A new structure of electromechanical brake

Abstract

The utility model relates to a wire control technology field, concretely relates to a novel electronic mechanical brake structure, include: support assembly, caliper assembly, worm wheel disc caliper assembly has a drive arrangement for driving caliper assembly to execute braking action, executor assembly, worm wheel disc executor assembly includes transmission assembly, worm wheel disc transmission assembly links with worm wheel disc drive arrangement to realize power transmission, worm wheel disc transmission assembly includes worm wheel disc and worm, and worm wheel disc worm wheel disc and worm wheel disc worm staggered axle arrangement and meshing transmission to realize power transmission and compact structure, in the utility model, executor assembly in worm wheel disc and worm adopt staggered axle arrangement and mutually meshing transmission, greatly reduce executor assembly in horizontal direction's floor area, make whole brake structure more compact, be favorable to install arrangement brake in limited space, solve the defect that trolley cannot arrange EMB because of limited space.

Description

Technical Field

[0001] This utility model relates to the field of brake-by-wire technology, and in particular to a novel electromechanical brake structure. Background Technology

[0002] As the automotive industry transforms towards electrification and intelligence, drive-by-wire chassis technology has become the core direction for future vehicle dynamic control. The EMB system collects brake pedal displacement or force signals in real time through sensors, which are then processed by the electronic control unit (ECU) to drive the brake actuators of the four wheels to complete the braking action, thus realizing closed-loop control of "human-vehicle-road".

[0003] Currently, the mainstream EMB transmission mechanism on the market generally adopts a two-stage gear system for speed reduction and torque amplification. Its typical structure is as follows: First-stage reduction: The motor shaft has its own gear, which meshes with the large gear through the idler gear to achieve primary speed reduction; Second-stage reduction: The large gear drives the planetary gear system to further amplify the torque and transmit it to the ball screw, converting the rotational motion into linear motion to drive the brake caliper to clamp the brake disc.

[0004] In existing solutions, the motor and ball screw are arranged in parallel shafts, resulting in an excessively large axial dimension of the brake, which is difficult to fit into the compact wheel hub space. The superposition of idler gears, multi-stage gears and planetary gear systems leads to a large number of parts and a long transmission chain, increasing system complexity and failure risk. The two-stage reduction mechanism occupies a large space, which contradicts the development requirements of lightweight and integrated vehicles. Especially in new energy vehicles, the excessively large brake volume will squeeze the battery layout space and affect the driving range.

[0005] Therefore, this application develops a novel electromechanical brake structure to solve the problems existing in the prior art. Utility Model Content

[0006] The purpose of this invention is to provide a novel electromechanical brake structure to solve the problem that EMB cannot be installed on a vehicle due to insufficient space in the prior art.

[0007] The technical solution of this utility model is: a novel electromechanical brake structure, comprising:

[0008] Bracket assembly;

[0009] A caliper assembly having a drive unit for driving the caliper assembly to perform a braking action;

[0010] An actuator assembly includes a transmission component connected to the drive device to transmit power. The transmission component includes a worm gear and a worm, and the worm gear and the worm are arranged in an alternating axis and mesh to achieve power transmission and structural compactness.

[0011] Preferably, the included angle between the worm gear disc and the worm is in the range of 10° to 20°, forming a spatially interlaced shaft transmission structure.

[0012] Preferably, the actuator assembly includes a motor, and the motor shaft of the motor is set at a certain angle to the axis of the drive device, with the angle ranging from 70° to 80°.

[0013] Preferably, the actuator assembly further includes an actuator housing, a motor housing, and a coupling. The motor housing is connected to the actuator housing. The motor shaft is located inside the motor housing and is connected to the worm gear through the coupling. Motor bearings are installed at both ends of the motor shaft.

[0014] Preferably, a positioning bearing is provided inside the actuator housing of the actuator assembly. The positioning bearing is sleeved on the outer surface of the worm and fixed on the inner wall of the actuator housing.

[0015] Preferably, the drive shaft of the drive device is embedded in the inner hole of the worm gear, and the torque is transmitted by lateral compression.

[0016] Compared with the prior art, the advantages of this utility model are:

[0017] (1) The worm gear and worm in the actuator assembly are arranged with staggered shafts and mesh with each other to make full use of the vertical space, greatly reducing the area occupied by the actuator assembly in the horizontal direction, making the entire brake structure more compact, which is conducive to the installation and arrangement of the brake in a limited space, improving the overall layout rationality of the vehicle, and also reducing the weight of the brake, solving the defect that the car cannot arrange EMB due to limited space.

[0018] (2) The included angle between the worm gear and the worm is set at 15°, so that the worm gear and the worm can be arranged more reasonably in a limited space, reducing the area occupied by the transmission components, optimizing the installation and layout of the brake, and the included angle between the motor shaft and the drive device axis is 75°, so that the motor can be installed reasonably according to the actual space, avoiding installation difficulties or structural interference problems. Attached Figure Description

[0019] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0020] Figure 1 This is a schematic diagram of the structure of a novel electromechanical brake according to the present invention;

[0021] Figure 2 This is a side sectional view of a novel electromechanical brake structure according to the present invention.

[0022] Figure 3This is a diagram showing the positional relationship between the worm gear disc and the worm described in this utility model.

[0023] Figure 4 for Figure 3 A cross-sectional view along the AA direction;

[0024] Figure 5 for Figure 3 Cross-sectional view along the BB direction.

[0025] The components are: 1. Bracket assembly; 2. Caliper assembly; 21. Drive unit; 3. Actuator assembly; 31. Transmission component; 311. Worm gear; 312. Worm; 32. Motor shaft; 33. Actuator housing; 34. Motor housing; 35. Coupling; 36. Motor bearing; 37. Positioning bearing. Detailed Implementation

[0026] The present invention will be further described in detail below with reference to specific embodiments:

[0027] like Figures 1-2 As shown, a novel electromechanical brake structure includes a bracket assembly 1, a caliper assembly 2, and an actuator assembly 3. The bracket assembly 1 serves as the supporting frame for the entire brake structure, providing a stable mounting base for other components and withstanding various forces generated during braking, ensuring the overall stability and reliability of the brake structure. A drive unit 21 is installed within the caliper assembly 2. When a braking signal is triggered, the drive unit 21 starts and outputs power, driving the relevant components in the caliper assembly 2 to move, causing the brake pads to fit tightly against the brake disc, thereby generating friction to achieve the braking function. The actuator assembly 3 is the key part for power transmission and conversion; its core is the transmission component 31, which is connected to the drive unit 21 of the caliper assembly 2, forming a power transmission channel. Specifically, the transmission assembly 31 adopts a combination of worm gear disc 311 and worm 312. The worm gear disc 311 and worm 312 are arranged with staggered shafts and mesh with each other for transmission. The staggered shaft arrangement of the worm gear disc 311 and worm 312 can make full use of the vertical space. Compared with the traditional transmission method, it greatly reduces the horizontal footprint of the actuator assembly 3, making the entire brake structure more compact. This not only helps to install the brake in a limited space and improve the overall layout rationality of the vehicle, but also reduces the weight of the brake. It can solve the problem of not being able to install EMB in small vehicles due to limited space, such as unmanned logistics vehicles.

[0028] Specifically, the drive shaft of the drive unit 21 is embedded in the inner hole of the worm wheel, and torque is transmitted through lateral compression. When the drive shaft is embedded in the inner hole of the worm wheel, the surfaces of the two are pressed against each other, generating sufficient friction. When the drive unit 21 is running, the drive shaft transmits torque to the worm wheel through this friction, thereby driving the worm wheel to rotate. Then, through the meshing transmission between the worm wheel and the worm 312, the power is transmitted to the entire actuator assembly 3, ultimately driving the caliper assembly 2 to complete the braking action. In this way, a large frictional force is generated between the drive shaft and the worm wheel, thereby effectively preventing relative slippage between the drive shaft and the worm wheel.

[0029] In this embodiment, as Figures 3-5 As shown, a spatially interlaced shaft transmission structure is formed between the worm gear disc 311 and the worm 312, and the included angle between them is set to a range of 10° to 20°. Preferably, the included angle is set to 15°. This included angle can achieve a suitable transmission ratio, ensuring sufficient torque output to meet the high torque requirements during braking, while maintaining a high level of transmission efficiency. Compared with some traditional angle settings, this angle range reduces energy loss during transmission, improves the overall energy efficiency of the brake, and allows for a more rational arrangement of the worm gear disc 311 and the worm 312 within a limited space, reducing... The transmission components occupy less space in the horizontal or vertical direction, making the entire brake structure more compact and facilitating installation and layout on the vehicle. The motor (not shown in the figure) in the actuator assembly 3 has its motor shaft 32 set at a certain angle to the axis of the drive device 21, ranging from 70° to 80°, preferably 75°. In the case of limited internal space and irregular shape of the brake, this angle design allows the motor to be installed reasonably according to the actual space conditions, avoiding installation difficulties or structural interference caused by space limitations, and optimizing the overall structural design of the brake.

[0030] like Figure 4 As shown, to make the actuator assembly 3 more robust, it includes an actuator housing 33, a motor housing 34, and a coupling 35. The motor housing 34 and the actuator housing 33 are interconnected, forming a relatively enclosed structure with interconnected internal spaces. The motor shaft 32 is precisely mounted inside the motor housing 34 and is securely connected to the worm gear 312 via the coupling 35, thus accurately transmitting the rotational motion of the motor shaft 32 to the worm gear 312. Furthermore, to ensure the stability and smoothness of the motor shaft 32 during operation, motor bearings 36 are installed at both ends of the motor shaft 32, effectively reducing friction and vibration during rotation. The connection between the actuator housing 33 and the motor housing 34 reduces unnecessary space occupation, making the entire actuator assembly 3 more compact.

[0031] Furthermore, in the actuator assembly 3, a positioning bearing 37 is provided inside the actuator housing 33. The positioning bearing 37 is sleeved on the outer surface of the worm 312 and is firmly installed on the inner wall of the actuator housing 33, thereby providing precise positioning and support for the worm 312. During the operation of the actuator, the worm 312 is subjected to various forces. The positioning bearing 37 ensures that the worm 312 always remains in the predetermined position, preventing it from shifting or shaking, and ensuring proper meshing between the worm 312 and other transmission components such as the worm wheel. This improves the accuracy and stability of the transmission, enabling the actuator to accurately complete the corresponding actions according to the control commands. Moreover, when the actuator is working, the worm 312 needs to transmit a large torque and bear a certain load. The positioning bearing 37 can evenly distribute the force borne by the worm 312 onto the actuator housing 33, avoiding damage to the worm 312 and the actuator housing 33 caused by local stress concentration.

[0032] The above embodiments are only for illustrating the technical concept and features of this utility model, and are intended to enable those skilled in the art to understand the content of this utility model and implement it accordingly. They should not be construed as limiting the scope of protection of this utility model. It is obvious to those skilled in the art that this utility model is not limited to the details of the above exemplary embodiments, and that it can be implemented in other specific forms without departing from the spirit or basic characteristics of this utility model. Therefore, the embodiments should be considered exemplary and non-limiting in all respects. The scope of this utility model is defined by the appended claims rather than the foregoing description, and therefore, all changes falling within the meaning and scope of the equivalents of the claims are intended to be included within this utility model.

Claims

1. A novel electromechanical brake structure, characterized in that, include: Support assembly (1); The caliper assembly (2) has a drive unit (21) for driving the caliper assembly (2) to perform braking action; The actuator assembly (3) includes a transmission component (31) connected to the drive device (21) to achieve power transmission. The transmission component (31) includes a worm gear disc (311) and a worm (312), and the worm gear disc (311) and the worm (312) are arranged in an alternating axis and mesh to achieve power transmission and structural compactness.

2. The novel electromechanical brake structure according to claim 1, characterized in that: The included angle between the worm gear disc (311) and the worm (312) is in the range of 10° to 20°, forming a spatial interlaced shaft transmission structure.

3. The novel electromechanical brake structure according to claim 2, characterized in that: The actuator assembly (3) includes a motor, and the motor shaft (32) of the motor is set at a certain angle to the axis of the drive device (21), with the angle ranging from 70° to 80°.

4. The novel electromechanical brake structure according to claim 3, characterized in that: The actuator assembly (3) further includes an actuator housing (33), a motor housing (34), and a coupling (35). The motor housing (34) is connected to the actuator housing (33). The motor shaft (32) is located inside the motor housing (34) and is connected to the worm gear (312) through the coupling (35). Both ends of the motor shaft (32) are equipped with motor bearings (36).

5. The novel electromechanical brake structure according to claim 1, characterized in that: The actuator assembly (3) has a positioning bearing (37) installed inside the actuator housing (33). The positioning bearing (37) is sleeved on the outer surface of the worm (312) and fixed on the inner wall of the actuator housing (33).

6. The novel electromechanical brake structure according to claim 1, characterized in that: The drive shaft of the drive device (21) is embedded in the inner hole of the worm gear and transmits torque through lateral compression.

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