eliminated, thereby improving the NVH performance of the speed reducer.

[0008] In one implementation, an elastic gasket is annular, and an elastic gasket is sleeved on the periphery of a transmission shaft. Among them, along the axial direction of a transmission shaft, the two ends of an elastic gasket respectively abut against one transmission wheel and the other transmission wheel, and the distance between the two transmission wheels is less than the thickness dimension of the elastic gasket in the natural state.

[0009] Correspondingly, along the axial direction of a transmission shaft, the cross-sectional shape of an elastic gasket is annular, so that an elastic gasket can be sleeved on the periphery of a transmission shaft to limit the displacement of an elastic gasket in the radial direction of a transmission shaft through a transmission shaft. At the same time, since the cross-sectional shape of each transmission wheel is annular, by setting the cross-sectional shape of an elastic gasket to match the cross-sectional shape of the transmission wheel, the end face of an elastic gasket can be in contact with the end face of the transmission wheel as much as possible, which can increase the contact area between an elastic gasket and the transmission wheel. By increasing the contact area between an elastic gasket and the transmission wheel, the protection effect of an elastic gasket on the transmission wheel can be improved, and the working performance and service life of the transmission wheel can be further improved. Along the radial direction of a transmission shaft, the outer diameter of an elastic gasket is smaller than the outer diameter of a transmission wheel, so that the projection of an elastic gasket on a transmission wheel is received within the end face of a transmission wheel, ensuring that an elastic gasket forms a protection effect on the transmission wheel in the speed reducer while also making room for the transmission wheel to mesh with other transmission wheels in the speed reducer to ensure that the speed reducer can normally transmit the driving force output by a braking motor. Along the axial direction of a transmission shaft, an elastic gasket is installed with an interference fit between two transmission wheels, that is, the two transmission wheels squeeze an elastic gasket, which can form a holding effect on both ends of an elastic gasket, preventing an elastic gasket from shaking or shifting and other movements from affecting the protection effect on the two transmission wheels, and thus improving the working reliability of an elastic gasket.

[0010] In one implementation, another transmission wheel and a transmission shaft are constructed as one body. A transmission wheel includes a receiving groove. Among them, along the axial direction of a transmission shaft, a receiving groove is located on the end face of a transmission wheel facing another transmission wheel. One end of an elastic gasket abuts against the bottom of the receiving groove, and the other end of the elastic gasket abuts against the end face of another transmission wheel facing the transmission wheel. The groove depth of the receiving groove is smaller than the thickness dimension of the elastic gasket in its natural state.

[0011] Correspondingly, one of the two transmission wheels is detachably connected to a transmission shaft, and the other transmission wheel is integrally formed with a transmission shaft. During the installation of the internal structure of the speed reducer, the distance between one transmission wheel and the other transmission wheel is adjustable, thereby reducing the assembly difficulty and precision requirements between the two transmission wheels and a transmission shaft, and improving the preparation efficiency of the speed reducer. Moreover, one transmission wheel is movable relative to a transmission shaft, which facilitates the installation of an elastic gasket between the two transmission wheels, further reducing the internal structure assembly difficulty of the speed reducer and improving the preparation efficiency of the speed reducer. Among them, a receiving groove is formed on the end face of one transmission wheel facing the other transmission wheel, and the structural shape of the receiving groove matches the structural shape of an elastic gasket, so that an elastic gasket can be received in a receiving groove. When an elastic gasket is received in a receiving groove of a transmission wheel, the receiving groove can fix and limit the elastic gasket, improving the installation precision of the elastic gasket and reducing the installation difficulty of the elastic gasket. At the same time, forming a receiving groove on the end face of a transmission wheel can reduce the weight of a transmission wheel while ensuring that the transmission wheel transmits driving force, realizing the lightweight design of the speed reducer. An elastic gasket extends out of a receiving groove along the axial direction of a transmission shaft, so that one end of the elastic gasket can abut against the bottom of the receiving groove and the other end of the elastic gasket can abut against the end face of the other transmission wheel. When any one of the two transmission wheels is affected by vibration and impact and moves along the axial direction of a transmission shaft, the elastic gasket can provide a buffering force to protect the two transmission wheels, further improving the working performance and service life of the two transmission wheels.

[0012] In one implementation, along the radial direction of a transmission shaft, the distance between a receiving groove and the tooth root of a transmission wheel is less than the distance between the receiving groove and a transmission shaft.

[0013] Correspondingly, along the radial direction of a transmission shaft, a receiving groove is closer to the outer peripheral surface of a transmission wheel than the axis of the transmission shaft. While the transmission wheel receives and fixes an elastic gasket through the receiving groove, the structural strength of the transmission wheel can be improved, enabling the structural strength of the transmission wheel to meet the driving force transmission requirements, and further improving the working performance and service life of the transmission wheel.

[0014] In one implementation, the speed reducer includes a support member for defining the displacement of an elastic gasket along the radial direction of a transmission shaft.

[0015] Correspondingly, an elastic gasket is fixed relative to a support member. The support member can provide stiffness to the elastic gasket in the radial direction of a transmission shaft, so that the support member can support the elastic gasket in the radial direction of the transmission shaft, ensuring that the elastic gasket can provide a buffering force in the axial direction of the transmission shaft for two transmission wheels. At the same time, while the support member forms a supporting effect on the elastic gasket in the radial direction of the transmission shaft, it can also limit the displacement of the elastic gasket in the radial direction of the transmission shaft, preventing the elastic gasket from shaking, shifting or having other displacements that may affect the protection effect on the two transmission wheels.

[0016] In one implementation, the material of the support member includes metal, and one end of the elastic gasket is fixedly connected to the support member by vulcanization. Among them, the support member is fixedly connected to at least one of the two transmission wheels by bolt connection.

[0017] Correspondingly, the material of the elastic gasket is usually rubber, etc. When the material of the support member is metal, one end of the elastic gasket can be fixed to the end face of the support member by vulcanization, making full use of the material characteristics of the elastic gasket and the support member to achieve the fixed connection between the support member and the elastic gasket. While ensuring the connection strength between the support member and the elastic gasket, it simplifies the connection method between the support member and the elastic gasket, and thus can optimize the internal structure design of the reducer. At the same time, the elastic gasket and the support member are directly connected and can be fixedly connected without other structural members, which can reduce the axial spacing between the two transmission wheels along the transmission shaft, and further reduce the axial structural size of the reducer, realizing the miniaturized design of the electromechanical braking device. The support member is fixedly connected to the transmission wheel by bolt connection, which can facilitate the assembly between the support member and the transmission wheel while ensuring the connection strength between them.

[0018] In one implementation, the support member is annular, the support member is sleeved around the periphery of a transmission shaft, and the support member is arranged axially between the two transmission wheels along the transmission shaft. Among them, the support member includes a fixed through hole that axially penetrates the support member along the transmission shaft. Axially along the transmission shaft, the elastic gasket passes through the fixed through hole, and the thickness dimension of the elastic gasket in the natural state is greater than the thickness dimension of the support member.

[0019] Correspondingly, a fixed through-hole penetrates through the opposite two end faces of a support member along the axial direction of a transmission shaft. When an elastic gasket passes through a fixed through-hole along the axial direction of a transmission shaft, both ends of the elastic gasket extend out from one opening of the fixed through-hole respectively. It can be understood that when an elastic gasket extends out of a support member along the axial direction of a transmission shaft, both ends of the elastic gasket can respectively abut against an adjacent transmission wheel, thereby being able to provide a buffering force for the two transmission wheels, so as to reduce the damage of vibration impact to the two transmission wheels and reduce the impact noise between the transmission wheels. When an elastic gasket passes through a support member from a fixed through-hole, the outer peripheral surface of the elastic gasket is in contact with the inner peripheral surface of the fixed through-hole, so that the inner peripheral surface of the fixed through-hole forms a limiting effect on the elastic gasket, that is, the fixed through-hole limits the displacement of the elastic gasket along the radial direction of the transmission shaft, ensuring that the elastic gasket can only deform along the axial direction of the transmission shaft and provide a buffering force for the two transmission wheels to form a protection effect. At the same time, a support member is sleeved around the periphery of a transmission shaft, and the relative fixation effect between the support member and the two transmission wheels can be achieved without separately adding other structural members, further simplifying the internal structure of the reducer, improving the preparation efficiency of the electro-mechanical braking device and reducing the preparation cost.

[0020] In an implementation manner, a support member includes a plurality of reinforcing ribs, and both ends of the plurality of reinforcing ribs are fixedly connected inside a fixed through-hole. Among them, the plurality of reinforcing ribs are arranged at intervals along the circumferential direction of a transmission shaft, and each reinforcing rib extends along the radial direction of the transmission shaft.

[0021] Correspondingly, the plurality of reinforcing ribs extend along the radial direction of the transmission shaft, and both ends of each reinforcing rib are respectively connected to the inner peripheral wall and the outer peripheral wall of a fixed through-hole, so as to enhance the overall structural strength of a support member. By arranging the plurality of reinforcing ribs, the anti-deformation ability of a support member can be enhanced, the support effect and fixation ability of the support member on an elastic gasket can be ensured, and thus the working performance and service life of a support member can be improved. At the same time, a fixed through-hole is configured as a ring, and the plurality of reinforcing ribs are arranged at intervals along the circumferential direction of the transmission shaft, so that the arrangement of the plurality of reinforcing ribs corresponds to the structural shape of the fixed through-hole and is adapted to the motion state of the transmission shaft, which can ensure that the structural members sleeved around the periphery of the transmission shaft can rotate along the axis of the transmission shaft, thereby improving the transmission efficiency of the driving force transmitted by the transmission shaft and the two transmission wheels.

[0022] In an implementation manner, an elastic gasket includes an axial protrusion, and the axial protrusion is annular. Among them, along the radial direction of the transmission shaft, the axial protrusion is located between one of the two transmission wheels and the transmission shaft, and along the axial direction of the transmission shaft, the axial protrusion is located on the side of the elastic gasket close to the transmission shaft, and the length dimension of the axial protrusion is less than or equal to the thickness dimension of one of the transmission wheels.

[0023] Correspondingly, an axial protrusion protrudes axially from an end face of an elastic gasket along an axial direction of a transmission shaft, and the axial protrusion is configured as a ring. The inner diameter of the axial protrusion is greater than or equal to the outer diameter of the transmission shaft, and the outer diameter of the axial protrusion is less than or equal to the inner diameter of the transmission wheel, so that the axial protrusion can be sleeved on the outer periphery of the transmission shaft and radially abut against the transmission shaft and the transmission wheel. Radially along the transmission shaft, by arranging the axial protrusion to abut against the transmission shaft and the transmission wheel, the axial protrusion can transmit the torque between the transmission shaft and the transmission wheel and can provide a buffering force to reduce torsional vibration. It can be understood that by protruding the axial protrusion on the end face of the elastic gasket, while the elastic gasket provides a buffering force along the axial direction of the transmission shaft to reduce the impact noise between the two transmission wheels, it can also provide a buffering force along the circumferential direction of the transmission shaft to reduce the torque impact between one of the transmission wheels and the transmission shaft, further improving the protection effect on the two transmission wheels and thus improving the working performance and service life of the two transmission wheels.

[0024] In one implementation, the transmission shaft includes a plurality of first spline protrusions, the axial protrusion includes a plurality of second spline protrusions, the plurality of first spline protrusions and the plurality of second spline protrusions are arranged adjacent to each other along the axial direction of the transmission shaft, and the transmission wheel includes a plurality of spline grooves. Among them, the plurality of first spline protrusions, the plurality of first spline protrusions and the plurality of spline grooves are all arranged at intervals along the circumferential direction of the transmission shaft. Radially along the transmission shaft, a first spline protrusion and a second spline protrusion are jointly embedded in a spline groove.

[0025] Correspondingly, both the connection between the transmission shaft and the transmission wheel and the connection between the axial protrusion and the transmission wheel are fixedly connected by a spline connection method, which can further improve the torque transmission stability and transmission efficiency between the transmission shaft and the transmission wheel, and further improve the transmission efficiency of the driving force transmitted between the transmission shaft and the two transmission wheels, thus improving the working performance and service life of the electromechanical braking device. Since the axial protrusion has elasticity, the second spline protrusion can provide a buffering force along the circumferential direction of the transmission shaft while transmitting the torque force.

[0026] In one implementation, radially along the transmission shaft, the maximum dimension between a first spline protrusion and the axis of the transmission shaft is less than the maximum dimension between a second spline protrusion and the axis of the transmission shaft.

[0027] Correspondingly, the external dimension of the spline protrusion convexly provided on an axially protruding spline protrusion is larger than the external dimension of the spline protrusion convexly provided on a transmission shaft, so that a plurality of second spline protrusions can form an effect of early buffering, improving the vibration damping effect between one of the transmission wheels and a transmission shaft, and further improving the protection effect on the transmission wheel.

[0028] In a second aspect, the present application further provides a vehicle, which includes a wheel, a brake disc, and the electromechanical braking device provided in any of the above implementation manners. The brake disc is coaxially fixed to the wheel, and the electromechanical braking device drives a plurality of friction plates to contact the brake disc to generate frictional force to brake the wheel.

[0029] The brake disc of the vehicle provided by the present application is coaxially fixed to the wheel. When the electromechanical braking device drives a plurality of friction plates to contact the brake disc and generate frictional force, the electromechanical braking device brakes the wheel by braking the brake disc, thereby forming the effect of the electromechanical braking device braking the vehicle. The vehicle of the present application is equipped with the electromechanical braking device in any of the above implementation manners, which can improve the working performance and service life of the vehicle of the present application and improve the NVH performance of the vehicle. That is, because the electromechanical braking device in any of the above implementation manners is used, the vehicle of the present application has all the beneficial effects that the electromechanical braking device provided in any of the above implementation manners may have. Description of the Drawings

[0030] In order to more clearly illustrate the technical solutions of the present application, the drawings required for the implementation manners will be briefly introduced below. Obviously, the drawings in the following description are only some implementation manners of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0031] Figure 1 It is a schematic diagram of the working scenario of the vehicle provided by the embodiment of the present application;

[0032] Figure 2 It is a schematic plan view of a partial structure of the electromechanical braking system of the vehicle provided by the embodiment of the present application;

[0033] Figure 3 It is a schematic external structure view of the brake of the electromechanical braking system provided by the embodiment of the present application;

[0034] Figure 4 It is a schematic sectional view of the brake of the electromechanical braking system provided by the embodiment of the present application;

[0035] Figure 5 It is a schematic plan view of the electromechanical braking device provided by the embodiment of the present application;

[0036] Figure 6 Partial planar structure schematic diagram of the speed reducer of the electro-mechanical braking device provided by the embodiment of the present application, with some structures hidden;

[0037] Figure 7 Planar structure schematic diagram of the first transmission wheel in the speed reducer of the electro-mechanical braking device provided by the embodiment of the present application;

[0038] Figure 8 External shape structure schematic diagram of the speed reducer of the electro-mechanical braking device provided by the embodiment of the present application, with some structures hidden;

[0039] Figure 9 Planar structure schematic diagram of the support member and the elastic gasket inside the speed reducer provided by the embodiment of the present application;

[0040] Figure 10 External shape structure schematic diagram of the support member and the elastic gasket inside the speed reducer provided by the embodiment of the present application;

[0041] Figure 11 Partial planar structure schematic diagram of the speed reducer provided by the embodiment of the present application, with some structures hidden;

[0042] Figure 12 Partial sectional structure schematic diagram of the speed reducer provided by the embodiment of the present application, with some structures hidden. Detailed implementation manners

[0043] Next, the technical solutions in the embodiments of the present application will be described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without making creative efforts belong to the scope protected by the present application.

[0044] The present application provides an electro-mechanical braking device. The electro-mechanical braking device includes a braking motor and a speed reducer. A braking motor drives one or more friction plates to brake the wheels of a vehicle through a speed reducer. A speed reducer includes a transmission shaft, two transmission wheels and an elastic gasket. The two transmission wheels are sleeved on a transmission shaft. One transmission wheel is used to receive the driving force of a braking motor and drive a transmission shaft to rotate. The other transmission wheel is used to rotate with a transmission shaft and drive one or more friction plates through an output wheel. An elastic gasket is arranged between the two transmission wheels along the axial direction of a transmission shaft. By adding an elastic gasket between the two transmission wheels, the working performance and service life of the transmission wheels in the speed reducer can be improved, and the impact noise that may be generated between the transmission wheels during braking can be reduced, so as to improve the NVH performance.

[0045] The present application provides a vehicle, the vehicle includes a wheel, a brake disc and an electronic mechanical brake device provided by the above implementation, the brake disc is coaxially fixed with the wheel, and the electronic mechanical brake device drives multiple friction plates to contact the brake disc to generate friction to brake the wheel. The vehicle of the present application is equipped with the electronic mechanical brake device provided by any of the above implementations, which can improve the NVH performance of the vehicle of the present application.

[0046] Please also read Figure 1 and Figure 2 , Figure 1 This is a schematic diagram of a working scenario of a vehicle 2000 provided in an embodiment of the present application. Figure 2 FIG. 1 is a schematic plan view of a partial structure of an electronic mechanical braking system 1000 of a vehicle 2000 provided in an embodiment of the present application. Figure 1 and Figure 2 As shown, the vehicle 2000 provided in the embodiment of the present application includes a wheel 2001 and an electronic mechanical braking system 1000, wherein the electronic mechanical braking system 1000 includes an electronic mechanical braking device 100 and a brake 1001, wherein the electronic mechanical braking device 100 is fixedly mounted on the wheel 2001, and the brake 1001 is used to brake the wheel 2001 to brake the vehicle 2000. Among them, the wheel 2001 is used to realize the function of the vehicle 2000 running on the ground, and the electronic mechanical braking device 100 is used to brake the wheel 2001 to control and adjust the rotation speed of the wheel 2001, thereby controlling the driving state of the vehicle 2000.

[0047] exist Figure 1 In the illustrated embodiment, only one wheel 2001 and one electronic mechanical brake device 100 are used as examples for illustrative description. In actual application scenarios, each wheel 2001 in the vehicle 2000 may be, but is not limited to, provided with a corresponding electronic mechanical brake device 100 for braking.

[0048] like Figure 2 As shown, the electronic mechanical brake device 100 of the present application includes a brake motor 101 and a reducer 10, and the brake motor 101 drives one or more friction plates to brake the wheel 2001 of the vehicle 2000 through the reducer 10. Specifically, the brake motor 101 is used to provide driving force for the brake 1001 to drive the brake 1001 to form a braking effect on the wheel 2001. The reducer 10 is transmission-connected between the brake motor 101 and the brake 1001, and the brake motor 101 drives the brake 1001 through the reducer 10 to brake the vehicle 2000.

[0049] like Figure 2As shown in the figure, the braking motor 101 includes a motor shaft 1011. The braking motor 101 is fixedly adjacent to the speed reducer 10 in the axial direction of the motor shaft 1011. One end of the motor shaft 1011 extends towards the speed reducer 10 and is in transmission connection with the speed reducer 10. The motor shaft 1011 rotates and drives the brake 1001 to brake the vehicle 2000 through the speed reducer 10.

[0050] In other words, the braking motor 101 and the speed reducer 10 are arranged adjacent to each other, and the motor shaft 1011 of the braking motor 101 extends into the speed reducer 10 and is in transmission connection with the speed reducer 10. When the motor shaft 1011 of the braking motor 101 rotates around its own axis, it will drive the speed reducer 10 to rotate synchronously, so as to realize the transmission of the driving force output by the braking motor 101 into the speed reducer 10 and the transmission effect through the speed reducer 10.

[0051] The speed reducer 10 includes an input end 10a and an output end 10b. The input end 10a and the output end 10b are arranged side by side in a direction perpendicular to the motor shaft 1011. The input end 10a is in transmission connection with the motor shaft 1011 extending from the braking motor 101, and the output end 10b is in transmission connection with the brake 1001, so that when the motor shaft 1011 of the braking motor 101 rotates and drives the speed reducer 10 to rotate, the speed reducer 10 can drive the brake 1001 to act.

[0052] To facilitate understanding of the braking process of the electro-mechanical braking device 100 of the present application on the vehicle 2000, the embodiments of the specification of the present application will first introduce the brake 1001.

[0053] Please refer to Figure 3 and Figure 4 , Figure 3 , which is a schematic diagram of the external structure of the brake 1001 of the electro-mechanical braking system 1000 provided by the embodiments of the present application. Figure 4 , which is a schematic cross-sectional structure diagram of the brake 1001 of the electro-mechanical braking system 1000 provided by the embodiments of the present application. As shown in Figure 3 and Figure 4 , the brake 1001 includes a brake disc 1001a and friction plates 1001b. The brake disc 1001a is fixed to the wheel 2001 of the vehicle 2000. During the driving process of the vehicle 2000, the brake disc 1001a can rotate with the wheel 2001.

[0054] The number of the friction plates 1001b is two. The two friction plates 1001b are arranged on the opposite sides of the brake disc 1001a along the thickness direction of the brake disc 1001a, and the friction plates 1001b are in transmission connection with the speed reducer 10.

[0055] When the brake motor 101 drives the brake 1001 to brake the vehicle 2000 through the reducer 10, the reducer 10 drives the two friction plates 1001b to move towards each other (as shown by the dotted arrows in the figure). The two friction plates 1001b can respectively contact the two opposite end surfaces of the brake disc 1001a and form friction force to reduce the rotation speed of the brake disc 1001a.

[0056] Since the brake disc 1001a is coaxially fixed with the wheel 2001, when the wheel 2001 rotates, the brake disc 1001a will rotate synchronously with the wheel 2001. When the two friction plates 1001b respectively abut the end faces of the brake disc 1001a, the rotation speed of the brake disc 1001a decreases, which will simultaneously drive the rotation speed of the wheel 2001 to decrease, thereby forming a braking effect on the wheel 2001, and then the electronic mechanical brake device 100 has the function of braking the vehicle 2000.

[0057] It can be understood that the reducer 10 of the electronic mechanical braking device 100 is transmission-connected between the brake motor 101 and the multiple friction plates 1001b. The brake motor 101 is used to output driving force and transmit the driving force to the multiple friction plates 1001b through the reducer 10, so that the brake motor 101 can drive the multiple friction plates 1001b to brake the wheels 2001 of the vehicle 2000, thereby forming a braking effect on the vehicle 2000 to change the driving state of the vehicle 2000 and improve the safety of the vehicle 2000.

[0058] See also Figure 5 , Figure 5 This is a schematic diagram of the planar structure of the electronic mechanical brake device 100 provided in the embodiment of the present application. Figure 5 In the illustrated embodiment, the reducer 10 includes an input shaft 11, a transmission shaft 12 and an output shaft 13. The input shaft 11 is used to receive the driving force output by the brake motor 101 and to transmit the driving force to the output shaft 13 through the transmission shaft 12. The output shaft 13 is used to receive the driving force transmitted by the transmission shaft 12 and to transmit the driving force to one or more friction plates 1001b.

[0059] Exemplarily, the input shaft 11, the transmission shaft 12 and the output shaft 13 are parallel to each other and arranged at intervals, and the transmission shaft 12 is transmission-connected between the input shaft 11 and the output shaft 13. The input shaft 11 is transmission-connected with the motor shaft 1011, and the rotation of the motor shaft 1011 will drive the input shaft 11 to rotate synchronously, so as to be able to transmit the driving force output by the brake motor 101 to the reducer 10. The input shaft 11 rotates, synchronously drives the transmission shaft 12 to rotate, and drives the output shaft 13 to rotate through the transmission shaft 12, so as to output the driving force through the output shaft 13.

[0060] Exemplarily, the speed reducer 10 further includes an input wheel 111, two transmission wheels 121, and an output wheel 131. The input wheel 111 is sleeved on the periphery of the input shaft 11, the two transmission wheels 121 are sleeved on the transmission shaft 12, and the output wheel 131 is sleeved on the periphery of the output shaft 13. Wherein, one transmission wheel 121 is used to receive the driving force of the braking motor 101 and drive the transmission shaft 12 to rotate, and the other transmission wheel 121 is used to rotate with the transmission shaft 12 and drive one or more friction plates 1001b through the output wheel 131.

[0061] Specifically, the input wheel 111 meshes with one of the transmission wheels 121. The braking motor 101 drives the input shaft 11 to rotate through the motor shaft 1011, and the rotation of the input shaft 11 will synchronously drive the input wheel 111 to rotate. Since the input wheel 111 meshes with one of the transmission wheels 121, the rotation of the input wheel 111 will synchronously drive one of the transmission wheels 121 to rotate, thereby achieving the effect that one of the transmission wheels 121 receives the driving force of the braking motor 101.

[0062] The output wheel 131 meshes with the other transmission wheel 121. The driving force input into the speed reducer 10 by the braking motor 101 is transmitted to one of the transmission wheels 121 through the input wheel 111. The rotation of one of the transmission wheels 121 will synchronously drive the transmission shaft 12 to rotate, and the rotation of the transmission shaft 12 will synchronously drive the other transmission wheel 121 to rotate.

[0063] Wherein, in the specification of this application, one of the two transmission wheels 121 that meshes with the input wheel 111 is denoted as the first transmission wheel 1211, and one of the two transmission wheels 121 that meshes with the output wheel 131 is denoted as the second transmission wheel 1212. That is, in Figure 5 the illustrated embodiment, the first transmission wheel 1211 meshes with the input wheel 111 for transmission connection, and the second transmission wheel 1212 meshes with the output wheel 131 for transmission connection.

[0064] It can be understood that the two transmission wheels 121 are coaxially sleeved on the periphery of the transmission shaft 12, so that the two transmission wheels 121 and the transmission shaft 12 can rotate synchronously to transmit the driving force output by the braking motor 101. That is, when the driving force output by the braking motor 101 drives the first transmission wheel 1211 to rotate, since the first transmission wheel 1211 is coaxially sleeved on the transmission shaft 12, the rotation of the first transmission wheel 1211 will drive the transmission shaft 12 to rotate synchronously. And the rotation of the transmission shaft 12 will drive the second transmission wheel 1212 to rotate synchronously, and output the driving force to one or more friction plates 1001b through the second transmission wheel 1212, thereby achieving the effect of braking the wheels of the vehicle.

[0065] In one embodiment, the speed reducer 10 includes an elastic gasket 14. Along the axial direction of the transmission shaft 12, the elastic gasket 14 is arranged between the two transmission wheels 121. In Figure 5In the illustrated embodiment, along the axial direction of the transmission shaft 12, the opposite ends of the elastic gasket 14 respectively abut against the transmission wheels 121.

[0066] It can be understood that the elastic gasket 14 has elasticity, and the two ends of the elastic gasket 14 abut between the two transmission wheels 121. When at least one of the two transmission wheels 121 moves in the direction of approaching each other along the axial direction of the transmission shaft 12 under the influence of vibration shock, at least one of the two transmission wheels 121 will apply a pressure along the axial direction of the transmission shaft 12 to the elastic gasket 14, so as to drive the elastic gasket 14 to deform along the axial direction of the transmission shaft 12, so that the elastic gasket 14 can generate a buffering force opposite to the direction in which the two transmission wheels 121 move in the direction of approaching each other.

[0067] Generally, when the electromechanical braking device brakes, multiple transmission wheels in the speed reducer will bear a large impact load under the influence of vibration shock.

[0068] By adding an elastic gasket 14 between the two transmission wheels 121 in the electromechanical braking device 100 of the present application, the influence of the vibration shock generated during the electromechanical braking process on the transmission wheels 121 can be reduced, so as to avoid damage caused by the impact between the multiple transmission wheels 121. That is to say, the elastic gasket 14 can form a protective effect on the transmission wheels 121, and thus can improve the working performance and service life of the transmission wheels 121 in the speed reducer 10.

[0069] At the same time, by adding the elastic gasket 14, the impact noise of the transmission wheels 121 generated in the speed reducer 10 can also be eliminated, and thus the NVH (Noise, Vibration, Harshness) performance of the speed reducer 10 can be improved.

[0070] Since the vehicle 2000 of the present application uses the electromechanical braking device 100 in any of the above implementation manners, the vehicle 2000 of the present application has all the beneficial effects that the electromechanical braking device 100 provided in any of the above implementation manners may have.

[0071] In one embodiment, the elastic gasket 14 is annular, and the elastic gasket 14 is sleeved on the periphery of the transmission shaft 12. Specifically, along the axial direction of the transmission shaft 12, the cross-sectional shape of the elastic gasket 14 is annular, so that the elastic gasket 14 can be sleeved on the periphery of the transmission shaft 12 to limit the displacement of the elastic gasket 14 in the radial direction of the transmission shaft 12 through the transmission shaft 12.

[0072] It can be understood that since the cross-sectional shape of each transmission wheel 121 is annular, by setting the cross-sectional shape of the elastic gasket 14 to match the cross-sectional shape of the transmission wheel 121, the end face of the elastic gasket 14 can be made to abut against the end face of the transmission wheel 121 as much as possible, thereby increasing the contact area between the elastic gasket 14 and the transmission wheel 121. By increasing the contact area between the elastic gasket 14 and the transmission wheel 121, the protective effect of the elastic gasket 14 on the transmission wheel 121 can be enhanced, and further the working performance and lifespan of the transmission wheel 121 can be improved.

[0073] In one embodiment, along the axial direction of the transmission shaft 12, both ends of the elastic gasket 14 respectively abut against the first transmission wheel 1211 and the second transmission wheel 1212, and the distance between the two transmission wheels 121 is less than the thickness dimension of the elastic gasket 14 in its natural state. Herein, the elastic gasket 14 being in its natural state can be understood as the thickness dimension of the elastic gasket 14 along the axial direction of the transmission shaft 12 when the elastic gasket 14 is not subjected to external forces.

[0074] Along the radial direction of the transmission shaft 12, the outer diameter of the elastic gasket 14 is smaller than the outer diameter of the transmission wheel 121, such that the projection of the elastic gasket 14 on the transmission wheel 121 is received within the end face of the transmission wheel 121. While ensuring that the elastic gasket 14 forms a protective effect on the transmission wheel 121 within the speed reducer 10, it can also make way for the meshing of the transmission wheel 121 with other transmission wheels 121 within the speed reducer 10, so as to ensure that the speed reducer 10 can normally transmit the driving force output by the brake motor 101.

[0075] Along the axial direction of the transmission shaft 12, the elastic gasket 14 is press-fitted between the two transmission wheels 121, that is, the two transmission wheels 121 exert extrusion on the elastic gasket 14, which can form a holding effect on both ends of the elastic gasket 14, preventing the elastic gasket 14 from shaking or shifting and other movements that would affect the protective effect on the two transmission wheels 121, and thus improving the working reliability of the elastic gasket 14.

[0076] It should be noted that in Figure 5 the illustrated embodiment, only one possible arrangement position and structural shape of the brake motor 101 and the speed reducer 10 in the electromechanical braking device 100 are taken as an example for exemplary introduction, but it is not limited that the arrangement position, structural dimensions, and structural shape, etc. of the brake motor 101 and the speed reducer 10 within the electromechanical braking device 100 provided by the embodiments of the present application are limited to this. In other embodiments of the present application, other structural features such as the arrangement position, structural dimensions, and structural shape, etc. of the brake motor 101 and the speed reducer 10 within the electromechanical braking device 100 can be adjusted according to actual design requirements, and the embodiments of the present application do not make specific limitations thereto.

[0077] Please refer to Figure 6 , Figure 6The figure is a partial planar structural schematic diagram of the speed reducer 10 of the electromechanical braking device 100 provided by the embodiments of the present application. In order to clearly illustrate the structural relationship between the two transmission wheels 121 and the elastic gasket 14, in Figure 6 the illustrated embodiment, structural components such as the input shaft 11, the input wheel 111, the output shaft 13, and the output wheel 131 of the speed reducer 10 are hidden. As Figure 6 shown, at least one of the two transmission wheels 121 is provided with a receiving groove for receiving the elastic gasket 14. Wherein, the notch and the bottom of the receiving groove are oppositely arranged along the axial direction of the transmission shaft 12, and the notch of the receiving groove faces the other transmission wheel 121.

[0078] In the description of the present application, the case where the receiving groove is provided on the first transmission wheel 1211 is taken as an example for exemplary introduction.

[0079] In Figure 6 the illustrated embodiment, the first transmission wheel 1211 is sleeved on the periphery of the transmission shaft 12, and the second transmission wheel 1212 is integrally formed with the transmission shaft 12.

[0080] It can be understood that the first transmission wheel 1211 among the two transmission wheels 121 is detachably connected to the transmission shaft 12, and the second transmission wheel 1212 is integrally formed with the transmission shaft 12. During the installation process of the internal structure of the speed reducer 10, the interval between the first transmission wheel 1211 and the second transmission wheel 1212 can be adjusted, thereby reducing the assembly difficulty and precision requirements between the two transmission wheels 121 and the transmission shaft 12, and improving the preparation efficiency of the speed reducer 10.

[0081] At the same time, the first transmission wheel 1211 can move relative to the transmission shaft 12, which is convenient for installing the elastic gasket 14 between the two transmission wheels 121, further reducing the internal structure assembly difficulty of the speed reducer 10 and improving the preparation efficiency of the speed reducer 10.

[0082] Exemplarily, along the axial direction of the transmission shaft 12, the receiving groove 12111 is located on the end face of the first transmission wheel 1211 facing the second transmission wheel 1212. One end of the elastic gasket 14 abuts against the bottom of the receiving groove 12111, and the other end of the elastic gasket 14 abuts against the end face of the second transmission wheel 1212 facing the first transmission wheel 1211. Wherein, the groove depth of the receiving groove 12111 is less than the thickness dimension of the elastic gasket 14 in the natural state.

[0083] It can be understood that the end face of the first transmission wheel 1211 facing the second transmission wheel 1212 is provided with a receiving groove 12111, and the structural shape of the receiving groove 12111 matches the structural shape of the elastic gasket 14, so that the elastic gasket 14 can be received in the receiving groove 12111.

[0084] When the elastic gasket 14 is received in the receiving groove 12111 of the first transmission wheel 1211, the receiving groove 12111 can fix and position the elastic gasket 14, improving the installation accuracy of the elastic gasket 14 and reducing the installation difficulty of the elastic gasket 14. At the same time, by providing the receiving groove 12111 on the end face of the first transmission wheel 1211, while ensuring that the first transmission wheel 1211 transmits the driving force, the weight of the first transmission wheel 1211 can be reduced, achieving a lightweight design of the reducer 10.

[0085] Axially along the transmission shaft 12, the elastic gasket 14 extends out of the receiving groove 12111, such that one end of the elastic gasket 14 can abut against the bottom of the receiving groove 12111 and the other end of the elastic gasket 14 can abut against the end face of the second transmission wheel 1212. When any first transmission wheel 1211 among the two transmission wheels 121 is affected by vibration and impact and moves axially along the transmission shaft 12, the elastic gasket 14 can provide a buffering force to protect the two transmission wheels 121, further improving the working performance and lifespan of the two transmission wheels 121.

[0086] Please refer to Figure 7 , Figure 7 which is a schematic plan view of the first transmission wheel 1211 in the reducer 10 of the electromechanical braking device 100 provided by the embodiment of the present application. Radially along the transmission shaft 12, the distance between the receiving groove 12111 and the tooth root of the first transmission wheel 1211 is less than the distance between the receiving groove 12111 and the transmission shaft 12.

[0087] It can be understood that, radially along the transmission shaft 12, the receiving groove 12111 is closer to the outer peripheral surface of the first transmission wheel 1211 than the axis of the transmission shaft 12. While the first transmission wheel 1211 receives and fixes the elastic gasket 14 through the receiving groove 12111, it can also improve the structural strength of the first transmission wheel 1211, enabling the structural strength of the first transmission wheel 1211 to meet the driving force transmission requirements, and further improving the working performance and lifespan of the transmission wheel 121.

[0088] Please refer to Figure 8 , Figure 8 which is a schematic external structure view of the reducer 10 of the electromechanical braking device 100 provided by the embodiment of the present application with some structures hidden. To clearly illustrate the structural relationship between the support member 15 and the elastic gasket 14, in the Figure 8 illustrated embodiment, structural components such as the transmission shaft 12 and the transmission wheel 121 of the reducer 10 are hidden. As Figure 8 shown, the reducer 10 includes a support member 15, and the support member 15 is used to define the displacement of the elastic gasket 14 radially along the transmission shaft 12.

[0089] Specifically, the elastic gasket 14 is fixed relative to the support member 15, and the support member 15 can provide stiffness to the elastic gasket 14 in the radial direction of the transmission shaft 12, so that the support member 15 can form a supporting effect on the elastic gasket 14 in the radial direction of the transmission shaft 12, to ensure that the elastic gasket 14 can provide a buffering force in the axial direction of the transmission shaft 12 for the two transmission wheels 121.

[0090] At the same time, while the support member 15 forms a supporting effect on the elastic gasket 14 in the radial direction of the transmission shaft 12, it can also limit the displacement of the elastic gasket 14 in the radial direction of the transmission shaft 12, avoiding the elastic gasket 14 from shaking, shifting or other displacements that may affect the protection effect on the two transmission wheels 121.

[0091] Exemplarily, the material of the support member 15 includes metal, and one end of the elastic gasket 14 is fixedly connected to the support member 15 by vulcanization.

[0092] It can be understood that the material of the elastic gasket 14 is usually rubber, etc. When the material of the support member 15 is metal, one end of the elastic gasket 14 can be fixed to the end face of the support member 15 by vulcanization, by making full use of the material characteristics of the elastic gasket 14 and the support member 15, to achieve the fixed connection between the support member 15 and the elastic gasket 14. While ensuring the connection strength between the support member 15 and the elastic gasket 14, the connection method between the support member 15 and the elastic gasket 14 is simplified, and thus the internal structure design of the speed reducer 10 can be optimized.

[0093] At the same time, the elastic gasket 14 and the support member 15 are directly connected and can be fixedly connected without passing through other structural members, which can reduce the axial interval between the two transmission wheels 121 along the transmission shaft 12, and further reduce the axial structural size of the speed reducer 10 along the transmission shaft 12, realizing the miniaturized design of the electromechanical braking device 100.

[0094] In one embodiment, the support member 15 is fixedly connected to at least one of the two transmission wheels 121 by bolt connection. The support member 15 and the transmission wheel 121 are fixed by bolt connection, which can ensure the connection strength between the two and facilitate the assembly between the support member 15 and the transmission wheel 121.

[0095] It should be noted that in Figure 8 the illustrated embodiment, only one possible structural shape, structural size and arrangement quantity of the support member 15 and the elastic gasket 14 are taken as examples for exemplary introduction, but it is not limited that the structural shape, structural size and arrangement quantity of the support member 15 and the elastic gasket 14 provided by the embodiments of the present application are limited to this. In other embodiments of the present application, the structural shape, structural size and arrangement quantity of the support member 15 and the elastic gasket 14 can be adjusted according to actual design requirements, and the present application does not make specific limitations thereto.

[0096] Please refer to Figure 9 and Figure 10 as well, Figure 9 which are the schematic plan views of the support member 15 and the elastic gasket 14 inside the speed reducer 10 provided by the embodiments of the present application, Figure 10 and are the schematic external views of the support member 15 and the elastic gasket 14 inside the speed reducer 10 provided by the embodiments of the present application. In Figure 9 and Figure 10 the shown embodiments, the support member 15 is annular, the support member 15 is sleeved on the periphery of the transmission shaft 12, and the support member 15 is arranged axially along the transmission shaft 12 between two transmission wheels 121. Among them, the support member 15 includes a fixed through hole 151, and the fixed through hole 151 axially penetrates the support member 15 along the transmission shaft 12.

[0097] As Figure 9 and Figure 10 shown, axially along the transmission shaft 12, the elastic gasket 14 passes through the fixed through hole 151, and the thickness dimension of the elastic gasket 14 when in a natural state is greater than the thickness dimension of the support member 15.

[0098] It can be understood that the fixed through hole 151 axially penetrates the two opposite end faces of the support member 15 along the transmission shaft 12. When the elastic gasket 14 axially passes through the fixed through hole 151 along the transmission shaft 12, both ends of the elastic gasket 14 respectively extend out from one opening of the fixed through hole 151.

[0099] When the elastic gasket 14 axially extends out of the support member 15, both ends of the elastic gasket 14 can respectively abut against the adjacent first transmission wheel 1211, and thus can provide a buffering force for the two transmission wheels 121 to reduce the damage of vibration shock to the two transmission wheels 121 and reduce the impact noise between the transmission wheels 121.

[0100] When the elastic gasket 14 passes through the support member 15 from the fixed through hole 151, the outer peripheral surface of the elastic gasket 14 contacts the inner peripheral surface of the fixed through hole 151, so that the inner peripheral surface of the fixed through hole 151 forms a limiting effect on the elastic gasket 14, that is, the fixed through hole 151 limits the displacement of the elastic gasket 14 along the radial direction of the transmission shaft 12, ensuring that the elastic gasket 14 can only deform axially along the transmission shaft 12 and provide a buffering force for the two transmission wheels 121 to form a protection effect.

[0101] At the same time, the support member 15 is sleeved on the periphery of the transmission shaft 12, and the effect of relative fixation between the support member 15 and the two transmission wheels 121 can be achieved without separately adding other structural members, further simplifying the internal structure of the speed reducer 10, improving the preparation efficiency of the electromechanical braking device 100 and reducing the preparation cost.

[0102] An embodiment, the support member 15 includes a plurality of reinforcing ribs 152, and both ends of the plurality of reinforcing ribs 152 are fixedly connected within the fixed through holes 151. Among them, the plurality of reinforcing ribs 152 are arranged at intervals along the circumferential direction of the transmission shaft 12, and each reinforcing rib 152 extends along the radial direction of the transmission shaft 12.

[0103] In Figure 9 and Figure 10 In the illustrated embodiment, the plurality of reinforcing ribs 152 extend along the radial direction of the transmission shaft 12, and both ends of each reinforcing rib 152 are respectively connected to the inner peripheral wall 151a and the outer peripheral wall 151b of the fixed through hole 151, so as to form the effect of strengthening the overall structural strength of the support member 15.

[0104] It can be understood that by arranging a plurality of reinforcing ribs 152, the anti-deformation ability of the support member 15 can be enhanced, the support effect and fixing ability of the support member 15 on the elastic gasket 14 can be ensured, and thus the working performance and service life of the support member 15 can be improved.

[0105] At the same time, the fixed through hole 151 is configured as a ring, and the plurality of reinforcing ribs 152 are arranged at intervals along the circumferential direction of the transmission shaft 12, so that the arrangement of the plurality of reinforcing ribs 152 corresponds to the structural shape of the fixed through hole 151 and is adapted to the movement state of the transmission shaft 12, which can ensure that the structural members sleeved around the transmission shaft 12 can rotate along the axis of the transmission shaft 12, and thus the transmission efficiency of the transmission shaft 12 and the two transmission wheels 121 for transmitting the driving force can be improved.

[0106] Please refer to Figure 11 , Figure 11 which is a schematic plan view of the reducer 10 provided by the embodiment of the present application with some structures hidden. In order to clearly show the structural relationship between the two transmission wheels 121 and the elastic gasket 14, in Figure 11 the illustrated embodiment, structural members such as the input shaft 11, the input wheel 111, the output shaft 13, and the output wheel 131 of the reducer 10 are hidden. In Figure 11 the illustrated embodiment, the elastic gasket 14 includes an axial protrusion 141, and the axial protrusion 141 is annular.

[0107] Among them, along the radial direction of the transmission shaft 12, the axial protrusion 141 is located between one of the two transmission wheels 121 and the transmission shaft 12. In Figure 11 the illustrated embodiment, taking the axial protrusion 141 abutting against the transmission shaft 12 and the first transmission wheel 1211 along the radial direction of the transmission shaft 12 as an example for exemplary introduction.

[0108] As Figure 11 shown, along the axial direction of the transmission shaft 12, the axial protrusion 141 is located on the side of the elastic gasket 14 close to the transmission shaft 12, and the length dimension of the axial protrusion 141 is less than or equal to the thickness dimension of the first transmission wheel 1211.

[0109] Specifically, the axial protrusion 141 protrudes axially from the end face of the elastic gasket 14 along the axis of the transmission shaft 12, and the axial protrusion 141 is configured as a ring. Moreover, the inner diameter of the axial protrusion 141 is greater than or equal to the outer diameter of the transmission shaft 12, and the outer diameter of the axial protrusion 141 is less than or equal to the inner diameter of the first transmission wheel 1211, so that the axial protrusion 141 can be sleeved on the outer periphery of the transmission shaft 12 and radially abut against the transmission shaft 12 and the first transmission wheel 1211.

[0110] It can be understood that, along the radial direction of the transmission shaft 12, by setting the axial protrusion 141 to abut between the transmission shaft 12 and the first transmission wheel 1211, while the axial protrusion 141 transmits the torque between the transmission shaft 12 and the first transmission wheel 1211, it can also provide a buffer force to reduce torsional vibration.

[0111] That is to say, by protruding the axial protrusion 141 on the end face of the elastic gasket 14, while the elastic gasket 14 provides a buffer force along the axis of the transmission shaft 12 to reduce the impact noise between the two transmission wheels 121, it can also provide a buffer force along the circumferential direction of the transmission shaft 12 to reduce the torque impact between one of the transmission wheels 121 and the transmission shaft 12, further improving the protection effect on the two transmission wheels 121 to improve the working performance and service life of the two transmission wheels 121.

[0112] Please refer to Figure 12 , Figure 12 which is a schematic cross-sectional structure diagram of the speed reducer 10 provided by the embodiment of the present application with some structures hidden. In order to clearly show the structural relationship between the two transmission wheels 121 and the elastic gasket 14, in the Figure 12 shown embodiment, structural components such as the input shaft 11, input wheel 111, output shaft 13, and output wheel 131 of the speed reducer 10 are hidden. As Figure 12 shown, the transmission shaft 12 includes a plurality of first spline protrusions 123, the axial protrusion 141 includes a plurality of second spline protrusions 1412, the plurality of first spline protrusions 123 and the plurality of second spline protrusions 1412 are arranged adjacent to each other along the axis of the transmission shaft 12, and the first transmission wheel 1211 includes a plurality of spline grooves 12112.

[0113] Among them, the plurality of first spline protrusions 123, the plurality of first spline protrusions 123, and the plurality of spline grooves 12112 are all arranged at intervals along the circumferential direction of the transmission shaft 12. Along the radial direction of the transmission shaft 12, one first spline protrusion 123 and one second spline protrusion 1412 are jointly embedded in one spline groove 12112.

[0114] Specifically, the transmission shaft 12 and the first transmission wheel 1211, as well as the axial protrusion 141 and the first transmission wheel 1211, are fixedly connected by spline connection, which can further improve the torque transmission stability and transmission efficiency between the transmission shaft 12 and the first transmission wheel 1211, and then improve the transmission efficiency of the driving force between the transmission shaft 12 and the two transmission wheels 121, enhancing the working performance and service life of the electromechanical braking device 100. Since the axial protrusion 141 has elasticity, the second spline protrusion 1412 can provide a buffering force along the circumferential direction of the transmission shaft 12 while transmitting the torque force.

[0115] In an embodiment, along the radial direction of the transmission shaft 12, the maximum dimension between the first spline protrusion 123 and the axis of the transmission shaft 12 is smaller than the maximum dimension between the second spline protrusion 1412 and the axis of the transmission shaft 12.

[0116] It can be understood that the outer dimension of the spline protrusion protruding from the axial protrusion 141 is larger than the outer dimension of the spline protrusion protruding from the transmission shaft 12, enabling multiple second spline protrusions 1412 to form an early buffering effect, improving the vibration damping effect between one of the transmission wheels 121 and the transmission shaft 12, and further enhancing the protection effect on the transmission wheel 121.

[0117] Of course, the above-mentioned various embodiments can be applied alone or in combination. The above is the preferred embodiment of the present application. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present application, several improvements and refinements can be made, and these improvements and refinements are also regarded as the protection scope of the present application.

Claims

1. An electromechanical brake device, characterized in that: The electronic mechanical brake device includes a brake motor and a reducer, wherein the brake motor drives one or more friction plates to brake the wheels of the vehicle through the reducer, and the reducer includes: A transmission shaft and two transmission wheels, wherein the two transmission wheels are sleeved on the transmission shaft, one transmission wheel is used to receive the driving force of the brake motor and drive the transmission shaft to rotate, and the other transmission wheel is used to rotate with the transmission shaft and drive the one or more friction plates through an output wheel; An elastic gasket is arranged between the two transmission wheels along the axial direction of the transmission shaft.

2. The electromechanical brake device according to claim 1, characterized in that: The elastic gasket is annular and is sleeved on the periphery of the transmission shaft, wherein along the axial direction of the transmission shaft: Two ends of the elastic gasket are respectively in contact with the one transmission wheel and the other transmission wheel; The interval between the two transmission wheels is smaller than the thickness of the elastic gasket in a natural state.

3. The electromechanical brake device according to claim 1, characterized in that: The other transmission wheel is integrally constructed with the one transmission shaft, and the one transmission wheel comprises a receiving groove, wherein along the axial direction of the one transmission shaft: The one receiving groove is located at the end surface of the one transmission wheel facing the other transmission wheel, one end of the one elastic gasket abuts against the groove bottom of the one receiving groove, and the other end of the one elastic gasket abuts against the end surface of the other transmission wheel facing the one transmission wheel; The depth of the receiving groove is smaller than the thickness of the elastic gasket in a natural state.

4. The electromechanical brake device according to claim 3, characterized in that: Along the radial direction of the transmission shaft, the distance between the receiving groove and the tooth root of the transmission wheel is smaller than the distance between the receiving groove and the transmission shaft.

5. The electromechanical brake device according to claim 1, characterized in that: The reducer includes a support member, and the support member is used to limit the radial displacement of the elastic gasket along the transmission shaft.

6. The electromechanical brake device according to claim 5, characterized in that: The material of the one support member includes metal, and one end of the one elastic gasket is fixedly connected to the one support member by vulcanization, wherein: The one support member is fixedly connected to at least one of the two transmission wheels by means of bolt connection.

7. The electromechanical brake device according to claim 5, characterized in that: The one support member is annular, and is sleeved on the periphery of the one transmission shaft. The one support member is arranged between the two transmission wheels along the axial direction of the one transmission shaft, wherein: The one support member comprises a fixing through hole, and the one fixing through hole penetrates the one support member along the axial direction of the one transmission shaft; Along the axial direction of the transmission shaft, the elastic gasket passes through the fixing through hole, and the thickness of the elastic gasket in a natural state is greater than the thickness of the support member.

8. The electromechanical brake device according to claim 7, characterized in that: The one support member comprises a plurality of reinforcing ribs, both ends of which are fixedly connected to the one fixing through hole, wherein: The plurality of reinforcing ribs are arranged at intervals along the circumference of the one transmission shaft; Each of the reinforcing ribs extends in the radial direction of the one transmission shaft.

9. The electromechanical brake device according to any one of claims 1 to 8, characterized in that: The elastic gasket comprises an axial protrusion, and the axial protrusion is annular, wherein: Along the radial direction of the one transmission shaft, the one axial protrusion is located between one of the two transmission wheels and the one transmission shaft; Along the axial direction of the transmission shaft, the axial protrusion is located on a side of the elastic gasket close to the transmission shaft, and the length of the axial protrusion is less than or equal to the thickness of one of the transmission wheels.

10. The electromechanical brake device according to claim 9, characterized in that: The one transmission shaft comprises a plurality of first spline protrusions, the one axial protrusion comprises a plurality of second spline protrusions, the plurality of first spline protrusions and the plurality of second spline protrusions are arranged adjacent to each other along the axial direction of the one transmission shaft, and the one transmission wheel comprises a plurality of spline grooves, wherein: The plurality of first spline protrusions, the plurality of first spline protrusions and the plurality of spline grooves are arranged at intervals along the circumference of the one transmission shaft; Along the radial direction of the transmission shaft, one of the first spline protrusions and one of the second spline protrusions are embedded together in one of the spline grooves.

11. The electromechanical brake device according to claim 10, characterized in that: Along the radial direction of the one transmission shaft, the maximum dimension between the one first spline protrusion and the axis of the one transmission shaft is smaller than the maximum dimension between the one second spline protrusion and the axis of the one transmission shaft.

12. A vehicle, characterized in that: The vehicle comprises a wheel, a brake disc and an electronic mechanical brake device as described in any one of claims 1-11, wherein the brake disc is coaxially fixed to the wheel, and the electronic mechanical brake device drives a plurality of friction plates to contact the brake disc to generate friction force to brake the wheel.

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