Electronic mechanical brake assembly and vehicle

Abstract

The utility model relates to the technical field of automobile braking, and particularly provides an electronic mechanical braking assembly and a vehicle. The electronic mechanical brake assembly comprises a caliper frame, a caliper body, a friction plate and a driving unit, wherein the caliper body and the friction plate are arranged on the caliper frame; the driving unit comprises a motor and a driving piston which are arranged on the clamp body, and a gear transmission mechanism arranged between the motor and the driving piston; the driving piston is arranged corresponding to the friction plate and can push the friction plate to brake; the motor is arranged on one side of the driving piston in parallel, the gear transmission mechanism is connected to the motor and the end, away from the friction plate, of the driving piston, and a planetary gear set is arranged in the gear transmission mechanism. According to the electronic mechanical brake assembly, the planetary gear set is arranged in the gear transmission mechanism, the purposes of speed reduction and torque increase of gear transmission can be effectively achieved, the planetary gear set has the advantages of being compact in structure, small in occupied axial space and the like, and therefore the structural compactness of the electronic mechanical brake assembly can be effectively improved.

Description

Technical Field

[0001] This utility model relates to the field of automotive braking technology, and in particular to an electromechanical braking assembly. Additionally, this utility model also relates to a vehicle. Background Technology

[0002] EMB (Electromechanical Brake) brake calipers use a combination of electronic and mechanical methods for braking; they use electrical wires as the energy signal transmission medium and an electric motor as the braking drive mechanism.

[0003] Current EMB (Electronic Brake Brake) structures use a motor to drive a piston, which in turn moves the friction pads (brake pads) to apply the brakes. Because they contain more components than traditional hydraulic calipers, such as a motor, transmission mechanism, force sensor, and wheel-end electronic control unit, the piston's axial dimension is larger, while the wheel-end space is limited, making matching difficult. Furthermore, most current EMB structures use ring-shaped force sensors, which have a large axial space and relatively low sensor accuracy.

[0004] In addition, in the existing EMB structure, in order to convert the rotation of the motor into the linear movement of the piston, an anti-rotation structure is provided between the piston and the insert. This structure further increases the length of the entire brake in the piston axial direction. The parking structure in the EMB structure is also relatively complex, which poses a risk of failure and is also relatively expensive to manufacture. Utility Model Content

[0005] In view of this, the present invention aims to propose an electromechanical braking assembly to improve the structural compactness of the electromechanical braking assembly.

[0006] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0007] An electromechanical braking assembly includes a clamp frame, a clamp body and a friction pad disposed on the clamp frame, and a drive unit;

[0008] The drive unit includes a motor and a drive piston mounted on the clamp body, and a gear transmission mechanism between the motor and the drive piston; the drive piston is positioned corresponding to the friction plate and is capable of pushing the friction plate to perform a braking action; the motor is arranged parallel to one side of the drive piston, and the gear transmission mechanism is connected to the end of the motor and the drive piston away from the friction plate.

[0009] Furthermore, the gear transmission mechanism includes a planetary gear set; the planetary gear set is located at the end of the motor, the ring gear of the planetary gear set is press-fitted onto the clamp body, the center gear of the planetary gear set is located on the output shaft of the motor, and the planet carrier of the planetary gear set is connected to the drive piston via a gear set transmission; or, the planetary gear set is located at the end of the drive piston, the ring gear of the planetary gear set is connected to the motor via a gear set transmission, the center gear of the planetary gear set is fixedly connected to the drive piston, and the planet carrier of the planetary gear set is fixedly mounted on the clamp body.

[0010] Furthermore, the driving piston includes an inner piston that rotates under the drive of the gear transmission mechanism, and an outer piston sleeved on the inner piston. The outer piston is in contact with the friction plate. The outer piston and the inner piston are connected by a lead screw structure, and an anti-rotation structure is provided between the outer piston and the friction plate to restrict the rotation of the outer piston.

[0011] Furthermore, the end of the outer piston is provided with a piston end cap for abutting against the friction plate, and the anti-rotation structure includes an anti-rotation rod provided on the piston end cap and an anti-rotation groove provided on the friction plate; the anti-rotation rod extends along the direction in which the driving piston pushes the friction plate and is inserted into the anti-rotation groove.

[0012] Furthermore, a stop structure is provided between the outer piston and the inner piston. When the inner piston drives the outer piston away from the friction plate to a set limit position, the stop structure restricts the inner piston from continuing to rotate.

[0013] Furthermore, the stop structure includes a stop platform disposed on the outer piston and a stop block disposed on the inner piston; when the outer piston reaches the limit position, the stop block is blocked on the stop platform, thereby restricting the inner piston from continuing to rotate.

[0014] Furthermore, it also includes a parking mechanism disposed between the clamp body and the gear transmission mechanism; the parking mechanism is located on the side of a gear in the gear transmission mechanism facing the friction plate, including a parking groove disposed on the gear, and a parking push rod movably disposed on the clamp body; when the gear transmission mechanism drives the drive piston to push the friction plate to complete braking, the parking push rod can be manipulated to insert into the parking groove to hold the drive piston in the current position.

[0015] Furthermore, it also includes a force sensor disposed between the drive piston and the clamp body; the force sensor is used to detect the braking force applied by the drive piston to the friction plate.

[0016] Furthermore, the force sensor is a button-type force sensor; the force sensor is fixed to the clamp body via a sensor flange, and a thrust needle roller bearing is provided between the drive piston and the force sensor.

[0017] Compared with the prior art, this utility model has the following advantages:

[0018] (1) The electromechanical braking assembly of this utility model adopts a gear transmission mechanism to realize the deceleration and torque increase transmission between the motor and the drive piston. It can convert the high-speed rotation of the motor into low-speed, high-torque rotation on the side of the drive piston, so as to provide sufficient braking force when the drive piston converts the rotational motion into the linear motion of pushing the friction plate. By setting a planetary gear set in the gear transmission mechanism, the purpose of deceleration and torque increase of the gear transmission can be effectively realized. Moreover, the planetary gear set itself has the advantages of compact structure and small axial space occupation, which can effectively improve the structural compactness of the electromechanical braking assembly.

[0019] (2) By setting the planetary gear set at the end of the drive piston or motor, and then connecting the motor and another component through the gear set, a high-efficiency and compact speed reduction and torque increase transmission structure can be formed between the motor and the drive piston. Through the above transmission arrangement, in addition to assembling the planetary gear set into the inner cavity of the caliper, the gear set only needs to occupy the space of one gear thickness in the axial direction of the drive piston, which greatly reduces the axial dimension of the electromechanical braking assembly, is more suitable for the narrow installation space conditions at the wheel end, and is conducive to the arrangement of the electromechanical braking assembly at the wheel end brake disc.

[0020] (3) The drive piston adopts a nested structure of outer piston and inner piston. By using the screw transmission structure between the outer piston and inner piston, the rotational motion of the inner piston can be converted into the linear motion of the outer piston. The linear motion of the outer piston is used to push the friction plate, thereby enabling the friction plate to complete the braking action.

[0021] (4) By setting anti-rotation grooves on the friction plates (specifically on the inner friction plates), the rotation of the outer piston can be stopped and the linear motion of the outer piston can be guided. A piston end cap is set at the end of the outer piston, which helps to increase the contact area between the outer piston and the inner friction plates, making the force on the inner friction plates more balanced. An anti-rotation rod is set on the piston end cap and inserted into the anti-rotation groove. The anti-rotation groove should also be arranged along the pushing direction of the outer piston. The anti-rotation groove can be designed as a notch that penetrates the thickness of the friction plate, which is more convenient for processing. The cooperation of the anti-rotation rod and the anti-rotation groove can effectively restrict the rotation of the outer piston and guide the linear motion of the outer piston.

[0022] (5) By setting a stop structure between the outer piston and the inner piston, a limiting effect can be formed on the rotation of the inner piston to its limit position. When the outer piston retracts to its limit position, it prevents the inner piston from continuing to rotate, which can effectively prevent jamming between the inner and outer pistons. The stop structure and the anti-rotation structure work together. With the help of the non-rotatable structure of the outer piston, and the stop structure forming a rotation limit on the inner piston, it provides good conditions for effectively simplifying the structure of the stop structure, and further improves the structural compactness of the electromechanical braking assembly.

[0023] (6) The stop structure is set between the cylinder bodies of the outer piston and the inner piston. The stop block can be integrally formed on the cylinder body of the inner piston, and the stop platform can also be directly machined to the end position of the cylinder body of the outer piston. The structure is simple and efficient, does not occupy the axial and radial space of the driving piston, and does not require the setting of related structures on the clamp body. It can make the structure more compact and easy to process and construct.

[0024] (7) A parking mechanism is installed between the clamp body and the gear transmission mechanism. By inserting a parking push rod into the parking groove on the gear, the rotation of the gear can be restricted, thereby locking the entire gear transmission mechanism. The outer piston will also be restricted to the braking position, thus keeping the friction pads clamped to the brake disc. The parking mechanism is located on the side of the gear facing the friction pad, which can make full use of the clearance space between the drive piston and the motor, avoiding the occupation of the space on the side of the gear facing away from the friction pad, saving the axial space of the drive piston, and thus effectively reducing the axial dimension of the electromechanical braking assembly.

[0025] (8) A force sensor is installed between the caliper and the drive piston to detect the braking force of the electromechanical braking assembly on the brake disc in real time, which is beneficial to improving the braking safety and reliability of the vehicle.

[0026] (9) By using a button-type force sensor, the force sensor and the thrust needle roller bearing can be arranged inside the inner piston, and the other end of the force sensor is placed against the bottom of the inner cavity of the clamp body, which effectively reduces the axial length of the assembly. The force sensor has a smaller diameter, which can more fully detect the force within the braking radius. Under the same accuracy of the force sensor, the force between the driving piston and the clamp body can be transmitted to the force sensor more accurately, thereby improving the detection accuracy of the force sensor.

[0027] Another objective of this invention is to provide a vehicle employing the electromechanical braking assembly described herein. The vehicle of this invention possesses the technical advantages of the aforementioned electromechanical braking assembly. Attached Figure Description

[0028] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of this utility model. The illustrative embodiments and descriptions of this utility model are used to explain this utility model. The directional terms such as front / back, up / down, etc., used therein are only used to indicate relative positional relationships and do not constitute an improper limitation of this utility model. In the drawings:

[0029] Figure 1 This is a schematic cross-sectional view of the electromechanical braking assembly described in an embodiment of the present invention.

[0030] Figure 2 This is a schematic diagram of the assembly structure of the drive piston, motor, and gear transmission mechanism described in an embodiment of the present utility model;

[0031] Figure 3 This is a schematic diagram of an assembly structure for another type of drive piston, motor, and gear transmission mechanism.

[0032] Figure 4 This is a cross-sectional structural diagram of the parking mechanism described in an embodiment of the present utility model;

[0033] Figure 5 for Figure 4 A magnified view of the area shown in section B;

[0034] Figure 6 This is a three-dimensional structural diagram of the anti-rotation structure and related components described in an embodiment of the present utility model;

[0035] Figure 7 for Figure 6 Front view of each component shown;

[0036] Figure 8 This is a schematic diagram of the stop structure and related components described in an embodiment of the present utility model;

[0037] Figure 9 for Figure 1 A magnified view of the area shown in section A.

[0038] Explanation of reference numerals in the attached figures:

[0039] 1. Clamp body; 100. Inner cavity;

[0040] 2. Clamp; 3. Friction plate; 31. Inner friction plate; 311. Anti-rotation groove; 32. Outer friction plate;

[0041] 4. Return spring; 5. Yoke spring; 6. Piston end cap; 61. Anti-rotation rod;

[0042] 7. Outer piston; 71. Stop plate; 8. Inner piston; 81. Stop block; 9. Guide pin protective sleeve;

[0043] 10. Guide pin; 11. Thrust needle roller bearing;

[0044] 12. Force sensor; 121. Sensor pad; 122. Sensor flange;

[0045] 13. Guide pin bolt; 14. Sealing ring; 15. Return ball bearing; 151. Ball bearing gasket;

[0046] 16. Wheel end controller; 17. Bolt; 18. Small bolt;

[0047] 19. Parking electromagnet; 191. Parking push rod;

[0048] 20. Gear transmission mechanism; 201. Primary transmission pinion; 202. Primary transmission large gear; 2021. Parking chute; 203. Secondary transmission pinion; 204. Secondary transmission large gear;

[0049] 21. Ball bearing; 22. Planetary gear set; 221. Gear ring; 222. Planet carrier; 223. Planet gear;

[0050] 23. Electric motor. Detailed Implementation

[0051] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0052] In the description of this utility model, it should be stated that if terms such as "upper," "lower," "left," "right," "front," "back," "inner," and "outer" appear, they are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed or operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0053] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model in light of the specific circumstances.

[0054] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0055] Example 1

[0056] This embodiment relates to an electromechanical braking assembly, which can improve the structural compactness of the electromechanical braking assembly; an exemplary structure is as follows: Figure 1 As shown.

[0057] Overall, the electromechanical braking assembly includes a caliper 2, a caliper body 1 and a friction plate 3 mounted on the caliper 2, and a drive unit. The drive unit includes a motor 23 and a drive piston mounted on the caliper body 1, and a gear transmission mechanism 20 between the motor 23 and the drive piston. The drive piston is positioned corresponding to the friction plate 3 and is capable of pushing the friction plate 3 to perform braking action. The motor 23 is arranged parallel to one side of the drive piston, and the gear transmission mechanism 20 connects the end of the motor 23 and the drive piston away from the friction plate 3.

[0058] It should be noted that, based on the above-mentioned overall design concept, the technical solution of this utility model can adopt a variety of different specific implementation structures, forms, or configuration sequences. For example, the gear transmission mechanism 20 mentioned above can adopt a single gear transmission or multiple gear transmissions, and a planetary gear set 22 can be set in the gear transmission mechanism 20; the planetary gear set 22 can be set on the side of the driving piston or on the side of the motor 23. The specific arrangement sequence and assembly method of the clamp body 1, clamp frame 2, friction plate 3, motor 23, and driving piston can also be flexibly adjusted. For the parts required for the implementation of the overall solution but not covered in the above overall setup, reasonable and flexible design can be made by referring to mature setup methods in the field and the actual situation during implementation. The specific implementation schemes described below in this embodiment are only one of the many solutions that can be formed by the above-mentioned combinations and variations. In actual implementation, those skilled in the art can make flexible adjustments and improvements based on the actual situation. Obviously, the many solutions that can be formed by the above-mentioned combinations and variations, as well as the specific implementation schemes of this embodiment, are all within the protection scope of this utility model.

[0059] With the above overall configuration, the clamp 2 can be fixed to the vehicle's axle; the clamp body 1 is mounted on the clamp 2, and the clamp 2 is provided with guide pins 10. The clamp body 1 is mounted on the clamp 2 via the guide pins 10, allowing the clamp body 1 to move along the guide pins 10 on the clamp 2; the ends of both sides of the clamp body 1 are connected to the guide pins 10 via guide pin bolts 13, and guide pin protective sleeves 9 can be fitted on the guide pins 10 for dust prevention and protection. A yoke spring 5 is provided on the clamp 2 for the friction plate 3, which includes an inner friction plate 31 and an outer friction plate 32. A return spring 4 is provided between the inner friction plate 31 and the outer friction plate 32 to control the friction plate 3 to return to its original position when the driven piston is released. The motor 23 is fixed on the clamp body 1 and can transmit the rotation of the motor 23 to the inner piston 8 through a two-stage gear transmission and a first-stage planetary gear set 22 for speed reduction and torque increase; a ball bearing 21 can be provided at the output shaft of the motor 23 to improve the rotational stability of the output shaft. The outer piston 7 is movably disposed between the inner piston 8 and the friction plate 3, and is restricted from rotation. When the inner piston 8 rotates, the outer piston 7 can only move linearly, pushing the friction plate 3 to clamp the brake disc, thereby achieving the braking function. At the same time, a wheel end controller 16 can be installed on the electromechanical brake assembly to control the rotation of the motor 23.

[0060] As mentioned above, the planetary gear set 22 can be located on the drive piston side or on the motor 23 side. When the planetary gear set 22 is located on the motor 23 side, it can be as follows: Figure 2 As shown, a planetary gear set 22 is disposed at the end of a motor 23. The ring gear 221 of the planetary gear set 22 is press-fitted onto a clamp body 1. The central gear of the planetary gear set 22 is disposed on the output shaft of the motor 23. The planet carrier 222 of the planetary gear set 22 is connected to the drive piston via a gear transmission. Multiple planetary gears 223 are disposed on the planet carrier 222, and each planetary gear 223 meshes between the ring gear 221 and the central gear of the planetary gear set 22. The gear set can employ a single-stage or two-stage gear transmission. In this embodiment, for example... Figure 2 As shown, the gear set is a two-stage transmission, including a primary transmission pinion 201 fixed on the planetary carrier 222, a primary transmission large gear 202 meshing with the primary transmission pinion 201, a secondary transmission pinion 203 fixedly connected to the primary transmission large gear 202 through a shaft, and a secondary transmission pinion 203 meshing with a secondary transmission large gear 204 on the drive piston, thereby driving the inner piston 8 in the drive piston to rotate.

[0061] When the planetary gear set 22 is positioned on the drive piston side, it can be as follows: Figure 3As shown, the planetary gear set 22 is located at the end of the drive piston. The ring gear 221 of the planetary gear set 22 is connected to the motor 23 via gear transmission. The central gear of the planetary gear set 22 is fixedly connected to the drive piston, and the planet carrier 222 of the planetary gear set 22 is fixedly mounted on the clamp body 1. This gear set also employs a two-stage gear transmission, such as... Figure 3 As shown, the gear set includes a primary transmission pinion 201 fixed on the output shaft of the motor 23, a primary transmission large gear 202 meshing with the primary transmission pinion 201, a secondary transmission pinion 203 fixedly connected to the primary transmission large gear 202 through a shaft, and a secondary transmission pinion 203 engaging with the planetary gear set 22 on the drive piston to drive the inner piston 8 to rotate.

[0062] By placing the planetary gear set 22 at the end of the drive piston or motor 23, and then connecting the motor 23 and another component through the gear set, a highly efficient and compact speed-reducing and torque-increasing transmission structure can be formed between the motor 23 and the drive piston. With the above transmission arrangement, besides assembling the planetary gear set 22 into the inner cavity 100 of the caliper body 1, the gear set only needs to occupy the space of one gear thickness in the axial direction of the drive piston, greatly reducing the axial dimension of the electromechanical braking assembly. This makes it more suitable for the narrow installation space at the wheel end and facilitates the arrangement of the electromechanical braking assembly at the wheel end brake disc. Furthermore, when assembling the motor 23 and drive piston onto the caliper body 1, sealing rings 14 can be provided at the assembly end faces of the caliper body 1, the drive piston, and the motor 23, thereby forming a closed inner cavity 100 inside the caliper body 1 for accommodating the gear transmission mechanism 20. A piston dust cover can also be provided at the joint between the inner piston 8 and the outer piston 7 to prevent dust from entering the transmission structure between the outer piston 7 and the inner piston 8.

[0063] like Figure 4 , Figure 5 As shown, the electromechanical braking assembly of this embodiment also includes a parking mechanism disposed between the caliper body 1 and the gear transmission mechanism 20. This parking mechanism is located on the side of a gear in the gear transmission mechanism 20 facing the friction plate 3, and includes a parking groove 2021 disposed on the gear, and a parking push rod 191 movably disposed on the caliper body 1. When the gear transmission mechanism 20 drives the drive piston to push the friction plate 3 to complete braking, the parking push rod 191 can be manipulated to insert into the parking groove 2021 to hold the drive piston in its current position.

[0064] Specifically, the extension and retraction of the parking push rod 191 can be controlled by the parking electromagnet 19 mounted on the clamp body 1. Both the parking electromagnet 19 and the parking push rod 191 are positioned below the first-stage transmission gear 202 and fixed to the clamp body 1. When parking, the parking push rod 191 is pushed out and engages in the parking slot 2021 of the first-stage transmission gear 202, locking the gear 202 and locking the entire gear transmission mechanism 20, preventing the outer piston 7 from retracting and achieving the parking function. The parking electromagnet 19 and the parking push rod 191 are located parallel to the gear transmission mechanism 20, not occupying the axial space of the assembly. Compared to existing ratchet and pawl parking structures, this effectively shortens the overall length, facilitating assembly matching in the vehicle. The parking slots 2021 are multiple slots densely arranged circumferentially along the first-stage transmission gear 202. Any one of these slots can engage with the parking push rod 191, enabling parking in any position. The parking groove 2021 can be designed as a wedge-shaped groove, and the end of the parking push rod 191 is also designed as a wedge. The contact surface in the parking groove 2021 that abuts against the parking push rod 191 can be set perpendicular to the end face of the primary transmission gear 202; however, it is preferable to be slightly inclined, that is, the included angle α between the contact surface and the end face of the primary transmission gear 202 is less than 90°, which can effectively prevent the parking push rod 191 from coming out of the parking groove 2021.

[0065] A parking mechanism is installed between the clamp body 1 and the gear transmission mechanism 20. By inserting a parking push rod 191 into the parking groove 2021 on the gear, the rotation of the gear is restricted, thereby locking the entire gear transmission mechanism 20. The outer piston 7 is thus restricted to a braking position, keeping the friction pad 3 clamped to the brake disc. The parking mechanism is located on the side of the gear facing the friction pad 3, making full use of the clearance space between the drive piston and the motor 23, avoiding the occupation of space on the side of the gear facing away from the friction pad 3, saving axial space on the drive piston, and effectively reducing the axial dimension of the electromechanical braking assembly.

[0066] There are, of course, various structural options available for the drive piston. In this embodiment, it remains as follows... Figure 1 As shown, the driving piston includes an inner piston 8 that rotates under the drive of a gear transmission mechanism 20, and an outer piston 7 sleeved on the inner piston 8. The outer piston 7 is in contact with the friction plate 3. In this embodiment, the outer piston 7 and the inner piston 8 are connected by a lead screw structure, and an anti-rotation structure is provided between the outer piston 7 and the friction plate 3 to restrict the rotation of the outer piston 7; in this way, the rotational motion of the inner piston 8 can be converted into the linear motion of the outer piston 7.

[0067] The drive piston adopts a nested structure of outer piston 7 and inner piston 8. Utilizing a screw drive structure between the outer piston 7 and inner piston 8, the rotational motion of the inner piston 8 is converted into the linear motion of the outer piston 7. This linear motion of the outer piston 7 pushes the friction pad 3, thus enabling the friction pad 3 to complete the braking action. In practical applications, the friction pad 3 includes an inner friction pad 31 and an outer friction pad 32 respectively disposed on both sides of the brake disc. The two friction pads 3 are slidably mounted on the caliper 2. The outer piston 7 is positioned inside the inner friction pad 31. When pushing the inner friction pad 31, the inner friction pad 31 and outer friction pad 32 approach each other, forming a clamping effect on the brake disc, thereby achieving the braking action. An anti-rotation structure is provided between the inner friction pad 31 and the outer piston 7 to restrict the rotation of the outer piston 7. This allows the outer piston 7 to move linearly when the inner piston 8 rotates, thus pushing the inner friction pad 31. The anti-rotation structure is located between the inner friction plate 31 and the outer piston 7, rather than between the clamp body 1 and the outer piston 7. The anti-rotation structure and the gear transmission mechanism 20 are located at the two ends of the drive piston, which avoids the situation where the anti-rotation structure and the gear transmission mechanism 20 need to be centrally located and thus affect each other. While simplifying the structural design of the gear transmission mechanism 20, it avoids the anti-rotation structure occupying the axial space of the drive piston, thereby further improving the structural compactness of the electromechanical braking assembly.

[0068] Specifically, such as Figure 6 , Figure 7 As shown, the end of the outer piston 7 is provided with a piston end cap 6 for abutting the friction plate 3. The anti-rotation structure includes an anti-rotation rod 61 provided on the piston end cap 6 and an anti-rotation groove 311 provided on the friction plate 3. The anti-rotation rod 61 extends along the direction in which the driving piston pushes the friction plate 3 and is inserted into the anti-rotation groove 311.

[0069] By setting an anti-rotation groove 311 on the friction plate 3 (specifically on the inner friction plate 31), the rotation of the outer piston 7 can be stopped and its linear motion guided. A piston end cap 6 is set at the end of the outer piston 7, which helps to increase the pushing contact area between the outer piston 7 and the inner friction plate 31, making the force on the inner friction plate 31 more balanced. An anti-rotation rod 61 is set on the piston end cap 6 and inserted into the anti-rotation groove 311. The anti-rotation groove 311 should also be arranged along the pushing direction of the outer piston 7. The anti-rotation groove 311 can be designed as a notch that penetrates the thickness of the friction plate 3, which is more convenient for processing. The cooperation of the anti-rotation rod 61 and the anti-rotation groove 311 can effectively restrict the rotation of the outer piston 7 and guide its linear motion.

[0070] Based on the above settings, combined with Figure 8As shown, a stop structure is also provided between the outer piston 7 and the inner piston 8 in this embodiment. When the inner piston 8 drives the outer piston 7 away from the friction plate 3 to a set limit position, the stop structure restricts the continued rotation of the inner piston 8. By providing a stop structure between the outer piston 7 and the inner piston 8, a limiting effect can be formed on the rotation of the inner piston 8 to the limit position. When the outer piston 7 retracts to the limit position, it prevents the inner piston 8 from continuing to rotate, which can effectively prevent jamming between the inner piston 8 and the outer piston 7. The stop structure and the anti-rotation structure cooperate with each other. With the non-rotatable structure of the outer piston 7, and the stop structure forming a rotation limit on the inner piston 8, good conditions are provided for effectively simplifying the structure of the stop structure, which further improves the structural compactness of the electromechanical braking assembly.

[0071] There are, of course, various structural options available for the stop structure. In this embodiment, the stop structure comprises a stop platform 71 on the outer piston 7 and a stop block 81 on the inner piston 8. When the outer piston 7 reaches the aforementioned limit position, the stop block 81 is stopped on the stop platform 71, thus restricting the continued rotation of the inner piston 8. By placing the stop structure between the cylinder bodies of the outer piston 7 and the inner piston 8, the stop block 81 can be integrally formed on the cylinder body of the inner piston 8, and the stop platform 71 can be directly machined to the end position of the cylinder body of the outer piston 7. This design is simple and efficient, does not occupy the axial and radial space of the driving piston, and eliminates the need for related structures on the clamp body 1, making the structure more compact and easier to manufacture.

[0072] In addition, such as Figure 1 and combined Figure 9 As shown, the electromechanical braking assembly of this embodiment also includes a force sensor 12 disposed between the drive piston and the caliper 1; the force sensor 12 is used to detect the braking force applied by the drive piston to the friction pad 3. By placing the force sensor 12 between the caliper 1 and the drive piston, the braking force of the electromechanical braking assembly on the brake disc can be detected in real time, which is beneficial to improving the braking safety and reliability of the vehicle.

[0073] Specifically, the force sensor 12 in this embodiment is a button-type force sensor. The force sensor 12 is fixed to the clamp body 1 via a sensor flange 122, and a thrust needle roller bearing 11 is provided between the drive piston and the force sensor 12. Compared to the existing brake assemblies that mostly use ring-shaped force sensors, the button-type force sensor used in this embodiment has the advantage of higher detection accuracy. The existing ring-shaped force sensors are relatively easy to arrange, but they increase the axial length of the assembly. Moreover, because the diameter of the ring-shaped force sensor is relatively large, the clamping force of the drive piston and the clamp body 1 in the assembly can easily cause deformation of the assembly, which reduces the accuracy of the measured force. The electromechanical braking assembly of this utility model adopts a button-type force sensor, which can arrange the force sensor 12 and the thrust needle bearing 11 inside the inner piston 8. The other end of the force sensor 12 rests against the bottom of the inner cavity 100 of the clamp body 1, effectively reducing the axial length of the assembly. The force sensor 12 has a smaller diameter, which can more fully detect the force within the braking radius. Under the same accuracy of the force sensor, the force between the driving piston and the clamp body 1 can be transmitted to the force sensor 12 more accurately, thereby improving the detection accuracy of the force sensor 12.

[0074] In existing EMB brake caliper assemblies, a ring-shaped sensor is used. The ball screw passes through a through-hole at the bottom of the cylinder bore of the caliper body 1 and the ring-shaped force sensor. A retaining ring is fitted outside the through-hole of the caliper body 1 to prevent the screw from being pulled out. During the clamping operation of the brake caliper assembly, the stepped part of the screw pushes the force sensor, which presses against the bottom of the cylinder bore of the caliper body 1, generating braking force. During brake release, the piston retracts, the screw is subjected to a reverse force, the retaining ring limits its movement, preventing the screw from being pulled out, and pulling the piston back to its original position. This arrangement not only results in uneven force distribution on the force sensor but also occupies a large axial dimension space in the assembly.

[0075] The button-type force sensor 12 in this embodiment has no central hole and requires no lead screw. For example... Figure 9As shown, the force sensor 12 is mounted on the clamp body 1 via a sensor flange 122. A sensor pad 121 is mounted on the force sensor 12, abutting against the sensor flange 122, which is in close contact with the bottom surface of the cylinder bore in the inner cavity 100 of the clamp body 1. Bolts 17 secure the sensor flange 122 to the clamp body 1. Simultaneously, a return ball bearing 15 is provided between the clamp body 1 and the inner piston 8, and small bolts 18 are used to fix the inner piston 8 and the ball bearing washer 151 together; thus, the inner piston 8 can rotate freely relative to the clamp body 1. During the operation of the electromechanical braking assembly clamping the brake disc, the inner piston 8 pushes the thrust needle bearing 11 located between the force sensor 12 and the inner piston 8, thereby transmitting the thrust to the force sensor 12; the thrust needle bearing 11 allows relative rotation between the inner piston 8 and the force sensor 12. The thrust is transmitted through the force sensor 12 to the sensor pad 121 and the sensor flange 122, and then to the bottom surface of the clamp body 1. During brake release, the outer piston 7 retracts, and the inner piston 8 experiences a reverse force. This reverse force is transmitted to the ball bearing washer 151 and the return ball bearing 15. The return ball bearing 15 is restricted by the sensor pad 121 to the axial movement of the inner piston 8, and the inner piston 8 pulls the outer piston 7 back to its original position. Throughout the braking process, the force sensor 12 can accurately detect the magnitude of the braking force.

[0076] In summary, the electromechanical braking assembly of this embodiment uses a gear transmission mechanism 20 to achieve speed reduction and torque amplification transmission between the motor 23 and the drive piston. This can convert the high-speed rotation of the motor 23 into low-speed, high-torque rotation on the drive piston side, so as to provide sufficient braking force when the drive piston converts the rotational motion into the linear motion of pushing the friction plate 3. By setting a planetary gear set 22 in the gear transmission mechanism 20, the purpose of speed reduction and torque amplification of gear transmission can be effectively achieved. Moreover, the planetary gear set 22 itself has advantages such as compact structure and small axial space occupation, thereby effectively improving the structural compactness of the electromechanical braking assembly.

[0077] Example 2

[0078] This embodiment relates to a vehicle that uses the electromechanical braking assembly provided in Embodiment 1.

[0079] The electromechanical braking assembly of this invention, used at the wheel ends of a vehicle and in conjunction with brake pads, effectively achieves braking and parking functions. In this electromechanical braking assembly, the gear transmission mechanism 20 allows for a smaller axial dimension of the drive piston, facilitating spatial matching and solving the problem of a large axial dimension and difficult matching. Furthermore, by changing the sensor type, the force sensor 12 in this assembly has a more concentrated force detection point and higher accuracy compared to a ring sensor. The anti-rotation structure uses a combination of friction pads 3 and an outer piston 7, combined with a stop structure positioned between the outer piston 7 and the inner piston 8. This not only results in a compact and effective structure, facilitating manufacturing, but also reduces the axial length of the assembly, making it easier to arrange and match within the confined space at the wheel ends.

[0080] In addition, the parking mechanism in the assembly makes full use of the gap space between the drive piston and the motor 23. It cooperates with the parking slot 2021 through the parking electromagnet 19 and the drive parking push rod 191. It is simple and reasonable, does not occupy the axial space of the assembly, effectively shortens the axial length of the assembly, and is conducive to the installation and matching of the assembly in the vehicle.

[0081] The above description is merely a preferred embodiment of this utility model. Detailed explanations of configurations, examples of specific structural arrangements, and descriptions of assembly and connection methods are provided to ensure sufficient disclosure so that those skilled in the art can better implement this utility model, and are not intended to limit the scope of protection of this utility model. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the scope of protection of this utility model.

Claims

1. An electromechanical brake assembly, characterized in that: comprising a caliper bracket (2), a caliper body (1) and a friction plate (3) arranged on the caliper bracket (2), and a drive unit; the drive unit comprises a motor (23) arranged on the caliper body (1) and a drive piston, and a gear transmission mechanism (20) arranged between the motor (23) and the drive piston; the gear transmission mechanism (20) is provided with a planetary gear set (22); the drive piston is arranged corresponding to the friction plate (3) and can push the friction plate (3) to perform braking action; the motor (23) is arranged parallel to one side of the drive piston, and the gear transmission mechanism (20) is connected to one end of the motor (23) and the drive piston away from the friction plate (3); the drive piston comprises an inner piston (8) rotating under the drive of the gear transmission mechanism (20), and an outer piston (7) sleeved on the inner piston (8), the outer piston (7) is connected in abutment with the friction plate (3); the outer piston (7) and the inner piston (8) are connected in transmission by a screw structure, and the outer piston (7) and the friction plate (3) are provided with an anti-rotation structure limiting the rotation of the outer piston (7).

2. The electromechanical brake assembly according to claim 1, characterized in that: the planetary gear set (22) is arranged at the end of the motor (23), the gear ring (221) of the planetary gear set (22) is press-fitted on the caliper body (1), the sun gear of the planetary gear set (22) is arranged on the output shaft of the motor (23), and the planet carrier (222) of the planetary gear set (22) is connected with the drive piston through gear set transmission; or, the planetary gear set (22) is arranged at the end of the drive piston, the gear ring (221) of the planetary gear set (22) is connected with the motor (23) through gear set transmission, the sun gear of the planetary gear set (22) is fixedly connected with the drive piston, and the planet carrier (222) of the planetary gear set (22) is fixedly arranged on the caliper body (1).

3. The electromechanical brake assembly according to claim 1, characterized in that: the end of the outer piston (7) is provided with a piston end cover (6) for abutting against the friction plate (3), the anti-rotation structure comprises an anti-rotation rod (61) arranged on the piston end cover (6), and an anti-rotation groove (311) arranged on the friction plate (3); the anti-rotation rod (61) is arranged in extension along the direction in which the drive piston pushes the friction plate (3), and is inserted into the anti-rotation groove (311).

4. The electromechanical brake assembly according to claim 1, characterized in that: a stop structure is arranged between the outer piston (7) and the inner piston (8), when the inner piston (8) drives the outer piston (7) to move away from the friction plate (3) to a set limit position, the stop structure limits the continuous rotation of the inner piston (8).

5. The electromechanical brake assembly according to claim 4, characterized in that: ​ ​ The stop structure comprises a stop platform (71) arranged on the outer piston (7) and a stop block (81) arranged on the inner piston (8); when the outer piston (7) reaches the limit position, the stop block (81) is stopped on the stop platform (71), constituting a limit to the continuous rotation of the inner piston (8).

6. The electromechanical brake assembly according to claim 1, characterized in that: Further comprising a parking mechanism arranged between the caliper body (1) and the gear transmission mechanism (20); The parking mechanism is located on the side of the gear transmission mechanism (20) where a gear faces the friction plate (3), comprising a parking groove (2021) arranged on the gear, and a parking push rod (191) movably arranged on the caliper body (1); When the gear transmission mechanism (20) drives the driving piston to push the friction plate (3) to complete braking, the parking push rod (191) can be controlled to be inserted into the parking groove (2021) to keep the driving piston at the current position.

7. The electromechanical brake assembly according to any one of claims 1 to 6, characterized in that: Further comprising a force sensor (12) arranged between the driving piston and the caliper body (1); the force sensor (12) is used to detect the braking force applied by the driving piston to the friction plate (3).

8. The electromechanical brake assembly according to claim 7, characterized in that: The force sensor (12) adopts a button type force sensor; the force sensor (12) is fixed to the caliper body (1) through a sensor flange (122), and a thrust needle bearing (11) is arranged between the driving piston and the force sensor (12).

9. A vehicle, characterized in that: The vehicle adopts the electromechanical brake assembly according to any one of claims 1 to 8.

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