A compact drive-by-wire electronic mechanical brake system

Abstract

The utility model discloses a compact type car parking electronic mechanical brake system relates to automobile brake equipment technical field, including car brake assembly and parking brake assembly, car brake assembly includes car brake motor, car transmission subassembly and car brake gear, parking brake assembly includes parking brake motor, parking transmission subassembly and parking brake worm wheel, car brake car brake motor is connected with car transmission subassembly, the utility model discloses the structure of car transmission subassembly and car brake motor is optimized to provide a kind of electronic mechanical brake system solution scheme with Small space occupation, higher integration, compact structure, transmission ratio flexible matching, low cost, improve the efficiency and reliability of brake system.

Description

Technical Field

[0001] This utility model relates to the field of automotive braking equipment technology, and in particular to a compact driving and parking electromechanical braking system. Background Technology

[0002] Electromechanical braking systems eliminate the traditional hydraulic braking force transmission method, directly driving the brakes with an electric motor to clamp the vehicle's brake discs or drums, thereby achieving braking. Its main advantages include short braking response time, high control precision, energy saving and environmental friendliness, enabling more efficient energy recovery and superior braking performance.

[0003] Electromechanical braking systems consist of two components: service brakes and parking brakes. To adapt to different application scenarios in passenger cars, commercial vehicles, or multi-purpose vehicles, electromechanical braking systems are developing towards lightweight, compact, redundant safety design, and intelligence.

[0004] Patent No. CN119554346A discloses a compact electromechanical braking mechanism integrating driving and parking functions, including a mounting bracket, a braking assembly, and a brake caliper assembly. The braking assembly includes a driving brake unit and a parking brake unit. The driving brake unit includes a brake motor and a reduction gear set. The brake caliper assembly is provided with a brake caliper, which is slidably mounted on the mounting bracket, and one end of the caliper is connected to the power end of the brake motor through the reduction gear set. The parking brake unit includes a parking motor, a ratchet, and a pawl. Patent number "CN219115422U" discloses an electromechanical braking system and vehicle. In this system, a motor transmits power to the input end of a conversion structure via a transmission structure. The conversion structure converts the rotational motion of the input end into linear motion at its output end. The output end of the conversion structure drives a piston to move linearly, pushing the brake pads against the brake disc to achieve braking. The motor drives a first gear, which in turn drives a second gear, which in turn drives a third gear. The planetary gear system includes a sun gear, planet gears, a ring gear, and a planet carrier. The ring gear is fixed to a housing. The third gear drives the sun gear via a connecting shaft, which in turn drives the planet gears, which in turn drive the planet carrier, which in turn drives the ball screw. This transmission structure can achieve a large transmission ratio within a relatively small space. Furthermore, the ring gear is fixed to the housing via multiple connecting keys, simplifying installation and allowing for quick and easy installation. The multiple connecting keys are evenly distributed along the circumference of the ring gear, ensuring a stable and secure installation on the housing.

[0005] Patent No. CN119796151A discloses an electromechanical parking brake system with mutually coupled and redundant service and parking brakes. It includes a brake assembly, a service brake motor and gear reduction mechanism assembly with a secondary reduction output gear for the service brake, a gear system bearing bracket connected to the brake assembly, an ECU controller assembly, and a parking motor and gear reduction mechanism assembly with a secondary reduction input worm gear for the parking brake. A secondary reduction gear system mounting shaft is rotatably mounted on the gear system bearing bracket. The secondary reduction output gear for the service brake and the secondary reduction input worm gear for the parking brake are both mounted on the secondary reduction gear system mounting shaft. The coupling of the parking brake secondary reduction input worm gear and the service brake secondary reduction output gear achieves independent safety redundancy between the service brake and the parking brake. However, the transmission system occupies a large space and has a small transmission ratio, therefore a more compact, highly integrated device with a larger transmission ratio is needed.

[0006] The shortcomings of the above solution are as follows: 1. The parking structure uses an electromagnetic valve push rod to drive the pawl to rotate, so that it engages with the ratchet to limit the rotation of the motor's output shaft. The parking locking ability depends on the continuous power supply of the motor, which consumes a lot of energy and poses a safety hazard; 2. The parking brake needs to be precisely controlled for inspection and verification, and there is a risk that the pawl and ratchet will disengage too early, have difficulty disengaging, or get stuck; 3. The transmission system gear ring is installed with the housing through a flat key and keyway, which occupies a large space.

[0007] Therefore, there is an urgent need to design a compact electronic mechanical braking system for driving and parking to solve the above problems. Utility Model Content

[0008] To address the shortcomings of existing technologies, this utility model proposes a compact electromechanical braking system for driving and parking, providing a solution that is space-saving, highly integrated, structurally compact, offers flexible transmission ratio matching, and is cost-effective, thereby improving the efficiency and reliability of the braking system.

[0009] The technical solution of this utility model is as follows: A compact electromechanical braking system for driving and parking vehicles, comprising a driving brake assembly and a parking brake assembly. The driving brake assembly includes a driving brake motor, a driving transmission assembly, and a driving brake gear. The parking brake assembly includes a parking brake motor, a parking transmission assembly, and a parking brake worm gear. The driving brake motor is connected to the driving transmission assembly. The service brake motor is provided with a service brake motor output shaft. The service transmission assembly includes a gearbox. The gearbox contains a first-stage sun gear, a first-stage planetary disk, and a second-stage planetary disk connected in sequence. The first-stage sun gear, the first-stage planetary disk, and the second-stage planetary disk are coaxially connected to the service brake motor output shaft.

[0010] Preferably, the output shaft of the service brake motor is a two-stage stepped shaft, including a first shaft section close to the service brake motor and a second shaft section away from the service brake motor; the first-stage sun gear is fixedly connected to the first shaft section of the service brake motor output shaft, and the first-stage planetary disk and the second-stage planetary disk are both rotatably connected to the second shaft section of the service brake motor output shaft.

[0011] Preferably, the vehicle transmission assembly further includes an idler wheel, an idler wheel shaft is integrally provided on the gearbox, the idler wheel is rotatably connected to the idler wheel shaft, the output gear meshes with the idler wheel, and the idler wheel meshes with the vehicle brake gear; Preferably, the end of the service brake motor near the output shaft of the service brake motor is provided with a fitting groove, and the end of the gearbox near the service brake motor is provided with an annular fitting protrusion. The fitting protrusion is interference-fitted with the fitting groove, and a first bearing is provided between the fitting protrusion and the output shaft of the service brake motor. The first bearing is interference-fitted with both the output shaft of the service brake motor and the fitting protrusion.

[0012] Preferably, the service brake motor has multiple buckles along the cylindrical surface at one end near the output shaft of the service brake motor, and the gearbox housing has multiple buckle protrusions that cooperate with the buckles.

[0013] More preferably, the number of the buckles is three.

[0014] Preferably, the vehicle brake motor includes a stator and a rotor. The stator includes multiple stator cores and coil windings wound on the stator cores. The multiple stator cores are arranged side by side in a bent ring shape. The rotor surface is covered with magnetic pole plates. The rotor is located at the center of the stator core. The coil windings have drive wires led out from the front end of the stator core for connection to an external power source. The front end and rear end of the stator are respectively provided with a front injection molded part and a rear injection molded part. The front injection molded part has an extension block that wraps around the drive wire.

[0015] Preferably, the rotor includes a rotor core and a rotating shaft, the rotor core and the rotating shaft are an integral structure, and both the front injection molded part and the rear injection molded part are provided with a service brake motor output bearing. The rotating shaft is rotatably connected to the front injection molded part and the rear injection molded part through the service brake motor output bearing.

[0016] Preferably, the drive shaft and the output shaft of the vehicle brake motor are an integral structure, and the part of the rotating shaft that extends out of the front injection molded part is the output shaft of the vehicle brake motor.

[0017] Preferably, the gearbox further includes a gearbox housing, the first-stage planetary disk and the second-stage planetary disk are placed inside the gearbox housing, the first-stage planetary disk is provided with a plurality of first-stage planetary gears, the second-stage planetary disk is provided with a plurality of second-stage planetary gears, and the inner wall of the gearbox housing is provided with an internal gear ring that meshes with the first-stage planetary gears and the second-stage planetary gears respectively. A first-stage sun gear is sleeved on the output shaft of the vehicular brake motor, and the first-stage sun gear meshes with the first-stage planetary gears at the center of the first-stage planetary disk. A second-stage sun gear is fixedly provided on the side of the first-stage planetary disk away from the first-stage sun gear, and the second-stage sun gear meshes with the second-stage planetary gears at the center of the second-stage planetary gears. An output gear is fixedly provided on the side of the second-stage planetary disk away from the second-stage sun gear.

[0018] Preferably, the first-stage planetary disk is provided with multiple first-stage gear shafts, and the first-stage planetary gears are rotatably connected to the first-stage gear shafts; the second-stage planetary disk is provided with multiple second-stage gear shafts, and the second-stage planetary gears are rotatably connected to the second-stage gear shafts.

[0019] Preferably, a second bearing is provided between the secondary planetary disk and the gearbox housing, and a needle roller bearing is provided between the secondary planetary disk, the primary planetary disk and the output shaft of the vehicular brake motor.

[0020] Preferably, a speed sensor is provided at the top of the output shaft of the vehicle brake motor.

[0021] Preferably, the service brake gear and the parking brake worm gear are coaxially connected; the spoke end face of the parking brake worm gear is provided with an annular groove, and at least one first protrusion is provided in the annular groove; the spoke end face of the service brake gear is provided with a second protrusion that matches the first protrusion, and the second protrusion extends into the annular groove.

[0022] Preferably, the parking transmission assembly includes a primary worm, a primary worm wheel, and a secondary worm. The primary worm is connected to the output shaft of the parking brake motor, the secondary worm is coaxially connected to the primary worm wheel, the primary worm meshes with the primary worm wheel, and the secondary worm meshes with the parking brake worm wheel.

[0023] The beneficial effects of this utility model are as follows: 1. This utility model, through a unique structural design, combines a two-stage planetary gear reduction system and a service brake motor, achieving a high degree of integration. It realizes a direct connection between the two-stage planetary gear reduction system and the output shaft of the service brake motor. Furthermore, the internal structure of the two-stage planetary gear reduction system also uses the output shaft of the service brake motor as the main shaft, significantly reducing the size of the gearbox and miniaturizing the space occupied. This saves space for the actuator assembly design of the brake-by-wire system, realizing the miniaturization and integration of the braking system, and is very friendly to the narrow wheel-side installation environment of automobiles.

[0024] 2. This utility model combines a two-stage planetary gear reduction system and a service brake motor into a single drive assembly unit. Under the same performance conditions of the service brake motor, the small torque of the service brake motor is amplified into output through the planetary gear set, which greatly increases the output torque of the entire drive assembly unit. This significantly reduces the design difficulty of the gearbox transmission system that it is paired with, improves design efficiency and simplifies design complexity, and achieves the braking requirement of small torque input and large torque output from the service brake motor. It also significantly reduces the cost of the service brake motor, and the highly integrated drive unit simplifies assembly difficulty and improves production efficiency.

[0025] 3. This utility model integrates the stator core and the driving wires of the service brake motor into a single structure by injection molding at both ends of the stator core of the service brake motor. Without affecting the performance of the service brake motor, it directly saves the service brake motor housing, thereby drastically reducing the external size of the service brake motor. This reduces the outer diameter of the service brake motor, occupies less space, facilitates subsequent size arrangement, greatly reduces the design and development difficulty of the gearbox, increases the design freedom of the gearbox, and is friendly to the narrow installation environment of automobile wheel side.

[0026] 4. This utility model directly injection molds a snap-fit ​​structure onto the service brake motor and sets a matching snap-fit ​​protrusion on the gearbox housing; it also sets a fitting groove on the output shaft end face of the service brake motor and a fitting protrusion on the gearbox housing; this is used to realize the assembly between the gearbox and the service brake motor. The design of the above structures is an integrated structure with the gearbox housing or the service brake motor, which simplifies the manufacturing process, significantly improves assembly efficiency, and also improves space utilization.

[0027] 5. This utility model, by setting a first protrusion and a second protrusion between the service brake gear and the parking brake worm gear, makes the braking torque of the service brake and the parking brake mutually coupled. The two systems can share the brake shaft, and both the service brake and the parking brake can be operated independently. At the same time, the parking brake can also assist the service brake when needed, realizing a redundant braking mode to solve the problem of vehicle braking and deceleration when the braking system fails, and improve the safety of the vehicle when the braking system fails. This redundant design ensures that even if the main service brake system fails, the parking brake system can still provide braking force to ensure vehicle safety.

[0028] 6. This utility model uses worm gear transmission in all parking transmission components. In parking mode, the worm gear can achieve reverse self-locking, eliminating the need for continuous power supply from the parking brake motor, thus improving safety and energy efficiency.

[0029] 7. This utility model arranges the parking brake motor and the service brake motor in parallel. The service brake system adopts a three-gear and planetary gear system multi-stage gear transmission, and the parking brake system adopts a high-ratio two-stage worm gear transmission mechanism. This reduces the structural layout size, improves the system transmission ratio, and realizes the miniaturization and integration of the braking system, while taking into account both the accuracy of the service brake and the high torque requirements of the parking brake. Attached Figure Description

[0030] Figure 1 This is an exploded view of the overall structure of this utility model; Figure 2 This is one of the schematic diagrams of the service brake gear and parking brake gear of this utility model; Figure 3 This is the second schematic diagram of the service brake gear and parking brake gear of this utility model; Figure 4 This is an exploded view of the overall drive structure of this utility model; Figure 5 This is a cross-sectional view of the overall assembly of the drive structure of this utility model; Figure 6 This is a schematic diagram of the overall structure of the vehicle brake motor of this utility model; Figure 7 This is a schematic diagram of the structure of the vehicle brake motor of this utility model; Component names and serial numbers: 1. Gearbox; 11. First-stage sun gear; 12. First-stage planetary disk; 13. Second-stage planetary disk; 14. Second bearing; 15. Gearbox housing; 16. Needle roller bearing; 17. Second-stage gear shaft; 18. Second-stage planetary gear; 19. First-stage planetary gear; 110. First-stage gear shaft; 111. Second-stage sun gear; 112. Output gear; 113. Snap-fit ​​protrusion; 114. Engaging protrusion; 2. Service brake motor; 21. Stator core; 22. Coil winding; 23. Rotor; 24. Magnetic pole plate; 25. Front injection molded part; 26. Rear injection molded part; 27. Service brake motor bearing; 28. Service brake motor output shaft; 281. First shaft section; 282. Second shaft section; 29. ​​Drive wire; 210. Clip; 212. Protruding block; 213. Fitting groove; 3. First bearing; 41. Brake housing; 42. Idler gear; 43. Intermediate cover plate; 44. PCB board; 45. Brake upper cover plate; 46. Parking brake motor; 47. Secondary worm gear; 48. Service brake gear; 49. Parking brake worm wheel; 410. Idler gear shaft; 411. Primary worm gear; 412. Primary worm wheel; 413. Anti-friction shim; 414. Second protrusion; 415. First protrusion; 416. Annular groove. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can be arranged and designed in various different configurations. The following detailed description of the embodiments of this utility model provided in the accompanying drawings is not intended to limit the scope of the claimed utility model, but merely to illustrate selected embodiments of the utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without inventive effort are within the scope of protection of this utility model.

[0032] Unless otherwise defined, the technical or scientific terms used in this disclosure shall have the ordinary meaning as understood by a person skilled in the art to which this disclosure pertains. The words “comprising” or “including” or similar terms used in this disclosure mean that the element or object preceding the word covers the element or object listed after the word and its equivalents, without excluding other elements or objects.

[0033] like Figure 1 and Figure 2As shown, this utility model provides a compact electromechanical braking system for driving and parking vehicles, including a driving brake assembly and a parking brake assembly. The driving brake assembly includes a driving brake motor, a driving transmission assembly, and a driving brake gear 48. The parking brake assembly includes a parking brake motor 46, a parking transmission assembly, and a parking brake worm gear 49. The driving brake motor is connected to the driving transmission assembly, and the driving transmission assembly includes an idler gear 42 and a gearbox 1. The gearbox 1 includes a gearbox housing 15, a first-stage planetary disk 12, and a second-stage planetary disk 13. The first-stage planetary disk 12 and the second-stage planetary disk 13 are housed within the gearbox housing 15. The first-stage planetary disk 12 is provided with multiple first-stage planetary gears 19, and the second-stage planetary disk 13 is provided with multiple second-stage planetary gears 18. The inner wall of the gearbox housing 15 is provided with internal gear rings that mesh with the first-stage planetary gears 19 and the second-stage planetary gears 18, respectively. A first-stage sun gear is fitted onto the output shaft of the service brake motor 2. The first-stage sun gear is located within the first-stage planetary disk. The center of the disk 12 meshes with the first-stage planetary gear 19. A second-stage sun gear 111 is fixedly mounted on the side of the first-stage planetary disk 12 away from the first-stage sun gear. The second-stage sun gear 111 meshes with the second-stage planetary gear 18 at the center of the second-stage planetary gear 18. An output gear 112 is fixedly mounted on the side of the second-stage planetary disk 13 away from the second-stage sun gear 111. An idler shaft 410410 is integrally mounted on the gearbox housing 15. An idler gear 42 is rotatably connected to the idler shaft 410410, and the output gear 112 meshes with the idler gear 42. The idler gear 42 meshes with the service brake gear 48; the service brake motor output shaft 28 of the service brake motor 2 is a two-stage stepped shaft, including a first shaft section 281 close to the service brake motor 2 and a second shaft section 282 away from the service brake motor 2; the first-stage sun gear is fixedly connected to the first shaft section 281 of the service brake motor output shaft 28, and the first-stage planetary disk 12, the second-stage sun gear 111, the second-stage planetary disk 13 and the output gear 112 are all rotatably connected to the second shaft section 282 of the service brake motor output shaft 28.

[0034] Specifically, the service brake motor 2 has a fitting groove 213 at one end near the service brake motor output shaft 28, and the gearbox 1 has an annular fitting protrusion 114 at one end near the service brake motor 2. The fitting protrusion 114 is interference-fitted with the fitting groove 213, and a first bearing 3 is provided between the fitting protrusion 114 and the service brake motor output shaft 28. The first bearing 3 is interference-fitted with both the service brake motor output shaft 28 and the fitting protrusion 114.

[0035] Specifically, the service brake motor 2 has multiple latches 210 along its cylindrical surface near the output shaft 28, and the gearbox housing 15 has multiple latch protrusions 113 that cooperate with the latches 210. More preferably, the number of latches 210 is three. By directly forming the latches 210 during injection molding, additional processing costs are saved, and the quick assembly and disassembly characteristics of the latches 210 structure are well-suited to the scenario where the automotive service brake motor 2 needs to be assembled in a confined space.

[0036] This utility model combines two fixing methods, namely a buckle 210 and a fitting groove 213, between the gearbox 1 and the service brake motor 2, to connect, assemble, and position the service brake motor 2 and the gearbox 1. At the same time, it restricts the degree of freedom, achieving both axial fixation and circumferential fixation to prevent rotation. This results in a compact structure, small space occupation, and high integration, realizing the miniaturization and integration of the braking system.

[0037] like Figure 3 and Figure 4 As shown, specifically, the vehicle brake motor 2 includes a stator and a rotor 23. The stator includes multiple stator cores 21 and coil windings 22 wound on the stator cores 21. The multiple stator cores 21 are arranged side by side in a bend to form a ring. The rotor 23 has magnetic pole plates 24 attached to its surface. The rotor 23 is located at the center of the stator cores 21. The coil windings 22 have drive wires 29 led out from the front end of the stator cores 21 for connection to an external power source. The front end and rear end of the stator are respectively provided with a front injection molded part 25 and a rear injection molded part 26. The front injection molded part 25 has an extension block 212 that wraps around the drive wires 29. This invention forms an integrated vehicle brake motor 2 structure by injection molding the front and rear ends of the stator core 21. The injection molded parts are attached to the front and rear ends of the stator core 21 to form end caps, while the stator core 21 can be directly exposed to serve as the outer shell of the vehicle brake motor 2. This integrated vehicle brake motor 2 structure saves the outer shell of the vehicle brake motor 2 without affecting its performance, thus drastically reducing the external size of the vehicle brake motor 2. This reduces the outer diameter of the vehicle brake motor 2, occupies less space, and facilitates subsequent size arrangement. It also greatly reduces the design and development difficulty of the gearbox 1, increases the design freedom of the gearbox 1, and is very friendly to the narrow installation environment of the car wheel side.

[0038] Specifically, the rotor 23 includes a rotor core and a rotating shaft. The rotor core and the rotating shaft are an integral structure. Both the front injection molded part 25 and the rear injection molded part 26 are provided with a service brake motor output shaft 28 bearing. The rotating shaft is rotatably connected to the front injection molded part 25 and the rear injection molded part 26 through the service brake motor output shaft 28 bearing, thereby achieving fixed constraint on both ends of the rotor 23 and making the service brake motor 2 work stably and reliably.

[0039] Specifically, the drive shaft and the output shaft of the service brake motor 2 are integrated into one unit, and the portion of the rotating shaft extending out of the front injection-molded part 25 is the output shaft 28 of the service brake motor. This simplifies the structure of the service brake motor 2 and reduces the number of connecting parts.

[0040] Specifically, the first-stage planetary disk 12 is provided with multiple first-stage gear shafts 110, and the first-stage planetary gear 19 is rotatably connected to the first-stage gear shafts 110; the second-stage planetary disk 13 is provided with multiple second-stage gear shafts 17, and the second-stage planetary gear 18 is rotatably connected to the second-stage gear shafts 17.

[0041] Specifically, a second bearing 1416 is provided between the secondary planetary disk 13 and the gearbox housing 15, and a needle roller bearing is provided between the secondary planetary disk 13, the primary planetary disk 12 and the output shaft 28 of the vehicular brake motor.

[0042] Specifically, a speed sensor is provided at the top of the output shaft 28 of the service brake motor. This sensor is used to read the parameters of the service brake motor 2, facilitating subsequent adjustment of the service brake motor 2 by the braking system control layer.

[0043] Specifically, the service brake gear 48 and the parking brake worm gear 4949 are coaxially connected, and the brake shaft outputs braking torque. The spoke end face of the parking brake worm gear 4949 is provided with an annular groove 416, and at least one first protrusion 415 is provided in the annular groove 416. The spoke end face of the service brake gear 48 is provided with a second protrusion 414 that matches the first protrusion 415, and the second protrusion 414 extends into the annular groove 416. The mating surfaces of the service brake gear 48 and the parking brake worm gear 4949 are coupled to each other through the second protrusion 414 and the first protrusion 415, which means that the service brake torque output can be achieved independently, the parking brake torque output can be achieved independently, or the two torques can be superimposed.

[0044] When a vehicle requires braking force exceeding that of normal braking under certain special operating conditions, the parking brake motor 46 engages with the first-stage worm gear 412 via the first-stage worm 411, and then reduces and increases torque via the second-stage worm gear 47 and the second-stage reduction worm gear to input the parking braking torque. When the first cam 415 contacts the second cam 414, the parking brake worm gear 4949, together with the service brake gear 48, outputs the superimposed torque of the service brake motor and the parking brake motor 46 to meet the braking force requirements under extreme braking conditions.

[0045] When the service brake and parking brake are released, the two motors, service brake motor 2 and parking brake motor 4617, stop working, and parking is achieved through the self-locking function of the worm gear and worm in the parking transmission assembly.

[0046] Furthermore, when the service brake system fails, the parking brake motor 46 drives the parking brake worm gear 4949 to rotate through its own parking transmission assembly. When the first protrusion 415 and the second protrusion 414 come into contact, the parking brake worm gear 4949 drives the service brake gear 48 to transmit torque, which can still achieve a certain service braking function.

[0047] The first protrusion 415, the parking transmission assembly includes a first-stage worm 411, a first-stage worm wheel 412 and a second-stage worm 47, the first-stage worm 411 is connected to the output shaft of the parking brake motor 46, the second-stage worm 47 is coaxially connected to the first-stage worm wheel 412, the first-stage worm 411 meshes with the first-stage worm wheel 412, and the second-stage worm 47 meshes with the parking brake worm wheel 4949.

[0048] Specific assembly process: This invention utilizes a two-stage stepped shaft for the output shaft 28 of the vehicle brake motor. The first shaft segment 281 is fitted with the first bearing 3 and the first-stage sun gear via a hole-shaft connection. The first shaft segment 281 and the bearing have an interference fit, providing a fixed constraint to the output shaft 28 of the vehicle brake motor to ensure smooth and reliable operation. The first shaft segment 281 and the first-stage sun gear also have an interference fit, with the first-stage sun gear press-fitted onto the first shaft segment 281 to achieve power transmission. The first-stage sun gear meshes with the first-stage planetary gear 19. An internal gear ring is provided on the inner wall of the gearbox housing, meshing with the first-stage planetary gear 19. One end of the first-stage gear shaft 110 is press-fitted into a pre-drilled hole in the first-stage planetary disk, while the other end passes through the inner hole of the first-stage planetary gear 19 with a clearance fit. The first-stage planetary gear 19 meshes with the first-stage sun gear, driving the first-stage planetary disk to rotate. The second-stage sun gear and the first-stage planetary disk are integrated. The structure consists of a primary planetary disk and a secondary planetary gear 18 meshing to transmit torque. Similarly, one end of the secondary gear shaft 17 is press-fitted into a pre-drilled hole in the secondary planetary disk 13, while the other end passes through a hole in the secondary planetary gear 18 with a clearance fit. The output wheel of the drive assembly unit and the secondary planetary disk 13 are an integral structure; the secondary planetary gear 18 transmits torque to drive the secondary planetary disk 13 to rotate, providing power output for the drive assembly. The secondary planetary disk 13 has a bearing seat with a clearance fit to the inner ring of the bearing. The gearbox housing also has a bearing seat with a clearance fit to the outer ring of the bearing, fixing the secondary planetary disk 13 in place for stable and reliable operation. The needle roller bearings are arranged in a parallel configuration along the axial direction of the output shaft 28 of the vehicle brake motor, forming a hole-shaft fit with the second-stage stepped shaft of the vehicle brake motor 2, constraining the output shaft of the vehicle brake motor 2 for stable and reliable operation. The lead-out terminals of the service brake motor 2 are encapsulated in plastic using a plastic injection molding process, facilitating connection to the PCB circuit board. The service brake motor 2 has an inner hole that mates with a cylindrical boss on one end of the gearbox housing to secure the entire planetary gear set. The other end of the gearbox housing also has an inner hole, providing a hole-shaft interface for externally connected parts and further securing the other end. The service brake motor 2 has three latches 210, which engage with three bosses on the gearbox housing, securing the service brake motor 2 and the gearbox housing axially. The idler shafts 410 and 41021 are fixed to the gearbox housing 4 using an injection molding process. The gearbox housing 4 and the service brake motor are fixedly connected by the three latches on the service brake motor 2 housing, and finally secured to the brake housing 411 by the fitting protrusions on the gearbox housing.Through a unique structural design, the two-stage planetary gear reduction system and the service brake motor 2 are organically combined, achieving a high degree of integration. The two-stage planetary gear reduction system is directly connected to the output shaft 28 of the service brake motor, and the internal structure of the two-stage planetary gear reduction system also uses the output shaft 28 of the service brake motor as the main axis. This significantly reduces the size of the gearbox and the space occupied, saving space for the actuator assembly design of the brake-by-wire system. It realizes the miniaturization and integration of the braking system and is very friendly to the narrow wheel-side installation environment of automobiles.

[0049] The above description is a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the technical scope disclosed in this utility model, based on the technical solution and concept of this utility model, should be covered within the protection scope of the claims of this utility model.

Claims

1. A compact electromechanical braking system for driving and parking vehicles, comprising a driving brake assembly and a parking brake assembly, wherein the driving brake assembly includes a driving brake motor (2), a driving transmission assembly and a driving brake gear (48), and the parking brake assembly includes a parking brake motor (46), a parking transmission assembly and a parking brake worm gear (49), wherein the driving brake motor (2) is connected to the driving transmission assembly, characterized in that: The service brake motor (2) is provided with a service brake motor output shaft (28). The service transmission assembly includes a gearbox (1). The gearbox (1) is provided with a first-stage sun gear (11), a first-stage planetary disk (12), and a second-stage planetary disk (13) connected in sequence. The first-stage sun gear (11), the first-stage planetary disk (12), and the second-stage planetary disk (13) are coaxially connected to the service brake motor output shaft (28).

2. A compact electromechanical braking system for driving and parking vehicles according to claim 1, characterized in that: The output shaft (28) of the service brake motor is a two-stage stepped shaft, including a first shaft section (281) close to the service brake motor (2) and a second shaft section (282) away from the service brake motor (2); the first-stage sun gear (11) is fixedly connected to the first shaft section (281) of the service brake motor output shaft (28), and the first-stage planetary disk (12) and the second-stage planetary disk (13) are rotatably connected to the second shaft section (282) of the service brake motor output shaft (28).

3. A compact electromechanical braking system for driving and parking vehicles according to claim 1 or 2, characterized in that: The service brake motor (2) has a fitting groove (213) at one end near the service brake motor output shaft (28), and the gearbox (1) has an annular fitting protrusion (114) at one end near the service brake motor (2). The fitting protrusion (114) is interference-fitted with the fitting groove (213), and a first bearing (3) is provided between the fitting protrusion (114) and the service brake motor output shaft (28). The first bearing (3) is interference-fitted with both the service brake motor output shaft (28) and the fitting protrusion (114).

4. A compact vehicle parking electromechanical braking system according to claim 1 or 2, characterized in that: The service brake motor (2) has multiple buckles (210) along the cylindrical surface near the output shaft (28) of the service brake motor, and the outer surface of the gearbox (1) has multiple buckle protrusions (113) that cooperate with the buckles (210).

5. A compact electromechanical braking system for driving and parking vehicles according to claim 1 or 2, characterized in that: The vehicle brake motor (2) includes a stator and a rotor (23). The stator includes multiple stator cores (21) and coil windings (22) wound on the stator cores (21). The multiple stator cores (21) are arranged side by side in a bend to form a ring. The rotor (23) is covered with magnetic pole plates (24). The rotor (23) is located at the center of the stator cores (21). The coil windings (22) lead out drive wires (29) from the front end of the stator cores (21) for connection with an external power source. The front end and rear end of the stator are respectively provided with a front injection molded part (25) and a rear injection molded part (26). The front injection molded part (25) is provided with an extension block (212) that wraps around the drive wires (29).

6. A compact electromechanical braking system for driving and parking according to claim 5, characterized in that: The rotor (23) includes a rotor (23) core and a rotating shaft. The rotor (23) core and the rotating shaft are an integrated structure. Both the front injection molded part (25) and the rear injection molded part (26) are provided with a vehicle brake motor output shaft (28) bearing. The rotating shaft is rotatably connected to the front injection molded part (25) and the rear injection molded part (26) through the vehicle brake motor output shaft (28) bearing.

7. A compact electromechanical braking system for driving and parking vehicles according to claim 1, 2, or 6, characterized in that: The gearbox (1) also includes a gearbox housing (15). The first-stage planetary disk (12) and the second-stage planetary disk (13) are placed inside the gearbox housing (15). The first-stage planetary disk (12) is provided with a plurality of first-stage planetary gears (19). The second-stage planetary disk (13) is provided with a plurality of second-stage planetary gears (18). The inner wall of the gearbox housing (15) is provided with an internal gear ring that meshes with the first-stage planetary gears (19) and the second-stage planetary gears (18) respectively. The output shaft of the vehicle brake motor (2) is fitted with a first-stage sun gear (11). The first-stage sun gear (11) meshes with the first-stage planetary gear (19) at the center of the first-stage planetary disk (12). A second-stage sun gear (111) is fixedly provided on the side of the first-stage planetary disk (12) away from the first-stage sun gear (111). The second-stage sun gear (111) meshes with the second-stage planetary gear (18) at the center of the second-stage planetary gear (18). An output gear (112) is fixedly provided on the side of the second-stage planetary disk (13) away from the second-stage sun gear (111).

8. A compact electromechanical braking system for driving and parking according to claim 7, characterized in that: The vehicle transmission assembly also includes an idler wheel (42), and the gearbox (1) is integrally provided with an idler wheel shaft (410). The idler wheel (42) is rotatably connected to the idler wheel shaft (410). The output gear (112) meshes with the idler wheel (42), and the idler wheel (42) meshes with the vehicle brake gear (48).

9. A compact electromechanical braking system for driving and parking according to claim 7, characterized in that: The first-stage planetary disk (12) is provided with multiple first-stage gear shafts (110), and the first-stage planetary gear (19) is rotatably connected to the first-stage gear shafts (110); the second-stage planetary disk (13) is provided with multiple second-stage gear shafts (17), and the second-stage planetary gear (18) is rotatably connected to the second-stage gear shafts (17).

10. A compact electromechanical braking system for driving and parking vehicles according to claim 1, 2, 6, or 9, characterized in that: The service brake gear (48) and the parking brake worm gear (49) are coaxially connected. The spoke end face of the parking brake worm gear (49) is provided with an annular groove (416). At least one first protrusion (415) is provided in the annular groove (416). The spoke end face of the service brake gear (48) is provided with a second protrusion (414) that matches the first protrusion (415). The second protrusion (414) extends into the annular groove (416).

11. A compact electromechanical braking system for driving and parking vehicles according to claim 1, 2, 6, or 9, characterized in that: The parking transmission assembly includes a primary worm (411), a primary worm wheel (412), and a secondary worm (411). The primary worm (411) is connected to the output shaft of the parking brake motor (46). The secondary worm (411) is coaxially connected to the primary worm wheel (412). The primary worm (411) meshes with the primary worm wheel (412), and the secondary worm (411) meshes with the parking brake worm wheel (49).

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