Electronic mechanical brake, braking system and vehicle

Abstract

The utility model discloses an electronic mechanical brake, a braking system and a vehicle. The electronic mechanical brake comprises an assembling shell, a motor, a speed reducing and torque increasing mechanism and a braking executing mechanism. The motor is arranged in the assembling shell. The speed reducing and torque increasing mechanism is arranged in the assembling shell and is in transmission connection with the output end of the motor. The braking executing mechanism is arranged in the assembling shell and is in transmission connection with the speed reducing and torque increasing mechanism so as to execute the traveling braking action, the traveling releasing action, the parking braking action or the parking releasing action according to the transmission movement of the speed reducing and torque increasing mechanism. Braking and releasing in the running process and braking and releasing in the parking process are integrated into one braking executing mechanism, the four states of running braking, running releasing, parking braking and parking releasing of a vehicle are controlled through one braking executing mechanism, and the overall structure of the electronic mechanical brake is simplified advantageously; the number of internal mechanisms is reduced, the internal structure compactness of the electronic mechanical brake is improved, and the requirement for light weight of a whole vehicle is met.

Description

Technical Field

[0001] This application relates to the field of vehicle braking technology, specifically to an electromechanical brake, braking system, and vehicle. Background Technology

[0002] With the development of vehicle electrification and intelligence, brake-by-wire systems are gradually replacing traditional hydraulic braking systems due to their advantages such as fast response speed, high control precision, ease of integration with Advanced Driver-Assistance Systems (ADAS) and energy recovery. Electro-Mechanical Brakes (EMBs), as key actuators in brake-by-wire systems, are directly responsible for converting electronic control signals into mechanical clamping forces that act on the brake discs, thereby achieving vehicle deceleration and stopping.

[0003] In the existing technology, various EMB design schemes have been proposed. A typical EMB usually includes a motor, a reduction and torque amplification mechanism, a motion conversion mechanism, and a brake caliper structure. The rotational torque output by the motor is amplified by the reduction mechanism and then converted into linear thrust by the motion conversion mechanism, which pushes the brake pads to clamp the brake disc to achieve vehicle braking.

[0004] However, for modern vehicles, integrating a reliable parking brake (electronic parking brake) function is an indispensable requirement for EMB. Existing technologies typically face the following challenges when implementing parking functions:

[0005] To add parking lock functionality, an additional independent parking actuator (such as an additional motor, worm gear, cable, or caliper integrated locking device) is often required outside or on top of the main EMB structure. This "additive" design significantly increases the overall volume and axial / radial dimensions of the brake, resulting in a less compact structure. This increases the difficulty of arranging it within the vehicle's narrow wheel hub space, which is detrimental to the vehicle's lightweight design and space optimization. Utility Model Content

[0006] This application provides an electromechanical brake, braking system, and vehicle to improve the problem that existing vehicles use two different braking mechanisms for parking and service braking, which significantly increases the overall size of the brake and is detrimental to vehicle lightweighting and space optimization.

[0007] In a first aspect, embodiments of this application provide an electromechanical brake, a braking system, and a vehicle, including:

[0008] Assembly shell;

[0009] The motor is located inside the assembly housing;

[0010] A speed reduction and torque amplification mechanism is disposed inside the assembly housing and is connected to the output end of the motor for transmission.

[0011] A braking actuator is disposed within the assembly housing and is connected to the deceleration and torque amplification mechanism for performing service braking, service release, parking braking, or parking release actions according to the transmission motion of the deceleration and torque amplification mechanism.

[0012] In some embodiments of this application, the braking actuator includes a service brake assembly and a parking brake assembly. The service brake assembly is drivenly connected to the deceleration and torque amplification mechanism to perform the service braking action or the service release action according to the transmission movement of the deceleration and torque amplification mechanism. The parking brake assembly is disposed on one side of the service brake assembly to block or avoid the movement of the service brake assembly, so that the braking actuator performs the parking braking action or the parking release action.

[0013] In some embodiments of this application, the vehicle braking assembly includes a screw and a nut. The screw is disposed within the assembly housing and is connected to the speed reduction and torque amplification mechanism. The nut is threadedly connected to the screw so that the nut can move along the axial direction of the screw.

[0014] In some embodiments of this application, the parking brake assembly includes an electromagnetic actuator, a ratchet, a pawl, a transmission gear, a gear shaft, and a support column. The transmission gear and the ratchet are coaxially mounted on the gear shaft. The transmission gear meshes with the reduction and torque amplification mechanism. The output end of the electromagnetic actuator is connected to one end of the pawl. The end of the pawl away from the electromagnetic actuator is rotatably mounted on the support column. The output end of the electromagnetic actuator is used to drive the pawl to rotate around the support column, so that the pawl moves away from or closer to the ratchet.

[0015] When the brake actuator performs the parking brake action, the pawl engages with the ratchet to restrict the rotation of the ratchet; when the brake actuator performs the parking release action, the pawl and the ratchet are spaced apart.

[0016] In some embodiments of this application, the deceleration and torque-increasing mechanism includes a deceleration component and a torque-increasing component. The deceleration component is drivenly connected to the output end of the motor and disposed in the braking actuator. The torque-increasing component is disposed in the braking actuator and drivenly connected to the deceleration component, and is used to drive the braking actuator to perform a vehicle braking action or a vehicle release action.

[0017] In some embodiments of this application, the reduction assembly includes a motor gear and a sun gear. The motor gear is sleeved on the output end of the motor, and the sun gear meshes with the motor gear. The sun gear is sleeved on the brake actuator and is connected to the torque-increasing assembly for transmission.

[0018] In some embodiments of this application, the sun gear includes a first gear section and a second gear section. The first gear section and the second gear section are coaxially connected and both are sleeved on the brake actuator. The first gear section meshes with the motor gear, and the second gear section is connected to the torque-increasing component for transmission.

[0019] In some embodiments of this application, the torque-increasing component includes a planetary carrier, a ring gear, and a plurality of planetary gears disposed within the assembly housing. The planetary carrier includes a frame and a plurality of shafts, with the plurality of shafts spaced apart on one side of the frame. The frame is fitted onto the brake actuator and is connected to the brake actuator in a transmission manner. The plurality of planetary gears are rotatably fitted onto the plurality of shafts, and the plurality of planetary gears mesh around the second gear section. The ring gear is fixed within the assembly housing and surrounds the plurality of planetary gears, with the inner side of the ring gear meshing with all of the plurality of planetary gears.

[0020] Secondly, embodiments of this application provide a braking system, including a braking module and an electromechanical brake as described in the first aspect. The braking module includes brake pads and a bracket, with the brake pads disposed on the bracket and located on one side of the electromechanical brake.

[0021] Thirdly, embodiments of this application provide a vehicle including the braking system described in the second aspect.

[0022] Therefore, this embodiment integrates braking and release during driving and braking and release during parking into a single braking actuator, enabling one braking actuator to control four states of the vehicle: driving braking, driving release, parking braking, and parking release. Compared to the prior art, it eliminates the need for separate mechanisms for driving braking and release, and separate mechanisms for parking braking and release. This simplifies the overall structure of the electromechanical brake, reduces the number of internal mechanisms, improves the internal structural compactness of the electromechanical brake, and meets the requirements of vehicle lightweighting and space optimization. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is an exploded structural diagram of a braking system provided in an embodiment of this application;

[0025] Figure 2 A cross-sectional schematic diagram (first view) of an electromechanical brake provided for an embodiment of this application;

[0026] Figure 3 A cross-sectional schematic diagram (second view) of an electromechanical brake provided for an embodiment of this application;

[0027] Figure 4 A schematic diagram (third-view) of the braking actuator in an electromechanical brake provided in an embodiment of this application.

[0028] Figure 5 A schematic diagram (fourth perspective) of the braking actuator in an electromechanical brake provided in an embodiment of this application.

[0029] Figure 6 This application provides a schematic diagram illustrating the state of a brake actuator in an electromechanical brake performing a parking brake action.

[0030] Figure 7 This is a schematic diagram illustrating the state of a brake actuator performing a parking release action in an electromechanical brake, as provided in an embodiment of this application.

[0031] Explanation of reference numerals in the attached figures:

[0032] 1. Assembly shell; 11. Housing; 12. Middle cover; 13. Top cover; 131. First bushing; 14. First sealing ring; 15. Second sealing ring; 2. Motor; 3. Reduction and torque-increasing mechanism; 31. Reduction assembly; 311. Motor gear; 312. Sun gear; 3121. First gear section; 3122. Second gear section; 32. Torque-increasing assembly; 321. Planetary carrier; 3211. Carrier body; 3212. Shaft body; 322. Gear ring; 323. Planetary gear; 4. Brake actuator; 41. Screw; 42. Nut; 43. Plug; 44. Second bushing; 45. Bearing; 46. Gasket; 5. Dust cover; 6. Brake module; 7. Parking brake assembly; 71. Electromagnetic actuator; 72. Ratchet; 73. Pad; 74. Transmission gear; 75. Gear shaft; 76. Support column. Detailed Implementation

[0033] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0034] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or specifying the number of technical features indicated. Therefore, features defined with "first" and "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0035] Please see Figure 1 This application provides a braking system including a brake module 6 and an electromechanical brake. The brake module 6 includes brake pads and a bracket, with the brake pads mounted on the bracket and located on one side of the electromechanical brake. When the electromechanical brake receives a braking signal, it can actuate according to the signal to cause the brake pads to engage, thus achieving braking. When the electromechanical brake receives a release signal, it can actuate according to the signal to cause the brake pads to release, thus canceling the braking.

[0036] In some embodiments, see Figures 1 to 7 The electromechanical brake includes an assembly housing 1, a motor 2, a reduction and torque amplification mechanism 3, and a brake actuator 4. The motor 2 is housed within the assembly housing 1. The reduction and torque amplification mechanism 3 is housed within the assembly housing 1 and is drive-connected to the output end of the motor 2. The brake actuator 4 is housed within the assembly housing 1 and is drive-connected to the reduction and torque amplification mechanism 3, to perform service braking, service release, parking braking, or parking release actions based on the transmission motion of the reduction and torque amplification mechanism 3.

[0037] The technical solution provided in this application integrates braking and release during driving and braking and release during parking into a single braking actuator 4. This allows one actuator 4 to control four states of the vehicle: driving brake, driving release, parking brake, and parking release. Compared to existing technologies, this eliminates the need for separate mechanisms for driving brake and parking brake, simplifying the overall structure of the electromechanical brake, reducing the number of internal mechanisms, and improving the internal structural compactness of the electromechanical brake, thus meeting the requirements of vehicle lightweighting and space optimization. Furthermore, compared to existing technologies that use two independent motors 2 to drive their respective reduction mechanisms and then combine the two power sources into a single thrust conversion mechanism via a complex coupling mechanism, this application only requires a single reduction and torque amplification mechanism 3 to transmit power to the motors 2. It eliminates the need for separate reduction and torque amplification mechanisms 3 for each motor 2, as well as the need for a coupling mechanism to couple the transmission motion of the two motors 2. This effectively simplifies the structure of the electromechanical brake, reduces the number of parts, and lowers assembly difficulty. Furthermore, because this application simplifies the structure and reduces the number of parts, it can also reduce mechanical losses and potential failure points caused by transmission to a certain extent, thereby improving the reliability of the electromechanical brake.

[0038] In some embodiments, see Figures 3 to 5 The braking actuator 4 includes a service brake assembly and a parking brake assembly 7. The service brake assembly is connected to the reduction and torque amplification mechanism 3 to perform a service braking action or a service release action according to the transmission movement of the reduction and torque amplification mechanism 3. The parking brake assembly 7 is located on one side of the service brake assembly and is used to block or avoid the movement of the service brake assembly so that the braking actuator 4 can perform a parking braking action or a parking release action.

[0039] In detail, the service brake assembly includes a rotary-linear motion conversion unit (e.g., a screw 41-nut 42 pair or a ball screw mechanism) directly connected to the output end of the reduction and torque amplification mechanism 3. This unit converts the rotary motion transmitted by the reduction and torque amplification mechanism 3 into axial linear thrust, which drives the brake pads to perform service brake clamping or releasing actions. The parking brake assembly 7 is independent of the power transmission path of the service brake assembly. It includes a movable locking element (such as a mechanical pawl or wedge) and a locked element fixed to the kinematic chain of the service brake assembly. Both are located on the radial side or axial end of the rotary-linear motion conversion unit. When parking brake is required, the movable locking element is displaced in a controlled manner towards the locked element, directly blocking the degree of freedom of movement of the locked element through physical interference (e.g., engaging in the tooth groove or wedging into the gap), thereby mechanically locking the rotation of key transmission components in the service brake assembly (such as screw 41, gear shaft 75, or planetary carrier 321), so that the output brake pad clamping force is maintained without continuous energy consumption; when parking brake release is required, the movable locking element displaces in the opposite direction to disengage from the locked element, releasing the constraint on the kinematic chain of the service brake assembly. For example, after screw 41 rotates to push nut 42 to clamp the brake pad, if the pawl 73 in the parking assembly radially engages in the tooth groove of ratchet 72 at the end of screw 41, screw 41 is locked and cannot be reversed, nut 42 cannot be retracted, thus maintaining the clamping force. By directly integrating the parking brake assembly 7 to the side of the service brake assembly (not independently stacked), and using existing transmission elements (such as the end of the screw 41 and the gear shaft 75) as the locking element, the axial or radial space occupied by additional actuators is eliminated, and the brake assembly volume is reduced, which is especially suitable for the compact layout requirements of electric vehicle wheel hubs.

[0040] Further, please see Figure 2 and Figure 3 The service brake assembly includes a screw 41 and a nut 42. The screw 41 is located inside the assembly housing 1 and is connected to the reduction and torque amplification mechanism 3. The nut 42 is threadedly connected to the screw 41 so that the nut 42 can move along the axial direction of the screw 41.

[0041] For example, the screw 41 is clearance-fitted with the center hole of the planetary carrier 321 via a spline groove or rectangular key at its input end, and is connected for transmission. A support platform is formed in the middle of the screw 41 to support it within the assembly housing 1, specifically in a support groove reserved in the housing 11, so that the threaded part of the screw 41 can extend axially while the screw 41 will not fall out of the housing 11. The nut 42 and the screw 41 form a precision threaded pair. The screw 41 is confined within the assembly housing 1 and cannot be displaced, but can only rotate, so that the nut 42 sleeved on the screw 41 can only move along the axis of the screw 41, realizing the conversion of rotational motion into linear motion. One end face of the nut 42 abuts against the brake pad in the bracket module. When the screw 41 rotates, the nut 42 generates axial displacement, pushing the brake pad to clamp the brake disc and generate braking force. Of course, if the motor 2 rotates in the opposite direction, the nut 42 moves in the axial direction away from the brake pad to release the braking force.

[0042] Furthermore, the service brake assembly also includes a plug 43, which is interference-fitted with the side of the nut 42 away from the reduction and torque amplification mechanism 3. The plug 43 has a cylindrical base and is pressed into the countersunk hole at the tail of the nut 42 with an interference fit of 0.03mm to 0.05mm. The pressing depth is set to 10mm, and the mating surfaces are pre-coated with an anaerobic thread-locking agent to enhance the bonding strength. The end face of the plug 43 away from the reduction and torque amplification mechanism 3 is ultra-precision ground to serve as the direct thrust output surface against the brake pad. An M6 threaded blind hole is machined at the center of the end face for mounting a temperature sensor, and an annular oil reservoir is formed on the outer edge to accommodate grease.

[0043] In some embodiments, see Figures 3 to 5 The parking brake assembly 7 includes an electromagnetic actuator 71, a ratchet 72, a pawl 73, a transmission gear 74, a gear shaft 75, and a support column 76. The transmission gear 74 and ratchet 72 are coaxially mounted on the gear shaft 75. The transmission gear 74 meshes with the reduction and torque amplification mechanism 3. The output end of the electromagnetic actuator 71 is connected to one end of the pawl 73. The end of the pawl 73 away from the electromagnetic actuator 71 is rotatably mounted on the support column 76. The output end of the electromagnetic actuator 71 drives the pawl 73 to rotate around the support column 76, causing the pawl 73 to move away from or closer to the ratchet 72. When the brake actuator 4 performs the parking brake action, the pawl 73 engages with the ratchet 72 to restrict the rotation of the ratchet 72; when the brake actuator 4 performs the parking release action, the pawl 73 and ratchet 72 are spaced apart.

[0044] For example, the transmission gear 74 and the ratchet 72 are rigidly fixed to the gear shaft 75 in a coaxial manner, forming a synchronously rotating body. The transmission gear 74 maintains constant mesh with the output gear (such as the sun gear 312) of the reduction and torque amplification mechanism 3, transmitting the rotational motion of the reduction and torque amplification mechanism 3 to the gear shaft 75. The pawl 73 is rotatably sleeved on the support column 76 (such as a plug bolt) that is vertically fixed on the assembly housing 1 through the central hole, forming a lever fulcrum. The output end (such as a push rod) of the electromagnetic actuator 71 is directly connected to the end of the pawl 73 away from the support column 76 by hinge or insertion. When the electromagnetic actuator 71 is energized, its output end contracts linearly, pulling the proximal end of the pawl 73 to rotate around the support column 76. This drives the distal end of the pawl 73 to swing towards the ratchet 72 and engage with the tooth groove of the ratchet 72. At this time, the meshing action between the pawl 73 and the ratchet 72 forcibly locks the rotation of the gear shaft 75, thereby locking the output gear of the reduction and torque amplification mechanism 3 through the transmission gear 74, so that the service brake assembly maintains the clamping force. When the electromagnetic actuator 71 is de-energized, the output end extends under the action of the return spring, pushing the proximal end of the pawl 73 to rotate in the opposite direction, causing the distal end of the pawl 73 to disengage from the tooth groove of the ratchet 72, releasing the rotational constraint on the gear shaft 75. For example, after the vehicle parking command is triggered, the electromagnetic actuator 71 pulls the pawl 73 within 100ms, so that its tip engages with the tooth groove of the ratchet 72. At this time, if the transmission gear 74 is twisted due to the reverse trend of the sun gear 312 (the return force of the nut 42 is transmitted to the sun gear through the planet carrier 321), the torque acts on the ratchet 72 through the gear shaft 75, but is blocked by the rigid engagement of the pawl 73, forming a self-locking mechanism, and achieving zero-power parking retention.

[0045] In some embodiments, see Figure 2 and Figure 3 The deceleration and torque-increasing mechanism 3 includes a deceleration component 31 and a torque-increasing component 32. The deceleration component 31 is drivenly connected to the output end of the motor 2 and is located on the brake actuator 4. The torque-increasing component is located on the brake actuator 4 and is drivenly connected to the deceleration component 31, and is used to drive the brake actuator 4 to perform the vehicle braking action or the vehicle release action.

[0046] In this embodiment, the deceleration component 31 is directly integrated into the braking actuator 4. The input end of the torque amplification component 32 is coaxially or parallelly connected to the output end of the deceleration component 31. Its output end rigidly drives the core moving parts of the braking actuator 4, such as the screw 41 and push rod, converting the torque transmitted by the deceleration component 31 into linear thrust or rotational displacement, directly controlling the clamping or releasing of the brake pads.

[0047] In this embodiment, the reduction assembly 31 is directly mounted on the brake actuator 4, eliminating the need for independent support structures and intermediate connecting components such as transition brackets and long drive shafts, significantly reducing radial space requirements. The two-stage transmission uses a coaxial or near-axial layout, ensuring a smooth power transmission path and compressed axial length, making it particularly suitable for confined wheel hub spaces. Furthermore, the power from the motor 2 is directly input to the torque amplification assembly 32 after passing through the reduction assembly 31, eliminating redundant transmission structures. Compared to the traditional dual-path independent reduction and re-coupling scheme, this approach helps reduce mechanical losses.

[0048] Further, please see Figure 2 and Figure 3 The reduction assembly 31 includes a motor gear 311 and a sun gear 312. The motor gear 311 is sleeved on the output end of the motor 2, and the sun gear 312 meshes with the motor gear 311. The sun gear 312 is sleeved on the brake actuator 4 and is connected to the torque amplification assembly 32 for transmission. In this embodiment, the reduction assembly 31 adopts a compact meshing structure in which a single motor gear 311 independently drives a single sun gear 312. Exemplarily, the motor gear 311, for example, a helical gear with a module of 2.0, is rigidly fixed to the output shaft of the motor 2 by an interference fit or key connection. The sun gear 312, for example, a helical gear with a module of 2.0, is rotatably supported on the outer periphery of the brake actuator 4 by a bearing 45 or a bushing. Its teeth mesh with the motor gear 311. The output torque of the motor 2 directly drives the sun gear 312 to rotate through the motor gear 311, and the sun gear 312 then coaxially transmits the combined torque to the torque amplification assembly 32.

[0049] In this embodiment, the meshing arrangement of the motor gear 311 and the sun gear 312 reduces the radial dimension of the input stage by more than 40% (compared to the independent dual-path scheme in the prior art). The distance between the axes of the motor 2 can be compressed to 1.1 times the sum of the pitch circle diameters of the gears. The sun gear 312 is directly mounted on the brake actuator 4, eliminating the need for the independent support bearing 45 and the drive shaft, which helps to reduce the axial space occupied. The torque of the motor 2 is synthesized through the rigidity of gear meshing, eliminating the elastic deformation loss of traditional flexible transmissions such as couplings and synchronous belts, thus improving transmission efficiency. As an integrated torque hub, the sun gear 312 has no moving clutch components, which helps to reduce potential failure points.

[0050] Furthermore, the sun gear 312 includes a first gear section 3121 and a second gear section 3122. The first gear section 3121 and the second gear section 3122 are coaxially connected and both are mounted on the brake actuator 4. The first gear section 3121 meshes with two motor gears 311, and the second gear section 3122 is drive-connected to the torque amplification component 32. The first gear section 3121 and the second gear section 3122 are coaxially fixed together by interference fit, laser welding, integral molding, or flange bolts to form an integral sun gear 312 assembly. The rotation axes of the two are strictly coincident and there is no relative movement. The first gear section 3121 is located at the input end of the sun gear 312, and its tooth profile parameters are optimized for the meshing characteristics of the motor gears 311, maintaining full tooth width meshing with the motor gears 311. The second gear section 3122 is located at the output end of the sun gear 312, and its structure is customized according to the input interface of the torque amplification component 32, directly transmitting torque.

[0051] In some embodiments, see Figures 1 to 3 The torque-increasing component 32 includes a planetary carrier 321, a gear ring 322, and a plurality of planetary gears 323 disposed within the assembly housing 1. The planetary carrier 321 includes a frame 3211 and a plurality of shafts 3212. The plurality of shafts 3212 are spaced apart on one side of the frame 3211. The frame 3211 is sleeved on the brake actuator 4 and is connected to the brake actuator 4 in a transmission manner. The plurality of planetary gears 323 are respectively rotatably sleeved on the plurality of shafts 3212, and the plurality of planetary gears 323 mesh around the second gear part 3122. The gear ring 322 is fixed within the assembly housing 1 and surrounds the plurality of planetary gears 323. The inner side of the gear ring 322 meshes with the plurality of planetary gears 323.

[0052] Specifically, the planetary carrier 321 consists of a forged high-strength aluminum alloy frame 3211 (such as a disc-shaped or cross-shaped frame) and multiple carbide shafts 3212 (such as surface-hardened stepped shafts). The shafts 3212 are vertically fixed to one side of the frame 3211 at equal angular intervals (such as three shafts 3212 evenly distributed at 120°) by interference fit or electron beam welding, forming a rigid planetary gear support skeleton. Multiple planetary gears 323 (such as powder metallurgy oil-impregnated bearings 45 gears) are rotatably mounted on the corresponding shafts 3212 by needle roller bearings 45 or sliding bushings. The gear tooth profiles are modified, and all planetary gears 323 surround the second gear portion 3122 of the sun gear 312 in the radial direction with equal pitch circle diameters and mesh with it across the full tooth width. The gear ring 322 is press-fitted into the assembly housing 1 by interference fit, and its inner tooth surface meshes synchronously with all planetary gears 323, forming a closed torque transmission ring. An internal spline or rectangular keyway is provided at the center of the frame 3211, which is connected to the brake actuator 4 through a clearance fit key, so that the revolution torque of the planetary gear 323 is directly converted into the motion of the brake actuator 4.

[0053] In some embodiments, see Figures 1 to 3 The assembly housing 1 includes a housing 11 and a middle cover 12. The housing 11 and the middle cover 12 are sealed together. The middle cover 12 has an installation groove, and a torque-enhancing component 32 is disposed within the middle cover 12. The gear ring 322 is interference-fitted with the middle cover 12. Exemplarily, the housing 11 (such as an ADC12 die-cast aluminum alloy base) and the middle cover 12 (such as a ductile iron precision casting) are statically sealed by a first sealing ring 14. The middle cover 12 and the housing 11 are also pre-tightened by multiple circumferentially distributed high-strength bolts (such as 10.9 grade M6 bolts) with a torque of 20 Nm to 25 Nm to form a closed cavity. The housing 11 can be a die-cast aluminum alloy base, the middle cover 12 can be a ductile iron precision casting, and the first sealing ring 14 can be an end-face O-ring made of fluororubber. The inner wall of the middle cover 12 is CNC machined to form a stepped installation groove. An annular positioning boss is provided at the bottom of the groove, and radial grease injection holes are provided on the groove wall. The gear ring 322 of the torque-enhancing assembly 32 is pressed into the mounting groove of the middle cover 12 with an interference fit of 0.03 mm to 0.05 mm. The end face of the gear ring 322 is tightly attached to the positioning boss to achieve axial limiting. The interference fit surface is coated with molybdenum disulfide solid lubricant to reduce pressing resistance. The middle cover 12 and the gear ring 322 adopt a matching coefficient of thermal expansion to ensure that the interference fit change rate is less than 10% under operating conditions from -40℃ to 150℃.

[0054] In some embodiments, see Figures 1 to 3 The assembly housing 1 also includes an upper cover 13, which covers the middle cover 12 on the side away from the housing 11. A second sealing ring 15 is provided between the upper cover 13 and the middle cover 12 to improve the sealing effect of the upper cover 13 and the middle cover 12. The upper cover 13 has two bushing grooves, and a first bushing 131 is provided in each bushing groove. In this embodiment, there are two first bushings 131. One first bushing 131 is clearance-fitted with the output end of the motor 2, and the other first bushing 131 is clearance-fitted with the end of the screw 41 away from the plug 43. A second bushing 44 is also fitted on the end of the screw 41 away from the plug 43. The second bushing 44 is clearance-fitted with the screw 41 and is located between the sun gear 312 and the screw 41. The sun gear 312 is also clearance-fitted with the second bushing 44. Additionally, a bearing 45 and a washer 46 are fitted onto the screw 41. Both the bearing 45 and the washer 46 are located between the middle cover 12 and the support platform to ensure that while the bearing 45 enables the screw 41 to rotate, it can also connect the screw 41 and prevent the screw 41 from moving in the axial direction. The washer 46 is located at both ends of the bearing 45 in the axial direction to protect the bearing 45, the middle cover 12, and the end face of the support platform of the screw 41.

[0055] In some embodiments, a dust cover 5 is provided on the side of the housing 11 away from the top cover 13. A clearance opening is provided on the side of the housing 11 away from the top cover 13. This clearance opening is coaxially arranged with the nut 42 and the screw 41, and the diameter of the clearance opening is larger than the diameter of the nut 42, so that the nut 42 can extend to the outside of the housing 11 through the clearance opening, thereby enabling the nut 42 to drive the plug 43 to contact the brake pad. The dust cover 5 covers the clearance opening and has a through hole. The through hole is coaxially arranged with the nut 42, and the inner wall of the through hole is clearance-fitted with the nut 42, thus providing dust protection without affecting the movement of the nut 42.

[0056] To better understand the technical solution of this application, the working process of the electromechanical brake is described in detail below:

[0057] Please see Figures 1 to 3 When the electronic control unit in the braking system receives the service braking command, the motor 2 starts, and the output shaft drives the sun gear 312 to rotate through the interference-fitted motor gear 311. The sun gear 312 transmits torque to the planet gear 323. Under the constraint of the fixed gear ring 322, the planet gear 323 revolves around the sun gear 312, driving the planet carrier 321 to output amplified torque. The planet carrier 321 drives the screw 41 to rotate through the rectangular keyway. The rotation of the screw 41 forces the nut 42 to move linearly toward the brake pad in the axial direction. The nut 42 pushes the plug 43, which is interference-fitted with it, to evenly press the brake pad with the thrust end face with a flatness of 0.005mm, so that it clamps the brake disc and generates braking force.

[0058] Please see Figures 1 to 3 When the electronic control unit in the braking system receives the service brake release signal, the motor 2 rotates in the reverse direction, the motor gear 311 drives the sun gear 312 to rotate in the reverse direction, and the planetary gear 323 revolves in the reverse direction under the constraint of the gear ring 322, driving the planetary carrier 321 to drive the screw 41 to rotate in the reverse direction with reverse torque; the rotation of the screw 41 forces the nut 42 to precisely retract along the axial direction of the screw 41 and move linearly towards the inside of the assembly housing 1; the nut 42 drives the plug 43 and the thrust end face to disengage from the brake pad, and the brake pad completely disengages from contact within 35ms under the action of the slight wobble of the brake disc and the return spring (not shown in the figure, stiffness 5N / mm); the clearance fit of the keyway of the planetary carrier 321 allows the screw 41 to continue to rotate 15° after the plug 43 has fully returned to its original position, ensuring zero residual release of braking force.

[0059] Please see Figures 3 to 6When the electronic control unit in the braking system receives the parking brake command, indicating that the vehicle is stationary and needs to remain parked (like being in P gear in reality), the control unit simultaneously executes: the service brake mechanism maintains the service brake clamping state, that is, the motor 2 stops rotating but maintains the output shaft self-locking torque. Then, the electromagnetic actuator 71 is activated. After being energized, the electromagnetic coil generates magnetic force, pulling the push rod to retract; the bent end of the push rod hooks the near end of the pawl 73, forcing the pawl 73 to rotate around the support column 76; the far end of the pawl 73 engages with the tooth groove of the ratchet 72, forming a rigid mechanical lock. At this time, because the ratchet 72 is interference-fitted with the gear shaft 75, the gear shaft 75 is locked; the transmission gear 74, which is interference-fitted with the gear shaft 75, is locked synchronously; the transmission gear 74 meshes with the sun gear 312, and the sun gear 312 is limited and cannot rotate, resulting in the entire planetary gear 323 system (i.e., planetary gear 323 and planet carrier 321) and screw 41 self-locking. Under the action of the reverse force, namely the elastic restoring force of the brake pad, the nut 42 cannot drive the screw 41 to reverse, thus achieving zero-power clamping force retention and locking torque greater than 500Nm.

[0060] Please see Figure 7 When the electronic control unit in the braking system receives the parking release command, the electromagnetic actuator 71 is de-energized, the coil is demagnetized, the push rod extends under the action of the return spring, and pushes the proximal end of the pawl 73 to rotate in the opposite direction around the support column 76. The distal end of the pawl 73 disengages from the tooth groove of the ratchet 72, releasing the rotational constraint on the gear shaft 75.

[0061] This application also provides a vehicle including the braking system described in any of the foregoing embodiments. The vehicle can be a new energy vehicle, a fuel vehicle, a diesel vehicle, etc., and the type of power source used is not limited, as long as the vehicle requires braking using a braking system with an electromechanical brake. The beneficial effects of the vehicle and the specific structure of the braking component have been described in detail in the foregoing embodiments related to the braking system, and therefore will not be repeated here.

[0062] The basic concepts have been described above. Obviously, for those skilled in the art, the detailed disclosure above is merely illustrative and does not constitute a limitation of this application. Although not explicitly stated herein, those skilled in the art may make various modifications, improvements, and corrections to this application. Such modifications, improvements, and corrections are suggested in this application, and therefore remain within the spirit and scope of the exemplary embodiments of this application.

[0063] Furthermore, this application uses specific terms to describe embodiments of the application. For example, "an embodiment," "one embodiment," and / or "some embodiments" refer to a particular feature, structure, or characteristic associated with at least one embodiment of the application. Therefore, it should be emphasized and noted that "an embodiment," "one embodiment," or "an alternative embodiment" mentioned twice or more in different locations in this specification do not necessarily refer to the same embodiment. In addition, certain features, structures, or characteristics in one or more embodiments of the application can be appropriately combined.

[0064] Similarly, it should be noted that, in order to simplify the description of the present application and thus aid in the understanding of one or more embodiments, the foregoing description of the embodiments of the present application sometimes combines multiple features into a single embodiment, drawing, or description thereof. However, this disclosure method does not imply that the subject matter of the present application requires more features than those mentioned in the claims. In fact, the embodiments contain fewer features than all the features of the single embodiments disclosed above.

[0065] For each patent, patent application, patent application publication, and other material such as articles, books, specifications, publications, and documents referenced in this application, the entire contents of that patent application are incorporated herein by reference, except for historical application documents that are inconsistent with or conflict with the content of this application, and documents that limit the broadest scope of the claims of this application (currently or subsequently appended to this application). It should be noted that if there are any inconsistencies or conflicts between the descriptions, definitions, and / or terminology used in the supplementary materials of this application and the content of this application, the descriptions, definitions, and / or terminology used in this application shall prevail.

[0066] The above are merely preferred embodiments of this application and are not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An electromechanical brake, characterized in that, include: Assembly shell; The motor is located inside the assembly housing; A speed reduction and torque amplification mechanism is disposed inside the assembly housing and is connected to the output end of the motor for transmission. A braking actuator is disposed within the assembly housing and is connected to the deceleration and torque amplification mechanism for performing service braking, service release, parking braking, or parking release actions according to the transmission motion of the deceleration and torque amplification mechanism.

2. The electromechanical brake according to claim 1, characterized in that, The braking actuator includes a service brake assembly and a parking brake assembly. The service brake assembly is connected to the deceleration and torque amplification mechanism to perform the service braking action or the service release action according to the transmission movement of the deceleration and torque amplification mechanism. The parking brake assembly is located on one side of the service brake assembly and is used to block or avoid the movement of the service brake assembly so that the braking actuator can perform the parking braking action or the parking release action.

3. The electromechanical brake according to claim 2, characterized in that, The vehicle braking assembly includes a screw and a nut. The screw is disposed in the assembly housing and is connected to the speed reduction and torque amplification mechanism. The nut is threadedly connected to the screw so that the nut can move along the axial direction of the screw.

4. The electromechanical brake according to claim 2, characterized in that, The parking brake assembly includes an electromagnetic actuator, a ratchet, a pawl, a transmission gear, a gear shaft, and a support column. The transmission gear and the ratchet are coaxially mounted on the gear shaft. The transmission gear meshes with the reduction and torque amplification mechanism. The output end of the electromagnetic actuator is connected to one end of the pawl. The end of the pawl away from the electromagnetic actuator is rotatably mounted on the support column. The output end of the electromagnetic actuator is used to drive the pawl to rotate around the support column, so that the pawl moves away from or closer to the ratchet. When the brake actuator performs the parking brake action, the pawl engages with the ratchet to restrict the rotation of the ratchet; when the brake actuator performs the parking release action, the pawl and the ratchet are spaced apart.

5. The electromechanical brake according to any one of claims 1 to 4, characterized in that, The deceleration and torque-increasing mechanism includes a deceleration component and a torque-increasing component. The deceleration component is driven to the output end of the motor and is located in the braking actuator. The torque-increasing component is located in the braking actuator and is driven to the deceleration component, and is used to drive the braking actuator to perform a vehicle braking action or a vehicle release action.

6. The electromechanical brake according to claim 5, characterized in that, The reduction assembly includes a motor gear and a sun gear. The motor gear is sleeved on the output end of the motor, and the sun gear meshes with the motor gear. The sun gear is sleeved on the brake actuator and is connected to the torque-increasing assembly for transmission.

7. The electromechanical brake according to claim 6, characterized in that, The sun gear includes a first gear section and a second gear section. The first gear section and the second gear section are coaxially connected and both are sleeved on the brake actuator. The first gear section meshes with the motor gear, and the second gear section is connected to the torque-increasing component for transmission.

8. The electromechanical brake according to claim 7, characterized in that, The torque-increasing assembly includes a planetary carrier, a ring gear, and multiple planetary gears disposed within the assembly housing. The planetary carrier includes a frame and multiple shafts, with the multiple shafts spaced apart on one side of the frame. The frame is fitted onto the brake actuator and is connected to the brake actuator in a transmission manner. The multiple planetary gears are rotatably fitted onto the multiple shafts, and the multiple planetary gears mesh around the second gear section. The ring gear is fixed within the assembly housing and surrounds the multiple planetary gears, with the inner side of the ring gear meshing with all of the multiple planetary gears.

9. A braking system, characterized in that, The device includes a braking module and an electromechanical brake as described in any one of claims 1 to 8, wherein the braking module includes brake pads and a bracket, the brake pads being disposed on the bracket and located on one side of the electromechanical brake.

10. A vehicle, characterized in that, Includes the braking system as described in claim 9.

Images