Electronic mechanical brake caliper, brake system and vehicle

Abstract

The utility model relates to an electro-mechanical brake caliper, a brake system and a vehicle. The electro-mechanical brake caliper comprises a caliper body, a brake disc and a brake disc, the brake pad is arranged on the caliper body; the driving module is arranged on the caliper body; the driving module comprises a driving part, a transmission mechanism, a first speed reducing mechanism, a second speed reducing mechanism, a first piston assembly and a second piston assembly; the driving part is in transmission connection with the first speed reducing mechanism and the second speed reducing mechanism through the transmission mechanism, the first speed reducing mechanism is in transmission connection with the first piston assembly, the second speed reducing mechanism is in transmission connection with the second piston assembly, and the first piston assembly and the second piston assembly can move in the first direction so as to abut against and drive the brake pad to move. The electronic mechanical brake caliper has good brake performance.

Description

Technical Field

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

[0002] A vehicle's braking system applies a certain amount of braking force to the wheels, thereby forcing them to brake to a certain degree. The brake control system's function is to decelerate or even stop a moving vehicle as directed by the driver or controller, to stabilize a stopped vehicle under various road conditions (for example, on a slope), or to maintain a steady speed when traveling downhill.

[0003] Traditional braking systems often use hydraulic brakes, but these systems suffer from complex layouts, slow response times, low energy efficiency, and high costs associated with high redundancy. This has led to the emergence of electronic mechanical braking (EMB) systems, which offer advantages such as simple layout and fast response times, making them more adaptable to the rapid development of automotive technology, particularly the electrification of vehicles.

[0004] In the related art, the brake calipers of the electronic mechanical braking system often have the problem of insufficient braking capacity. Utility Model Content

[0005] In order to overcome the problems existing in the related art, the present disclosure provides an electronic mechanical brake caliper, a brake system and a vehicle to solve the technical problems existing in the related art.

[0006] According to a first aspect of the present disclosure, there is provided an electromechanical brake caliper, comprising:

[0007] caliper body;

[0008] a brake pad, disposed on the caliper body;

[0009] A driving module is provided on the caliper body;

[0010] The driving module includes a driving part, a transmission mechanism, a first reduction mechanism, a second reduction mechanism, a synchronization mechanism, a first piston assembly and a second piston assembly;

[0011] The driving portion is in transmission connection with the first reduction mechanism and the second reduction mechanism through the transmission mechanism, the first reduction mechanism is in transmission connection with the first piston assembly, and the second reduction mechanism is in transmission connection with the second piston assembly;

[0012] The first piston assembly and the second piston assembly are capable of moving along a first direction to abut against and drive the brake pad to move.

[0013] In some embodiments, the driving module further includes a synchronization mechanism, and the synchronization mechanism is transmission-disposed between the first reduction mechanism and the second reduction mechanism.

[0014] In some embodiments, the transmission mechanism includes a first input gear, a first intermediate gear, and a second intermediate gear;

[0015] The first input gear is in transmission connection with the driving part, and the first intermediate gear and the second intermediate gear are both in transmission connection with the first input gear;

[0016] The first intermediate gear is in transmission connection with the first reduction mechanism, and the second intermediate gear is in transmission connection with the second reduction mechanism.

[0017] In some embodiments, the first reduction mechanism includes a first output gear and a first planetary gear assembly in driving connection, the first output gear is in driving connection with the first intermediate gear, and the planetary gear assembly is in driving connection with the first piston assembly; and / or,

[0018] The second reduction mechanism includes a second output gear and a second planetary gear assembly that are transmission-connected. The second output gear is transmission-connected to the second intermediate gear, and the second planetary gear assembly is transmission-connected to the second piston assembly.

[0019] In some embodiments, the diameters of the first output gear and the second output gear are of a first size, and the diameters of the first intermediate gear and the second intermediate gear are of a second size; wherein the first size is greater than the second size.

[0020] In some embodiments, the first planetary gear assembly and / or the second planetary gear assembly comprises: a sun gear, planet gears, a ring gear, and a planet carrier;

[0021] The sun gear is in transmission connection with the first output gear and / or the second output gear, the planetary gears are arranged on the planetary carrier and are in transmission connection with the sun gear, the ring gear is fixedly arranged and meshes with the planetary gears, and the planetary carrier is used to be in transmission connection with the first piston assembly and / or the second piston assembly.

[0022] In some embodiments, the planet carrier is configured as a disc plate, and the disc plate is rotatably disposed in the ring gear;

[0023] The disc plate includes a disc plate body and a planetary gear shaft, wherein the planetary gear shaft is arranged on the disc plate body, and the planetary gear is rotatably sleeved on the planetary gear shaft;

[0024] A gear hole is formed at the center of the disc plate, and the gear hole is used for transmission connection with the first piston assembly and / or the second piston assembly.

[0025] In some embodiments, the caliper body is provided with a first beam body and a second beam body, the first beam body and the second beam body both extend along a first direction and are spaced apart along a second direction, and an accommodating groove is provided between the first beam body and the second beam body, and the driving part is provided in the accommodating groove;

[0026] A first piston cavity extending along the first direction is provided inside the first beam body, and the first piston assembly is provided in the first piston cavity. A second piston cavity extending along the first direction is provided inside the second beam body, and the second piston assembly is provided in the second piston cavity.

[0027] The first direction and the second direction are arranged to intersect.

[0028] In some embodiments, the caliper body is further provided with a first hollow groove and a second hollow groove;

[0029] The first hollow groove is provided on a side of the first beam body away from the accommodating groove in the second direction, and the second hollow groove is provided on a side of the second beam body away from the accommodating groove in the second direction;

[0030] The first beam body and the second beam body are symmetrically arranged in the second direction, and the first hollow groove and the second hollow groove are symmetrically arranged in the second direction.

[0031] In some embodiments, the first piston assembly and / or the second piston assembly includes a screw-nut assembly, the screw-nut assembly including a drive screw and a drive nut;

[0032] The driving screw is extended along the first direction and is in transmission connection with the first reduction mechanism and / or the second reduction mechanism, and the driving screw is axially locked and circumferentially rotatable;

[0033] The drive nut is circumferentially locked and axially movably sleeved on the drive screw, and the drive nut is used to abut against and drive the brake pad to move.

[0034] In some embodiments, the screw nut assembly further comprises a piston sleeve, the piston sleeve being connected to the drive nut and configured to abut against the brake pad;

[0035] Wherein, the piston sleeve and the drive nut are integrally formed; or,

[0036] The piston sleeve is sleeved on the drive nut, the end surface of the drive nut is formed with a first spherical surface, the inner wall of the piston sleeve is formed with a second spherical surface, and the first spherical surface and the second spherical surface form a spherical fit; or,

[0037] The piston sleeve is located on one side of the driving nut along the first direction, and the piston sleeve is connected to the driving nut in a ball joint manner.

[0038] In some embodiments, the driving screw comprises a polished rod segment, a stop flange, a screw segment, and a connecting gear;

[0039] The polished rod segment and the screw segment are both extended along the first direction, and the stop flange is connected between the polished rod segment and the screw segment;

[0040] The drive nut is sleeved on the screw segment and can be used to abut against the stop flange;

[0041] The connecting gear is connected to one end of the polished rod segment away from the stop flange, and is used for transmission connection with the first reduction mechanism and / or the second reduction mechanism.

[0042] In some embodiments, the screw nut assembly further includes a piston sleeve, which is connected to the drive nut and is used to abut against the brake pad.

[0043] In some embodiments, the driving module further includes an adapter plate;

[0044] The adapter plate is arranged between the brake pad and the first piston assembly and the second piston assembly;

[0045] The area where the adapter plate contacts the brake pad is a first area, the sum of the areas where the first piston assembly and the second piston assembly contact the adapter plate is a second area, and the first area is greater than the second area.

[0046] In some embodiments, the adapter plate includes a first side surface and a second side surface disposed opposite to each other in the first direction, the first side surface is recessed to form a first groove and a second groove, the first groove is used for inserting the first piston assembly, and the second groove is used for inserting the second piston assembly;

[0047] Wherein, the first side surface is fixedly connected to the first piston assembly and / or the second piston assembly, or the second side surface is fixedly connected to the brake pad.

[0048] In some embodiments, a first plane is formed at the end of the piston sleeve of the first piston assembly and / or the second piston assembly, and a second plane is formed on the inner wall of the first groove and / or the second groove, and the first plane is used to abut against the second plane.

[0049] In some embodiments, a first arcuate surface is formed at the end of the piston sleeve of the first piston assembly and / or the second piston assembly, and a second arcuate surface is formed on the inner wall of the first groove and / or the second groove, and the first arcuate surface is used to abut against the second arcuate surface.

[0050] In some embodiments, the driving module further includes a module housing, which is detachably disposed on the caliper body, and the transmission mechanism, the first reduction mechanism, and the second reduction mechanism are disposed in the module housing.

[0051] In some embodiments, a first piston cavity is provided inside the caliper body and extends through the first direction, and the first piston assembly is provided in the first piston cavity;

[0052] A second piston cavity is provided inside the caliper body and extends through the first direction, and the second piston assembly is provided in the second piston cavity;

[0053] The caliper body is recessed to form a receiving groove, and the driving part is arranged in the receiving groove;

[0054] In which, the module shell is formed with a first opening, a second opening and a third opening, the first opening is arranged opposite to the accommodating groove in the first direction, the second opening is arranged opposite to the first piston chamber in the first direction, and the third opening is arranged opposite to the second piston chamber in the first direction.

[0055] According to a second aspect of the present disclosure, a braking system is provided, comprising the above-mentioned electromechanical brake caliper.

[0056] According to a third aspect of the present disclosure, a vehicle is provided, comprising the electromechanical brake caliper or the brake system.

[0057] The technical solution provided by the embodiments of the present disclosure may include the following beneficial effects: First, by setting the first piston assembly and the second piston assembly, it can act on different positions of the brake pad, evenly distribute the braking force, reduce the wear of the brake pad and be able to adapt to a larger area of ​​brake pad, thereby improving the braking capacity and braking efficiency of the electronic mechanical brake caliper.

[0058] Secondly, by setting up the first deceleration mechanism and the second deceleration mechanism, the movement of the first piston assembly and the second piston assembly can be finely adjusted, which means that the braking process can be smoother, reducing the vibration of the vehicle during emergency braking and improving driving comfort.

[0059] In addition, the use of electromechanical braking method reduces the risk of fluid leakage compared to the transmission hydraulic system, and improves braking reliability and maintenance convenience.

[0060] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0062] Figure 1 1 is a partial structural diagram of an electromechanical brake caliper according to an exemplary embodiment, wherein the module housing is not fully illustrated in the figure.

[0063] Figure 2 1 is a schematic diagram of a partial structure of an electronic mechanical brake caliper according to an exemplary embodiment, wherein the caliper body is not shown in the figure.

[0064] Figure 3 is a schematic diagram of the three-dimensional structure of an electronic mechanical brake caliper according to an exemplary embodiment.

[0065] Figure 4 1 is a partial structural diagram of an electromechanical brake caliper according to an exemplary embodiment, wherein the diagram illustrates a partial structural diagram of a planetary gear assembly and a piston assembly.

[0066] Figure 5 FIG. 1 is a schematic structural diagram of an output gear and a sun gear of an electromechanical brake caliper according to an exemplary embodiment.

[0067] Figure 6 The figure is a schematic structural diagram of a planetary carrier of a planetary gear assembly of an electromechanical brake caliper according to an exemplary embodiment.

[0068] Figure 7 1 is a schematic structural diagram of a lead screw and nut assembly of an electromechanical brake caliper according to an exemplary embodiment, wherein the piston sleeve is not shown in the figure.

[0069] Figure 8 1 is a schematic structural diagram of a lead screw and nut assembly of an electromechanical brake caliper according to an exemplary embodiment, wherein the figure illustrates a piston sleeve.

[0070] Figure 9 FIG1 is a schematic structural diagram of a caliper body of an electronic mechanical brake caliper according to an exemplary embodiment.

[0071] Figure 10 It is a schematic structural diagram of a module housing of an electromechanical brake caliper according to an exemplary embodiment.

[0072] Figure 11 1 is a schematic cross-sectional view of an electromechanical brake caliper according to an exemplary embodiment, wherein a first plane and a second plane are schematically shown in the figure.

[0073] Figure 12 1 is a partial structural schematic diagram of an adapter plate, a brake pad, and a first piston assembly and a second piston assembly according to an exemplary embodiment, wherein the figure schematically illustrates a first plane and a second plane.

[0074] Figure 13 1 is a partial structural schematic diagram of an adapter plate, a brake pad, and a first piston assembly and a second piston assembly according to an exemplary embodiment, wherein the figure schematically illustrates a first curved surface and a second curved surface.

[0075] Figure 14 The figure is a simplified schematic diagram of the structure of an electromechanical brake caliper according to an exemplary embodiment.

[0076] Description of Reference Numerals

[0077] 1. Caliper body; 11. First beam; 110. First piston chamber; 12. Second beam; 120. Second piston chamber; 13. Accommodation groove; 14. First hollow groove; 15. Second hollow groove;

[0078] 2. Brake pad; 21. Brake pad body; 22. Metal backing plate;

[0079] 3. Drive module; 31. Drive unit; 32. Transmission mechanism; 321. First input gear; 322. First intermediate gear; 323. Second intermediate gear; 33. First reduction mechanism; 331. First output gear; 332. First planetary gear assembly; 34. Second reduction mechanism; 341. Second output gear; 342. Second planetary gear assembly; 35. Synchronizing mechanism; 36. First piston assembly; 37. Second piston assembly; 38. Adapter plate; 381. First side surface; 3811. First groove; 3812. Second groove; 382. Second side surface; 39. Module housing; 391. First opening; 392. Second opening; 393. Third opening;

[0080] 101, sun gear; 102, planetary gear; 103, ring gear; 104, planet carrier; 1041, disc plate body; 1042, planetary gear shaft; 1043, gear hole;

[0081] 201, driving screw; 2011, polished rod section; 2012, stop flange; 2013, screw section; 2014, connecting gear; 202, driving nut; 203, piston sleeve; 2031, sealing ring;

[0082] 100, first plane; 200, second plane; 300, first curved surface; 400, second curved surface; 1000, brake disc;

[0083] A. First direction; B. Second direction. DETAILED DESCRIPTION

[0084] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all possible embodiments consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present disclosure, as detailed in the appended claims.

[0085] In this disclosure, unless otherwise stated, directional words such as "inside" and "outside" refer to the inside and outside of a specific structural outline; directional words such as "first direction" and "second direction" refer to two intersecting directions. Figure 1 The terms used, such as "first, second, etc.", are only used to distinguish one element from another element and do not have sequential and importance.

[0086] Reference Figures 1 to 14 As shown, the present disclosure provides an electronic mechanical brake caliper, which includes: a caliper body 1; a brake pad 2, which is disposed on the caliper body 1; and a drive module 3, which is disposed on the caliper body 1. The drive module 3 includes a drive unit 31, a transmission mechanism 32, a first reduction mechanism 33, a second reduction mechanism 34, a first piston assembly 36, and a second piston assembly 37. The drive unit 31 is transmission-connected to the first reduction mechanism 33 and the second reduction mechanism 34 via the transmission mechanism 32. The first reduction mechanism 33 is transmission-connected to the first piston assembly 36, and the second reduction mechanism 34 is transmission-connected to the second piston assembly 37. The first piston assembly 36 and the second piston assembly 37 are capable of moving in a first direction A to abut against and drive the brake pad 2 to move.

[0087] In the above technical solution, firstly, by setting the first piston assembly 36 and the second piston assembly 37, it is possible to act on different positions of the brake pad 2, evenly distribute the braking force, reduce the wear of the brake pad 2 and be able to adapt to a larger area of ​​the brake pad 2, thereby improving the braking capacity and braking efficiency of the electronic mechanical brake caliper.

[0088] Secondly, by setting the first deceleration mechanism 33 and the second deceleration mechanism 34, the movement of the first piston assembly 36 and the second piston assembly 37 can be finely adjusted, which means that the braking process can be smoother, reducing the vibration during emergency braking and improving driving comfort.

[0089] In addition, the use of electromechanical braking method reduces the risk of fluid leakage compared to the transmission hydraulic system, and improves braking reliability and maintenance convenience.

[0090] Optionally, the driving portion 31 may be configured as a rotary motor, but the present disclosure does not limit the specific type of the driving portion 31 .

[0091] Optionally, refer to Figure 1 As shown, the drive module 3 may further include a synchronization mechanism 35, which is transmission-disposed between the first reduction mechanism 33 and the second reduction mechanism 34. By disposing the synchronization mechanism 35 between the first reduction mechanism 33 and the second reduction mechanism 34, the coordinated and synchronized operation of the first reduction mechanism 33 and the second reduction mechanism 34 can be effectively ensured, thereby making the movement of the first piston assembly 36 and the second piston assembly 37 more consistent, thereby preventing uneven wear of the brake pad 2 due to uneven force. The present disclosure does not limit the specific structure of the synchronization mechanism 35; for example, it may be a synchronous belt, a synchronous gear, etc.

[0092] In one embodiment, reference Figure 1 As shown, the transmission mechanism 32 includes a first input gear 321, a first intermediate gear 322, and a second intermediate gear 323; the first input gear 321 is transmission-connected to the driving part 31, and the first intermediate gear 322 and the second intermediate gear 323 are both transmission-connected to the first input gear 321; the first intermediate gear 322 is transmission-connected to the first reduction mechanism 33, and the second intermediate gear 323 is transmission-connected to the second reduction mechanism 34.

[0093] In this embodiment, first, the arrangement of the first input gear 321, the first intermediate gear 322, and the second intermediate gear 323 enables efficient transmission from the driving unit 31 to the first reduction mechanism 33 and the second reduction mechanism 34. Gear transmission generally has high efficiency, which means that more driving energy can be directly transmitted to the first piston assembly 36 and the second piston assembly 37, reducing energy loss.

[0094] Secondly, the first input gear 321 distributes power to two different paths by meshing with the first intermediate gear 322 and the second intermediate gear 323, so that the two reduction mechanisms can be driven simultaneously, thereby ensuring that the two piston assemblies can work together to provide balanced braking force.

[0095] In addition, the gear transmission structure is relatively simple and compact, and can be easily integrated into the caliper body 1 , without requiring a complex fluid control system, thereby reducing the complexity and weight of the system.

[0096] Optionally, refer to Figures 1 to 4 As shown, the first reduction mechanism 33 includes a first output gear 331 and a first planetary gear assembly 332 that are transmission-connected. The first output gear 331 is transmission-connected to the first intermediate gear 322 , and the planetary gear assembly 332 is transmission-connected to the first piston assembly 36 .

[0097] Optionally, refer to Figures 1 to 4 As shown, the second reduction mechanism 34 includes a second output gear 341 and a second planetary gear assembly 342 in driving connection. The second output gear 341 is in driving connection with the second intermediate gear 323, and the second planetary gear assembly 342 is in driving connection with the second piston assembly 37. The synchronization mechanism 35 includes a synchronization gear, which is transmission-disposed between the first output gear 331 and the second output gear 341.

[0098] In this embodiment, the first planetary gear assembly 332 and the second planetary gear assembly 342 can achieve a larger reduction ratio in a smaller space through the layout of the planetary gears, which not only saves space but also provides higher torque output, so that the piston assembly can generate sufficient braking force under a smaller input torque. In addition, through the reduction design of the first output gear 331 and the first planetary gear assembly 332, the movement speed and position of the first piston assembly 36 can be more accurately controlled. Similarly, the second reduction mechanism 34 can also adopt a similar reduction design to ensure the controllability of the second piston assembly 37. In addition, the synchronization mechanism 35, which is constructed as a synchronous gear, is arranged between the first output gear 331 and the second output gear 341 to ensure synchronous rotation between the two, thereby avoiding the problem of uneven braking force caused by the asynchronous movement of the two piston assemblies, and improving the stability and consistency of braking.

[0099] In addition, refer to Figure 1 As shown, the diameters of the first output gear 331 and the second output gear 341 are of a first size, and the diameters of the first intermediate gear 322 and the second intermediate gear 323 are of a second size; wherein the first size is greater than the second size.

[0100] That is, the first intermediate gear 322 and the second intermediate gear 323 are configured as small gears, and the first output gear 331 and the second output gear 341 are configured as large gears. The large gears are driven by the small gears to achieve deceleration and increase distance, thereby improving the braking effect.

[0101] In an alternative embodiment, referring to Figures 4 to 6 As shown, the first planetary gear assembly 332 and / or the second planetary gear assembly 342 includes: a sun gear 101, planetary gears 102, a ring gear 103, and a planet carrier 104. The sun gear 101 is drivingly connected to the first output gear 331 and / or the second output gear 341. The planetary gears 102 are mounted on the planet carrier 104 and drivingly connected to the sun gear 101. The ring gear 103 is fixedly mounted and meshes with the planetary gears 102. The planet carrier 104 is used for driving connection to the first piston assembly 36 and / or the second piston assembly 37.

[0102] In this embodiment, the combination of the sun gear 101, planetary gears 102, ring gear 103, and planet carrier 104 enables a high reduction ratio to be achieved within a relatively compact space. This means that even at high input speeds, the speed output to the piston assembly can be effectively controlled, thereby providing greater torque output and ensuring sufficient braking force. Secondly, the planetary gear design allows multiple planetary gears 102 to rotate around the sun gear 101, which can more evenly distribute the load. When the planetary gears 102 mesh with the ring gear 103, each planetary gear 102 can participate in load sharing, thereby improving load-bearing capacity and durability. Furthermore, the transmission of the planetary gear assembly allows for more precise control of the position and speed of the piston assembly. As the final output component, the planet carrier 104 ensures that the piston assembly moves according to preset requirements, thereby achieving a precise braking effect. However, this disclosure does not limit the specific structural design of the first planetary gear assembly 332 and / or the second planetary gear assembly 342.

[0103] In addition, it should be noted that in some schematic diagrams, for example Figure 5 As shown, the present disclosure simply illustrates the output gear and the sun gear, and does not fully illustrate the tooth structure of the corresponding gears.

[0104] Reference Figure 6 As shown, the planetary carrier 104 is constructed as a disc plate, which is rotatably arranged in the ring gear 103; the disc plate includes a disc plate body 1041 and a planetary gear shaft 1042, the planetary gear shaft 1042 is arranged on the disc plate body 1041, and the planetary gear 102 is rotatably sleeved on the planetary gear shaft 1042; wherein a gear hole 1043 is formed in the center of the disc plate, and the gear hole 1043 is used for transmission connection with the first piston assembly 36 and / or the second piston assembly 37.

[0105] The planet carrier 104 is constructed as a disc plate, which provides better rigidity and stability. The disc plate body 1041 can serve as a support platform for the planetary gear 102, ensuring the stability of the planetary gear 102 during rotation and reducing vibration and noise.

[0106] The planetary gear shaft 1042 is provided on the disc plate body 1041, and the planetary gear 102 is rotatably sleeved on the planetary gear shaft 1042. This design can reduce the friction between the planetary gear 102 and the planetary carrier 104, thereby reducing wear and extending the service life.

[0107] The disc plate is rotatably arranged in the gear ring 103, which means that the disc plate can rotate freely without being restricted by the gear ring. Such a design not only simplifies the installation process, but also facilitates subsequent inspection and maintenance work.

[0108] In addition, a gear hole 1043 formed in the center of the disc plate is used for transmission connection with the first piston assembly 36 and / or the second piston assembly 37. This design ensures that the movement of the planetary carrier 104 is accurately transmitted to the piston assembly, thereby achieving precise braking control. Moreover, the planetary carrier 104 is directly connected to the piston assembly through the gear hole 1043, which reduces the intermediate links and improves the braking response speed, which means that the response to the driver's operation can be faster, improving driving safety.

[0109] Optionally, refer to Figure 9 As shown, the caliper body 1 is provided with a first beam 11 and a second beam 12. The first beam 11 and the second beam 12 both extend along a first direction A and are spaced apart along a second direction B. A receiving groove 13 is provided between the first beam 11 and the second beam 12, and the driving portion 31 is disposed within the receiving groove 13. A first piston chamber 110 is provided within the first beam 11, extending along the first direction A. The first piston assembly 36 is disposed within the first piston chamber 110. A second piston chamber 120 is provided within the second beam 12, extending along the first direction A. The second piston assembly 37 is disposed within the second piston chamber 120. The first direction A and the second direction B intersect.

[0110] In this embodiment, firstly, the double-beam design of the first beam 11 and the second beam 12 makes the overall structure of the caliper more stable and enhances its anti-deformation ability. Secondly, since piston cavities are respectively provided inside the two beams, and a piston assembly is provided in each cavity, the consistency of the piston movements on both sides can be ensured, thereby improving the reliability and stability of the caliper. Moreover, by setting up a receiving groove 13 between the two beams and installing the driving part 31 therein, not only space is saved, but also the external structure is simplified, making the caliper easier to install and use. In addition, the independent piston cavity design makes it more convenient to replace or maintain the piston assembly. There is no need to disassemble the entire device, and only the faulty parts need to be handled. In addition, for the caliper body 1, it can be formed in an integral molding manner, which can be achieved by integral molding of ductile iron or aluminum alloy, etc., and the present disclosure does not limit this.

[0111] Optionally, refer to Figure 9 As shown, the caliper body 1 is also provided with a first hollow groove 14 and a second hollow groove 15; the first hollow groove 14 is arranged on the side of the first beam body 11 away from the accommodating groove 13 in the second direction B, and the second hollow groove 15 is arranged on the side of the second beam body 12 away from the accommodating groove 13 in the second direction B; wherein, the first beam body 11 and the second beam body 12 are symmetrically arranged in the second direction B, and the first hollow groove 14 and the second hollow groove 15 are symmetrically arranged in the second direction B.

[0112] The provision of the first hollow slot 14 and the second hollow slot 15 enhances the lightweighting effect of the caliper body 1. By removing material from non-load-bearing portions, the overall weight of the caliper body 1 is reduced, improving material utilization while maintaining the strength of the caliper body 1. Furthermore, the symmetrical design is not only aesthetically pleasing but also ensures a more even distribution of stress on both sides when subjected to external forces, preventing distortion or deformation of the caliper body 1 due to an asymmetrical design, thereby improving the stability and reliability of the caliper body 1.

[0113] In other embodiments, referring to Figure 7 、 Figure 8 as well as Figure 13 As shown, the first piston assembly 36 and / or the second piston assembly 37 includes a screw-nut assembly; the screw-nut assembly includes a drive screw 201 and a drive nut 202; the drive screw 201 extends along the first direction A and is transmission-connected to the first reduction mechanism 33 and / or the second reduction mechanism 34; the drive screw 201 is axially locked and rotatably arranged in the first piston chamber 110 and / or the second piston chamber 120; the drive nut 202 is circumferentially locked and axially movably sleeved on the drive screw 201, and the drive nut 202 is used to abut and drive the brake pad 2 to move, so that the brake pad 2 abuts against the brake disc 1000.

[0114] First, the screw-nut assembly often has a high linear positioning accuracy, which can achieve a higher level of precision adjustment. Therefore, when used in a brake caliper, it can accurately control the position of the brake pad 2, thereby achieving a more precise and smooth braking effect.

[0115] Secondly, the screw-nut assembly comprises a drive screw 201 and a drive nut 202. This combination effectively transmits power by converting the rotational motion of the screw thread into linear motion. Because the drive screw 201 extends in the first direction A and is in transmission connection with the first reduction mechanism 33 and / or the second reduction mechanism 34, the rotational motion of the drive unit 31 (e.g., a rotary motor) is decelerated and converted into rotation of the drive screw 201, which is then converted into linear motion of the drive nut 202. This improves transmission efficiency while reducing noise.

[0116] Optionally, refer to Figure 7 As shown, the driving screw 201 includes a polished rod segment 2011, a stop flange 2012, a screw segment 2013 and a connecting gear 2014; the polished rod segment 2011 and the screw segment 2013 are both extended along the first direction A, and the stop flange 2012 is connected between the polished rod segment 2011 and the screw segment 2013; the driving nut 202 is sleeved on the screw segment 2013 and can be used to abut against the stop flange 2012; the connecting gear 2014 is connected to one end of the polished rod segment 2011 away from the stop flange 2012, and is used to be connected to the first reduction mechanism 33 and / or the second reduction mechanism 34 for transmission.

[0117] In this embodiment, the polished rod segment 2011 and the screw segment 2013 are both extended along the first direction A. This design ensures the axial consistency of the drive screw 201 and helps ensure that no additional radial force is generated during the transmission process, thereby reducing wear and increasing the life of the system.

[0118] The stop flange 2012 is connected between the light rod section 2011 and the screw section 2013. The stop flange 2012 provides a limiting function for the drive nut 202. When the drive nut 202 moves along the screw section 2013 to the position of the stop flange 2012, the stop flange 2012 will limit its further movement, thereby ensuring that the drive nut 202 can accurately contact the brake pad 2 at the predetermined position and produce a braking effect. In addition, the stop flange 2012 can also prevent the drive nut 202 from separating from the screw section 2013.

[0119] The connecting gear 2014 is connected to the end of the light rod section 2011 away from the stop flange 2012 and is used for transmission connection with the first reduction mechanism 33 and / or the second reduction mechanism 34. This design allows the rotational motion from the motor to be decelerated by the first reduction mechanism 33 and / or the second reduction mechanism 34 and then transmitted to the connecting gear 2014, and ultimately drives the driving screw 201 to rotate. Through gear transmission, the torque output of the driving part 31 (such as a rotating motor) can be effectively amplified while reducing the speed, ensuring sufficient force to push the driving nut 202 to achieve braking.

[0120] In other embodiments, refer to Figure 8 As shown, the screw nut assembly further includes a piston sleeve 203 , which is connected to the drive nut 202 and is used to abut against the brake pad 2 .

[0121] First, the piston sleeve 203 is used to abut against the brake pad 2. The advantage of this design is that it can provide a larger contact surface to evenly distribute the thrust of the drive nut 202 to the brake pad 2, thereby ensuring that the brake pad 2 can smoothly contact the braking surface and achieve an effective braking effect.

[0122] Secondly, by introducing the piston sleeve 203 as an intermediate part, the drive nut 202 can be protected from direct wear and tear, and acts as a buffer zone between the drive nut 202 and the brake pad 2. This can extend the service life of the drive nut 202 and reduce maintenance frequency and cost.

[0123] In addition, since the piston sleeve 203 is in direct contact with the brake pad 2, the shape and material selection can be optimized according to actual braking requirements to ensure stable performance under different temperature and pressure conditions, which is not limited in this disclosure.

[0124] In addition, in order to improve the sealing performance of the piston assembly, a sealing ring 2031 may be provided at the end of the piston sleeve 203 .

[0125] In other modified embodiments, the piston sleeve 203 and the drive nut 202 may also be constructed as an integrated structure, which is not limited in the present disclosure.

[0126] Regarding the connection method between the piston sleeve 203 and the drive nut 202, the present disclosure provides the following connection methods:

[0127] 1) The diameter of the piston sleeve 203 is larger than the diameter of the drive nut 202. The piston sleeve 203 is sleeved on the drive nut 202 and the two form an interference fit. The end face of the drive nut 202 is formed with a first spherical surface, and the inner wall of the piston sleeve 203 is formed with a second spherical surface. The first spherical surface and the second spherical surface form a spherical fit.

[0128] 2) The diameter of the piston sleeve 203 is larger than the diameter of the drive nut 202. The piston sleeve 203 is sleeved on the drive nut 202, and the two are detachably connected by a snap connection or a threaded connection. The end face of the drive nut 202 is formed with a first spherical surface, and the inner wall of the piston sleeve 203 is formed with a second spherical surface. The first spherical surface and the second spherical surface form a spherical fit.

[0129] 3) The diameter of the piston sleeve 203 can be equal to or smaller than the diameter of the drive nut 202. The piston sleeve 203 is not sleeved on the drive nut 202, but is arranged side by side, and the piston sleeve 203 and the drive nut 202 are connected by a ball joint.

[0130] Among them, it needs to be explained that in the above three connection methods, no matter whether the piston sleeve 203 and the drive nut 202 adopt the matching form of two spherical surfaces or the matching form of a ball joint, they are all intended to solve the problem of uneven wear of the brake pad 2. The piston sleeve 203 can be offset at a certain angle so that the piston sleeve 203 can apply braking force vertically to the brake pad 2.

[0131] Optionally, refer to Figure 11 As shown, the drive module 3 also includes an adapter plate 38; the adapter plate 38 is arranged between the brake pad 2 and the first piston assembly 36 and the second piston assembly 37; wherein, the area where the adapter plate 38 abuts against the brake pad 2 is a first area, and the sum of the areas where the first piston assembly 36 and the second piston assembly 37 abut against the adapter plate 38 is a second area, and the first area is greater than the second area.

[0132] In this embodiment, because the contact area between the adapter plate 38 and the brake pad 2 is larger, the pressure from the first piston assembly 36 and the second piston assembly 37 can be more evenly distributed on the brake pad 2. This helps to reduce the situation where the brake pad 2 is subjected to excessive pressure in a certain area, avoids uneven wear or damage to the brake pad 2 due to concentrated pressure, and thus extends the service life of the brake pad 2.

[0133] In addition, a larger contact area means that under the same piston thrust, the brake pad 2 can generate greater friction, thereby improving the braking effect. At the same time, the uniform pressure distribution is also conducive to maintaining good braking stability and responsiveness.

[0134] Reference Figure 11As shown, the adapter plate 38 includes a first side surface 381 and a second side surface 382 arranged back to back in a first direction A, and the first side surface 381 is recessed with a first groove 3811 and a second groove 3812. The first groove 3811 is used for inserting the first piston assembly 36, and the second groove 3812 is used for inserting the second piston assembly 37; wherein the first side surface 381 is fixedly connected to the first piston assembly 36 and / or the second piston assembly 37, or the second side surface 382 is fixedly connected to the brake pad 2.

[0135] In this embodiment, the first groove 3811 and the second groove 3812 are respectively used for inserting the first piston assembly 36 and the second piston assembly 37. This design allows the piston assembly to be accurately positioned on the adapter plate 38, thereby maintaining consistency and stability, and also helps to reduce installation errors.

[0136] In addition, regarding the connection of the adapter plate 38, in one embodiment, the adapter plate 38 can be connected to the brake pad 2. Specifically, referring to Figure 12 and Figure 13 Schematic diagram, the brake pad 2 may include a brake pad body 21 and a metal back plate 22, the metal back plate 22 is connected to the brake pad body 21, and the adapter plate 38 is connected to the metal back plate 22.

[0137] In another embodiment, the adapter plate 38 may also be connected to the first piston assembly 36 and / or the second piston assembly 37 , which is not limited in the present disclosure.

[0138] Optionally, refer to Figure 11 and Figure 12 As shown, a first plane 100 is formed at the end of the piston sleeve 203 of the first piston assembly 36 and / or the second piston assembly 37, and a second plane 200 is formed on the inner wall of the first groove 3811 and / or the second groove 3812, and the first plane 100 is used to abut against the second plane 200.

[0139] First flat surface 100 is used to abut second flat surface 200. This structural design ensures a more secure and precise abutment between piston sleeve 203 and adapter plate 38. This flat-to-flat contact not only provides a larger contact area but also disperses force, reducing localized wear and extending overall life.

[0140] In another embodiment, referring to Figure 13 As shown, a first arcuate surface 300 is formed at the end of the piston sleeve 203 of the first piston assembly 36 and / or the second piston assembly 37, and a second arcuate surface 400 is formed on the inner wall of the first groove 3811 and / or the second groove 3812, and the first arcuate surface 300 is used to abut against the second arcuate surface 400.

[0141] By adopting the method of abutting the first arcuate surface 300 against the second arcuate surface 400 , the problem of low parallelism of the two piston assemblies can be effectively overcome.

[0142] Specifically, the curved surface design provides a larger contact area. Even if the parallelism between the piston sleeve 203 and the adapter plate 38 is not high, the contact between the curved surfaces can still ensure the correct guidance of the piston assembly. The curved surface can provide multiple points of contact. Even if one point deviates from the ideal position, the other points can still maintain the stability of the abutment.

[0143] Furthermore, the contact between the first curved surface 300 and the second curved surface 400 allows for a certain range of angular deviation, allowing the piston assembly to operate smoothly even with minor errors during assembly or manufacturing. This design helps the system automatically adjust to optimal operating conditions and reduces wear caused by poor parallelism.

[0144] In addition, refer to Figure 10 As shown, the drive module 3 also includes a module housing 39, which is detachably mounted on the caliper body 1. The transmission mechanism 32, the first reduction mechanism 33, and the second reduction mechanism 34 are disposed within the module housing 39. The module housing 39 effectively protects the transmission mechanism 32, the first reduction mechanism 33, and the second reduction mechanism 34, extending their service life. Furthermore, the module housing 39 can be detachably connected to the caliper body 1 using bolts or screws, although this disclosure is not limited thereto.

[0145] Optionally, refer to Figure 9 and Figure 10 As shown, the caliper body 1 has a first piston chamber 110 extending in a first direction A, with the first piston assembly 36 disposed within the first piston chamber 110. A second piston chamber 120 extending in the first direction A is also disposed within the caliper body 1, with the second piston assembly 37 disposed within the second piston chamber 120. A receiving groove 13 is recessed within the caliper body 1, with the drive unit 31 disposed within the receiving groove 13.

[0146] Among them, the module shell 39 is formed with a first opening 391, a second opening 392 and a third opening 393. The first opening 391 is arranged opposite to the accommodating groove 13 in the first direction A, the second opening 392 is arranged opposite to the first piston chamber 110 in the first direction A, and the third opening 393 is arranged opposite to the second piston chamber 120 in the first direction A.

[0147] In this embodiment, the first opening 391 is arranged opposite to the accommodating groove 13 in the first direction A, so that the operation of the driving part 31 can be carried out unimpeded. The second opening 392 is arranged opposite to the first piston chamber 110 in the first direction A, ensuring that the first piston assembly 36 can smoothly receive power from the driving part 31. The third opening 393 is arranged opposite to the second piston chamber 120 in the first direction A, also ensuring that the second piston assembly 37 can smoothly receive power from the driving part 31.

[0148] In a second aspect of the present disclosure, a braking system is further provided, which includes the above-mentioned electromechanical brake caliper. For example, the braking system further includes a controller, which is electrically connected to the driving unit 31 to increase the response speed.

[0149] In a third aspect of the present disclosure, a vehicle is further provided, which includes the above-mentioned electromechanical brake caliper or the above-mentioned brake system.

[0150] Other embodiments of the present disclosure will readily occur to those skilled in the art after considering the specification and practicing the present disclosure. This application is intended to cover any variations, uses, or adaptations of the present disclosure that follow the general principles of the present disclosure and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered as exemplary only, with the true scope and spirit of the present disclosure being indicated by the following claims.

[0151] It should be understood that the present disclosure is not limited to the exact structures that have been described above and shown in the drawings, and that various modifications and changes can be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. An electromechanical brake caliper, characterized in that: The electromechanical brake caliper comprises: caliper body; a brake pad, disposed on the caliper body; A driving module is provided on the caliper body; The driving module includes a driving part, a transmission mechanism, a first reduction mechanism, a second reduction mechanism, a first piston assembly and a second piston assembly; The driving portion is in transmission connection with the first reduction mechanism and the second reduction mechanism through the transmission mechanism, the first reduction mechanism is in transmission connection with the first piston assembly, and the second reduction mechanism is in transmission connection with the second piston assembly; The first piston assembly and the second piston assembly are capable of moving along a first direction to abut against and drive the brake pad to move.

2. The electromechanical brake caliper according to claim 1, characterized in that: The driving module further includes a synchronization mechanism, which is transmission-disposed between the first reduction mechanism and the second reduction mechanism.

3. The electromechanical brake caliper according to claim 1, characterized in that: The transmission mechanism includes a first input gear, a first intermediate gear and a second intermediate gear; The first input gear is in transmission connection with the driving part, and the first intermediate gear and the second intermediate gear are both in transmission connection with the first input gear; The first intermediate gear is in transmission connection with the first reduction mechanism, and the second intermediate gear is in transmission connection with the second reduction mechanism.

4. The electromechanical brake caliper according to claim 3, characterized in that: The first reduction mechanism includes a first output gear and a first planetary gear assembly in driving connection, the first output gear is in driving connection with the first intermediate gear, and the planetary gear assembly is in driving connection with the first piston assembly; and / or, The second reduction mechanism includes a second output gear and a second planetary gear assembly that are transmission-connected. The second output gear is transmission-connected to the second intermediate gear, and the second planetary gear assembly is transmission-connected to the second piston assembly.

5. The electromechanical brake caliper according to claim 4, characterized in that: The diameters of the first output gear and the second output gear are of a first size, and the diameters of the first intermediate gear and the second intermediate gear are of a second size; wherein the first size is greater than the second size.

6. The electromechanical brake caliper according to claim 4, characterized in that: The first planetary gear assembly and / or the second planetary gear assembly comprises: a sun gear, planet gears, a ring gear and a planet carrier; The sun gear is in transmission connection with the first output gear and / or the second output gear, the planetary gears are arranged on the planetary carrier and are in transmission connection with the sun gear, the ring gear is fixedly arranged and meshes with the planetary gears, and the planetary carrier is used to be in transmission connection with the first piston assembly and / or the second piston assembly.

7. The electromechanical brake caliper according to claim 6, characterized in that: The planet carrier is constructed as a disc plate, and the disc plate is rotatably arranged in the ring gear; The disc plate includes a disc plate body and a planetary gear shaft, wherein the planetary gear shaft is arranged on the disc plate body, and the planetary gear is rotatably sleeved on the planetary gear shaft; A gear hole is formed at the center of the disc plate, and the gear hole is used for transmission connection with the first piston assembly and / or the second piston assembly.

8. The electromechanical brake caliper according to any one of claims 1 to 7, characterized in that: The caliper body is provided with a first beam body and a second beam body, the first beam body and the second beam body are both extended along the first direction and spaced apart along the second direction, and an accommodating groove is provided between the first beam body and the second beam body, and the driving part is provided in the accommodating groove; A first piston cavity extending along the first direction is provided inside the first beam body, and the first piston assembly is provided in the first piston cavity. A second piston cavity extending along the first direction is provided inside the second beam body, and the second piston assembly is provided in the second piston cavity. The first direction and the second direction are arranged to intersect.

9. The electromechanical brake caliper according to claim 8, characterized in that: The caliper body is further provided with a first hollow groove and a second hollow groove; The first hollow groove is provided on a side of the first beam body away from the accommodating groove in the second direction, and the second hollow groove is provided on a side of the second beam body away from the accommodating groove in the second direction; The first beam body and the second beam body are symmetrically arranged in the second direction, and the first hollow groove and the second hollow groove are symmetrically arranged in the second direction.

10. The electromechanical brake caliper according to any one of claims 1 to 7, characterized in that: The first piston assembly and / or the second piston assembly comprises a screw-nut assembly, wherein the screw-nut assembly comprises a drive screw and a drive nut; The driving screw is extended along the first direction and is in transmission connection with the first reduction mechanism and / or the second reduction mechanism, and the driving screw is axially locked and circumferentially rotatable; The drive nut is circumferentially locked and axially movably sleeved on the drive screw, and the drive nut is used to abut against and drive the brake pad to move.

11. The electromechanical brake caliper according to claim 10, characterized in that: The screw nut assembly further includes a piston sleeve, the piston sleeve being connected to the drive nut and configured to abut against the brake pad; Wherein, the piston sleeve and the drive nut are integrally formed; or, The piston sleeve is sleeved on the drive nut, the end surface of the drive nut is formed with a first spherical surface, the inner wall of the piston sleeve is formed with a second spherical surface, and the first spherical surface and the second spherical surface form a spherical fit; or, The piston sleeve is located on one side of the driving nut along the first direction, and the piston sleeve is connected to the driving nut in a ball joint manner.

12. The electromechanical brake caliper according to claim 10, characterized in that: The driving screw comprises a polished rod section, a stop flange, a screw section and a connecting gear; The polished rod segment and the screw segment are both extended along the first direction, and the stop flange is connected between the polished rod segment and the screw segment; The drive nut is sleeved on the screw segment and can be used to abut against the stop flange; The connecting gear is connected to one end of the polished rod segment away from the stop flange, and is used for transmission connection with the first reduction mechanism and / or the second reduction mechanism.

13. The electromechanical brake caliper according to any one of claims 1 to 7, characterized in that: The driving module further includes an adapter plate; The adapter plate is arranged between the brake pad and the first piston assembly and the second piston assembly; The area where the adapter plate contacts the brake pad is a first area, the sum of the areas where the first piston assembly and the second piston assembly contact the adapter plate is a second area, and the first area is greater than the second area.

14. The electromechanical brake caliper according to claim 13, characterized in that: The adapter plate includes a first side surface and a second side surface disposed opposite to each other in the first direction, the first side surface is recessed to form a first groove and a second groove, the first groove is used for inserting the first piston assembly, and the second groove is used for inserting the second piston assembly; Wherein, the first side surface is fixedly connected to the first piston assembly and / or the second piston assembly, or the second side surface is fixedly connected to the brake pad.

15. The electromechanical brake caliper according to claim 14, characterized in that: A first plane is formed on the end of the piston sleeve of the first piston assembly and / or the second piston assembly, and a second plane is formed on the inner wall of the first groove and / or the second groove. The first plane is used to abut against the second plane.

16. The electromechanical brake caliper according to claim 14, characterized in that The end of the piston sleeve of the first piston assembly and / or the second piston assembly is formed with a first arcuate surface, and the inner wall of the first groove and / or the second groove is formed with a second arcuate surface, and the first arcuate surface is used to abut against the second arcuate surface.

17. The electromechanical brake caliper according to any one of claims 1 to 7, characterized in that: The driving module further includes a module housing, which is detachably mounted on the caliper body. The transmission mechanism, the first reduction mechanism, and the second reduction mechanism are mounted in the module housing.

18. The electromechanical brake caliper according to claim 17, characterized in that: A first piston cavity is provided inside the caliper body and extends through the first direction, and the first piston assembly is provided in the first piston cavity; A second piston cavity is provided inside the caliper body and extends through the first direction, and the second piston assembly is provided in the second piston cavity; The caliper body is recessed to form a receiving groove, and the driving part is arranged in the receiving groove; In which, the module shell is formed with a first opening, a second opening and a third opening, the first opening is arranged opposite to the accommodating groove in the first direction, the second opening is arranged opposite to the first piston chamber in the first direction, and the third opening is arranged opposite to the second piston chamber in the first direction.

19. A braking system, characterized in that: The brake system comprises the electromechanical brake caliper according to any one of claims 1-18.

20. A vehicle, characterized in that: The vehicle comprises the electromechanical brake caliper according to any one of claims 1 to 18 or the brake system according to claim 19 .

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