Pressure compensation components, powertrain and electromechanical brakes

Abstract

This disclosure provides a pressure compensation assembly, a powertrain, and an electromechanical brake. The pressure compensation assembly is used in the powertrain of the electromechanical brake, the powertrain including a control unit and an actuator. The pressure compensation assembly includes a body, a cover, and a diaphragm. The body includes a connecting portion and a flange portion. An air hole is formed on the end face of the flange portion. The diaphragm is disposed on the end face of the flange portion and covers the air hole. The pressure compensation assembly can be fixed to the outside of the actuator housing or the control unit housing via the connecting portion. The powertrain can communicate with external gas via the pressure compensation assembly. The cover is fixed to the body and covers the diaphragm. The pressure compensation assembly of this disclosure supports pressure balance inside and outside the powertrain in an easily accessible manner and with high flexibility.

Description

Technical Field

[0001] This disclosure relates to the field of braking devices, and more specifically, to a pressure compensation assembly, a powertrain, and an electromechanical brake. Background Technology

[0002] This section aims to provide background information relevant to understanding the various techniques described herein. As the title of this section implies, this is a discussion of related techniques that should in no way imply that they are necessarily prior art. Therefore, it should be understood that any statement in this section should be read in this context, rather than as an admission of any prior art.

[0003] In some electromechanical brake powertrain technical solutions known to the applicant, in order to ensure the balance of air pressure inside and outside the powertrain, the diaphragm of the pressure compensation component is set inside the control unit, and the housing of the control unit is also provided with a channel, which is connected to the inside of the control unit via the diaphragm.

[0004] Regarding this technical solution, in the actual use of the electromechanical brake, its head may be arranged downwards, that is, the control unit (specifically, the cover of the control unit) is oriented downwards. Therefore, contaminants, such as mud and water, may enter the channel and cover the membrane, making it difficult or impossible for the membrane to function as a ventilator. On the other hand, the irregular shape of the channel makes it inconvenient to connect with the airtightness testing system. If the cross-section of the channel is constructed into a regular shape such as a circle, although the connection with the airtightness testing system becomes easier, during the airtightness testing of the electromechanical brake, in order to ensure that the airtightness at the connection between the test fixture and the control unit meets the test requirements, the test fixture will apply a certain preload force to the control unit at the connection. Excessive preload force will cause the connection performance between the control unit and the actuator to deteriorate, thereby affecting the airtightness of the electromechanical brake powertrain. Utility Model Content

[0005] Depending on the specific aspects, the purpose of this disclosure is to provide a pressure compensation component that supports pressure balance within and outside the powertrain in an easily accessible manner and with high flexibility.

[0006] Furthermore, the purpose of this disclosure is to solve or at least alleviate one or more problems existing in the prior art.

[0007] This disclosure addresses the aforementioned problems by providing a pressure compensation assembly, a powertrain, and an electromechanical brake. Specifically, according to one aspect of this disclosure, the following is provided: A pressure compensation component is disclosed for use in the powertrain of an electromechanical brake. The powertrain includes a control unit and an actuator. The pressure compensation component comprises a body, a cover, and a diaphragm. The body includes a connecting portion and a flange portion. An air hole is formed on the end face of the flange portion. The diaphragm is disposed on the end face of the flange portion and covers the air hole. The pressure compensation component can be fixed to the outside of the housing of the actuator or the outside of the housing of the control unit via the connecting portion. The powertrain can communicate with external gas via the pressure compensation component. The cover is fixed to the body and covers the diaphragm.

[0008] Optionally, according to one embodiment of the present disclosure, the outer periphery of the flange portion is constructed with a protrusion with a notch, and a receiving portion is formed between adjacent protrusions. The cover body is constructed with a protrusion, and a notch is formed between adjacent protrusions. The protrusion is fixed to the receiving portion, and the notch and the notch form a gas channel.

[0009] Alternatively, according to one embodiment of this disclosure, the protrusion is welded, heat-riveted, or hooked to the receiving portion.

[0010] Optionally, according to one embodiment of the present disclosure, the end of the connecting portion is provided with a hook portion for hooking with the housing.

[0011] Optionally, according to one embodiment of the present disclosure, the pressure compensation assembly includes a sealing ring wrapped around the connecting portion and capable of sealingly abutting between the housing and the main body.

[0012] Alternatively, according to one embodiment of the present disclosure, the outer periphery of the connecting portion is formed with a serrated portion, the serrated portion being used for indirect sealing and fixing with the housing.

[0013] Optionally, according to one embodiment of the present disclosure, the pressure compensation assembly includes a seal for sealingly fixing between the housing and the serrated portion, and the serrated portion located at the end of the connecting portion is hooked to the seal.

[0014] Alternatively, according to one embodiment of the present disclosure, the seal is configured with an extension that extends beyond the cover.

[0015] Alternatively, according to one embodiment of this disclosure, the membrane is made of polytetrafluoroethylene, polypropylene, polyethylene, or nanofibers.

[0016] According to another aspect of this disclosure, this disclosure provides a powertrain for an electromechanical brake, wherein the powertrain includes any of the pressure compensation components described above.

[0017] Optionally, according to one embodiment of this disclosure, the housing is formed with an interface, and the pressure compensation component is disposed within the interface; or The housing has a snap-fit ​​portion, and the pressure compensation component is disposed on the snap-fit ​​portion and is accessible from outside the housing.

[0018] Alternatively, according to one embodiment of the present disclosure, the housing is configured with a protective portion that extends beyond the cover.

[0019] According to another aspect of this disclosure, this disclosure relates to an electromechanical brake, wherein the electromechanical brake includes any of the powertrains described above. Attached Figure Description

[0020] Referring to the accompanying drawings, the above and other features of this disclosure will become apparent, wherein, Figure 1 An installation diagram of the electromechanical brake is shown; Figure 2 A perspective view of an electromechanical brake according to the present disclosure is shown; Figure 3 A perspective view of a brake caliper module according to the present disclosure is shown; Figure 4 A perspective view of a powertrain according to the present disclosure is shown; Figure 5 A partially enlarged view of another control unit according to the present disclosure is shown; Figure 6 A cross-sectional view of an electromechanical brake according to the present disclosure is shown; Figure 7 A partially enlarged view of a pressure compensation assembly in the housing region according to the present disclosure is shown; Figure 8 A perspective view of a pressure compensation assembly according to the present disclosure is shown; Figure 9 A cross-sectional view of a pressure compensation assembly according to the present disclosure is shown; Figure 10 A perspective view of the main body of a pressure compensation component according to the present disclosure is shown; Figure 11 A perspective view of the cover of a pressure compensation assembly according to the present disclosure is shown; Figure 12 The airflow path of a powertrain according to this disclosure is shown from one angle; Figure 13 This illustrates the airflow path of a powertrain according to the present disclosure from another perspective; Figure 14This illustrates the airflow path in the control unit region of a powertrain according to the present disclosure; Figure 15 An enlarged view of a spring hole according to the present disclosure is shown; Figure 16 An airflow path for another powertrain according to this disclosure is shown; Figure 17 A diagram showing the fit between the body and the cover of a pressure compensation assembly according to this disclosure is provided. Figure 18 A cross-sectional view of another powertrain according to this disclosure is shown; Figure 19 A partially enlarged view of another pressure compensation assembly according to this disclosure is shown in the housing region; Figure 20 A perspective view of another pressure compensation assembly according to this disclosure is shown; Figure 21 A cross-sectional view of another pressure compensation component according to this disclosure is shown; Figure 22 A diagram showing an airtightness test of a powertrain according to this disclosure is provided. Figure 23 It shows the basis Figure 22 Test characteristic diagram; Figure 24 A perspective view of an airtightness test of another powertrain according to this disclosure is shown; Figure 25 It shows the basis Figure 24 A schematic diagram of the powertrain airtightness testing system; Figure 26 A perspective view of an airtightness test of another powertrain according to this disclosure is shown; Figure 27 It shows the basis Figure 26 A schematic diagram of the powertrain airtightness testing system; Figure 28 A cross-sectional view of an airtightness test of another powertrain according to this disclosure is shown; Figure 29 It shows the basis Figure 28 A schematic diagram of the powertrain airtightness testing system; Figure 30 A cross-sectional view of another control unit according to this disclosure is shown; Figure 31 A variation of the housing according to this disclosure is shown; Figure 32 It shows the basis Figure 31 A partial enlarged view of the shell; Figure 33A variation of a seal according to this disclosure is shown; Figure 34 It shows the basis Figure 33 A partial enlarged view of the seal; and Figure 35 It shows the basis Figure 33 A three-dimensional view of the seal. Detailed Implementation

[0021] It is readily understood that, based on the technical solutions of this disclosure, those skilled in the art can propose various interchangeable structural methods and implementations without altering the essential spirit of this disclosure. Therefore, the following detailed embodiments and accompanying drawings are merely illustrative examples of the technical solutions of this disclosure and should not be considered as the entirety of this disclosure or as limitations or restrictions on the technical solutions of this disclosure.

[0022] The directional terms such as up, down, left, right, front, back, front, back, top, and bottom mentioned or possibly used in this specification are defined relative to the structures shown in the accompanying drawings. These are relative concepts and may therefore vary depending on their location and usage. Therefore, these or other directional terms should not be interpreted as restrictive. Furthermore, the terms "first," "second," "third," and similar expressions are used for descriptive and distinguishing purposes only and should not be construed as indicating or implying the relative importance of the corresponding components.

[0023] Figure 1 An installation diagram of an electro-mechanical brake is shown. It illustrates a pivot 91, a shock absorber 92, a bearing 94, a steering knuckle arm 93, a brake disc 95, and a wheel 96, as well as an electro-mechanical brake 1000 according to an embodiment, which is driven by a motor to provide braking force by clamping the brake disc 95 with a brake caliper. During assembly, the electro-mechanical brake 1000 is mounted on the steering knuckle arm 93, and is also housed within a compact space inside the wheel hub of the wheel 96, thus strictly limiting the volume of the electro-mechanical brake 1000 itself.

[0024] Figure 2 A perspective view of an electromechanical brake according to the present disclosure is shown; Figure 3 A perspective view of a brake caliper module according to the present disclosure is shown; and Figure 4 A perspective view of a powertrain according to the present disclosure is shown.

[0025] The electromechanical brake includes a powertrain and a brake caliper module 103. It is understood that, depending on its function or purpose, the powertrain may sometimes be referred to as a Motor Gear Unit (MGU), Electronic Gear Unit, Main Brake Module, or Electronic Caliper Actuator (ECA). The powertrain transmits power to, for example, the friction pads 1031 of the brake caliper module, which in turn interact with the brake disc to achieve the braking function.

[0026] The powertrain, for example, is based on the principle of electric motor drive (see also...). Figure 13 The motor 107 shown includes a ball screw-based transmission assembly. Combined with... Figure 6 As can be seen, the transmission assembly can be based on the principles of ball screws and worm gears. In this regard, the motor shaft or output shaft of the powertrain motor is fixedly connected to or integrated with the worm 1022, transmitting power to the worm wheel 1023 that mates with the worm. The worm wheel is fitted onto and fixedly connected to the worm wheel adapter 1024, which in turn is fitted onto and fixedly connected to the spindle 1025. Therefore, the worm wheel, worm wheel adapter, and spindle rotate synchronously. The spindle and sleeve 1026 are based on the ball screw principle, thus converting the rotational motion of the spindle or screw into the movement of the sleeve or nut. In addition, to better support the rotation of the spindle, a ball bearing 1027 fitted onto the spindle can be arranged inside the housing. This offers advantages in reducing friction and wear, improving rotational accuracy, increasing load-bearing capacity, adapting to high-speed rotation, high energy efficiency, extending equipment life, improving equipment performance, and enhancing vibration resistance.

[0027] During braking, the sleeve of the transmission assembly transmits the braking motion outward by axial translation. It should also be understood that the radial and axial directions mentioned in this text refer to electromechanical brakes, or more specifically, the braking direction of the brake caliper module, the moving direction of its friction pads, the moving direction of the sleeve, or the extending direction of the spindle are considered axial, and the direction perpendicular to the axial direction is considered radial.

[0028] To assemble the powertrain with the brake caliper module, the electromechanical brake also includes a retaining ring 104 and an elastic member 105. The retaining ring has a notch (and can therefore also be referred to as a C-ring). The outer peripheral surface of the housing of the powertrain actuator has a retaining ring groove 10212, and the inner peripheral surface of the cover 1032 of the brake caliper module has a mating groove. When the housing and retaining ring are assembled into the cover, the retaining ring is compressed into the retaining ring groove at the end of the cover and is inserted into the cover along with the housing. When aligned with the mating groove, it unfolds and partially extends into the mating groove.

[0029] The design of the retaining ring, for example, utilizes the notch in a circular shape to allow for expansion and contraction in the circumferential direction. This characteristic enables smooth, reliable, and cost-effective assembly of the housing without the need for additional steps or tools. Specifically, during assembly, the retaining ring can be compressed to fit the dimensions of the housing's ends, facilitating easy insertion and effectively preventing loosening or detachment of components, thus improving the overall stability and reliability of the brake. The mating design of the retaining ring and the matching groove not only achieves a secure connection but also ensures precise positioning between the housing and the cover. Furthermore, the arrangement of the housing extending into the cover also improves space utilization.

[0030] The elastic member, for example, is fitted onto the housing and is axially compressed during the assembly of the housing and the cover, applying an axial force to the housing away from the cover. This technical solution further enhances the connection between the housing and the cover. The elastic member can be constructed as a disc spring or leaf spring, possessing features such as preload and anti-loosening, variable stiffness characteristics, damping and vibration absorption, increased friction, and long service life, or can be selected from any suitable spring or elastic material, such as an elastic gasket. Thus, the elastic member is compressed during the assembly of the brake caliper module and the powertrain, thereby applying an axially opposite thrust to the brake caliper module and the powertrain, further restricting the axial movement between the brake caliper module and the powertrain, resulting in a stable connection between the housing, the cover, and the retaining ring. The elastic member exemplarily abuts against the shoulder formed by the end face of the cover and the outer peripheral surface of the housing to facilitate the application of a reaction force.

[0031] In addition, the powertrain's actuator also includes a sealing ring 1028 for sealing the two-piece housing, a guide ring 1029 fitted around the outer circumference of the sleeve for guiding the movement of the sleeve, a force transmission plate 1030 for transmitting the braking motion of the sleeve outward, an axially extendable protective cover 1033 sealed at both ends of the housing and the force transmission plate, and a compensating element 1034, which is axially arranged between the force transmission plate and the sleeve and cooperates with the force transmission plate. During braking, the sleeve and the force transmission plate will brake in the axial direction, while the housing remains stationary, thus the protective cover will extend axially. In contrast, the force transmission plate moves but does not rotate during braking. The braking motion of the sleeve is transmitted to the force transmission plate via the compensating element.

[0032] It is understandable that the internal and external air pressures of the powertrain need to be balanced. During braking, the braking motion generates heat, raising the ambient temperature. Since the powertrain is sealed, this causes the internal air to expand, increasing the air pressure. This phenomenon is detrimental to the powertrain, for example, negatively impacting the performance of the powertrain control unit's circuit board 1012. Therefore, when the air pressure increases, measures need to be taken to release the internal air pressure from the powertrain to the outside. Conversely, in cold ambient temperatures (such as in northern regions or winter), due to thermal expansion and contraction, the air pressure inside the powertrain decreases, thus requiring measures to introduce outside air into the powertrain.

[0033] Figure 5 A partially enlarged view of another control unit according to the present disclosure is shown; Figure 6 A cross-sectional view of an electromechanical brake according to the present disclosure is shown; Figure 7 A partially enlarged view of a pressure compensation assembly in the housing region according to the present disclosure is shown; Figure 8 A perspective view of a pressure compensation assembly according to the present disclosure is shown; Figure 9 A cross-sectional view of a pressure compensation assembly according to the present disclosure is shown; Figure 10 A perspective view of the main body of a pressure compensation assembly according to the present disclosure is shown; and Figure 11 A perspective view of the cover of a pressure compensation assembly according to the present disclosure is shown. Figure 9 The arrows exemplarily represent the airflow path.

[0034] This disclosure relates to a pressure compensation component 1 for use in the power assembly 100 of an electromechanical brake 1000. The power assembly 100 includes a control unit 101 and an execution unit 102. The pressure compensation component 1 includes a body 11, a cover 12, and a membrane 13. The body 11 includes a connecting portion 111 and a flange portion 112. The end face of the flange portion 112 has an air hole 1121. The membrane 13 is disposed on, for example, welded to the end face of the flange portion 112 and covers the air hole 1121. The pressure compensation component 1 can be fixed to the outside of the housing 1021 of the execution unit 102 or the outside of the housing 1011 of the control unit 101 via the connecting portion 111. The power assembly 100 can communicate with the outside gas via the pressure compensation component 1. The cover 12 is fixed to the body 11 and covers the membrane 13.

[0035] Therefore, the pressure compensation component designed in this disclosure allows gas to pass through and achieve pressure balance when there is an imbalance in air pressure inside and outside the powertrain, ensuring the normal operation of the powertrain, especially the circuit boards of its control unit. In addition, the membrane design helps filter the gas, preventing unwanted substances such as oil and water from entering the powertrain. The cover provides protection for both the membrane and the main body, particularly preventing mud and water from contaminating the membrane and causing it to lose its air filtering function.

[0036] It is understood that the pressure compensation component being located outside the housing or outer shell can also be interpreted as the pressure compensation component being visible or accessible from outside the housing or outer shell. This allows for more direct gas exchange between the inside and outside of the powertrain, without the need for additional aids such as channels, and also facilitates the maintenance of the pressure compensation component itself and the airtightness testing to be discussed later. Those skilled in the art can choose whether to place the pressure compensation component outside the housing or outer shell according to actual needs. For example, when the powertrain needs to be inverted during use, the pressure compensation component can be placed outside the housing; when the powertrain needs to be upright during use, the pressure compensation component can be placed outside the outer shell, thereby improving the flexibility of the pressure compensation component.

[0037] For the design of the vents, an example is four vents to increase redundancy. All vents are constructed in a fan shape and evenly distributed at the center of the flange. Compared to circular vents, the fan-shaped structure provides a larger effective ventilation area for the same perimeter, significantly reducing gas flow resistance. Combined with the symmetrical layout of the four vents, a multi-channel airflow path is formed, shortening the pressure compensation response time. The uniform distribution design also avoids concentrated airflow impact, reducing turbulence and thus providing some protection for the membrane. Of course, the shape, number, and layout of the vents can all be adjusted.

[0038] Furthermore, the main body extends axially, for example, while the flange extends radially outward from the end of the main body. The interior of the main body can be configured as a hollow structure 113, which communicates with vents, thereby providing a specific design for the ventilation function of the pressure compensation component. The hollow structure utilizes the existing space occupied by the main body, thus maintaining its original compactness and improving space utilization.

[0039] Combination Figure 10 and Figure 11As can be seen, the outer periphery of the flange portion 112 is constructed with a protrusion 1122 with a notch 11221, and a receiving portion 1123 is formed between adjacent protrusions 1122. The cover 12 is constructed with a protrusion 121, and a notch 122 is formed between adjacent protrusions 121. The protrusion 121 is fixed to the receiving portion 1123, and the notch 11221 and the notch 122 form a gas channel.

[0040] According to this technical solution, the main body and the cover are assembled together using protrusions and receiving portions, and gas flow is supported by the cooperation of notches and gaps. Thus, taking an inside-out gas emission path as an example, gas can be guided through pores and membranes, through the bottom of the cover, to the gas channel formed by the notches and gaps, and then discharged to the outside. This achieves both the fixation of the main body and the cover and the gas flow in a clever and cost-effective manner. For this purpose, the protrusions are constructed to extend from the bottom of the cover towards the connecting portion. Furthermore, the receiving portions and protrusions, as well as the gaps and protrusions, complement each other, improving material utilization and simplifying the manufacturing process.

[0041] For a specific fixing method, it is feasible to weld, heat-rivet, or connect the protrusion 121 to the receiving portion 1123 using hooks (see also...). Figure 17 Among them, welded connections offer superior structural strength; hot riveting offers lower costs; and snap-fit ​​connections offer faster assembly speeds and higher maintenance efficiency.

[0042] Therefore, the end of the protrusion may be provided with a hook 1211, which engages with the receiving portion in the assembled state. Conversely, the receiving portion may be provided with a step 11231 for engaging with the hook, thus fully utilizing its advantages of quick assembly and easy maintenance.

[0043] Figure 12 The airflow path of a powertrain according to this disclosure is shown from one angle; Figure 13 This illustrates the airflow path of a powertrain according to the present disclosure from another perspective; Figure 14 This illustrates the airflow path in the control unit region of a powertrain according to the present disclosure; Figure 15 An enlarged view of a spring hole according to the present disclosure is shown; and Figure 16 An airflow path for another powertrain according to this disclosure is shown. Wherein, Figure 12 , Figure 13 , Figure 16 The arrows exemplarily represent the airflow path.

[0044] The airflow path of the powertrain is briefly described below. The airflow path of the powertrain varies depending on the different layouts of the pressure compensation components. Figure 12The diagram illustrates two ventilation paths within the powertrain. The upper path is primarily formed by the worm gear mounting space, motor bearing clearance, and the gap between the motor rotor and stator. The lower path is mainly formed by the gap between the inner and outer rings of the ball bearing and assembly clearance. Both paths can communicate with external gas via a pressure compensation component. The control unit includes a spring hole 1013 that allows gas flow. Two leaf springs within the hole are connected to the circuit board and the motor housing, respectively, and are pre-tensioned and electromagnetically compatible. This structure and layout effectively grounds the circuit board, improving its anti-interference capability. The pre-tensioned springs further enhance resistance to vibrations that may occur during assembly and operation.

[0045] Figure 16 This is an example of a gas path when the powertrain is in the upright position and the pressure compensation component is located on the housing of the powertrain control unit. Here, the actuator and control unit are sealed by a silicone seal 106. The gas passage is mainly formed through the motor bearing clearance, the clearance between the motor rotor and stator, the clearance between the inner and outer rings of the ball bearings, and assembly clearances, and is able to communicate with external gas via the pressure compensation component.

[0046] Figure 17 A diagram showing the fit between the body and cover of a pressure compensation assembly according to this disclosure is provided.

[0047] The outer periphery of the connecting portion 111 forms a serrated portion 1112, which is used for indirect sealing and fixation with the housing 1021. The serrated portion can form multiple annular sealing lines (depending on the number of serrations), thereby achieving multi-level sealing. Furthermore, the serrated portion can be interference-fitted with mating parts, such as the sealing element described below, thereby improving sealing and fixing capabilities.

[0048] It is also evident that the serrated portion at the end extends radially beyond the other serrated portions, or in other words, there is a height difference between them. This design facilitates smooth assembly of the main body, enabling it to both seal with the sealing element and secure itself to it.

[0049] Combination Figure 7 The pressure compensation assembly 1 includes a seal 15, which is used to sealably fix the housing 1021 between the housing 1021 and the serrated portion 1112, and the serrated portion 1112 located at the end of the connecting portion 111 is hooked to the seal 15.

[0050] The seal is designed to achieve a tight seal with the main body and facilitates quick fixation of the main body. Furthermore, the seal design also facilitates airtightness testing, which will be discussed later.

[0051] Figure 18A cross-sectional view of another powertrain according to this disclosure is shown; Figure 19 A partially enlarged view of another pressure compensation assembly according to this disclosure is shown in the housing region; Figure 20 A perspective view of another pressure compensation assembly according to this disclosure is shown; and Figure 21 A cross-sectional view of another pressure compensation component according to this disclosure is shown.

[0052] The end of the connecting part 111 is provided with a hook part 1111, which is used to directly hook and connect with the housing 1021, for example, to ensure quick assembly and maintenance, and is relatively low in cost and more convenient to install.

[0053] Alternatively, the pressure compensation assembly 1 may include a sealing ring 14, which is wound around the connecting portion 111 and can sealably abut against the housing 1021 and the main body 11, for example, simultaneously abutting against the outer periphery of the connecting portion and the inner wall of the flange portion. This solution offers good compactness, more controllable cost, and easier manufacturing of the sealing ring and the main body.

[0054] Figure 31 A variation of the housing according to this disclosure is shown; and Figure 32 It shows the basis Figure 31 A magnified view of a portion of the shell.

[0055] The housing 1021 is provided with a protective portion 10213 that extends beyond the cover. Specifically, the protective portion extends axially outward to protect the pressure compensation assembly from impacts from foreign objects. Furthermore, the protective portion also protects the gas passage and membrane formed between the body and the cover from contamination such as mud, ensuring stable performance.

[0056] Figure 33 A variation of a seal according to this disclosure is shown; Figure 34 It shows the basis Figure 33 A partial enlarged view of the seal; and Figure 35 It shows the basis Figure 33 A three-dimensional view of the seal.

[0057] To enhance membrane protection, in some embodiments of this disclosure, the seal 15 is provided with an extension 151 that extends beyond the cover 12. Specifically, the extension can extend axially outward and cover the gas passage formed between the body and the cover, thereby cooperating with the cover to prevent mud and water from contaminating the membrane, ensuring the membrane functions properly, and also protecting the pressure compensation assembly from impacts from foreign objects.

[0058] This disclosure does not specifically limit the material of the membrane. Exemplarily, the membrane 13 is made of a breathable material such as polytetrafluoroethylene (Teflon), polypropylene, polyethylene, or nanofibers. These materials all impart the property of allowing gas to pass through but not water or oil. Specifically, polytetrafluoroethylene is characterized by its resistance to chemical corrosion, temperature resistance, and resistance to contaminant adhesion; polypropylene has high-temperature stability, resistance to media corrosion, and moisture resistance; polyethylene has impact resistance and chemical inertness; and nanofibers have good gas permeability and are lightweight.

[0059] This disclosure also relates to a powertrain 100 for an electromechanical brake 1000, wherein the powertrain 100 includes any of the aforementioned pressure compensation components 1; this disclosure also relates to an electromechanical brake 1000, wherein the electromechanical brake 1000 includes any of the aforementioned powertrains.

[0060] Therefore, the powertrain and electromechanical brake disclosed herein inherit various implementation methods and corresponding technical effects of the pressure compensation component, which will not be elaborated here.

[0061] However, it should be mentioned that the housing 1011 has an interface 10111, and the pressure compensation component 1 is disposed in the interface 10111, for example, forming a snap-fit ​​connection with the interface; or the housing 1021 has a snap-fit ​​portion 10211, and the pressure compensation component 1 is disposed in the snap-fit ​​portion 10211 and is accessible from outside the housing 1021.

[0062] The snap-fit ​​component, for example, engages with the seal. Thus, the design built into the interface improves overall compactness and provides additional protection for the pressure compensation components, especially the membrane, through the interface's own structure. The external design, on the other hand, facilitates installation, maintenance, and airtightness testing.

[0063] Finally, this disclosure explains the airtightness test of the powertrain.

[0064] Figure 22 The diagram shows an airtightness test pattern of a powertrain according to the present disclosure. Figure 23 It shows the basis Figure 22 The test characteristic graph.

[0065] For example, the air tightness testing system 1001 includes an air pump 10011, an isolation valve 10012, and a pressure sensor 10013, which are connected in sequence by pipelines. The air tightness testing system also includes a test head 10014, which is connected to the pressure sensor and the isolation valve pipeline on one hand, and can be connected to the housing of the actuator of the powertrain on the other hand, for example, to the seal of the pressure compensation component.

[0066] This airtightness testing system can be configured for positive pressure or negative pressure (vacuum) testing. Accordingly, the air pump is either a positive or negative pressure pump. The isolation valve has two states: open and closed. An example of an isolation valve in the open state is shown in the figure.

[0067] Regarding the specific test steps, the first step (corresponding to...) Figure 23 In the stage before t1, the isolation valve is in the open state, and a positive pressure or negative pressure is applied to the actuator of the powertrain via a test head using an air pump; the second step (corresponding to Figure 23 During the stage between t1 and t2, the isolation valve switches to the open state, entering the pressure stabilization stage; the third step (corresponding to...) Figure 23 During the period between t2 and t3, the pressure is detected by a sensor. That is, the pressure drop collected by the sensor within a specified time meets a specified threshold. If it does, the result of the airtightness test is positive.

[0068] In addition, this method of airtightness testing eliminates the need to wait for the adhesive to cure after the control unit and execution unit are assembled; airtightness testing can be performed instantly. Furthermore, the test head and seal work together to complete the test, and the seal also functions as a component of the pressure compensation assembly. Therefore, the seal has multiple functions, saving on material requirements for airtightness testing and reducing the consumption of subsequent components such as the main body, membrane, and cover.

[0069] Figure 24 A perspective view of an airtightness test of another powertrain according to this disclosure is shown; and Figure 25 It shows the basis Figure 24 A schematic diagram of the airtightness testing system for the powertrain.

[0070] In this testing method, a groove 101111 is formed on the outer peripheral wall of the interface, and correspondingly, an O-ring 10015 is formed on the inner peripheral wall of the test head of the airtightness testing system, which interacts with the groove. During testing, the O-ring engages with the groove to ensure a seal, and in a manner similar to... Figure 22 and Figure 23 That's how the sealing test process is conducted.

[0071] Figure 26 A perspective view of an airtightness test of another powertrain according to this disclosure is shown; and Figure 27 It shows the basis Figure 26 A schematic diagram of the airtightness testing system for the powertrain.

[0072] In this testing method, a groove is formed on the end face of the interface, and correspondingly, an O-ring is formed on the outer end of the test head of the airtightness testing system, which interacts with the groove. During testing, the O-ring engages with the groove to ensure a seal, and in a manner similar to... Figure 22 and Figure 23 That's how the sealing test process is conducted.

[0073] The two different methods mentioned above can be summarized as internal sealing (radial sealing) and face sealing (end face sealing). Among them, the characteristics of internal sealing include compact structure and resistance to contamination; face sealing is more user-friendly for quick disassembly and maintenance.

[0074] Figure 28 A cross-sectional view of an airtightness test of another powertrain according to this disclosure is shown; Figure 29 It shows the basis Figure 28 A schematic diagram of the powertrain airtightness testing system; and Figure 30 A cross-sectional view of another control unit according to this disclosure is shown.

[0075] In this test procedure, an O-ring is provided on the outer peripheral surface of the test head and engages with the interface, for example, forming an abutment fit with the inner edge 101112 of the interface. After the test, the pressure compensation component is assembled into the interface. Here, by way of example, the hook portion engages with the inner edge portion, and the sealing ring abuts against the connecting portion, the inner edge portion, and the flange portion.

[0076] In one variant, the O-ring can be positioned on the inner circumferential surface of the interface, while the test head of the airtightness testing system does not have an O-ring; instead, it extends directly into the interface and seals with the O-ring. After the test is completed, the pressure compensation assembly is installed into the interface.

[0077] It should be noted that, when the pressure compensation component includes a sealing ring, after testing, the O-ring originally inside the interface can be removed, and the entire pressure compensation component can be installed. Alternatively, the main body and cover of the pressure compensation component can be installed together and combined with the O-ring inside the interface to form the pressure compensation component. In other words, depending on the implementation method, the O-ring and the sealing ring can be the same or different components. This method results in a relatively simple test head structure with strong compatibility.

[0078] It should be understood that all the above preferred embodiments are exemplary and not restrictive, and various modifications or variations made by those skilled in the art to the specific embodiments described above under the concept of this disclosure should be within the legal protection scope of this disclosure.

Claims

1. A pressure compensation assembly (1) for a powertrain (100) of an electromechanical brake (1000), the powertrain (100) comprising a control unit (101) and an actuation unit (102), characterized in that, The pressure compensation component (1) includes a main body (11), a cover (12), and a membrane (13). The main body (11) includes a connecting part (111) and a flange part (112). The end face of the flange part (112) is provided with an air hole (1121). The membrane (13) is disposed on the end face of the flange part (112) and covers the air hole (1121). The pressure compensation component (1) can be fixed to the outside of the housing (1021) of the execution unit (102) or the outside of the housing (1011) of the control unit (101) via the connecting part (111). The power assembly (100) can communicate with the outside gas via the pressure compensation component (1). The cover (12) is fixed to the main body (11) and covers the membrane (13).

2. The pressure-compensating assembly (1) according to claim 1, characterized in that The outer periphery of the flange (112) is constructed with a protrusion (1122) with a notch (11221), and a receiving portion (1123) is formed between adjacent protrusions (1122). The cover (12) is constructed with a protrusion (121), and a notch (122) is formed between adjacent protrusions (121). The protrusion (121) is fixed to the receiving portion (1123), and the notch (11221) and the notch (122) form a gas channel.

3. The pressure-compensating assembly (1) according to claim 2, characterized in that The protrusion (121) is welded, heat-riveted or hooked to the receiving part (1123).

4. The pressure-compensating assembly (1) according to claim 1, characterized in that The end of the connecting part (111) is provided with a hook part (1111), which is used to hook and connect with the housing (1021).

5. The pressure-compensating assembly (1) according to claim 4, characterized in that The pressure compensation component (1) includes a sealing ring (14) which is wound around the connecting portion (111) and can seal against the housing (1021) and the main body (11).

6. The pressure-compensating assembly (1) according to claim 1, characterized in that The outer periphery of the connecting part (111) forms a serrated part (1112), which is used to indirectly seal and fix with the housing (1021).

7. The pressure-compensating assembly (1) according to claim 6, characterized in that The pressure compensation assembly (1) includes a seal (15) for sealingly fixing between the housing (1021) and the serrated portion (1112), and the serrated portion (1112) located at the end of the connecting portion (111) is hooked to the seal (15).

8. The pressure-compensating assembly (1) according to claim 7, characterized in that The seal (15) is provided with an extension (151) that extends beyond the cover (12).

9. The pressure-compensating assembly (1) according to claim 1, characterized in that The membrane (13) is made of polytetrafluoroethylene, polypropylene, polyethylene or nanofibers.

10. A powertrain (100) for an electromechanical brake (1000), characterized in that, The powertrain (100) includes a pressure compensation component (1) according to any one of claims 1 to 9.

11. The powertrain (100) of claim 10, characterized in that, The housing (1011) has an interface (10111) formed therein, and the pressure compensation component (1) is disposed within the interface (10111); or The housing (1021) has a snap-fit ​​portion (10211) and the pressure compensation component (1) is disposed on the snap-fit ​​portion (10211) and is accessible from outside the housing (1021).

12. The powertrain (100) of claim 10, characterized in that, The housing (1021) is provided with a protective portion (10213) that extends beyond the cover (12).

13. An electromechanical brake (1000) characterized by, The electromechanical brake (1000) includes the powertrain (100) according to any one of claims 10 to 12.

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