Electromechanical braking devices and vehicles

Abstract

This application relates to the field of electromechanical braking technology, and discloses an electromechanical braking device and vehicle. The electromechanical braking device includes a caliper, a lead screw, a transmission component, and friction pads. The caliper forms a receiving cavity with one end open. A portion of the lead screw is disposed within the receiving cavity. The lead screw includes a lead rod and a nut. The lead rod is used for transmission connection with a brake motor. The nut is threaded onto the lead rod. A portion of the transmission component is disposed within the receiving cavity, and the friction pads are disposed outside the receiving cavity. Along the radial direction of the lead rod, a portion of the transmission component is disposed between the outer peripheral wall of the nut and the inner peripheral wall of the receiving cavity. Along the axial direction of the lead rod, a portion of the transmission component is disposed between the nut and the friction pads, so that the nut drives the friction pads to clamp the brake disc through the transmission component. This solves the problem of shortened lifespan of the lead screw due to radial force, and also reduces the risk of fatigue bending of the anti-rotation screw, thus improving the reliability of the entire braking system.

Description

Technical Field

[0001] This application relates to the field of electromechanical braking technology, and in particular to an electromechanical braking device and vehicle. Background Technology

[0002] With the rapid development of automotive braking technology, electromechanical braking devices have been widely used. Electromechanical braking devices do not require brake fluid or hydraulic components; their braking torque is entirely driven by an electric motor, which simplifies the braking structure. Furthermore, electromechanical braking devices can provide a faster response speed, which helps to reduce braking distance and thus improve driving safety.

[0003] In related technologies, electromechanical braking devices use a lead screw to convert rotational torque into linear thrust, which pushes the friction pads to clamp the brake disc, thereby achieving vehicle braking. However, the braking torque generated during braking is transmitted to the lead screw through the friction pads, causing the lead screw nut to bear not only axial clamping force but also radial tangential force. This radial force can cause the lead screw nut to tilt, significantly reducing the service life of the ball screw. At the same time, the anti-rotation screw used to prevent the lead screw nut from rotating is also prone to fatigue bending due to excessive tangential force. Utility Model Content

[0004] This application provides an electromechanical braking device and vehicle that solves the problem of shortened lifespan of the lead screw due to radial force, while also reducing the risk of fatigue bending of the anti-rotation screw, which helps to improve the reliability of the entire braking system.

[0005] To achieve the above objectives, the main technical solutions adopted in this application include:

[0006] In a first aspect, embodiments of this application provide an electromechanical braking device, comprising:

[0007] Caliper, the caliper forms a receiving cavity with one end open;

[0008] The lead screw is located in the receiving cavity. The lead screw includes a lead rod and a lead nut. The lead rod is used to drive the brake motor. The lead nut is threaded onto the lead rod.

[0009] The transmission component and the friction plate are arranged in two parts. The transmission component is located inside the receiving cavity, and the friction plate is located outside the receiving cavity. Along the radial direction of the lead screw, the transmission component is located between the outer peripheral wall of the lead screw nut and the inner peripheral wall of the receiving cavity. Along the axial direction of the lead screw, the transmission component is located between the lead screw nut and the friction plate, so that the lead screw nut drives the friction plate to clamp the brake disc through the transmission component.

[0010] According to the electromechanical braking device proposed in the embodiments of this application, by changing the direct pushing between the lead screw and the friction plate to indirect pushing through an independent transmission component, the radial force generated during the braking process is successfully transferred from the lead screw to the robust caliper. This allows the lead screw to bear only the pure axial force, fundamentally solving the problem of shortened lifespan of the lead screw due to radial force. At the same time, it also reduces the risk of fatigue bending of the anti-rotation screw, which is beneficial to improving the reliability of the entire braking system.

[0011] Optionally, along the axial direction of the lead screw, the lead nut has a first end face and a second end face that are disposed opposite to each other, the first end face being closer to the friction plate than the second end face, and along the axial direction of the lead screw, a portion of the transmission element is disposed between the first end face and the friction plate.

[0012] Optionally, the lead screw includes a first section and a second section connected to each other. The outer diameter of the first section is larger than the outer diameter of the second section to form a first stepped surface. Along the axial direction of the lead screw, a portion of the transmission component is disposed between the first stepped surface and the friction plate.

[0013] Optionally, the nut is provided with a through hole, the inner peripheral wall of the through hole is provided with an internal thread, the outer peripheral wall of the lead screw is provided with an external thread that matches the internal thread, and part of the lead screw passes through the through hole.

[0014] Optionally, the lead screw also includes balls, the lead screw having a helical first raceway, the lead nut having a helical second raceway that matches the first raceway, and the balls filling the space between the first and second raceways.

[0015] Optionally, it further includes: a transmission assembly, which includes a first gear and a second gear, the first gear being fixedly connected to the output shaft of the brake motor, the first gear being drivenly connected to the second gear, and the second gear being drivenly connected to the lead screw.

[0016] Optionally, the transmission assembly also includes a splined shaft connected between the second gear and the lead screw.

[0017] Optionally, the transmission assembly further includes a third gear, a fourth gear, and a first rotating shaft. The third gear and the fourth gear are both sleeved and fixed on the first rotating shaft, which is rotatably mounted on the caliper. The third gear meshes with the first gear for transmission, and the fourth gear meshes with the second gear for transmission.

[0018] Alternatively, the transmission component may be constructed as a piston.

[0019] Secondly, embodiments of this application provide a vehicle including the aforementioned electromechanical braking device.

[0020] According to the vehicle proposed in the embodiments of this application, by providing the above-mentioned electromechanical braking device, the direct pushing between the lead screw and the friction pad is changed to indirect pushing through an independent transmission component, which successfully transfers the radial force generated during braking from the lead screw to the robust caliper. This allows the lead screw to bear only the pure axial force, fundamentally solving the problem of shortened lifespan of the lead screw due to radial force. At the same time, it also reduces the risk of fatigue bending of the anti-rotation screw, which is beneficial to improving the reliability of the entire braking system. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0022] Figure 1 A cross-sectional view of an electromechanical braking device provided in one embodiment of this application;

[0023] Figure 2 A perspective view of an electromechanical braking device provided in one embodiment of this application;

[0024] Figure 3 This is a first-view view of the assembly of a wire nut according to an embodiment of this application;

[0025] Figure 4 This is a second-view view of the assembly of a wire nut according to an embodiment of this application.

[0026] [Explanation of Labels in the Attached Image]

[0027] Electromechanical braking device 100;

[0028] Caliper 1;

[0029] Lead screw 2; Lead rod 21; Nut 22; First end face 221; Second end face 222; First section 223; Second section 224; First stepped surface 225; Through hole 226; Ball bearing 23;

[0030] Transmission component 3;

[0031] Friction plate 4;

[0032] Brake disc 5;

[0033] Transmission assembly 6; First gear 61; Second gear 62; Splined shaft 63; Third gear 64; Fourth gear 65; First rotating shaft 66;

[0034] Brake motor 7. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0036] Technical terms have the same meaning as commonly understood by those skilled in the art to which this application pertains; the terminology used in the specification of this application is for the purpose of describing specific embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the specification, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0037] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments.

[0038] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0039] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0040] In this application, "multiple" refers to two or more (including two), and similarly, "multiple groups" refers to two or more (including two), and "multiple pieces" refers to two or more (including two).

[0041] It should be noted that with the rapid development of automotive braking technology, electromechanical braking devices have been widely used. Electromechanical braking devices do not require brake fluid or hydraulic components; their braking torque is entirely driven by an electric motor, which simplifies the braking structure. Furthermore, electromechanical braking devices can provide a faster response speed, which helps to reduce braking distance and thus improve driving safety.

[0042] In related technologies, electromechanical braking devices use a lead screw to convert rotational torque into linear thrust, which pushes the friction pads to clamp the brake disc, thereby achieving vehicle braking. However, the braking torque generated during braking is transmitted to the lead screw through the friction pads, causing the lead screw nut to bear not only axial clamping force but also radial tangential force. This radial force can cause the lead screw nut to tilt, significantly reducing the service life of the ball screw. At the same time, the anti-rotation screw used to prevent the lead screw nut from rotating is also prone to fatigue bending due to excessive tangential force.

[0043] Based on this, this application proposes an electromechanical braking device 100, which, by changing the direct push between the lead screw 2 and the friction plate 4 to indirect push through an independent transmission component 3, successfully transfers the radial force generated during braking from the lead screw 2 to the transmission component 3, and finally from the transmission component 3 to the robust caliper 1. This allows the lead screw 2 to bear only the pure axial force, fundamentally solving the problem of shortened lifespan of the lead screw 2 due to radial force. At the same time, it also reduces the risk of fatigue bending of the anti-rotation screw, which is beneficial to improving the reliability of the entire braking system.

[0044] The electromechanical braking device 100 proposed in this application is described below with reference to the accompanying drawings.

[0045] like Figures 1-4 As shown, the electromechanical braking device 100 according to the first aspect of this application includes: a caliper 1, a lead screw 2, a transmission member 3, and a friction plate 4. The caliper 1 forms a receiving cavity with one end open. A portion of the lead screw 2 is disposed in the receiving cavity. The lead screw 2 includes a lead rod 21 and a lead nut 22. The lead rod 21 is used for transmission connection with the brake motor 7. The lead nut 22 is threaded onto the lead rod 21. A portion of the transmission member 3 is disposed in the receiving cavity. The friction plate 4 is disposed outside the receiving cavity. Along the radial direction of the lead rod 21, a portion of the transmission member 3 is disposed between the outer peripheral wall of the lead nut 22 and the inner peripheral wall of the receiving cavity. Along the axial direction of the lead rod 21, a portion of the transmission member 3 is disposed between the lead nut 22 and the friction plate 4, so that the lead nut 22 drives the friction plate 4 to clamp the brake disc 5 through the transmission member 3.

[0046] In other words, the transmission component 3 can be divided into two parts: one part (the first part) is located inside the receiving cavity, and the other part (the second part) is located outside the receiving cavity. The first part is arranged radially along the lead screw 21 between the outer peripheral wall of the lead screw nut 22 and the inner peripheral wall of the receiving cavity, and at least a portion of the second part is arranged axially along the lead screw 21 between the lead screw nut 22 and the friction plate 4.

[0047] Specifically, the caliper 1 is usually made of high-strength cast iron or aluminum alloy, and has an open-ended receiving cavity inside, which is used to house and protect the internal transmission components.

[0048] Part of the lead screw 2 is located in the receiving cavity. The lead screw 2 includes a lead rod 21 and a lead nut 22. The lead rod 21 is used for transmission connection with the brake motor 7. The transmission method can be direct transmission or indirect transmission. The lead nut 22 is restricted in the receiving cavity by an anti-rotation structure (such as an anti-rotation screw or keyway, not shown in the figure), and the lead nut 22 is threaded onto the lead rod 21. With this configuration, the lead nut 22 can only move along the axial direction of the lead rod 21 and cannot rotate. As a specific example, when the brake motor 7 drives the lead rod 21 to rotate, the lead nut 22 converts the rotational motion into linear motion under the drive of the lead rod 21.

[0049] Furthermore, the friction plate 4 is located outside the receiving cavity. In the conventional scheme, during the linear movement of the lead screw 22, it passes through the open end of the receiving cavity to push the friction plate 4 toward the brake disc 5, and causes the friction plate 4 to clamp the brake disc 5. During this braking process, the brake disc 5 generates a tangential force opposite to the direction of rotation due to being clamped. This tangential force is transmitted back through the friction plate 4 and acts directly on the lead screw 22, causing it to bear a huge radial bending moment, resulting in the lead screw 22 tilting. This causes uneven stress on the internal raceway of the lead screw 22, which seriously reduces the service life of the lead screw 2. At the same time, the anti-rotation screw used for the lead screw 22 is also prone to fatigue bending due to bearing a large tangential force. All of these factors affect the reliability of the entire braking system.

[0050] Based on this, an independent transmission component 3 is provided in this application, such as Figure 1 As shown, part of the transmission component 3 is located within the receiving cavity. Along the radial direction of the lead screw 21, part of the transmission component 3 is located between the outer peripheral wall of the lead screw nut 22 and the inner peripheral wall of the receiving cavity. Along the axial direction of the lead screw 21, part of the transmission component 3 is located between the lead screw nut 22 and the friction plate 4, so that the lead screw nut 22 drives the friction plate 4 to clamp the brake disc 5 through the transmission component 3. That is, the outer wall of the transmission component 3 is slidably engaged with the inner wall of the receiving cavity. During the linear movement of the lead screw nut 22, the transmission component 3 will pass through the open end of the receiving cavity to push the friction plate 4 toward the brake disc 5, so that the friction plate 4 clamps the brake disc 5.

[0051] During braking, the tangential force generated by the brake disc 5 is first transmitted to the transmission component 3 through the friction pad 4. Since the outer wall of the transmission component 3 is in sliding fit with the inner wall of the caliper 1's receiving cavity, this radial force is directly transmitted to the robust caliper 1 through the transmission component 3 and completely absorbed. The lead screw nut 22 and the lead screw 21 only bear pure axial force and do not bear any radial force. This fundamentally solves the problem of premature failure of the lead screw 2 due to radial force, greatly improving its service life and the reliability of the entire braking system. At the same time, since the lead screw nut 22 does not directly contact the friction pad 4, the torque borne by its anti-rotation structure is also greatly reduced, avoiding the fatigue bending problem of the anti-rotation screw under repeated high torque.

[0052] In summary, the electromechanical braking device 100 proposed in this application successfully transfers the radial force generated during braking from the lead screw 2 to the transmission component 3 by changing the direct pushing between the lead screw 2 and the friction plate 4 to indirect pushing through an independent transmission component 3. Ultimately, the radial force is transferred from the transmission component 3 to the robust caliper 1, thereby ensuring that the lead screw 2 only bears pure axial force. This fundamentally solves the problem of shortened lifespan of the lead screw 2 due to radial force. At the same time, it also reduces the risk of fatigue bending of the anti-rotation screw, which is beneficial to improving the reliability of the entire braking system.

[0053] In some embodiments of this application, such as Figure 1 , Figure 3 and Figure 4 As shown, along the axial direction of the lead screw 21, the lead screw nut 22 has a first end face 221 and a second end face 222 that are disposed opposite to each other. The first end face 221 is closer to the friction plate 4 than the second end face 222. Along the axial direction of the lead screw 21, a portion of the transmission member 3 is disposed between the first end face 221 and the friction plate 4.

[0054] Specifically, the transmission component 3 is positioned before the first end face 221 of the nut 22 near the friction plate 4, so that the axial thrust generated by the nut 22 must be transmitted through the transmission component 3 to act on the friction plate 4. This arrangement ensures that the tangential force generated by the friction plate 4 during braking is guided to the transmission component 3, which slides against the inner wall of the caliper 1, and is ultimately absorbed by the caliper 1. This effectively isolates the lead screw 2 (lead screw 21 and nut 22) from the radial force, so that it only bears the axial force, significantly improving the service life of the lead screw 2 and the reliability of the entire braking system.

[0055] In some embodiments of this application, such as Figure 1 , Figure 3 and Figure 4As shown, the lead screw nut 22 includes a first section 223 and a second section 224 connected to each other. The outer diameter of the first section 223 is larger than the outer diameter of the second section 224 to form a first stepped surface 225. Along the axial direction of the lead screw 21, a portion of the transmission member 3 is disposed between the first stepped surface 225 and the friction plate 4.

[0056] Specifically, the first step surface 225 provides a stable and precise axial thrust bearing surface for the transmission component 3. This not only ensures that the nut 22 efficiently and smoothly transmits the axial clamping force to the transmission component 3, avoiding stress concentration, but also further limits the radial runout that may occur in the transmission component 3 through the cooperation between the first step surface 225 and the transmission component 3. This ensures that the radial force can be transmitted to the caliper 1 more reliably through the transmission component 3, rather than acting in the opposite direction on the nut 22, ultimately enhancing the radial force elimination effect.

[0057] In some embodiments of this application, such as Figure 1 , Figure 3 and Figure 4 As shown, the nut 22 is provided with a through hole 226, the inner peripheral wall of the through hole 226 is provided with an internal thread, the outer peripheral wall of the lead screw 21 is provided with an external thread that matches the internal thread, and part of the lead screw 21 passes through the through hole 226.

[0058] Specifically, setting the nut 22 as a through hole 226 structure and cooperating with the thread drive brings significant advantages in the machining process. The through hole 226 enables interference-free through machining of the internal thread, completely eliminating the relief groove required for the blind hole structure. This not only simplifies manufacturing and reduces costs, but more importantly, it effectively shortens the axial length of the nut 22 itself, contributing to the miniaturization of the entire braking device. At the same time, this thread drive structure itself (whether it is a sliding thread or a rolling thread) can efficiently convert the rotational motion of the lead screw 21 into the linear motion of the nut 22, ensuring the accuracy and reliability of the thrust output.

[0059] In some embodiments of this application, such as Figure 1 As shown, the lead screw 2 also includes balls 23, the lead screw 21 has a helical first raceway, the lead screw nut 22 has a helical second raceway that matches the first raceway, and the balls 23 fill the space between the first raceway and the second raceway.

[0060] Specifically, the lead screw 2 is equipped with balls 23, and the lead screw 21 and the lead nut 22 are respectively provided with matching helical first raceways and second raceways, with the balls 23 filling the space between them. This configuration transforms the sliding friction between the lead screw 21 and the lead nut 22 into rolling friction, significantly reducing frictional resistance and energy loss during transmission. This results in higher transmission efficiency, more precise linear displacement control, and smoother motion response. At the same time, it effectively reduces wear on parts, extends the service life of the lead screw 2, and helps to suppress thermal expansion caused by frictional heat generation, thereby improving the reliability and durability of the entire braking system.

[0061] In some embodiments of this application, such as Figure 1 and Figure 2 As shown, it also includes: a transmission assembly 6, which includes a first gear 61 and a second gear 62. The first gear 61 is fixedly connected to the output shaft of the brake motor 7, the first gear 61 is connected to the second gear 62 in a transmission connection, and the second gear 62 is connected to the lead screw 21 in a transmission connection.

[0062] Specifically, through the meshing transmission of the first gear 61 and the second gear 62, the efficient and reliable transmission of power from the motor to the lead screw 21 is achieved. The required deceleration and torque increase effect can be obtained through a reasonable gear ratio design, ensuring sufficient braking clamping force. In addition, the meshing design of the first gear 61 and the second gear 62 is compact and makes clever use of space, which is very beneficial for arrangement in the extremely limited space at the wheel edge of the vehicle. It is a key link in realizing the miniaturization and weight reduction of the electromechanical braking device 100. At the same time, gear transmission has the advantages of smooth transmission, high efficiency and low noise, ensuring rapid response and precise control in the braking process, further improving the reliability, durability and overall NVH performance of the system.

[0063] In some embodiments of this application, such as Figure 1 and Figure 2 As shown, the transmission assembly 6 also includes a splined shaft 63, which is connected between the second gear 62 and the lead screw 21. Specifically, the upper end of the splined shaft 63 is interference-fitted with the second gear 62 via an external spline, while the lower end of the splined shaft 63 is tightly connected to the inner square hole of the lead screw 21 via a square shaft, thereby achieving reliable power transmission.

[0064] In some embodiments of this application, such as Figure 1 and Figure 2 As shown, the transmission assembly 6 also includes a third gear 64, a fourth gear 65 and a first rotating shaft 66. The third gear 64 and the fourth gear 65 are both sleeved and fixed on the first rotating shaft 66. The first rotating shaft 66 is rotatably mounted on the caliper 1. The third gear 64 is meshed with the first gear 61 for transmission, and the fourth gear 65 is meshed with the second gear 62 for transmission.

[0065] Specifically, by introducing a third gear 64 and a fourth gear 65 connected by the first rotating shaft 66 to form an intermediate transmission stage, a multi-stage gear transmission is achieved. This not only provides a larger overall reduction ratio, but also significantly increases the output torque, ensuring sufficient braking force. Furthermore, through the rational allocation of the power transmission path, the layout of the entire transmission system becomes more compact and flexible, effectively optimizing the structural arrangement within the narrow wheel-side space. Moreover, by sharing the load through multi-tooth meshing, the transmission smoothness is improved, and the stress and wear of a single pair of gears are reduced, thereby enhancing the system's reliability, durability, and NVH performance.

[0066] In some embodiments of this application, the transmission component 3 is constructed as a piston. The core advantage of constructing the transmission component 3 as a piston is that a large sliding contact surface can be formed between the piston and the inner wall of the caliper 1 receiving cavity. This structure can not only efficiently transmit the axial thrust of the nut 22 to the friction plate 4, but more importantly, it provides a direct and reliable transmission path to the caliper 1 body for the radial force generated during braking. At the same time, the piston structure itself is easy to achieve dynamic sealing with the caliper 1, effectively preventing external contaminants from entering the transmission system. Furthermore, due to its high degree of standardization, it also has the advantages of simple processing and manufacturing, high reliability, and convenient maintenance.

[0067] Secondly, embodiments of this application provide a vehicle including the aforementioned electromechanical braking device 100.

[0068] According to the vehicle proposed in the embodiments of this application, by providing the above-mentioned electromechanical braking device 100, the direct pushing between the lead screw 2 and the friction plate 4 is changed to indirect pushing through an independent transmission component 3, which successfully transfers the radial force generated during braking from the lead screw 2 to the robust caliper 1. This allows the lead screw 2 to bear only the pure axial force, fundamentally solving the problem of shortened lifespan of the lead screw 2 due to radial force. At the same time, it also reduces the risk of fatigue bending of the anti-rotation screw, which is beneficial to improving the reliability of the entire braking system.

[0069] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0070] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0071] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

[0072] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. An electromechanical braking device, characterized in that, include: Caliper (1), the caliper (1) forming a receiving cavity with one end open; A lead screw (2) is provided in the receiving cavity. The lead screw (2) includes a lead rod (21) and a lead nut (22). The lead rod (21) is used for transmission connection with the brake motor (7). The lead nut (22) is threaded onto the lead rod (21). A transmission component (3) and a friction plate (4) are provided. Part of the transmission component (3) is located inside the receiving cavity, and the friction plate (4) is located outside the receiving cavity. Along the radial direction of the lead screw (21), part of the transmission component (3) is located between the outer peripheral wall of the nut (22) and the inner peripheral wall of the receiving cavity. Along the axial direction of the lead screw (21), part of the transmission component (3) is located between the nut (22) and the friction plate (4), so that the nut (22) drives the friction plate (4) to clamp the brake disc (5) through the transmission component (3).

2. The electromechanical braking device according to claim 1, characterized in that, Along the axial direction of the lead screw (21), the lead screw nut (22) has a first end face (221) and a second end face (222) disposed opposite to each other. The first end face (221) is closer to the friction plate (4) than the second end face (222). Along the axial direction of the lead screw (21), a portion of the transmission member (3) is disposed between the first end face (221) and the friction plate (4).

3. The electromechanical braking device according to claim 1 or 2, characterized in that, The nut (22) includes a first section (223) and a second section (224) connected to each other. The outer diameter of the first section (223) is larger than the outer diameter of the second section (224) to form a first stepped surface (225). Along the axial direction of the lead screw (21), part of the transmission member (3) is disposed between the first stepped surface (225) and the friction plate (4).

4. The electromechanical braking device according to claim 1, characterized in that, The nut (22) is provided with a through hole (226), the inner peripheral wall of the through hole (226) is provided with an internal thread, the outer peripheral wall of the lead screw (21) is provided with an external thread that matches the internal thread, and a portion of the lead screw (21) passes through the through hole (226).

5. The electromechanical braking device according to claim 1, characterized in that, The lead screw (2) further includes balls (23), the lead screw (21) has a helical first raceway, the lead screw nut (22) has a helical second raceway that matches the first raceway, and the balls (23) fill the space between the first raceway and the second raceway.

6. The electromechanical braking device according to claim 1, characterized in that, Also includes: The transmission assembly (6) includes a first gear (61) and a second gear (62). The first gear (61) is fixedly connected to the output shaft of the brake motor (7). The first gear (61) is driven by the second gear (62). The second gear (62) is driven by the lead screw (21).

7. The electromechanical braking device according to claim 6, characterized in that, The transmission assembly (6) also includes a splined shaft (63) connected between the second gear (62) and the lead screw (21).

8. The electromechanical braking device according to claim 6, characterized in that, The transmission assembly (6) further includes a third gear (64), a fourth gear (65), and a first rotating shaft (66). The third gear (64) and the fourth gear (65) are both sleeved and fixed on the first rotating shaft (66). The first rotating shaft (66) is rotatably disposed on the caliper (1). The third gear (64) is meshed and connected to the first gear (61), and the fourth gear (65) is meshed and connected to the second gear (62).

9. The electromechanical braking device according to claim 1, characterized in that, The transmission component (3) is constructed as a piston.

10. A vehicle, characterized in that, Includes an electromechanical braking device (100) according to any one of claims 1-9.

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