An electromechanical brake system coupling service and parking brakes

Abstract

The utility model belongs to the vehicle technical field electronic mechanical braking system, provide a kind of electronic mechanical braking system of driving and parking brake coupling, including brake assembly, MGU and shell, driving brake motor and gear reduction mechanism assembly, gear system bearing support, ECU controller assembly, sealing cover plate and parking motor and gear reduction mechanism assembly, the utility model's MGU, driving brake motor, parking brake motor, gear reduction mechanism assembly and ECU controller assembly are integrated in shell, driving brake and parking brake share output shaft transmission brake torque, part, small in size, light in weight, low in cost, and pass through the design different meshing tooth number adjustment gear's working rotation angle range, can be adapted to the stroke of different brake pistons, so that entire braking system and spare parts platform generalization rate is high, and good universality.

Description

Technical Field

[0001] This utility model relates to the field of automotive electromechanical braking systems, specifically to an electromechanical braking system that couples driving and parking brakes. Background Technology

[0002] Electromechanical braking systems replace all hydraulic or pneumatic components with four independent motors, resulting in braking response 3-5 times faster than traditional systems, while reducing weight and completely eliminating the risk of brake fluid leakage. Their modularity, ease of maintenance, and deep energy recovery capabilities enhance the range of electric vehicles, making them a necessary configuration for L4 and L5 autonomous driving to meet ASIL-D safety standards. With the implementation of domestic and international regulations and the maturation of high-temperature resistant motors and silicon carbide power devices, the large-scale mass production application of electromechanical braking systems in passenger vehicles is drawing ever closer, representing an inevitable trend in automotive braking system development.

[0003] CN220816351U provides an electronic caliper assembly integrating service braking and electronic parking brake. It can perform both service and parking braking. During service braking, the service brake motor assembly outputs torque to drive the axial transmission assembly to push the pressure block against the friction pads. After service braking, the service brake motor assembly maintains a continuous output torque adapted to the required service braking force to maintain that force. During parking braking, the parking brake motor assembly, or the service brake motor assembly in conjunction with the parking brake motor assembly, outputs torque to drive the axial transmission assembly to push the pressure block against the friction pads. After parking braking, the axial transmission assembly abuts against the pressure block and self-locks axially to maintain the required parking braking force. The disadvantage of this invention is that the service and parking brakes are independent, the service motor, parking motor, and transmission system have complex structures, and coupling and decoupling functions cannot be achieved.

[0004] The applicant's previous patent application CN119796151A disclosed an electromechanical parking brake system with redundant coupling of service and parking brakes. The mating surfaces of the parking secondary reduction worm gear and the planetary carrier are respectively provided with end face teeth on the worm gear and end face teeth on the planetary carrier. These two end face teeth are symmetrically arranged in the circumferential direction, transmitting torque through close contact during rotation. The number of working rotations of the planetary carrier is less than 1 / 2 revolution. This structure is suitable for braking strokes with a certain rotation angle and braking torque within a certain range.

[0005] The main problem this utility model patent aims to solve is: by adjusting the rotation angle range of the gears, the system can be adapted to ball screws with different leads to meet different brake parameter requirements, thus realizing the platformization and universalization of the core components of the braking system. Utility Model Content

[0006] In view of the shortcomings of the existing technology, the purpose of this utility model is to provide an electromechanical braking system that is compatible with a wider range of brake stroke, adjustable range, and allows the core components of the braking system to be universally applicable across platforms for coupling driving and parking brakes.

[0007] The technical solution of this utility model is:

[0008] An electromechanical braking system coupling service and parking brakes includes a brake assembly, a service brake motor and gear reduction mechanism assembly with a service brake secondary reduction output gear, a gear system bearing bracket connected to the brake assembly, an ECU controller assembly, and a parking motor and gear reduction mechanism assembly with a parking secondary reduction input worm gear. A secondary reduction gear system mounting shaft is rotatably mounted on the gear system bearing bracket. The service brake secondary reduction output gear and the parking secondary reduction input worm gear are jointly mounted on the secondary reduction gear system mounting shaft. The parking secondary reduction input worm gear and the service brake secondary reduction output gear are coupled. The system is characterized in that: the spoke end face of the parking secondary reduction input worm gear has a protrusion, and the spoke end face of the service brake secondary reduction output gear has a concave block, with the protrusion and concave blocks abutting sideways; the parking secondary reduction input worm gear is rotatably connected to the secondary reduction gear system mounting shaft; and the service brake secondary reduction output gear is fixedly connected to the secondary reduction gear system mounting shaft.

[0009] The protrusions are arranged opposite each other on both sides of the parking secondary reduction input worm gear, and the concave blocks are also arranged 180° opposite each other on the service brake secondary reduction output gear. The outer diameter of the protrusions is smaller than the inner diameter of the service brake secondary reduction output gear.

[0010] Preferably, the spoke end face of the parking secondary reduction input worm gear may have one or three protrusions, and the spoke end face of the service brake secondary reduction output gear may also have one or three concave blocks that match the protrusions, with the sides of the protrusions and concave blocks respectively abutting against each other.

[0011] The vehicle brake motor and gear reduction mechanism assembly 3 includes a vehicle brake motor and a first-stage reduction gear system mounting shaft. A first-stage reduction input gear for the vehicle brake is sleeved on the output shaft of the vehicle brake motor. A first-stage reduction output gear for the vehicle brake and a second-stage reduction input gear for the vehicle brake are sleeved on the first-stage reduction gear system mounting shaft. The first-stage reduction output gear for the vehicle brake meshes with the first-stage reduction input gear for the vehicle brake, and the second-stage reduction input gear for the vehicle brake meshes with the second-stage reduction output gear for the vehicle brake.

[0012] The first-stage reduction gear system mounting shaft is provided with first-stage reduction gear system mounting bearings at both ends; the second-stage reduction gear system mounting shaft is provided with second-stage reduction gear system mounting bearings at both ends.

[0013] The parking motor and gear reduction mechanism assembly includes a parking brake motor, a parking primary reduction input worm gear, and a parking secondary reduction input worm gear. The parking primary reduction input worm gear is fixedly connected to the output shaft of the parking brake motor. A parking primary reduction input worm wheel is fixedly mounted on the parking secondary reduction input worm gear. The parking primary reduction input worm wheel meshes with the parking primary reduction input worm gear, and the parking secondary reduction input worm gear meshes with the parking secondary reduction input worm wheel.

[0014] The parking secondary reduction input worm gear is equipped with secondary reduction worm gear mounting bearings at both ends.

[0015] The spoke end face of the parking secondary reduction input worm gear is provided with a first concave groove, and a protrusion is provided in the first concave groove. The spoke end face of the service brake secondary reduction output gear is provided with a second concave groove, and a concave block corresponding to the protrusion is provided in the second concave groove.

[0016] The electromechanical braking system coupling driving and parking brakes further includes an MGU housing and a sealing cover. The MGU housing and the sealing cover are combined to form a box with an accommodating cavity. The driving brake motor and gear reduction mechanism assembly, the gear system bearing bracket, the ECU controller assembly, and the parking motor and gear reduction mechanism assembly are all placed in the accommodating cavity. The MGU housing is provided with a through hole for the drive input shaft of the brake assembly to extend into. The MGU housing is fixedly connected to the housing of the brake assembly.

[0017] Preferably, the torque output of the mounting shaft of the secondary reduction gear system is converted into the linear motion of the brake piston through a motion conversion mechanism, thereby causing the brake pads to press against the brake disc to generate braking force, realizing the service braking and parking braking functions of the brake assembly. The motion conversion mechanism can be a ball screw, planetary roller screw, etc.

[0018] Compared with the prior art, the beneficial effects of this utility model are:

[0019] 1. With the braking stroke unchanged, the rotation angle range of the mounting shaft of the two-stage reduction gear system is increased, which can be adapted to ball screw structures with smaller leads.

[0020] 2. Increasing the number of rotations of the gears can increase the stroke of the piston, reducing the design difficulty of the entire system. However, it also allows for a wider range of designs for other components in the system, resulting in greater adaptability.

[0021] 3. For a three-pair gear transmission mechanism, the number of gear rotations is less, the gears are subjected to more uniform force, the mechanical properties are better, the strength requirements for the gears are not high, and the production process cost of the gears can be reduced.

[0022] The detailed structure of this utility model will be further described below with reference to the accompanying drawings and specific embodiments. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the overall structure of an electromechanical braking system that couples driving and parking brakes according to this utility model;

[0024] Figure 2 This is a schematic diagram of the vehicle and parking brake assembly structure of this utility model;

[0025] Figure 3 This is a schematic diagram of the reduction gear transmission mechanism for the driving and parking brakes of this utility model;

[0026] Figure 4 This is a schematic diagram of the coupling gear assembly for driving and parking brakes of this utility model;

[0027] Figure 5 This is a schematic diagram of the parking two-stage reduction input worm gear belt bearing assembly of this utility model;

[0028] Figure 6 This is a schematic diagram of the two-stage reduction output gear assembly for the vehicle brake of this utility model;

[0029] Figure 7 This is a schematic diagram of the structure (three pairs of teeth) of the coupling gear assembly for driving and parking brakes of this utility model;

[0030] The components include: 1. Brake assembly; 2. MGU housing; 3. Service brake motor and gear reduction mechanism assembly; 4. Gear system bearing bracket; 5. ECU controller assembly; 6. Sealing cover; 7. Parking motor and gear reduction mechanism assembly;

[0031] 31. Service brake motor; 32. Service brake primary reduction input gear; 33. Service brake primary reduction output gear; 34. Service brake secondary reduction input gear; 35. Service brake secondary reduction output gear; 36. Primary reduction gear system with mounting bearing; 37. Secondary reduction gear system with mounting bearing; 38. Primary reduction gear system with mounting shaft; 39. Secondary reduction gear system with mounting shaft; 310. Concave block; 311. Gear sleeve; 313. Second concave groove;

[0032] 71. Parking brake motor; 72. Parking primary reduction input worm gear; 73. Parking primary reduction input worm wheel; 74. Parking secondary reduction input worm gear; 75. Secondary reduction worm gear mounting bearing; 76. Parking secondary reduction input worm wheel; 77. Protrusion; 79. Secondary reduction input worm wheel bearing; 710. First concave groove. Detailed Implementation

[0033] like Figure 1-6As shown, an electromechanical parking brake system coupling driving and parking brakes includes a brake assembly 1, an MGU housing 2, a driving brake motor and gear reduction mechanism assembly 3, a gear system bearing bracket 4, an ECU controller assembly 5, a sealing cover 6, and a parking motor and gear reduction mechanism assembly 7. This invention reduces the structural layout size and achieves system miniaturization and integration by arranging the parking brake motor 71 and the driving brake motor 31 in parallel and using a high-ratio two-stage worm gear transmission mechanism to change the direction of braking force transmission, thereby achieving a shared output gear shaft assembly 39.

[0034] The brake assembly 1 is fixed to the MGU housing 2 by a threaded fixing structure at its end. The service brake motor and parking motor assembly 3 are installed and fixed by the fixing and limiting structure on the MGU housing 2. The service gear reduction mechanism and parking gear reduction mechanism are fixed to the MGU housing 2 by the gear system bearing bracket 4. The sealing cover 6 and ECU controller assembly 5 are fixed to the MGU housing 2 by threaded connection.

[0035] Specifically, the torque output of the mounting shaft 39 of the secondary reduction gear system is converted into the linear motion of the brake piston through the motion conversion mechanism, thereby causing the brake pads to press against the brake disc to generate braking force, realizing the service braking and parking braking functions of the brake assembly 1. The motion conversion mechanism can be a ball screw, planetary roller screw, etc.

[0036] Specifically, the service brake gear reduction mechanism assembly 3 includes a service brake primary reduction input gear 32, a service brake primary reduction output gear 33, a service brake secondary reduction input gear 34, a service brake secondary reduction output gear 35, and mounting shafts and bearings for the primary and secondary reduction gear systems. The parking gear reduction mechanism assembly 7 includes parking primary and secondary reduction input worm gears and bearings, and parking secondary reduction input worm gears and bearings.

[0037] Specifically, the first-stage reduction input gear 32 of the service brake is fixedly connected to the output shaft of the service brake motor 31. The first-stage reduction input gear 32, the second-stage reduction input gear 33, and the second-stage reduction output gear 34 of the service brake are fixedly connected to their respective mounting shafts by means of keyways, splines, etc., or are forged into one piece. Bearings or bushings are installed at both ends of each mounting shaft to reduce friction and improve efficiency.

[0038] Specifically, the parking brake secondary reduction worm gear 76 is connected to the service brake secondary reduction gear system mounting shaft 39 via a bearing or bushing, and the protrusion of the parking brake secondary reduction input worm gear 76 and the concave block in the second concave groove 313 of the service brake secondary reduction gear 35 are tightly fitted together. When the vehicle is under service braking, the service brake motor 31 drives the gear reduction system to work. The parking brake motor 71, as a redundant backup, does not need to work synchronously. Since the secondary reduction gear needs to rotate one revolution for the protrusion of the parking secondary reduction input worm gear 76 to contact the other side of the concave block of the service brake secondary reduction gear 35, the secondary reduction mechanism designed in this utility model has a working rotation number of less than one revolution for the secondary reduction gear. The protrusion of the parking secondary reduction input worm gear 76 and the concave block in the second concave groove 313 of the service brake secondary reduction gear 35 have a clearance margin and will not interfere. Furthermore, when the vehicle starts, the parking brake can be released manually or automatically before the service brake. That is, the parking secondary reduction input worm gear 76 returns to its initial position first, and then the secondary reduction gear returns to its initial position. Therefore, the service brake and the parking brake can work independently without affecting each other.

[0039] Specifically, the parking secondary reduction input worm gear has a protrusion at its end; the service brake secondary reduction gear 35 has a second concave groove 313 at its end, and the second groove 313 also has a concave structure for mutual cooperation; preferably, in order to prevent incorrect installation, the protrusion features of the parking secondary reduction input worm gear and the service brake secondary reduction gear can be distributed at two ends, so that there is no need to distinguish the installation direction.

[0040] like Figure 2 As shown, the service brake motor and gear reduction mechanism assembly 3 includes a service brake primary reduction input gear 32, a service brake primary reduction output gear 33, a service brake secondary reduction input gear 34, a service brake secondary reduction output gear 35, a primary reduction gear system mounting bearing 36, and a secondary reduction gear system mounting shaft and mounting bearing 37. The parking gear reduction mechanism assembly includes a parking primary reduction input worm 72, a parking primary reduction input worm wheel 73, a parking secondary reduction input worm 74, a secondary reduction worm mounting bearing 75, and a parking secondary reduction input worm wheel with mounting bearing assembly 76. The inner ring of the primary reduction gear system mounting bearing 36 is fixedly connected to the primary reduction gear system mounting shaft 38, and the outer ring of the primary reduction gear system mounting bearing 36 is fixedly connected to the MGU housing 2. The secondary reduction gear system mounting shaft 39 is fixedly mounted on the MGU housing 2 and the gear system bearing bracket 4 through the secondary reduction gear system mounting shaft and mounting bearing 37.

[0041] Specifically, the first-stage reduction input gear 32 of the service brake is fixedly connected to the output shaft of the service brake motor 31. The first-stage reduction input gear 32, the second-stage reduction input gear 34, and the second-stage reduction output gear 35 of the service brake are fixedly connected to their respective mounting shafts by means of keyways, splines, etc., or are integrally formed. Bearings or bushings are installed at both ends of each mounting shaft to reduce friction and improve efficiency.

[0042] Specifically, the parking motor and gear reduction mechanism assembly 7 includes a parking brake motor 71, a parking primary reduction input worm gear 72, and a parking secondary reduction input worm gear 74. The parking primary reduction input worm gear 72 is fixedly connected to the output shaft of the parking brake motor 71. A parking primary reduction input worm wheel 73 is fixedly mounted on the parking secondary reduction input worm gear 74. The parking primary reduction input worm wheel 73 meshes with the parking primary reduction input worm gear 72. The parking secondary reduction input worm gear 74 meshes with the parking secondary reduction input worm wheel 76.

[0043] Specifically, a secondary reduction worm gear mounting bearing 75 is provided between the parking secondary reduction input worm gear 74 and the MGU housing. The inner ring of the secondary reduction worm gear mounting bearing 75 is fixedly connected to the parking secondary reduction input worm gear 74, and the outer ring of the secondary reduction worm gear mounting bearing 75 is fixedly connected to the MGU housing.

[0044] Specifically, the parking secondary reduction input worm 74 is provided with either a keyway or a spline for fixing and installing the parking primary reduction input worm 73.

[0045] Specifically, the parking secondary reduction input worm gear 74 and the parking primary reduction input worm wheel 73 are forged into one piece.

[0046] The spoke end face of the parking secondary reduction input worm gear is provided with a first concave groove 710, and a protrusion 77 in the first concave groove 710. The spoke end face of the service brake secondary reduction output gear 35 is provided with a second concave groove 313, and a concave block 310 corresponding to the protrusion 77 is provided in the second concave groove 313. The protrusion 77 extends into the second concave groove 313 and abuts against the concave block 310.

[0047] The outer diameter of the protrusion 77 on the parking secondary reduction input worm gear 76 is smaller than the inner diameter of the secondary reduction output gear 35, and larger than the outer diameter of the gear sleeve 311. The protrusion and concave block cooperate with each other in a surface contact manner to transmit torque.

[0048] Preferably, to prevent incorrect installation, the protrusion features of the parking secondary reduction input worm gear 76 and the service brake secondary reduction gear 35 can be distributed at both ends, with one protrusion and one concave block at each end, so that there is no need to distinguish the installation direction.

[0049] like Figure 2 As shown, when the vehicle is performing normal service braking, the service brake motor 31 drives the first-stage reduction input gear 32 and the second-stage reduction input / output gear 34 of the service brake. The meshing of the two gears transmits the torque to the output shaft through the second-stage reduction gear 35, thereby transmitting the braking torque and driving the actuator of the brake assembly 1 to achieve the braking function.

[0050] Furthermore, when the vehicle requires braking force exceeding that of normal braking under certain special operating conditions, the parking brake motor 71 engages with the parking first-stage reduction input worm gear 72, and then reduces and amplifies the parking braking torque through the parking second-stage reduction input worm gear 74 and the second-stage reduction input worm gear 76. When the protrusion at the end of the parking second-stage reduction input worm gear 76 contacts the protrusion in the end groove of the service brake second-stage reduction output gear 35, it outputs a superimposed motor torque together with the service brake second-stage reduction output gear 35 to meet the braking force requirements under extreme braking conditions.

[0051] When the service brake is released and the parking brake is required, the parking brake motor 71 drives the parking first-stage reduction input worm 72 and the parking first-stage reduction input worm wheel 73, which then mesh with the parking second-stage reduction input worm 74 and the second-stage reduction input worm wheel 76 to output parking braking torque. When the two protrusions 77 at the end of the parking second-stage reduction input worm wheel 76 contact the side wall of the concave block 310 in the second concave groove 313 at the end of the service brake second-stage reduction output gear 35, both the service brake motor 31 and the parking brake motor 71 stop working. Parking is achieved through the self-locking function of the parking worm wheel and worm gear of the parking brake system. Worm wheel 74 is mounted and fixed to the MGU housing 2 via the second-stage reduction worm gear mounting bearing 75.

[0052] Furthermore, when the vehicle requires greater parking braking force under certain special operating conditions, in addition to the clamping force generated by the service brake motor 31, the parking brake motor 71 can also apply a certain clamping force through its own reduction mechanism to superimpose the clamping force of the service brake to achieve a greater parking force.

[0053] Furthermore, when the service brake system fails, the parking brake motor 71 drives the worm wheel 76 to rotate through its own worm gear reduction mechanism 72-74. When the protrusion at the end of the worm wheel 76 contacts the concave block of the second concave groove 313 of the service brake reduction gear, it drives the service brake gear 35 to rotate, thus still achieving a certain service braking function.

[0054] like Figure 7As shown, preferably, the spoke end face of the parking secondary reduction input worm gear is provided with a first concave groove 710, and the number of protrusions 77 in the first concave groove 710 is three. The spoke end face of the service brake secondary reduction output gear 35 is provided with a second concave groove 313, and the second concave groove 313 is provided with three concave blocks 310 corresponding to the protrusions 77. The three protrusions 77 extend into the second concave groove 313 and abut against the concave blocks 310 respectively.

[0055] The outer diameter of the three protrusions 77 on the parking secondary reduction input worm gear 76 is smaller than the inner diameter of the secondary reduction output gear 35 and larger than the outer diameter of the gear sleeve 311. The protrusions and concave blocks cooperate with each other in a surface contact manner to transmit torque.

[0056] For a transmission mechanism with three pairs of convex and concave blocks, the output gear of the second-stage reduction gear of the service brake has fewer working rotations, and the gear is more evenly stressed, resulting in better mechanical properties. It does not have high requirements for gear strength, which can reduce the production cost of the gear.

[0057] The above description is a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the technical scope disclosed in this utility model, based on the technical solution and concept of this utility model, should be covered within the protection scope of the claims of this utility model.

Claims

1. An electromechanical braking system coupling driving and parking brakes, comprising a brake assembly (1), a driving brake motor and gear reduction mechanism assembly (3) with a driving brake secondary reduction output gear (35), a gear system bearing bracket (4) connected to the brake assembly (1), an ECU controller assembly (5), and a parking motor and gear reduction mechanism assembly (7) with a parking secondary reduction input worm gear (76), wherein a secondary reduction gear system mounting shaft (39) is rotatably mounted on the gear system bearing bracket (4), the driving brake secondary reduction output gear (35) and the parking secondary reduction input worm gear (76) are jointly mounted on the secondary reduction gear system mounting shaft (39), and the parking secondary reduction input worm gear (76) and the driving brake secondary reduction output gear (35) are coupled, characterized in that: The parking secondary reduction input worm gear (76) has a protrusion (77) on its spoke end face, and the service brake secondary reduction output gear (35) has a concave block (310) on its spoke end face. The protrusion (77) and the concave block (310) abut against each other on their sides. The parking secondary reduction input worm gear (76) is rotatably connected to the secondary reduction gear system mounting shaft (39), and the service brake secondary reduction output gear (35) is fixedly connected to the secondary reduction gear system mounting shaft (39).

2. The electromechanical braking system coupling driving and parking brakes according to claim 1, characterized in that: The protrusion (77) is arranged opposite to each other on both sides of the parking secondary reduction input worm gear (76), and the concave block (310) is also arranged 180° opposite to each other on the service brake secondary reduction output gear (35). The outer diameter of the protrusion (77) is smaller than the inner diameter of the service brake secondary reduction output gear (35).

3. The electromechanical braking system coupling driving and parking brakes according to claim 1 or 2, characterized in that: The spoke end face of the parking secondary reduction input worm gear (76) may have one or three protrusions (77), and the spoke end face of the service brake secondary reduction output gear (35) is also provided with one or three concave blocks (310) that are paired with the protrusions (77). The sides of the protrusions (77) and the concave blocks (310) respectively abut against each other.

4. An electromechanical braking system coupling driving and parking brakes according to claim 1 or 2, characterized in that: The vehicle brake motor and gear reduction mechanism assembly (3) includes a vehicle brake motor (31) and a first-stage reduction gear system mounting shaft (38). A first-stage reduction input gear (32) for vehicle brake is sleeved on the output shaft of the vehicle brake motor (31). A first-stage reduction output gear (33) for vehicle brake and a second-stage reduction input gear (34) for vehicle brake are sleeved on the first-stage reduction gear system mounting shaft (38). The first-stage reduction output gear (33) for vehicle brake meshes with the first-stage reduction input gear (32) for vehicle brake, and the second-stage reduction input gear (34) for vehicle brake meshes with the second-stage reduction output gear (35) for vehicle brake.

5. The electromechanical braking system coupling driving and parking brakes according to claim 4, characterized in that: The first-stage reduction gear system mounting shaft (38) is provided with first-stage reduction gear system mounting bearings (36) at both ends; the second-stage reduction gear system mounting shaft (39) is provided with second-stage reduction gear system mounting bearings (37) at both ends.

6. An electromechanical braking system coupling driving and parking brakes according to claim 1 or 2, characterized in that: The parking motor and gear reduction mechanism assembly (7) includes a parking brake motor (71), a parking first-stage reduction input worm gear (72), and a parking second-stage reduction input worm gear (74). The parking first-stage reduction input worm gear (72) is fixedly connected to the output shaft of the parking brake motor (71). A parking first-stage reduction input worm wheel (73) is fixedly provided on the parking second-stage reduction input worm gear (74). The parking first-stage reduction input worm wheel (73) meshes with the parking first-stage reduction input worm gear (72). The parking second-stage reduction input worm gear (74) meshes with the parking second-stage reduction input worm wheel (76).

7. The electromechanical braking system coupling driving and parking brakes according to claim 6, characterized in that: The parking secondary reduction input worm gear (74) is provided with secondary reduction worm gear mounting bearings (75) at both ends.

8. An electromechanical braking system coupling service and parking brakes according to claim 1 or 2, characterized in that: The spoke end face of the parking secondary reduction input worm gear (76) is provided with a first concave groove, and a protrusion (77) is provided in the first concave groove. The spoke end face of the service brake secondary reduction output gear (35) is provided with a second concave groove, and a concave block (310) corresponding to the protrusion (77) is provided in the second concave groove.

9. An electromechanical braking system coupling driving and parking brakes according to claim 1 or 2, characterized in that: It also includes an MGU housing (2) and a sealing cover (6), which together form a box with a cavity. The service brake motor and gear reduction mechanism assembly (3), the gear system bearing bracket (4), the ECU controller assembly (5), and the parking motor and gear reduction mechanism assembly (7) are all placed in the cavity. The MGU housing (2) has a through hole for the drive input shaft of the brake assembly (1) to extend into. The MGU housing (2) is fixedly connected to the housing of the brake assembly (1).

10. The electromechanical braking system coupling driving and parking brakes according to claim 1, characterized in that: The torque output of the mounting shaft (39) of the secondary reduction gear system is converted into the linear motion of the brake piston through the motion conversion mechanism, so that the brake pads press against the brake disc to generate braking force, thereby realizing the service braking and parking braking functions of the brake assembly (1). The motion conversion mechanism can be a ball screw or a planetary roller screw.

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