Electromechanical brake, brake system and vehicle

Abstract

The application discloses an electromechanical brake, a brake system and a vehicle, which comprise an assembling shell, two motors, a speed reduction and torque increasing mechanism and a brake executing mechanism. The two motors are arranged in the assembling shell. The speed reduction and torque increasing mechanism is arranged in the assembling shell and is in transmission connection with the output ends of the two motors. The brake executing mechanism is arranged in the assembling shell and is in transmission connection with the speed reduction and torque increasing mechanism, so as to execute a brake action or a release action according to the transmission movement of the speed reduction and torque increasing mechanism. According to the application, the two motors are in transmission connection with one speed reduction and torque increasing mechanism, so that the power of the two motors only needs to be transmitted to the brake executing mechanism through one speed reduction and torque increasing mechanism to drive the brake executing mechanism to execute the brake or release action, and the speed reduction and torque increasing mechanism does not need to be arranged for the two motors respectively and individually, and a coupling mechanism for coupling the transmission movements of the two motors does not need to be additionally arranged, so that the structure of the electromechanical brake is effectively simplified, the number of parts is reduced and the assembly difficulty is reduced.

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 electric and intelligent vehicles, brake-by-wire systems are gradually replacing traditional hydraulic braking systems due to their advantages such as fast response, high control precision, easy integration of energy recovery, and no need for brake fluid (making them more environmentally friendly). Electromechanical brakes, as key actuators in brake-by-wire systems, are directly responsible for converting electronic control signals into mechanical braking force, and their performance directly affects the efficiency, reliability, and safety of the braking system.

[0003] Existing electromechanical brakes typically employ a motor drive combined with a reduction and torque amplification mechanism (such as gear reduction, ball screw, or screw-nut pair) to convert the motor's rotational motion into the linear clamping motion of the brake caliper. To meet the high thrust requirements of vehicle braking while ensuring redundancy and safety in failure modes, dual-motor drive schemes have gradually become a research hotspot. Dual-motor designs not only provide greater driving torque but also allow the other motor to provide partial or full braking force in the event of one motor failure, improving the system's fault tolerance.

[0004] However, existing dual-motor braking schemes often employ two independent motors to drive their respective reduction gears, and then use a complex coupling mechanism to combine the two power sources and output them to a single thrust conversion mechanism. This multi-stage, multi-path power transmission structure results in a large overall axial and radial dimension of the brake, a large number of internal parts, and complex assembly. Utility Model Content

[0005] This application provides an electromechanical brake, braking system, and vehicle to improve the problems of existing electromechanical brakes, which use a multi-stage, multi-path power transmission structure, resulting in large overall axial and radial dimensions, a large number of internal parts, and complex assembly.

[0006] In a first aspect, embodiments of this application provide an electromechanical brake, a braking system, and a vehicle, including:

[0007] Assembly shell;

[0008] Both motors are housed within the assembly housing;

[0009] A speed reduction and torque increase mechanism is located inside the assembly housing and is connected to the output ends of both motors.

[0010] A braking actuator is disposed within the assembly housing and is connected to the deceleration and torque amplification mechanism for performing braking or releasing actions according to the transmission motion of the deceleration and torque amplification mechanism.

[0011] 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 ends of both motors and is 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 braking action or a release action.

[0012] In some embodiments of this application, the deceleration assembly includes two motor gears and a sun gear. The two motor gears are respectively sleeved on the output ends of the two motors. The sun gear is disposed between the two motor gears and meshes with both motor gears. The sun gear is sleeved on the brake actuator and is connected to the torque-increasing assembly for transmission.

[0013] 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 two motor gears, and the second gear section is connected to the torque-increasing component.

[0014] 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.

[0015] In some embodiments of this application, the assembly shell includes a housing and a middle cover. The housing and the middle cover are sealed together. An installation groove is provided in the middle cover. The torque-increasing component is disposed in the middle cover, and the gear ring is interference-fitted with the middle cover.

[0016] In some embodiments of this application, the braking actuator includes a screw and a nut. The screw is disposed within the assembly housing and is connected to the torque-increasing component. The nut is threadedly connected to the screw so that the nut can move along the axial direction of the screw.

[0017] In some embodiments of this application, the braking actuator further includes a plug, which is interference-fitted with the side of the nut away from the torque-increasing component.

[0018] 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.

[0019] Thirdly, embodiments of this application provide a vehicle including the braking system described in the second aspect.

[0020] Therefore, this embodiment utilizes a single reduction and torque amplification mechanism to transmit power from both motors to the braking actuator, enabling the actuator to perform braking or releasing actions. This is significantly different from the prior art, which uses two independent motors driving their respective reduction mechanisms and then a complex coupling mechanism to combine the two power sources and output them to a single thrust conversion mechanism. This application only requires a single reduction and torque amplification mechanism to transmit power between the two motors, eliminating the need for separate reduction and torque amplification mechanisms for each motor and the coupling mechanism for their transmission motion. This effectively simplifies the structure of the electromechanical brake, reduces the number of parts, and lowers assembly difficulty. Furthermore, due to the simplified structure and reduced number of parts, this application also reduces mechanical losses and potential failure points caused by transmission, thus improving the reliability of the electromechanical brake. Attached Figure Description

[0021] 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.

[0022] Figure 1 This is an exploded structural diagram of a braking system provided in an embodiment of this application;

[0023] Figure 2 A cross-sectional schematic diagram of an electromechanical brake provided in an embodiment of this application;

[0024] Figure 3 This is a schematic diagram of the deceleration component in an electromechanical brake provided in an embodiment of this application.

[0025] Explanation of reference numerals in the attached figures:

[0026] 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. Detailed Implementation

[0027] 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.

[0028] 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.

[0029] 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.

[0030] In some embodiments, see Figures 1 to 3 The electromechanical brake includes an assembly housing 1, two motors 2, a reduction and torque amplification mechanism 3, and a brake actuator 4. Both motors 2 are 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 ends of both motors 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 braking or releasing actions based on the transmission motion of the reduction and torque amplification mechanism 3.

[0031] The technical solution provided in this application utilizes two motors 2, each connected to a reduction and torque amplification mechanism 3. This allows the power from both motors 2 to be transmitted to the brake actuator 4 via a single mechanism, driving the actuator 4 to perform braking or releasing actions. Compared to existing technologies that use two independent motors 2 each driving their own reduction mechanisms, and then using a complex coupling mechanism to combine the two power sources and output them to a single thrust conversion mechanism, this application only requires a single reduction and torque amplification mechanism 3 to achieve power transmission between the two motors 2. It eliminates the need for separate reduction and torque amplification mechanisms for each motor 2, as well as the need for additional coupling mechanisms 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 of the simplified structure and reduced number of parts, this application also reduces mechanical losses and potential failure points caused by transmission, thereby improving the reliability of the electromechanical brake.

[0032] In some embodiments, the deceleration and torque-increasing mechanism 3 includes a deceleration component 31 and a torque-increasing component 32. The deceleration component 31 is driven to the output ends of both motors 2 and is disposed in the brake actuator 4. The torque-increasing component is disposed in the brake actuator 4 and driven to the deceleration component 31, and is used to drive the brake actuator 4 to perform a braking action or a release action.

[0033] In this embodiment, the reduction assembly 31 is directly integrated into the brake actuator 4. Its input end receives the output torque of the two motors 2 simultaneously through symmetrically arranged transmission components, such as gears and couplings, to achieve the initial convergence and synchronization of the dual power paths. The input end of the torque amplification assembly 32 is coaxially or parallelly connected to the output end of the reduction assembly 31. Its output end rigidly drives the core moving parts of the brake actuator 4, such as the screw 41 and push rod, converting the combined torque transmitted by the reduction assembly 31 into linear thrust or rotational displacement, directly controlling the clamping or releasing of the brake pads.

[0034] 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 both motors 2 is combined via the reduction assembly 31 and directly input to the torque amplification assembly 32, eliminating redundant transmission structures. Compared to the traditional dual-path independent reduction and re-coupling scheme, this reduces mechanical losses. When a single motor 2 fails, the symmetrical transmission design of the reduction assembly 31 ensures seamless torque switching to the healthy motor 2 path, with a braking response delay of <50ms. The technical solution provided in this embodiment, while ensuring the redundancy safety of the two motors 2, overcomes the bulky size and complex assembly problems of multi-motor 2 braking structures, providing a highly reliable and easily deployable hardware foundation for brake-by-wire systems.

[0035] Further, please see Figure 2 and Figure 3 The reduction assembly 31 includes two motor gears 311 and one sun gear 312. The two motor gears 311 are respectively mounted on the output ends of the two motors 2. The sun gear 312 is located between the two motor gears 311 and meshes with both motor gears 311. The sun gear 312 is mounted 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 of two motor gears 311 driving a single sun gear 312. Exemplarily, the two motor gears 311 are symmetrically meshed. The two motor gears 311, for example, helical gears with a module of 2.0, are rigidly fixed to the output shafts of the two motors 2 by interference fit or key connection. The axes of the two gears are parallel and symmetrically distributed on both sides of the sun gear 312. The sun gear 312, such as a helical gear with a module of 2.0, is rotatably supported on the outer periphery of the brake actuator 4 by bearing 45 or bushing. Its teeth mesh bidirectionally with two motor gears 311, forming a stable three-point meshing layout. The output torque of the two motors 2 directly drives the sun gear 312 to rotate through the motor gears 311. The sun gear 312 then coaxially transmits the combined torque to the torque amplification component 32.

[0036] In this embodiment, the three-point meshing layout of the dual-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 motors 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 dual motors 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.

[0037] 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 the two motor gears 311, and the second gear section 3122 is drivenly 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 dual motor gears 311, while maintaining full tooth width meshing with the two 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 to directly transmit the combined torque.

[0038] 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.

[0039] 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.

[0040] 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℃.

[0041] In some embodiments, see Figures 1 to 3 The braking actuator 4 includes a screw 41 and a nut 42. The screw 41 is located inside the assembly housing 1 and is connected to the torque-increasing assembly 32 for transmission. 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.

[0042] 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.

[0043] Furthermore, the brake actuator 4 also includes a plug 43, which is interference-fitted with the side of the nut 42 away from the torque-increasing component 32. 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 torque-increasing component 32 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.

[0044] 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 multiple bushing grooves, and each bushing groove contains a first bushing 131. In this embodiment, there are three first bushings 131, two of which are clearance-fitted with the output ends of the two motors 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.

[0045] 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.

[0046] To better understand the technical solution of this application, the working process of the electromechanical brake is described in detail below:

[0047] Please see Figures 1 to 3 When the electronic control unit in the braking system receives the braking command, the two motors 2 start synchronously and in the same direction. The output shaft drives the sun gear 312 to rotate through the interference-fitted motor gear 311. The sun gear 312 transmits the 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.

[0048] Please see Figures 1 to 3 When the electronic control unit in the braking system receives the brake release signal, the two motors 2 rotate synchronously in opposite directions. The motor gear 311 drives the sun gear 312 to rotate in reverse, and the planetary gear 323 revolves in the opposite direction under the constraint of the gear ring 322, driving the planetary carrier 321 to drive the screw 41 to rotate in reverse 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. Under the action of the slight wobble of the brake disc and the return spring (not shown in the figure, stiffness 5N / mm), the brake pad completely disengages within 35ms. 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.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] 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; Both motors are housed within the assembly housing; A speed reduction and torque increase mechanism is located inside the assembly housing and is connected to the output ends of both motors. A braking actuator is disposed within the assembly housing and is connected to the deceleration and torque amplification mechanism for performing braking or releasing 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 deceleration and torque-increasing mechanism includes a deceleration component and a torque-increasing component. The deceleration component is driven to the output ends of both motors 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 braking or releasing actions.

3. The electromechanical brake according to claim 2, characterized in that, The deceleration assembly includes two motor gears and a sun gear. The two motor gears are respectively sleeved on the output ends of the two motors. The sun gear is located between the two motor gears and meshes with both motor gears. The sun gear is sleeved on the brake actuator and is connected to the torque amplification assembly for transmission.

4. The electromechanical brake according to claim 3, 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 two motor gears, and the second gear section is connected to the torque-increasing component.

5. The electromechanical brake according to claim 4, 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.

6. The electromechanical brake according to claim 5, characterized in that, The assembly housing includes a housing and a middle cover. The housing and the middle cover are sealed together. An installation groove is provided in the middle cover. The torque-increasing component is located in the middle cover, and the gear ring is interference-fitted with the middle cover.

7. The electromechanical brake according to claim 2, characterized in that, The braking actuator includes a screw and a nut. The screw is disposed inside the assembly housing and is connected to the torque-increasing component for transmission. The nut is threadedly connected to the screw so that the nut can move along the axial direction of the screw.

8. The electromechanical brake according to claim 7, characterized in that, The braking actuator also includes a plug, which is interference-fitted with the side of the nut away from the torque-increasing component.

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.

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