Electromechanical brake device and vehicle

Abstract

An electromechanical brake device and a vehicle relate to the technical field of vehicles, and the electromechanical brake device comprises a caliper frame, a caliper body, a transmission mechanism, a brake motor, a lead screw and a friction plate, the housing of the transmission mechanism comprises two screw holes, the connecting line between the centers of the two screw holes is perpendicular to the arrangement direction of the brake motor and the output shaft, and the transmission mechanism is fixedly connected with the caliper body through two screws penetrating through the two screw holes respectively. The application fixes the caliper body and the transmission mechanism through two screws and screw holes on the electromechanical brake device, the connecting line between the centers of the two screw holes is perpendicular to the arrangement direction of the brake motor and the output shaft, which is conducive to strengthening the stability of the caliper body and the transmission mechanism during the braking process of the vehicle, ensuring that the stress of the transmission mechanism and the caliper body is uniform when the motor rotates forward and reversely, reducing the torsional influence on the sliding rod of the caliper body when moving, so that the stable connection state between the output shaft and the lead screw during braking of the vehicle does not deviate.

Description

Technical Field

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

[0002] Electro-mechanical brakes (EMBs) utilize an electric motor driven by a mechanical transmission mechanism to achieve braking. They are simple in structure, respond quickly, and transmit load smoothly and efficiently, eliminating the need for hydraulic lines. These characteristics enable EMBs to significantly improve vehicle safety, handling, and ride comfort.

[0003] In automotive braking systems, the reliability of the connection between the drive mechanism assembly and the caliper assembly is crucial, as they jointly determine the braking performance and safety of the braking system. Traditional connection methods typically use a single screw connection, which is prone to instability under vibration and stress, causing the connection to deflect and affecting the performance of the braking system. Utility Model Content

[0004] This application provides an electromechanical braking device and a vehicle. In a first aspect, the electromechanical braking system includes a caliper frame, a caliper body, a transmission mechanism, a brake motor, a lead screw, and friction pads. The housing of the transmission mechanism is fixedly connected to the brake motor. The input shaft of the transmission mechanism receives the drive of the brake motor, and the output shaft of the transmission mechanism drives the screw connecting the lead screw. The caliper frame is fixed to the vehicle frame. The caliper body is connected to the caliper frame via two sliding rods. The two sliding rods are distributed radially along the screw on both sides of the output shaft. The caliper body accommodates the lead screw. The lead screw drives the friction pads to brake the brake disc. The caliper body moves relative to the caliper frame along the axial direction of the lead screw when the lead screw drives the friction pads to brake the brake disc. The housing of the transmission mechanism includes two threaded holes, arranged radially along the output shaft on both sides. The line connecting the centers of the two threaded holes is perpendicular to the arrangement direction of the brake motor and the output shaft. The transmission mechanism is fixedly connected to the caliper body via two screws passing through the two threaded holes.

[0005] This application utilizes two screw holes on the housing of the transmission mechanism of an electromechanical braking device. Two screws pass through these holes to secure the caliper body and the transmission mechanism. The two screw holes are located on opposite radial sides of the output shaft, enhancing the radial connection strength and stability of the screws to the caliper body and transmission mechanism. During vehicle braking, the electromechanical braking device generates vibrations; the two screws improve the brake motor's vibration resistance, making it less susceptible to damage. The line connecting the centers of the two screw holes is perpendicular to the alignment of the brake motor and output shaft, preventing excessive axial vibration of the caliper body and transmission mechanism during braking, thus enhancing their stability. The double-screw design also ensures uniform force distribution on the transmission mechanism and caliper body during forward and reverse rotation of the motor, reducing the torsional impact on the caliper body's sliding rod movement. This maintains a stable connection between the output shaft and the lead screw during vehicle braking, preventing misalignment. Furthermore, the screws are small in size, occupying minimal space and not increasing the overall size of the electromechanical braking device, and are not interfered with by the installation of the brake motor itself.

[0006] In one possible implementation, the line connecting the centers of the two screw holes is used to pass through the axis of the output shaft.

[0007] In this embodiment, the electromechanical braking device continuously brakes the brake disc when the vehicle is parked, which reduces the continuous relative bias torque generated by the brake motor and caliper body due to continuous braking. The line connecting the centers of the two screw holes passes through the axis of the output shaft, and the two screw holes are symmetrically distributed on both radial sides of the output shaft relative to the output shaft. This helps to enhance the stability of the caliper body and transmission mechanism in the axial and radial directions of the output shaft, reduces the bias effect between the output shaft and the screw, and thus reduces the bias torque effect between the output shaft and the screw when the vehicle brakes frequently.

[0008] In one possible implementation, the caliper body includes two additional screw holes for accommodating two screws respectively. The two additional screw holes are arranged on both sides of the screw along the radial direction of the screw, and the line connecting the centers of the two additional screw holes passes through the axis of the screw.

[0009] In this embodiment, two additional screw holes are provided on the caliper body to accommodate two screws together. The line connecting the centers of the two additional screw holes passes through the axis of the screw rod. That is, the two additional screw holes can be relatively distributed on both radial sides of the axis of the screw rod. The symmetrical arrangement helps to enhance the stability of the two screws in fixing the housing of the transmission mechanism and the caliper body, making the fixation more secure, stabilizing the transmission between the output shaft and the screw rod, and preventing the output shaft and the screw rod from being misaligned.

[0010] In one possible implementation, along the direction of the caliper body toward the housing, the screw head of the screw accommodated in either of the two screw holes is recessed into the plane where the opening of the screw hole is located.

[0011] In this embodiment, the screw head of the screw accommodated in either of the two screw holes is recessed into the plane of the screw hole opening. The plane of the screw head is recessed by a certain distance relative to the plane of the screw hole opening, ensuring that the screw head does not protrude from the plane of the screw hole opening. This recessed screw head design prevents other parts of the electromechanical braking device from contacting the recessed screw head when the transmission mechanism housing experiences slight movement due to force or vibration during vehicle braking. This prevents the transmission mechanism housing from bumping into the screw head during movement, thus preventing deformation, wear, or damage to the screw head, thereby preventing screw damage, improving screw durability and reliability, reducing the risk of abnormal noise, and protecting the plane of the screw hole opening of the transmission mechanism housing from damage. This, in turn, enhances the long-term operational stability and service life of the electromechanical braking device under dynamic operating conditions.

[0012] In one possible implementation, channels are distributed at the opening of any screw hole facing the head of one of the two screws, and the channels are used to communicate with the outer wall of the housing.

[0013] In this embodiment, channels are distributed along any of the screw holes on the housing, towards the opening of the head of one of the two screws. The channels originate from the plane where the screw hole opening is located, and the channels are connected to the outer wall of the housing, providing a drainage path between the internal space of the two screw holes and the external environment. When the vehicle brakes, if the vehicle is wading through water or encounters a humid environment, causing water to seep in and potentially accumulate inside the screw hole, the housing vibrates or undergoes slight displacement during braking, causing the accumulated water or other liquids to flow outward along the channels and be discharged. This helps reduce the retention time and risk of water or other liquids in the screw holes, prevents the screws from corroding due to prolonged contact with water, and avoids damage to the housing caused by water accumulation. It also improves the durability and long-term reliability of the electromechanical braking device in water-filled or humid environments, and has a simple structure requiring no additional maintenance.

[0014] In one possible implementation, the end face of the housing facing the caliper body includes two protruding rings, which respectively surround the outer periphery of the openings of two screw holes. The end face of the caliper body facing the housing includes two grooves, which respectively surround the outer periphery of the openings of two other screw holes. Any protrusion of the two protruding rings is used to be embedded in one of the two grooves.

[0015] In this embodiment, by providing matching convex rings and grooves on the outer periphery of two screw holes and two other screw holes, the convex rings can be completely embedded in the grooves, ensuring a seal in the radial and axial directions at the screw holes and screw inlets. This prevents external liquids or other media from seeping into the screw holes and causing screw corrosion, thus improving the connection stability of the screws. Simultaneously, it prevents excessive wear around the screws, avoiding damage to the housing in water-filled environments, and enhancing the durability and long-term operational reliability of the electromechanical braking device in water-filled or humid environments.

[0016] In one possible implementation, the end face of the housing facing the caliper body includes a plurality of pins, which surround the outer periphery of the output shaft. The end face of the caliper body facing the housing includes a plurality of pin holes, which surround the outer periphery of the screw. Any one of the pins is used to be inserted into one of the pin holes. The central axis of any one of the pin holes along the axial direction of the output shaft is used to be parallel to the central axis of the two screw holes.

[0017] In this embodiment, by providing corresponding pins and pin holes on the caliper body and housing, the pins and pin holes form a tight fit for positioning, restricting the movement of the housing relative to the caliper body in the radial direction of the screw. This ensures that the axis of the output shaft and the axis of the screw are precisely aligned, keeping the axes of the output shaft and the screw coincident during vehicle braking. This helps to avoid the bending moment caused by axis misalignment from being transmitted to internal moving parts such as the screw and slide rod, preventing wear, damage or failure of these critical components, and greatly improving the reliability, smoothness and service life of the braking system.

[0018] In one possible implementation, the housing includes a third screw hole along the radial direction of the motor shaft of the brake motor, the third screw hole being distributed on one side of the brake motor, and the housing being used to be fixedly connected to the caliper body by a third screw passing through the third screw hole.

[0019] In this embodiment, by adding a third screw and a third screw hole, the third screw is used to pass through the third screw hole and together with the two screws to fix the housing and the caliper body, which helps to enhance the connection rigidity and stability between the housing and the caliper body, and reduces the risk of the caliper body being subjected to unnecessary lateral forces or disturbances.

[0020] In one possible implementation, one of the two screw holes is arranged on the same side as the third screw hole along the arrangement direction of the brake motor and the output shaft, and the center of the third screw hole and the line connecting the two screw holes are parallel to the arrangement direction of the brake motor and the output shaft.

[0021] In this embodiment, the line connecting the center of the third screw hole and one of the two screw holes is parallel to the arrangement direction of the brake motor and the output shaft. The third screw and the two screws are arranged in a triangle, that is, the line connecting the two screws and the lines connecting the two screws to the third screw together form a triangle. The third screw and the two screws, arranged in a triangular pattern, jointly fix the caliper body and the housing, making the fixation more secure, improving the connection strength between the screws, further enhancing the connection reliability, thereby improving the vibration resistance of the brake motor and making the brake motor less prone to damage from vibration.

[0022] In one possible implementation, the other screw hole and the third screw hole are arranged on both sides of the arrangement direction along the brake motor and the output shaft, respectively, and the angle between the line connecting the center of the other screw hole and the center of the third screw hole and the arrangement direction of the motor shaft and the output shaft is less than or equal to 45 degrees.

[0023] In this embodiment, by setting the angle between the line connecting the center of one of the two screw holes and the center of the third screw hole and the arrangement direction of the motor shaft and the output shaft to be less than or equal to 45 degrees, the optimal spatial distribution of the projection of the three screws on the mounting plane is achieved by designing the size of this angle. This maximizes the coverage of the screw fastening support, and can more comprehensively and significantly improve the rigidity and stability of the connection structure between the transmission mechanism housing and the caliper body. It avoids interference from non-axial forces on the caliper body or other parts of the caliper body, thereby ensuring the smoothness of the slide bar movement and further improving the stability of the electromechanical braking device.

[0024] In one possible implementation, the distance from the center of one of the two screw holes to the center of the third screw hole is equal to the distance between the centers of the two screw holes.

[0025] In this embodiment, the distance from the center of one of the two screw holes to the center of the third screw hole is equal to the distance between the centers of the two screw holes. By setting the line connecting the two screw holes and the lines connecting the two screw holes to the third screw hole respectively, an isosceles triangle is formed. The three screw holes are arranged isosceles, allowing the third screw and the two other screws to jointly fix the caliper body and the housing of the transmission mechanism in an isosceles triangular distribution. This ensures that the force on the three screws is basically consistent, resulting in more uniform force distribution on the housing of the transmission mechanism. It avoids interference from lateral forces, making the fixation of the caliper body and the housing of the transmission mechanism more secure, further improving connection reliability, thereby enhancing the vibration resistance of the brake motor and making it less prone to damage from vibration.

[0026] In one possible implementation, the caliper body includes a channel and a fourth screw hole for receiving a third screw, and the channel for receiving a slide bar. The projection of the fourth screw hole along the axial direction of the screw bar at least partially coincides with the channel.

[0027] In this embodiment, the channel of the caliper body is used to accommodate the slide bar of the caliper body. The projection of the fourth screw hole partially or completely coincides with the channel. The slide bar and the caliper body are elastically connected along the axial direction of the screw bar. The protruding part of the caliper body is provided with a third screw. It is not necessary to set additional screws or open through holes to accommodate screws in other parts of the caliper body. This makes efficient use of the inherent space with sufficient structural strength on the caliper body, preserves the original structural strength and rigidity of the caliper body, and helps to improve the structural utilization of the brake motor and the caliper body, reduce space occupation, and will not be affected by the installation interference of the caliper body body.

[0028] In one possible implementation, the housing includes a fifth screw hole, which is arranged on both sides of the third screw hole along the arrangement direction of the brake motor and the output shaft, respectively. The line connecting the center of the fifth screw hole and the center of the third screw hole is perpendicular to the arrangement direction of the brake motor and the output shaft. The housing is used to be fixedly connected to the caliper body by a fourth screw passing through the fifth screw hole.

[0029] In this embodiment, a fifth screw hole is added symmetrically to the third screw hole. The third and fifth screw holes are arranged on both sides along the arrangement direction of the brake motor and the output shaft, respectively. The added fifth screw hole accommodates a fourth screw, preventing overload of a single screw in the radial direction of the lead screw. This makes the force on the housing and caliper body more even during vehicle braking. Furthermore, the design with more screws distributes the braking torque, supporting a more powerful brake motor and making it more suitable for high-power brake motors, achieving better braking performance. The multi-screw design also improves the fixing strength between the transmission mechanism housing and the caliper body, thereby improving the vibration resistance and durability of the transmission mechanism housing and the caliper body.

[0030] In one possible implementation, the line connecting the center of the fifth screw hole and the center of the third screw hole is used to pass through the axis of the motor shaft of the brake motor.

[0031] In this embodiment, the line connecting the center of the fifth screw hole and the center of the third screw hole passes through the axis of the brake motor shaft, making the fifth and third screw holes symmetrical with respect to the brake motor shaft. The symmetrical arrangement of the two screw holes helps reduce the rotational torque generated by the forward and reverse rotation of the brake motor housing, thus reducing the risk of torsional deformation of the transmission mechanism housing. When the transmission mechanism housing is twisted, the torque is easily transmitted to the screw and caliper body through the output shaft, affecting the axial movement of the slide bar. The symmetrical arrangement of the two screw holes further reduces the risk of torsional deformation of the slide bar by reducing the risk of torsional deformation of the transmission mechanism housing, ensuring that the slide bar, caliper body, and screw are only subjected to forces in the axial direction of the lead screw. This reduces the risk of wear, deformation, or additional friction in the slide bar, caliper body, and transmission mechanism housing caused by non-axial forces.

[0032] Secondly, this application provides a vehicle including a frame, wheels, and an electromechanical braking device of any one of the above, wherein the caliper body is used to fixally connect to the frame, and the electromechanical braking device is used to be housed in the inner circumference of the wheel rim.

[0033] This application, by installing any of the aforementioned electromechanical braking devices on a vehicle, utilizes two screw holes on the housing of the transmission mechanism of this electromechanical braking device. Two screws pass through these two screw holes to secure the caliper body and the housing of the transmission mechanism. The line connecting the centers of the two screw holes is perpendicular to the arrangement direction of the brake motor and the output shaft. This design prevents excessive axial vibration of the caliper body and the housing of the transmission mechanism during the braking process, thus enhancing the stability of the caliper body and the housing of the transmission mechanism. The double-screw design also ensures uniform force on the housing of the transmission mechanism and the caliper body during forward and reverse rotation of the motor during braking, reducing the torsional impact on the movement of the caliper body's sliding rod. This ensures a stable connection between the output shaft and the lead screw during vehicle braking, preventing misalignment. Furthermore, the screws are small in size and occupy minimal space, without increasing the overall volume of the electromechanical braking device. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of the vehicle provided in the embodiments of this application;

[0035] Figure 2 This is a schematic diagram of the electromechanical braking device and brake disc provided in the embodiments of this application;

[0036] Figure 3 This is an exploded schematic diagram of an electromechanical braking device provided in an embodiment of this application;

[0037] Figure 4 This is a schematic diagram of a lead screw, thrust bearing, and pressure sensor provided in an embodiment of this application.

[0038] Figure 5 This is a schematic diagram of an electromechanical braking device provided in an embodiment of this application;

[0039] Figure 6 This is another exploded schematic diagram of the electromechanical braking device provided in the embodiments of this application;

[0040] Figure 7 This is a schematic diagram illustrating the positional relationship between a lead screw and a screw provided in an embodiment of this application;

[0041] Figure 8 This is a schematic diagram of a caliper body provided in an embodiment of this application;

[0042] Figure 9 This is another schematic diagram of the electromechanical braking device provided in the embodiments of this application;

[0043] Figure 10 This is a cross-sectional view of an electromechanical braking device provided in an embodiment of this application;

[0044] Figure 11 This is another schematic diagram of the electromechanical braking device provided in the embodiments of this application;

[0045] Figure 12 yes Figure 11 A magnified view of a portion of the hole at the center screw;

[0046] Figure 13 This is a cross-sectional view of the screw hole provided in the embodiment of this application;

[0047] Figure 14 This is a schematic diagram of a housing provided in an embodiment of this application;

[0048] Figure 15 This is another schematic diagram of the housing provided in the embodiments of this application;

[0049] Figure 16 This is another schematic diagram of the caliper body provided in the embodiments of this application;

[0050] Figure 17 This is another schematic diagram of the caliper body provided in the embodiments of this application;

[0051] Figure 18 This is a schematic diagram of a housing provided in an embodiment of this application;

[0052] Figure 19 This is another schematic diagram of the electromechanical braking device provided in the embodiments of this application. Detailed Implementation

[0053] The embodiments of this application are described below with reference to the accompanying drawings.

[0054] For ease of understanding, the English abbreviations and related technical terms used in the embodiments of this application will be explained and described below.

[0055] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0056] Electro-mechanical brakes (EMBs) utilize an electric motor driven by a mechanical transmission mechanism to achieve braking. They are simple in structure, respond quickly, and transmit load smoothly and efficiently, eliminating the need for hydraulic lines. These characteristics significantly improve vehicle safety, handling, and ride comfort. In automotive braking systems, the reliability of the connection between the transmission assembly and the caliper assembly is crucial, as they jointly determine the braking performance and safety of the system. Traditional connections typically use a single screw. While simple, this method is prone to loosening under vibration and stress during braking, leading to unstable connections and affecting the stability of the braking system.

[0057] To address the aforementioned problems, this application provides an electromechanical braking device for use in vehicles. The electromechanical braking device includes a caliper frame, a caliper body, a transmission mechanism, a brake motor, a lead screw, and friction pads. The housing of the transmission mechanism includes two threaded holes arranged radially on both sides of the output shaft of the transmission mechanism. The line connecting the centers of the two threaded holes is perpendicular to the arrangement direction of the brake motor and the output shaft. The transmission mechanism is fixedly connected to the caliper body by two screws passing through the two threaded holes. This application, by providing two screws and threaded holes to fix the caliper body and transmission mechanism on the electromechanical braking device, and with the line connecting the centers of the two threaded holes perpendicular to the arrangement direction of the brake motor and the output shaft, helps to enhance the stability of the caliper body and transmission mechanism during vehicle braking, ensuring uniform force on the transmission mechanism and caliper body when the motor rotates forward and reverse, reducing the torsional effect on the sliding rod of the caliper body during movement, thereby maintaining a stable connection between the output shaft and the lead screw during vehicle braking without deviation.

[0058] This application utilizes two screw holes on the housing of the transmission mechanism in an electromechanical braking device. Two screws pass through these holes to secure the caliper body and the housing of the transmission mechanism. The two screw holes are located on opposite radial sides of the output shaft, enhancing the radial connection strength and stability of the screws to the caliper body and the housing of the transmission mechanism. During vehicle braking, the electromechanical braking device generates vibrations; the two screws improve the brake motor's vibration resistance, making it less susceptible to damage. The line connecting the centers of the two screw holes is perpendicular to the alignment of the brake motor and the output shaft, preventing excessive axial vibration of the caliper body and the housing of the transmission mechanism during braking, thus enhancing their stability. The double-screw design also ensures uniform force distribution on the housing of the transmission mechanism and the caliper body during forward and reverse rotation of the motor, reducing the torsional impact on the caliper body's sliding rod movement. This ensures a stable connection between the output shaft and the lead screw during vehicle braking, preventing misalignment.

[0059] This application provides a vehicle, which includes a two-wheeled, three-wheeled, or four-wheeled vehicle. In this application embodiment, vehicle 1 includes a battery electric vehicle (BEV), a hybrid electric vehicle (HEV), and a range-extended electric vehicle (REEV).

[0060] Figure 1 This is a schematic diagram of the vehicle provided in the embodiments of this application. Figure 2 This is a schematic diagram of the electromechanical braking device and brake disc provided in the embodiments of this application. Figure 3 This is an exploded schematic diagram of an electromechanical braking device provided in an embodiment of this application. This application provides a vehicle, see [reference needed]. Figure 1 , Figure 2 and Figure 3 As shown, the vehicle includes a frame 20, wheels 30, brake discs 40, and an electromechanical braking device 10. The frame 20 serves as the structural skeleton of the vehicle 1, supporting and fixing the electromechanical braking device 10 and bearing the loads from the internal and external environments of the vehicle system. The electromechanical braking device 10 is positioned corresponding to the brake disc 40. The electromechanical braking device 10 generates frictional force through contact with the brake disc 40 to brake the brake disc 40, thus indirectly braking. Specifically, the electromechanical braking device 10 uses friction pads 160 to brake the brake disc 40, creating friction between the friction pads 160 and the brake disc 40 to hinder the rotation of the wheels 30. The brake disc 40 and the wheels 30 are coaxially fixed, so that during vehicle 1 operation, the brake disc 40 rotates synchronously with the wheels 30. The electromechanical braking device 10 generates frictional force through contact with the rotating brake disc 40, causing the brake disc 40 to decelerate and thus braking the wheels 30. Specifically, the electromechanical braking device 10 is used to brake the brake disc 40 through the friction pad 160 of the braking device, so that friction is formed between the friction pad 160 and the brake disc 40 to brake the wheel 30 to rotate.

[0061] In one embodiment, see further. Figure 1 As shown, the vehicle has at least two wheels 30 to ensure stable operation. Each wheel 30 is equipped with a coaxially fixed brake disc 40 and an electromechanical braking device 10. The electromechanical braking device 10 is housed within the inner circumference of the wheel rim, and the two electromechanical braking devices 10 are mirror-symmetrical. It can be understood that the vehicle 1 can be a two-wheeled, three-wheeled, or four-wheeled vehicle, with at least one wheel 30 corresponding to an electromechanical braking device 10.

[0062] In one embodiment, see further. Figure 3As shown, the electromechanical braking device 10 includes a brake motor 110 and a transmission mechanism 120. The motor shaft 112 of the brake motor 110 is connected to the input shaft of the transmission mechanism 120 to ensure that the mechanical output of the brake motor 110 can be transmitted and adjusted through the transmission mechanism 120. The output shaft 121 of the transmission mechanism 120 is connected to the electromechanical braking device 10 to generate sufficient friction to achieve braking. Specifically, the brake motor 110 converts electrical energy into mechanical energy and generates rotational force, which is transmitted to the transmission mechanism 120 through the motor shaft 112. The transmission mechanism 120 receives and adjusts the rotational force of the brake motor 110 to increase the original torque of the brake motor 110, so that the transmission mechanism 120 can output the torque required for braking, thereby achieving vehicle braking. In one embodiment, the transmission mechanism 120 can be a reducer with an output shaft 121 and an input shaft. The motor shaft 112 of the brake motor 110 and the output shaft 121 of the reducer are connected in the axial direction of the brake disc 40. The output shaft 121 of the reducer is connected in the transmission direction to the lead screw 150, so that the electromechanical braking device 10 can contact and generate sufficient friction to decelerate the brake disc 40 and thus achieve braking.

[0063] In one embodiment, see further. Figure 3 As shown, the electromechanical braking device 10 also includes a lead screw 150, which can be a sliding lead screw or a ball screw, etc. In this embodiment, a ball screw is used as an example for illustrative description. In one embodiment, the output shaft 121 of the transmission mechanism 120 along the axial direction of the brake disc 40 is fixedly connected to the screw 151 of the lead screw 150. The output shaft 121 of the transmission mechanism 120 is used to provide power for the operation of the lead screw 150, so as to drive the screw 151 to rotate around its own axis. The lead screw 150 also includes a nut 152 arranged along the axial direction of the screw 151. The nut 152 is sleeved on the outer circumference of the screw 151. Both the inner circumferential surface of the nut 152 and the outer circumferential surface of the screw 151 are provided with threads, and a threaded engagement is formed between the screw 151 and the nut 152. When the screw 151 rotates around its own axis, the nut 152 can move relative to the screw 151 along the axial direction of the brake disc 40. Specifically, a helical groove is formed between the two threads to accommodate multiple steel balls of the lead screw 150. When the screw 151 rotates around its own axis, the multiple steel balls roll in the helical groove. The rolling of the multiple steel balls in the helical groove can reduce the friction generated between the screw 151 and the nut 152 during rotation, thereby improving the stability of the screw 151 and the nut 152 during rotation.

[0064] In one embodiment, the screw 151 includes a threaded section 1511 and a smooth section 1512. The smooth section 1512 is fixedly connected to the output shaft 121 of the transmission mechanism 120 to ensure power transmission. A steel ball is located between the threaded section 1511 and the nut 152 of the screw 150, and the distance between the threaded section 1511 and the nut 152 is greater than the diameter of the steel ball, so that the steel ball can roll stably in the helical groove between the threaded section 1511 and the nut 152, thereby reducing the friction generated by the screw 151 and the nut 152 during rotation and ensuring the stable operation of the screw 150.

[0065] In one embodiment, the electromechanical braking device 10 further includes a top cover 153. The top cover 153 forms a circular groove along the direction from the brake disc 40 toward the lead screw 150. At least a portion of the threaded section 1511 of the screw 151 is located within the circular groove. The top cover 153 and the nut 152 abut against each other, jointly enclosing the threaded section 1511 of the screw 151. In another embodiment, the top cover 153 and the nut 152 are an integral structure, and an integral top cover 153 is formed simultaneously during the machining of the nut 152.

[0066] In one embodiment, see further. Figure 3 As shown, the electromechanical braking device 10 includes at least one friction pad 160, and a lead screw 150 for driving at least one friction pad 160 to move toward the brake disc 40 to brake the wheel 30.

[0067] In this embodiment of the application, two friction plates are used as an example for illustrative purposes, and the first friction plate 161 and the second friction plate 162 are used as examples for illustrative purposes respectively.

[0068] In one embodiment, see further. Figure 3 As shown, the electromechanical braking device 10 also includes a caliper body 180 and a caliper bracket 190. The caliper bracket 190 is used to fix to the vehicle frame 20. Along the axial direction of the brake disc 40, the caliper body 180 is slidably connected to the caliper bracket 190 and can slide relative to the caliper bracket 190 along the axial direction of the brake disc 40.

[0069] In one embodiment, see Figure 3As shown, along the axial direction of the brake disc 40, the first friction pad 161 and the second friction pad 162 of the electromechanical braking device 10 are located on opposite sides of the brake disc 40. The first friction pad 161 is located on the side of the brake disc 40 closer to the lead screw 150. When the lead screw 150 moves towards the brake disc 40 along the axial direction of the brake disc 40, the lead screw 150 synchronously drives the first friction pad 161 to move towards the brake disc 40, so that the brake disc 40 and the first friction pad 161 come into contact and generate friction. The second friction pad 162 is located on the side of the brake disc 40 away from the lead screw 150 and is fixedly connected to the caliper body 180. Under the movement of the caliper body 180, the second friction pad 162 is synchronously driven to slide along the brake disc 40 towards the lead screw 150, so that the second friction pad 162 abuts against the brake disc 40. When the first friction pad 161 and the second friction pad 162 slide relative to each other along the axial direction of the brake disc 40 and abut against the brake disc 40 respectively, the first friction pad 161 and the second friction pad 162 generate friction between themselves and the brake disc 40 to reduce the rotational speed of the brake disc 40. The brake disc 40 rotates synchronously with the wheel 30, and the brake disc 40 synchronously drives the wheel 30 to reduce its rotational speed, thereby forming a braking force on the wheel 30, and thus realizing the function of the electromechanical braking device 10 to brake the vehicle.

[0070] In one embodiment, see further. Figure 3 As shown, the caliper body 180 includes at least one channel 1811 and an elastic element 183. The channel 1811 is used to receive the slide bar 191 of the caliper bracket 190. Two slide bars 191 are provided, and they are elastically connected to the caliper body 180 along the axis of the slide bar 191 via the elastic element 183. In one embodiment, the elastic element 183 is a corrugated plastic tube, which seals the channel 1811. When the slide bar 191 is connected to the caliper body 180 via the elastic element 183 and is located within the channel 1811, the good seal helps prevent dust or other impurities from the external environment from entering the channel 1811, preventing unnecessary wear between the slide bar 191 and the channel 1811 due to impurities. The corrugated plastic tube also has a certain degree of elasticity, enabling it to undergo elastic deformation to drive the caliper body 180 to slide relative to the brake disc.

[0071] When the electromechanical braking device 10 stops braking the wheel 30, the output shaft 121 of the brake motor 110 and the transmission mechanism 120 and the screw 151 rotate in opposite directions. The caliper body 180 moves relative to the brake disc 40 along the direction of the brake disc 40 toward the second friction pad 162, simultaneously driving the second friction pad 162 to move away from the brake disc 40. At this time, the nut 152 can move relative to the brake disc 40 along the direction of the second friction pad 162 toward the brake disc 40, thereby causing the first friction pad 161 to move relative to the brake disc 40 along the direction of the second friction pad 162 toward the brake disc 40 to reset, thus canceling the braking of the wheel 30 by the electromechanical braking device 10 and accelerating the vehicle's running speed.

[0072] Figure 4 This is a schematic diagram of a lead screw, thrust bearing, and pressure sensor provided in an embodiment of this application. In one embodiment, see [reference needed]. Figure 3 and Figure 4 As shown, the electromechanical braking device 10 also includes a thrust bearing 130 and a pressure sensor 140. Along the axial direction of the brake disc 40, the pressure sensor 140, the thrust bearing 130, and the threaded section 1511 of the screw 151 are arranged sequentially. The pressure sensor 140 is used to monitor and control the braking force in real time, ensuring that the braking force generated by the braking device can meet the actual road conditions for deceleration, thereby ensuring vehicle safety and improving vehicle operating efficiency. The thrust bearing 130 is used to transmit the braking force to the pressure sensor 140, ensuring precise control of the braking force by the pressure sensor 140. Furthermore, the thrust bearing 130 is located between the lead screw 150 and the pressure sensor 140, serving to separate the pressure sensor 140 and the lead screw 150, preventing the pressure sensor 140 from rotating with the lead screw 150 and the screw 151, thus ensuring the performance of the pressure sensor 140.

[0073] Figure 5 This is a schematic diagram of an electromechanical braking device provided in an embodiment of this application. Figure 6 This is another exploded schematic diagram of the electromechanical braking device provided in the embodiments of this application.

[0074] In one embodiment, see Figure 3 , Figure 5 and Figure 6As shown, the electromechanical braking device includes a caliper frame 190, a caliper body 180, a housing 111, and a brake motor 110. The caliper body 180 houses the lead screw 150 and friction pads 160. The housing 111 is fixedly connected to the brake motor 110 and houses a transmission mechanism 120. The input shaft of the transmission mechanism 120 receives the drive from the brake motor 110, and the output shaft 121 of the transmission mechanism 120 is used to drive the lead screw 150. A screw 151 is used to drive the friction pad 160 to brake and release the brake disc 40. A caliper bracket 190 is used to fix it to the frame 20. A caliper body 180 is used to connect to the caliper bracket 190 via two sliding rods 191. The two sliding rods 191 are distributed radially along the screw 151 on both sides of the output shaft 121. The caliper body 180 is used to move relative to the caliper bracket 190 when the friction pad 160 brakes and releases the brake disc 40. A housing 111 includes two screw holes 184, which are arranged radially along the output shaft 121 on both sides of the output shaft 121. The housing 111 is used to fix the caliper body 180 through the two screw holes 184 via two screws 1801.

[0075] In this embodiment, the caliper body 180 includes a housing 181 that surrounds the lead screw 150. A groove is formed in the housing 181 along the direction of the lead screw 150. The groove extends through the caliper body 180 along the axial direction of the brake disc 40 to accommodate the lead screw 150. When the brake motor 110 drives the screw 151 to rotate around its own axis, causing the lead screw 150 to rotate, the screw 151, nut 152, and top cover 153 move within the groove along the axial direction of the brake disc 40. Two screws 1801 are respectively fixed to both sides of the housing 111 of the transmission mechanism, which enhances the connection stability of the housing 111 and prevents the housing 111 from shaking relative to the caliper body during repeated braking. The groove accommodates the lead screw 150, improving sealing and preventing the lead screw 150 from being exposed to the external environment. This prevents dust or other impurities from entering the housing 181 and affecting the transmission efficiency of the lead screw 150.

[0076] In one embodiment, the line connecting the centers of the two screw holes 184 is perpendicular to the arrangement direction of the brake motor 110 and the output shaft 121, and the housing 111 is used to fix the caliper body 180 through the two screw holes 184 by two screws 1801 passing through the two screw holes 184 respectively.

[0077] In the embodiments of this application, please continue to refer to Figure 3As shown, the electromechanical braking device 10 includes a brake motor 110, a housing 111, and a transmission mechanism 120. The housing 111 and the brake motor 110 are fixedly connected. The housing 111 can accommodate the transmission mechanism 120. The motor shaft of the brake motor 110 is connected to the input shaft of the transmission mechanism 120. The input shaft of the transmission mechanism 120 receives the drive of the brake motor 110, thereby enabling the brake motor 110 to drive the transmission mechanism 120 to rotate. The output shaft 121 of the transmission mechanism 120 is fixedly connected to the screw 151 of the lead screw 150. The output shaft 121 of the transmission mechanism 120 is arranged parallel to the motor shaft of the brake motor 110. The output shaft 121 of the transmission mechanism 120 is used to provide power for the operation of the lead screw 150 to drive the lead screw 150 to rotate. The lead screw 150 includes a screw 151 and a nut 152 that passes through the screw 151 along its axial direction. The nut 152 is fitted onto the outer circumference of the screw 151. Both the inner circumferential surface of the nut 152 and the outer circumferential surface of the screw 151 are threaded, forming a threaded engagement between the screw 151 and the nut 152. When the screw 151 rotates around its own axis, the nut 152 can move relative to the screw 151 along the axial direction of the brake disc 40, thereby driving the first friction plate 161 and the second friction plate 162 to move linearly along the axial direction of the brake disc 40, approaching the brake disc 40 to achieve a braking effect or to release the brake disc 40 and release the brake, thus realizing the braking or releasing effect of the vehicle 1. In one embodiment, the transmission mechanism 120 can be a gear reducer, wherein the reducer includes an input shaft, an intermediate shaft and an output shaft, the motor shaft of the brake motor 110 is connected to the input shaft of the reducer, the gear of the input shaft meshes with the gear of the intermediate shaft to realize the transmission of power, the intermediate shaft is connected to the output shaft and transmits power to the output shaft, and the output shaft is connected to the wheel 30 to drive the vehicle 1 forward.

[0078] In the embodiments of this application, please continue to refer to Figure 3 As shown, the electromechanical braking device 10 also includes a caliper bracket 190, which is used to fix to the vehicle frame 20 of the vehicle 1. The housing 181 of the caliper body 180 forms a channel 1811 along the axial direction of the brake disc 40 toward the caliper bracket 190. The channel 1811 is used to accommodate the slide bar 191 of the caliper bracket 190. The axial direction of the slide bar 191 is parallel to the axial direction of the brake disc 40. Along the axial direction of the slide bar 191, the slide bar 191 and the housing 181 are elastically connected by an elastic element. For example, the elastic element can be a corrugated pipe made of plastic or other elastic elements capable of elastic deformation, so that the channel 1811 is sealed. By providing an elastic element between the slide bar 191 and the housing 181, the elastic element has an elastic force during the process of the electromechanical braking device 10 stopping the vehicle 1. The caliper body 180 is pushed by the brake disc 40 in the direction of the second friction pad 162, thereby pushing the second friction pad 162 away from the direction of the brake disc 40 to reduce the friction between the two and thus reduce the braking force.

[0079] In the embodiments of this application, see Figure 5 and Figure 6 As shown, the housing 111 includes two screw holes 184, which are arranged on both sides of the output shaft 121 along the radial direction of the output shaft 121. The housing 111 is used to fix the caliper body 180 through the two screw holes 184 by two screws 1801 passing through the two screw holes 184 respectively. The housing 181 and the housing 111 of the caliper body 180 are directly fixed by the two screws 1801, which makes the fixation more secure. Moreover, the screws are small in size and occupy less space. Fixing the brake motor 110 by the two screws 1801 will not increase the size of the electromechanical braking device 10, and will not be interfered with by the installation of the brake motor 110 body. It can be understood that the radial direction of the output shaft 121 can be the radial direction of the lead screw 150.

[0080] In the embodiments of this application, please continue to refer to Figure 5 and Figure 6 As shown, the line connecting the centers of the two screw holes 184 is perpendicular to the arrangement direction of the brake motor 110 and the output shaft 121. The arrangement direction of the brake motor 110 and the output shaft 121 can be the same as the arrangement direction of the brake motor 110 and the transmission mechanism 120, making the fixation more secure, improving vibration resistance, and making the brake motor 110 less prone to damage. When the vehicle 1 brakes, the brake motor 110 and the caliper body 180 move synchronously. The two screws 1801 pass through the two screw holes 184 respectively to fix the caliper body 180 and the housing 111, ensuring that the two screws 1801 are subjected to uniform force when the brake motor 110 rotates forward or backward, so that the brake motor 110 and the caliper body 180 are subjected to uniform force, reducing the torsional effect on the slide bar 191 of the caliper body 180 when it moves, thereby ensuring that the output shaft 121 and the lead screw 150 remain stably connected and do not deviate when the vehicle 1 brakes.

[0081] This application utilizes two screw holes on the housing of the transmission mechanism of an electromechanical braking device. Two screws pass through these holes to secure the caliper body and the transmission mechanism. The two screw holes are located on opposite radial sides of the output shaft, enhancing the radial connection strength and stability of the screws to the caliper body and transmission mechanism. During vehicle braking, the electromechanical braking device generates vibrations; the two screws improve the brake motor's vibration resistance, making it less susceptible to damage. The line connecting the centers of the two screw holes is perpendicular to the alignment of the brake motor and output shaft, preventing excessive axial vibration of the caliper body and transmission mechanism during braking, thus enhancing their stability. The double-screw design also ensures uniform force distribution on the transmission mechanism and caliper body during forward and reverse rotation of the motor, reducing the torsional impact on the caliper body's sliding rod movement. This maintains a stable connection between the output shaft and the lead screw during vehicle braking, preventing misalignment. Furthermore, the screws are small in size, occupying minimal space and not increasing the overall size of the electromechanical braking device, and are not interfered with by the installation of the brake motor itself.

[0082] Figure 7 This is a schematic diagram illustrating the positional relationship between a lead screw and a screw according to an embodiment of this application. In one embodiment, see [reference needed]. Figure 6 and Figure 7 As shown, the electromechanical braking device 10 is used to continuously brake the brake disc 40 when the vehicle 1 is parked. When the vehicle 1 is parked, the electromechanical braking device 10 maintains continuous braking of the brake disc 40, which can reduce the continuous relative bias torque generated by the brake motor 110 and the caliper body 180 due to continuous braking. The axes of the output shaft 121 and the screw 151 of the lead screw 150 are located on the same straight line, that is, the axes of the output shaft 121 and the screw 151 of the lead screw 150 can coincide, eliminating the intermediate transmission link and reducing the bias effect between the output shaft 121 and the screw 151.

[0083] In the embodiments of this application, please continue to refer to Figure 6As shown, the line connecting the centers of the two screw holes 184 passes through the axis of the output shaft 121 and is positioned on the left side of the transmission mechanism 120 along the central axis of the lead screw 150. The two screw holes 184 are located on the radial sides of the output shaft 121, that is, on the radial sides of the lead screw 150. The lead screw 150 and the output shaft 121 can be coaxial. The line connecting the centers of the two screw holes 184 passes through the axis of the output shaft 121. The line connecting the centers of the two screw holes 184 is perpendicular to and intersects the central axis of the output shaft 121 or the lead screw 150, which helps to enhance the stability of the brake motor 110 in the direction of the central axis of the lead screw 150. In one embodiment, the brake motor 110 is located on the right side of the transmission mechanism 120 along the central axis of the lead screw 150. The line connecting the centers of the two screw holes 184 is perpendicular to and intersects the central axis of the lead screw 150, which helps to enhance the stability of the brake motor 110 in the direction of the central axis of the lead screw 150, reduces the bias effect between the output shaft 121 and the screw 151, and thus reduces the bias torque effect between the output shaft 121 and the screw 151 when the vehicle 1 brakes frequently.

[0084] In this embodiment, the electromechanical braking device continuously brakes the brake disc when the vehicle is parked, which reduces the continuous relative bias torque generated by the brake motor and caliper body due to continuous braking. The line connecting the centers of the two screw holes passes through the axis of the output shaft, and the two screw holes are symmetrically distributed on both radial sides of the output shaft relative to the output shaft. This helps to enhance the stability of the caliper body and transmission mechanism in the axial and radial directions of the output shaft, reduces the bias effect between the output shaft and the screw, and thus reduces the bias torque effect between the output shaft and the screw when the vehicle brakes frequently.

[0085] Figure 8 This is a schematic diagram of a caliper body provided in an embodiment of this application. In the embodiments of this application, see... Figure 8As shown, the caliper body 180 includes two additional screw holes 185, each used to accommodate two screws 1801. These two additional screw holes 185 are positioned corresponding to the two screw holes 184, allowing the screws 1801 to pass through them. The two additional screw holes 185 are arranged radially along both sides of the screw 151, and the line connecting their centers passes through the axis of the screw 151. Depending on installation and design requirements, the brake motor 110 and the caliper body 180 can be installed at different angles. The other two screw holes 185 are mirror-symmetrically arranged on the caliper body 180 along the central axis of the lead screw 150, respectively, to fix the two screws 1801. That is, the other two screw holes 185 can be relatively distributed on both radial sides of the lead screw 150. The symmetrical arrangement helps to enhance the stability of the two screws 1801 in fixing the brake motor 110 and the caliper body 180, making the fixation more secure, stabilizing the transmission between the output shaft 121 and the screw 151, preventing the output shaft 121 and the screw 151 from being misaligned, and thus reducing the influence of the misalignment torque between the output shaft 121 and the screw 151 when the vehicle 1 brakes frequently.

[0086] In this embodiment, two additional screw holes are provided on the caliper body to accommodate two screws together. The line connecting the centers of the two additional screw holes passes through the axis of the screw rod. That is, the two additional screw holes can be relatively distributed on both radial sides of the axis of the screw rod. The symmetrical arrangement helps to enhance the stability of the two screws in fixing the housing of the transmission mechanism and the caliper body, making the fixation more secure, stabilizing the transmission between the output shaft and the screw rod, and preventing the output shaft and the screw rod from being misaligned.

[0087] In one embodiment, the line connecting the centers of the two screw holes 184 is inclined at a certain angle to the arrangement direction of the brake motor 110 and the output shaft 121. When the brake motor 110 needs to be installed with other components, the line connecting the centers of the two screw holes 184 can have a certain angle to the arrangement direction of the brake motor 110 and the output shaft 121, allowing for a certain assembly error.

[0088] Figure 9 This is another schematic diagram of the electromechanical braking device provided in the embodiments of this application. Figure 10 This is a cross-sectional view of an electromechanical braking device provided in an embodiment of this application. In the embodiments of this application, see... Figure 9 and Figure 10 As shown, along the direction from the caliper body 180 toward the housing 111, the screw head of the screw 1801 accommodated in either of the two screw holes 184 is recessed into the plane where the opening of the screw hole 184 is located.

[0089] When installing the screw 1801 along the direction from the caliper body 180 toward the housing 111, the screw 1801 passes through the screw hole 184 on the housing 111 and is screwed into the screw hole 184 until it is tightened. At this time, the screw head is completely accommodated in the screw hole 184, and the plane where the head of the screw head is located is recessed by a certain distance relative to the plane where the opening of the screw hole 184 is located, so that the screw head does not protrude from the plane where the opening of the screw hole 184 is located. With the screw head recessed structural design, during the braking process of the vehicle 1, when the housing 111 moves slightly due to force or vibration, the other parts of the electromechanical braking device 10 only contact the mounting surface of the housing 111 and the plane where the opening of the screw hole 184 is located, and cannot contact the screw head recessed in the screw hole 184. This prevents the screw head from being bumped when the housing 111 moves, thereby preventing deformation, wear or damage to the screw head, and thus preventing damage to the screw 1801. This improves the durability and reliability of the screw 1801, while also helping to reduce the risk of abnormal noise. It also protects the plane where the screw hole 184 of the housing 111 is located from damage, thereby improving the long-term working stability and service life of the electromechanical braking device 10 under dynamic conditions.

[0090] In this embodiment, the screw head of the screw accommodated in either of the two screw holes is recessed into the plane of the screw hole opening. The plane of the screw head is recessed by a certain distance relative to the plane of the screw hole opening, ensuring that the screw head does not protrude from the plane of the screw hole opening. This recessed screw head design prevents other parts of the electromechanical braking device from contacting the recessed screw head when the transmission mechanism housing experiences slight movement due to force or vibration during vehicle braking. This prevents the transmission mechanism housing from bumping into the screw head during movement, thus preventing deformation, wear, or damage to the screw head, thereby preventing screw damage, improving screw durability and reliability, reducing the risk of abnormal noise, and protecting the plane of the screw hole opening of the transmission mechanism housing from damage. This, in turn, enhances the long-term operational stability and service life of the electromechanical braking device under dynamic operating conditions.

[0091] Figure 11 This is another schematic diagram of the caliper body provided in the embodiments of this application. Figure 12 yes Figure 11 A partially enlarged schematic diagram of the hole at the center screw. See the embodiments in this application. Figure 11 and Figure 12As shown, a groove 1112 is distributed at the opening of any screw hole 184 facing the head of one of the two screws 1801. The groove 1112 is used to communicate with the outer wall of the housing 111. The groove 1112 is distributed along any screw hole 184 on the housing 111 facing the head of one of the two screws 1801. The groove 1112 starts at the plane where the opening of the screw hole 184 is located, extends along the axial direction of the screw hole 184, and penetrates part of the outer peripheral surface of the screw hole 184. After the housing 111 is fixedly connected to the caliper body 180 by the two screws 1801, the housing 111 and the caliper body 180 are in a close fit. The groove 1112 and the outer wall of the housing 111 remain in communication, that is, there is a certain gap between the groove 1112 and the outer wall of the housing 111, thereby forming a communication channel between the inside of the screw hole 184 and the external environment.

[0092] In this embodiment, by distributing channels 1112 at the opening of the screw head 1801, a drainage path is provided between the internal space of the two screw holes 184 and the external environment. When the vehicle 1 brakes, if the vehicle is wading through water or encounters a humid environment, causing water to seep in and potentially accumulate inside the screw holes 184 where the screw 1801 is located, the housing 111 will vibrate or undergo slight displacement during braking, causing the accumulated water or other liquids to flow outward along the channels 1112 and be discharged. This helps reduce the retention time and risk of water or other liquids in the screw holes 184, helps prevent the screw 1801 from corroding due to long-term contact with water, and also avoids damage to the housing 111 in a watery environment. This improves the durability and long-term operational reliability of the electromechanical braking device 10 in water-wading or humid environments, and the structure is simple and requires no additional maintenance.

[0093] In one embodiment, grooves 1112 are distributed at the openings of the heads of the two screws 1801 in the two screw holes 184. The grooves 1112 extend along the axial direction of the screw holes 184 and penetrate part of the outer peripheral surface of the screw holes 184.

[0094] Figure 13 This is a cross-sectional view of the screw hole provided in an embodiment of this application. In this embodiment, see... Figure 13As shown schematically, the end face of the housing 111 facing the caliper body 180 includes two protruding rings 1113, which respectively surround the outer periphery of the openings of two screw holes 184. The end face of the caliper body 180 facing the housing 111 includes two grooves 1114, which respectively surround the outer periphery of the openings of two other screw holes 185. Each of the two protruding rings 1113 is used to correspondingly embed into one of the grooves 1114. The end face of the housing 111 facing the caliper body 180 includes two protruding rings 1113. The protruding rings 1113 can be cylindrical. The protruding rings 1113 are arranged radially along the screw holes 184 and surround the outer periphery of the openings of the screw holes 184. Each of the two screw holes 184 has a corresponding protruding ring 1113. The caliper body 180 has a groove 1114 on the end face facing the housing 111, which corresponds to the convex ring 1113. The convex ring 1113 and the groove 1114 can form a tight fit. The groove 1114 can be cylindrical. The groove 1114 is arranged radially along the other two screw holes 185 and surrounds the outer periphery of the opening of the other two screw holes 185.

[0095] In the embodiments of this application, see Figure 13 As shown, after assembly and tightening along the axial direction of the screw hole 184, the convex ring 1113 can be completely embedded in the groove 1114, and the top surface of the convex ring 1113 can press against the bottom surface of the groove 1114, giving the screw hole 184 a good sealing effect in the axial direction. Along the radial direction of the screw hole 184, the outer diameter of the convex ring 1113 and the inner diameter of the groove 1114 form a fit, giving the screw hole 184 a good sealing effect in the radial direction. By providing matching convex rings 1113 and grooves 1114 on the outer periphery of two screw holes 184 and two other screw holes 185, the radial and axial sealing of the screw hole 184 and the screw 1801 inlet is ensured, preventing external liquids or other media from seeping into the screw hole 184 and causing the screw 1801 to corrode, thus improving the connection stability of the screw 1801. At the same time, it prevents excessive wear around screw 1801, avoids damage to housing 111 in water-filled environments, and enhances the durability and long-term operational reliability of electromechanical braking device 10 in water-filled or humid environments.

[0096] In this embodiment, by providing matching convex rings and grooves on the outer periphery of two screw holes and two other screw holes, the convex rings can be completely embedded in the grooves, ensuring a seal in the radial and axial directions at the screw holes and screw inlets. This prevents external liquids or other media from seeping into the screw holes and causing screw corrosion, thus improving the connection stability of the screws. Simultaneously, it prevents excessive wear around the screws, avoiding damage to the housing in water-filled environments, and enhancing the durability and long-term operational reliability of the electromechanical braking device in water-filled or humid environments.

[0097] Figure 14This is a schematic diagram of a housing provided in an embodiment of this application. In one embodiment, see [reference needed]. Figure 8 and Figure 14 As shown, the end face of the housing 111 facing the caliper body 180 includes a plurality of pins 1802, which surround the outer periphery of the output shaft 121. The end face of the caliper body 180 facing the housing 111 includes a plurality of pin holes 186, which surround the outer periphery of the screw 151. Any one of the pins 1802 is used to be inserted into one of the pin holes 186. The central axis of any one of the pin holes 186 along the axial direction of the output shaft 121 is parallel to the central axis of the two screw holes 184.

[0098] The end face of the housing 111 facing the caliper body 180 includes multiple pins 1802, which are evenly distributed and surround the outer periphery of the output shaft 121. The end face of the caliper body 180 facing the housing 111 includes multiple pin holes 186, which are correspondingly arranged with the pins 1802. The pin holes 186 surround the outer periphery of the screw 151, and the pins 1802 and pin holes 186 form a tight fit for positioning and restricting the housing 111 relative to the caliper. The movement of the clamp body 180 in the radial direction of the screw 151 ensures that the axis of the output shaft 121 and the axis of the screw 151 are precisely aligned. During the braking process of the vehicle 1, the axes of the output shaft 121 and the screw 151 are kept coincident. This helps to avoid the bending moment caused by the axis misalignment from being transmitted to internal moving parts such as the screw 151 and the slide rod 191, preventing wear, damage or failure of these key components, and greatly improving the reliability, smoothness and service life of the braking system.

[0099] In the embodiments of this application, please continue to refer to Figure 8 As shown, the central axis of any one of the multiple pin holes 186 along the axial direction of the output shaft 121 is parallel to the central axis of the two screw holes 184, which facilitates positioning. During processing, it is only necessary to determine the direction of the central axis of the two screw holes 184 to determine the direction of the central axis of the pin hole 186.

[0100] In this embodiment, by providing corresponding pins and pin holes on the caliper body and housing, the pins and pin holes form a tight fit for positioning, restricting the movement of the housing relative to the caliper body in the radial direction of the screw. This ensures that the axis of the output shaft and the axis of the screw are precisely aligned, keeping the axes of the output shaft and the screw coincident during vehicle braking. This helps to avoid the bending moment caused by axis misalignment from being transmitted to internal moving parts such as the screw and slide rod, preventing wear, damage or failure of these critical components, and greatly improving the reliability, smoothness and service life of the braking system.

[0101] In one embodiment, the number of pins 1802 may include one, two, or three, etc. The number of pins 1802 may be set differently according to different installation and design requirements, and multiple pins 1802 are evenly distributed around the outer periphery of the output shaft 121.

[0102] In one embodiment, see further. Figure 5 and Figure 6 As shown, the housing 111 includes a third screw hole 187 along the radial direction of the motor shaft 112 of the brake motor 110. The third screw hole 187 is distributed on one side of the brake motor 110. The housing 111 is used to fix the caliper body 180 by passing a third screw 1803 through the third screw hole 187. The electromechanical braking device 10 also includes a third screw 1803. There is one third screw 1803 along the radial direction of the motor shaft 112 of the brake motor 110. The third screw hole 187 is distributed on one side of the brake motor 110. The third screw 1803 is used to pass through the third screw hole 187. Together with two screws 1801, the third screw 1803 fixes the housing 111 and the caliper body 180, which helps to enhance the connection rigidity and stability between the housing 111 and the caliper body 180, and reduces the risk of the caliper body 180 being subjected to unnecessary lateral forces or disturbances.

[0103] In this embodiment, by adding a third screw and a third screw hole, the third screw is used to pass through the third screw hole and together with the two screws to fix the housing and the caliper body, which helps to enhance the connection rigidity and stability between the housing and the caliper body, and reduces the risk of the caliper body being subjected to unnecessary lateral forces or disturbances.

[0104] Figure 15 This is another schematic diagram of the housing provided in an embodiment of this application. In the embodiments of this application, see... Figure 15 As shown, one of the two screw holes 184 and the third screw hole 187 are arranged on the same side along the arrangement direction of the brake motor 110 and the output shaft 121. The line connecting the center of the third screw hole 187 and one of the two screw holes 184 is parallel to the arrangement direction of the brake motor 110 and the output shaft 121.

[0105] The third screw 1803 and any one of the two screws 1801 are located on both radial sides of the lead screw 150, and the third screw 1803 and any one of the two screws 1801 are located on the same radial side of the lead screw 150. That is, the third screw 1803 and the two screws 1801 are triangularly distributed. In other words, the line connecting the two screws 1801 and the line connecting the two screws 1801 to the third screw 1803 together form a triangle, which has good stability.

[0106] The third screw 1803 and the two screws 1801 are arranged in a triangular pattern to secure the caliper body 180 and the housing 111, making the fixation more secure, improving the connection strength between the screws, and further enhancing the connection reliability. This improves the vibration resistance of the brake motor 110, making it less prone to damage from vibration. Furthermore, the screws are small in size and occupy little space. Fixing the brake motor with two screws 1801 and the third screw 1803 does not increase the size of the electromechanical braking device 10 and is not subject to installation interference from the brake motor 110 body.

[0107] In this embodiment, the line connecting the center of the third screw hole and one of the two screw holes is parallel to the arrangement direction of the brake motor and the output shaft. The third screw and the two screws are arranged in a triangle, that is, the line connecting the two screws and the lines connecting the two screws to the third screw together form a triangle. The third screw and the two screws, arranged in a triangular pattern, jointly fix the caliper body and the housing, making the fixation more secure, improving the connection strength between the screws, further enhancing the connection reliability, thereby improving the vibration resistance of the brake motor and making the brake motor less prone to damage from vibration.

[0108] In the embodiments of this application, please continue to refer to Figure 15 As shown, the other screw hole 184 and the third screw hole 187 of the two screw holes 184 are respectively arranged on both sides of the arrangement direction along the brake motor 110 and the output shaft 121. The angle between the line connecting the center of the other screw hole 184 and the center of the third screw hole 187 and the arrangement direction of the motor shaft 112 and the output shaft 121 is less than or equal to 45 degrees. The other screw hole 184 and the third screw hole 187 of the two screw holes 184 are respectively arranged on both sides of the arrangement direction of the brake motor 110 and the output shaft 121. That is, the other screw hole 184 and the third screw hole 187 of the two screw holes 184 are respectively arranged on both sides of the radial direction of the lead screw 150. The projection of the other screw hole 184 on the housing 111 is the position of the screw 1801, and the projection of the third screw hole 187 on the housing 111 is the position of the third screw 1803. The arrangement direction of the motor shaft 112 and the output shaft 121 is the same as the arrangement direction of the brake motor 110 and the output shaft 121. It can be understood that the projection of the arrangement direction of the motor shaft 112 and the output shaft 121 on the housing 111 is a straight line perpendicular to the radial direction of the lead screw 150.

[0109] In the embodiments of this application, please continue to refer to Figure 15As shown, the angle α between the line connecting the center of the other screw hole 184 and the center of the third screw hole 187 and the alignment direction of the motor shaft 112 and the output shaft 121 is less than 45 degrees. That is, the angle α between the line connecting the projection of the other screw hole 184 onto the housing 111 and the projection of the third screw hole 187 onto the housing 111 and the projection of the alignment direction of the motor shaft 112 and the output shaft 121 onto the housing 111 is less than 45 degrees. By designing this angle, the optimal spatial distribution of the projections of the three screws on the mounting plane is achieved, maximizing the coverage of the screw fastening support. This allows for a more comprehensive and significant improvement in the rigidity and stability of the connection structure between the housing 111 and the caliper body 180, avoiding interference from non-axial forces on the caliper body 180 or other parts of the caliper body 180, thus ensuring the smoothness of the slide bar movement and further improving the stability of the electromechanical braking device 10. Furthermore, the two screws 1801 and the third screw 1803 occupy relatively little space and will not be interfered with by the installation of the brake motor 110 body.

[0110] In this embodiment, by setting the angle between the line connecting the center of one of the two screw holes and the center of the third screw hole and the arrangement direction of the motor shaft and the output shaft to be less than or equal to 45 degrees, the optimal spatial distribution of the projection of the three screws on the mounting plane is achieved by designing the size of this angle. This maximizes the coverage of the screw fastening support, and can more comprehensively and significantly improve the rigidity and stability of the connection structure between the transmission mechanism housing and the caliper body. It avoids interference from non-axial forces on the caliper body or other parts of the caliper body, thereby ensuring the smoothness of the slide bar movement and further improving the stability of the electromechanical braking device.

[0111] In one embodiment, the angle α between the line connecting the projection of the other screw hole 184 on the housing 111 and the projection of the third screw hole 187 on the housing 111 and the projection of the arrangement direction of the motor shaft 112 and the output shaft 121 on the housing 111 is equal to 45 degrees.

[0112] Figure 16 This is another schematic diagram of the caliper body provided in an embodiment of this application. In the embodiments of this application, see... Figure 16 As shown, the distance from the center of one of the two screw holes 184 to the center of the third screw hole 187 is equal to the distance between the centers of the two screw holes 184.

[0113] The third screw hole 187 and one of the two screw holes 184 are located on both radial sides of the lead screw 150, and the other screw hole 184 is located on the same radial side of the lead screw 150. That is, the third screw hole 187 and the two screw holes 184 are triangularly distributed, and the distance from the center of one of the two screw holes 184 to the center of the third screw hole 187 is equal to the distance between the centers of the two screw holes 184. That is, the line connecting the two screw holes 184 and the lines connecting the two screw holes 184 to the third screw hole 187 together form an isosceles triangle.

[0114] The three screw holes are arranged in an isosceles pattern, so that the third screw 1803 and the two screws 1801 are distributed in an isosceles triangle to fix the caliper body 180 and the housing 111. This makes the stress state of the three screws basically the same, and the stress on the housing 111 is more uniform, avoiding interference from lateral forces. This makes the caliper body 180 and the housing 111 more firmly fixed, further improving the connection reliability. This improves the vibration resistance of the brake motor 110, making the brake motor 110 less prone to vibration damage.

[0115] In this embodiment, the distance from the center of one of the two screw holes to the center of the third screw hole is equal to the distance between the centers of the two screw holes. By setting the line connecting the two screw holes and the lines connecting the two screw holes to the third screw hole respectively, an isosceles triangle is formed. The three screw holes are arranged isosceles, allowing the third screw and the two other screws to jointly fix the caliper body and the housing of the transmission mechanism in an isosceles triangular distribution. This ensures that the force on the three screws is basically consistent, resulting in more uniform force distribution on the housing of the transmission mechanism. It avoids interference from lateral forces, making the fixation of the caliper body and the housing of the transmission mechanism more secure, further improving connection reliability, thereby enhancing the vibration resistance of the brake motor and making it less prone to damage from vibration.

[0116] In one embodiment, see Figure 3 As shown, the caliper body 180 also includes a channel 1811 for accommodating the slide bar 191 of the caliper body 180. The axial direction of the slide bar 191 is parallel to the axial direction of the brake disc 40. Along the axial direction of the slide bar 191, the slide bar 191 and the caliper body 180 are elastically connected by an elastic element 183. For example, the elastic element can be a corrugated pipe made of plastic or other elastic elements capable of elastic deformation, thus sealing the channel 1811. By providing an elastic element between the slide bar 191 and the caliper body 180, during the process of the electromechanical braking device 10 stopping the vehicle 1, the elastic element has an elastic force. The caliper body 180 is pushed by the brake disc 40 in the direction towards the second friction pad 162, thereby pushing the second friction pad 162 away from the direction towards the brake disc 40 to reduce the friction between the two, and thus reduce the braking force.

[0117] Figure 17 This is another schematic diagram of the caliper body provided in an embodiment of this application. In one embodiment, see [reference needed]. Figure 3 and Figure 17 As shown, the caliper body 180 includes a fourth screw hole 188 for accommodating a third screw 1803. The projection of the fourth screw hole 188 along the axial direction of the screw 151 at least partially coincides with the channel 1811. The central axis of the third screw 1803 and the central axis of the channel 1811 coincide along the axial direction of the screw 151. The circular projection of the fourth screw hole 188 falls completely within the elongated oval projection boundary of the channel 1811, that is, the projection of the fourth screw hole 188 and the channel 1811 can completely coincide. The caliper body 180 is elastically connected to the screw 151 via the slide bar 191. The protruding part of the caliper body 180 is provided with a third screw 1803. It is not necessary to set additional screws or open through holes to accommodate screws in other parts of the caliper body 180. This makes efficient use of the inherent, structurally strong space on the caliper body 180, preserves the original structural strength and rigidity of the caliper body 180, and helps to improve the structural utilization of the brake motor 110 and the caliper body 180, reduce space occupation, and will not be affected by the installation interference of the caliper body 180 itself.

[0118] In this embodiment, the channel of the caliper body is used to accommodate the slide bar of the caliper body. The projection of the fourth screw hole partially or completely coincides with the channel. The slide bar and the caliper body are elastically connected along the axial direction of the screw bar. The protruding part of the caliper body is provided with a third screw. It is not necessary to set additional screws or open through holes to accommodate screws in other parts of the caliper body. This makes efficient use of the inherent space with sufficient structural strength on the caliper body, preserves the original structural strength and rigidity of the caliper body, and helps to improve the structural utilization of the brake motor and the caliper body, reduce space occupation, and will not be affected by the installation interference of the caliper body body.

[0119] In one embodiment, see further. Figure 17As shown, along the axial direction of channel 1811, there is a certain gap between the fourth screw hole 188 and channel 1811 (not shown in the figure). The opening direction of channel 1811 is opposite to the opening direction of the fourth screw hole 188, that is, the fourth screw hole 188 does not penetrate the interior of channel 1811, thereby improving the airtightness of the internal space of channel 1811 and increasing the seal between brake motor 110 and caliper body 180. Furthermore, through the spatial isolation design, the axial movement of slide bar 191 within channel 1811 is not affected by the third screw 1803, avoiding unnecessary friction or interference during the movement of slide bar 191. The gap length between the fourth screw hole 188 and channel 1811 should not be too long to avoid occupying the installation space of channel 1811, which would increase the total length of the housing 181 of caliper body 180 and reduce space utilization.

[0120] In one embodiment, see Figure 5 As shown, the electromechanical braking device 10 also includes a caliper bracket 190, which is used to fix to the frame 20 of the vehicle 1. Along the radial direction of the lead screw 150, the slide bar 191 of the caliper bracket 190 and the caliper bracket 190 are located on the same side of the lead screw 150, and the third screw 1803 and the caliper bracket 190 are located on the same side of the lead screw 150. This facilitates the connection between the third screw 1803 and the channel 1811 of the housing 181, thereby connecting the third screw 1803 and the caliper bracket 190. When the brake motor 110 applies a certain thrust in the direction of the caliper bracket 190, the thrust forms a straight line along the slide bar 191, the third screw 1803 and the caliper bracket 190, shortening the action path of the thrust, making the force transmission path shorter, and the braking force acting faster.

[0121] Figure 18 This is a schematic diagram of a housing provided in an embodiment of this application. In the embodiments of this application, see... Figure 18 As shown, the housing 111 includes a fifth screw hole 189. The fifth screw hole 189 and the third screw hole 187 are respectively arranged on both sides along the arrangement direction of the brake motor 110 and the output shaft 121. The line connecting the center of the fifth screw hole 189 and the center of the third screw hole 187 is perpendicular to the arrangement direction of the brake motor 110 and the output shaft 121.

[0122] The housing 111 is provided with a fifth screw hole 189. The fifth screw hole 189 and the third screw hole 187 are respectively arranged on both sides of the arrangement direction of the brake motor 110 and the output shaft 121. The fifth screw hole 189 and the third screw hole 187 can be symmetrically arranged along the arrangement direction of the brake motor 110 and the output shaft 121, that is, the fifth screw hole 189 and the third screw hole 187 are respectively provided on both sides of the radial direction of the lead screw 150. The line connecting the center of the fifth screw hole 189 and the center of the third screw hole 187 is perpendicular to the arrangement direction of the brake motor 110 and the output shaft 121. That is, the fifth screw hole 189 and the third screw hole 187 are symmetrically arranged along the arrangement direction of the brake motor 110 and the output shaft 121. By adding the fifth screw hole 189 to accommodate more screws, the overload of a single screw in the radial direction of the lead screw 150 is avoided, making the force on the housing 111 and the caliper body 180 more even during the braking process of the vehicle 1. In addition, the design of more screws distributes the braking torque, which can support a more powerful brake motor and is more suitable for high-power brake motors, achieving better braking effect.

[0123] In this embodiment, a fifth screw hole is added symmetrically to the third screw hole. The third and fifth screw holes are arranged on both sides along the arrangement direction of the brake motor and the output shaft, respectively. The added fifth screw hole accommodates a fourth screw, preventing overload of a single screw in the radial direction of the lead screw. This makes the force on the housing and caliper body more even during vehicle braking. Furthermore, the design with more screws distributes the braking torque, supporting a more powerful brake motor and making it more suitable for high-power brake motors, achieving better braking performance. The multi-screw design also improves the fixing strength between the transmission mechanism housing and the caliper body, thereby improving the vibration resistance and durability of the transmission mechanism housing and the caliper body.

[0124] Figure 19 This is another schematic diagram of the electromechanical braking device provided in the embodiments of this application. In the embodiments of this application, see... Figure 18 and Figure 19 As shown, the electromechanical braking device 10 also includes a fourth screw 1804. The housing 111 is used to fix the fourth screw 1804 to the caliper body 180 through the fifth screw hole 189. That is, the fourth screw 1804 and the third screw 1803 are symmetrically arranged along the arrangement direction of the brake motor 110 and the output shaft 121. By adding the fourth screw 1804, which is symmetrically arranged with the third screw 1803, overload of a single screw in the radial direction of the lead screw 150 is avoided, and the fixing strength between the housing 111 and the caliper body 180 is improved, thereby improving the vibration resistance and durability of the housing 111 and the caliper body 180. In addition, the fourth screw 1804 is also set on the housing 111, which is small in size and will not occupy too much installation space.

[0125] In one embodiment, a screw hole is added at the corresponding position of the caliper body 180 to cooperate with the fifth screw hole 189. The two holes accommodate the fourth screw 1804, making the connection of the fourth screw 1804 more stable and preventing the brake motor 110 from vibrating at a certain frequency during the braking process of the vehicle 1, which could lead to the fourth screw 1804 falling off or loosening and affecting the braking effect.

[0126] In one embodiment, see further. Figure 18 As shown, the line connecting the center of the fifth screw hole 189 and the center of the third screw hole 187 passes through the axis of the motor shaft 112 of the brake motor 110, meaning that the fifth screw hole 189 and the third screw hole 187 are symmetrically arranged with respect to the motor shaft 112 of the brake motor 110. By adding the fifth screw hole 189, which is symmetrically arranged with respect to the third screw hole 187, the tightness between the housing 111 and the caliper body 180 is increased. The two symmetrically arranged screw holes help reduce the rotational torque generated by the forward and reverse rotation of the brake motor 110, thus reducing the risk of torsional deformation of the housing 111. When the housing 111 is twisted, the force can be transmitted to the screw 151 and the caliper body 180 through the output shaft 121, which in turn affects the axial movement of the slide bar 191. The two symmetrically arranged screw holes reduce the risk of torsional deformation of the housing 111, and further reduce the risk of torsional deformation of the slide bar 191. This ensures that the slide bar 191, the caliper body 180 and the screw 151 are only subjected to the force in the axial direction of the lead screw 150, reducing the risk of wear, deformation or additional friction of the slide bar 191, the caliper body 180 and the housing 111 caused by non-axial forces.

[0127] In this embodiment, the line connecting the center of the fifth screw hole and the center of the third screw hole passes through the axis of the brake motor shaft, making the fifth and third screw holes symmetrical with respect to the brake motor shaft. The symmetrical arrangement of the two screw holes helps reduce the rotational torque generated by the forward and reverse rotation of the brake motor housing, thus reducing the risk of torsional deformation of the transmission mechanism housing. When the transmission mechanism housing is twisted, the torque is easily transmitted to the screw and caliper body through the output shaft, affecting the axial movement of the slide bar. The symmetrical arrangement of the two screw holes further reduces the risk of torsional deformation of the slide bar by reducing the risk of torsional deformation of the transmission mechanism housing, ensuring that the slide bar, caliper body, and screw are only subjected to forces in the axial direction of the lead screw. This reduces the risk of wear, deformation, or additional friction in the slide bar, caliper body, and transmission mechanism housing caused by non-axial forces.

[0128] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. An electromechanical braking device, characterized in that, The electromechanical braking device includes a caliper frame, a caliper body, a transmission mechanism, a brake motor, a lead screw, and friction pads. The housing of the transmission mechanism is fixedly connected to the brake motor. The input shaft of the transmission mechanism receives the drive from the brake motor. The output shaft of the transmission mechanism drives a screw connected to the lead screw. The caliper frame is fixed to the vehicle frame. The caliper body is connected to the caliper frame via two sliding rods. The two sliding rods are radially distributed on both sides of the output shaft along the lead screw. The caliper body accommodates the lead screw. Along the axial direction of the lead screw, the caliper body moves relative to the caliper frame when the lead screw drives the friction pads to brake the brake disc. The housing of the transmission mechanism includes two screw holes, which are arranged on both sides of the output shaft along the radial direction of the output shaft. The line connecting the centers of the two screw holes is perpendicular to the arrangement direction of the brake motor and the output shaft. The transmission mechanism is used to fix the caliper body through two screws passing through the two screw holes.

2. The electromechanical braking device according to claim 1, characterized in that, The line connecting the centers of the two screw holes is used to pass through the axis of the output shaft.

3. The electromechanical braking device according to claim 1 or 2, characterized in that, The caliper body includes two additional screw holes, which are used to accommodate the two screws respectively. The two additional screw holes are arranged on both sides of the screw along the radial direction of the screw rod, and the line connecting the centers of the two additional screw holes passes through the axis of the screw rod.

4. The electromechanical braking device according to any one of claims 1-3, characterized in that, Along the direction of the caliper body toward the housing, the screw head of the screw accommodated in either of the two screw holes is recessed into the plane where the opening of the screw hole is located.

5. The electromechanical braking device according to claim 4, characterized in that, The opening of any of the screw holes is provided with grooves facing the head of one of the two screws, and the grooves are used to communicate with the outer wall of the housing.

6. The electromechanical braking device according to any one of claims 3-5, characterized in that, The end face of the housing facing the caliper body includes two protruding rings, which surround the outer periphery of the openings of the two screw holes respectively. The end face of the caliper body facing the housing includes two grooves, which surround the outer periphery of the openings of the other two screw holes respectively. Each protrusion of the two protruding rings is used to be inserted into one of the grooves of the two grooves.

7. The electromechanical braking device according to any one of claims 3-6, characterized in that, The end face of the housing facing the caliper body includes a plurality of pins, which surround the outer periphery of the output shaft. The end face of the caliper body facing the housing includes a plurality of pin holes, which surround the outer periphery of the screw. Each of the plurality of pins is used to be inserted into one of the pin holes. The central axis of any of the pin holes along the axial direction of the output shaft is parallel to the central axis of the two screw holes.

8. The electromechanical braking device according to any one of claims 1-7, characterized in that, The housing includes a third screw hole along the radial direction of the motor shaft of the brake motor. The third screw hole is distributed on one side of the brake motor. The housing is used to fix the caliper body to the brake motor by means of a third screw passing through the third screw hole.

9. The electromechanical braking device according to claim 8, characterized in that, One of the two screw holes is arranged on the same side as the third screw hole along the arrangement direction of the brake motor and the output shaft, and the line connecting the center of the third screw hole and the first of the two screw holes is parallel to the arrangement direction of the brake motor and the output shaft.

10. The electromechanical braking device according to claim 9, characterized in that, The other screw hole of the two screw holes and the third screw hole are respectively arranged on both sides along the arrangement direction of the brake motor and the output shaft, and the angle between the line connecting the center of the other screw hole and the center of the third screw hole and the arrangement direction of the motor shaft and the output shaft is less than or equal to 45 degrees.

11. The electromechanical braking device according to claim 10, characterized in that, The distance from the center of one of the two screw holes to the center of the third screw hole is equal to the distance between the centers of the two screw holes.

12. The electromechanical braking device according to any one of claims 8-11, characterized in that, The caliper body includes a channel and a fourth screw hole for receiving the third screw, and the channel for receiving a slide bar. The projection of the fourth screw hole along the axial direction of the screw bar at least partially coincides with the channel.

13. The electromechanical braking device according to any one of claims 9-12, characterized in that, The housing includes a fifth screw hole, which is arranged on both sides of the third screw hole along the arrangement direction of the brake motor and the output shaft, respectively. The line connecting the center of the fifth screw hole and the center of the third screw hole is perpendicular to the arrangement direction of the brake motor and the output shaft. The housing is used to be fixedly connected to the caliper body by a fourth screw passing through the fifth screw hole.

14. The electromechanical braking device according to claim 13, characterized in that, The line connecting the center of the fifth screw hole and the center of the third screw hole passes through the axis of the motor shaft of the brake motor.

15. A vehicle, characterized in that, The vehicle includes a frame, wheels, and an electromechanical braking device as described in any one of claims 1-14, wherein the caliper body is used to securely connect to the frame, and the electromechanical braking device is used to be housed within the rim of the wheel.

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