Actuator for an electromechanical brake caliper and vehicle

Abstract

The application relates to the technical field of vehicle brake control, and discloses an actuator for an electronic mechanical brake caliper and a vehicle. The actuator comprises a shell, a driving assembly, an output assembly and an intermediate transmission assembly. The driving assembly comprises an input shaft and an input gear. The input shaft is rotationally arranged in the shell, and the input gear is arranged on the input shaft. The output assembly comprises an output shaft and an output gear. The output shaft is rotationally arranged in the shell, and the output gear is arranged on the output shaft. The intermediate transmission assembly is in power connection with the input gear and the output gear. The intermediate transmission assembly comprises at least one transmission shaft, and the at least one transmission shaft is rotationally arranged in the shell. The axis of the input shaft, the axis of the output shaft and the axis of the at least one transmission shaft are located in the same plane. The actuator according to the application improves the use convenience.

Description

Technical Field

[0001] This application relates to the field of vehicle braking control technology, and in particular to an actuator and vehicle for an electromechanical brake caliper. Background Technology

[0002] A vehicle braking system is a device used to apply a certain force to certain parts of a vehicle, thereby forcibly braking it to a certain extent. With the increasing number of electric vehicles and autonomous vehicles in recent years, brake-by-wire technology has been widely adopted. The current mainstream electro-hydraulic braking system (EHB) is gradually evolving into an electro-mechanical braking system (EMB). EMB has the advantage of integration with other electronic systems and is the mainstream development trend in the era of high-level autonomous driving. EMB provides braking force to the wheel ends through wheel-side motors, placing higher demands on space and safety compared to previous hydraulic service braking systems.

[0003] Electromechanical calipers in related technologies generally use three-stage gear transmission, which results in the product being unable to be symmetrical along the center line and having a large thickness. During installation, they often interfere with other parts, causing inconvenience in use. Therefore, how to improve the ease of use of electromechanical caliper actuators is a technical problem that urgently needs to be solved. Utility Model Content

[0004] This application provides an actuator and vehicle for electromechanical brake calipers, and the actuator according to this application improves ease of use.

[0005] To achieve the above objectives, the main technical solutions adopted in this application include: In a first aspect, embodiments of this application provide an actuator for an electromechanical brake caliper, comprising a housing, a drive assembly, an output assembly, and an intermediate transmission assembly; the drive assembly includes an input shaft and an input gear, the input shaft being rotatably disposed on the housing, and the input gear being disposed on the input shaft; the output assembly includes an output shaft and an output gear, the output shaft being rotatably disposed on the housing, and the output gear being disposed on the output shaft; the intermediate transmission assembly is poweredly connected to the input gear and the output gear respectively, and the intermediate transmission assembly includes at least one transmission shaft, the at least one transmission shaft being rotatably disposed on the housing; wherein, the axis of the input shaft, the axis of the output shaft, and the axis of the at least one transmission shaft are located in the same plane.

[0006] According to the first aspect of the present application, the actuator for electromechanical brake calipers can be easily interchanged between the left and right calipers. Specifically, the input shaft, output shaft, and at least one drive shaft can be symmetrically arranged along the center line of the actuator, so that the power transmission direction of the input shaft and output shaft remains unchanged after the left and right calipers of the vehicle are interchanged. During installation, the spatial interference between the actuator and other parts in the braking system can be reduced, and there is no need to repeatedly adjust the installation position or grind the surrounding parts, which greatly shortens the assembly time and greatly improves the ease of use.

[0007] Optionally, the intermediate transmission assembly includes a transmission shaft, a first gear, and a second gear, the first gear and the second gear being disposed on the transmission shaft, the first gear meshing with an input gear, and the second gear meshing with an output gear.

[0008] In the above scheme, the single drive shaft design significantly reduces the number of transmission components, which reduces the risk of errors in parts processing and assembly, and also reduces the number of failure points caused by improper multi-axis coordination. The first gear and the second gear are coaxially fixed on the drive shaft, which can minimize power loss and improve the overall transmission efficiency. At the same time, the coaxial setting ensures that the first gear and the second gear rotate synchronously, avoiding torque delay caused by multi-axis transmission.

[0009] Optionally, the drive component is constructed as a motor, and the actuator also includes a first circuit board disposed within the housing and electrically connected to the motor.

[0010] In the above scheme, the motor, as the drive component, can provide stable and adjustable power output. The first circuit board is directly electrically connected to the motor and can receive control signals from the braking system in real time. The first circuit board is integrated into the housing, which can isolate oil, dust and external vibration in the braking system with the help of the housing's sealing and protection structure, preventing the circuit board components from getting damp, short-circuiting or being damaged by vibration, thus extending the service life of the circuit. At the same time, there is no need to set up an independent protective shell for the circuit board, reducing component redundancy, making the overall structure of the actuator more compact, and further reducing the risk of installation interference with other components.

[0011] Optionally, the housing further includes a body portion and a first protrusion portion, the first protrusion portion being disposed in the body portion, and the first circuit board including a first part and a second part, the first part being disposed in the body portion and the second part being disposed in the first protrusion portion; The actuator also includes a connector disposed within the first protrusion and electrically connected to the second portion.

[0012] In the above solution, the main body can be used to accommodate core power components such as drive components and transmission components. The first protrusion independently carries the connector. Specifically, the connector is vertically connected to the first circuit board through the first protrusion, thereby saving product size space and allowing more space for the installation of transmission components in the main body. There is no need to reserve too much space for the circuit, further compressing the overall volume of the actuator. At the same time, it can avoid the vibration and heat generated when the power components are running from interfering with the connector, thus improving reliability.

[0013] Optionally, the actuator further includes a second circuit board and an adapter pin. The second circuit board is disposed within the body and spaced apart from the first circuit board. One side of the adapter pin is connected to the second circuit board, and the other side of the adapter pin is connected to the first circuit board.

[0014] In the above scheme, the first and second circuit boards arranged separately can play different roles, which improves the space utilization within the housing and further enhances the integration of the actuator. The spaced layout can reduce the mutual influence between the functions of the first and second circuit boards. At the same time, the separation of the second circuit board from the first circuit board can reduce the interference of one side to the other due to heat or vibration. In addition, the adapter pin replaces the traditional wire harness connection, which can reduce the risk of poor contact caused by messy wire harnesses. Furthermore, the rigid connection of the adapter pin can improve the stability of circuit conduction, prevent wire harnesses from falling off due to vibration, and ensure reliable signal and power transmission.

[0015] Optionally, the housing includes a second protrusion, which is disposed on the body portion; The motor includes a stator and a rotor. The stator is fixed to the inner wall of the second protrusion, and the rotor is located inside the stator and is fixedly connected to the input shaft.

[0016] In the above scheme, the second protrusion can provide precise installation positioning for the motor. The stator is fixed to the inner wall of the second protrusion, that is, the stator is set inside the second protrusion. The second protrusion can serve as the motor housing, eliminating the need for an additional motor bracket, greatly improving the integration of the actuator, reducing space occupation, and improving the convenience of layout.

[0017] Optionally, the body, the first protrusion, and the second protrusion are constructed as an integral molded part.

[0018] In the above solution, the one-piece molding without splicing gaps significantly improves the overall rigidity, impact resistance, and vibration resistance compared to the structure of separate assembly. It can withstand the vibration generated by the operation of transmission components during braking and the bumps during vehicle driving, avoid component displacement caused by loosening at the splicing points, and ensure the long-term stable operation of the actuator.

[0019] Optionally, the motor and connector are located on the same side of the body along the thickness direction of the body.

[0020] In the above solution, the same-side layout can avoid the motor and connector being stacked back and forth in the thickness direction, effectively control the overall thickness of the actuator, and completely solve the problem of excessive thickness caused by the dispersed layout of components in existing products. During installation, it can greatly reduce spatial interference with parts such as brake pads and wheel hubs in the braking system, and eliminate the need to repeatedly adjust the installation position, further improving assembly convenience.

[0021] Optionally, the actuator also includes an intermediate cover, which is disposed inside the housing and separates the first circuit board from the input gear and the output gear.

[0022] In the above scheme, the first circuit board is located on one side of the middle cover, and the input gear and output gear are located on the other side of the circuit board. That is to say, the middle cover can physically isolate the mechanical transmission parts from the circuit components, preventing metal shavings and lubricating oil mist generated when the input gear and output gear are running from splashing onto the electronic components of the first circuit board, thus preventing short circuits or component corrosion. At the same time, the vibration generated by the gear transmission is also buffered by the middle cover, reducing the impact on the circuit board solder joints and chips, and preventing poor circuit contact.

[0023] Secondly, embodiments of this application provide a vehicle including an actuator for an electromechanical brake caliper as described in any embodiment.

[0024] According to the second aspect of this application, the vehicle has an actuator as described in any embodiment, which reduces spatial interference between the actuator and other parts in the braking system, eliminates the need to repeatedly adjust the installation position or grind surrounding parts, greatly shortens the assembly time, and significantly improves ease of use. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of the overall structure of some embodiments of this application; Figure 2 This is a top view schematic diagram of some other embodiments of this application; Figure 3 for Figure 2 A schematic diagram of the cross-sectional structure along the AA direction.

[0027] [Explanation of Labels in the Attached Image] 1000, Actuator; 100. Shell; 110. Body part; 120. First protrusion; 130. Second protrusion; 200. Drive assembly; 210. Input shaft; 220. Input gear; 201. Stator; 202. Rotor; 300. Output component; 310. Output shaft; 320. Output gear; 400. Intermediate transmission assembly; 410. Drive shaft; 420. First gear; 430. Second gear; 500. First circuit board; 600. Connector; 700, Second Circuit Board; 800, adapter pins; 900, middle cover. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0029] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0030] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments.

[0031] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0032] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0033] In this application, "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0034] A vehicle braking system is a device used to apply a certain force to certain parts of a vehicle from the outside, thereby forcibly braking it to a certain extent. In recent years, with the increasing number of electric vehicles and intelligent driving vehicles, brake-by-wire technology has been widely used.

[0035] The current mainstream electro-hydraulic braking system (EHB) is gradually evolving into an electro-mechanical braking system (EMB). EMB has the advantage of integration with other electronic systems and is the mainstream development in the era of high-level autonomous driving. EMB provides braking force to the wheel end through wheel-side motors, which places higher demands on space and safety compared to the previous hydraulic service braking system.

[0036] For EMB to achieve service braking, it is necessary to convert the high-speed, low-torque motor to low-speed, high-torque motor. Therefore, a gear pair is needed to reduce speed and increase torque, and a PCB needs to be placed in this mechanism to control the motor's operation.

[0037] Currently available electromechanical calipers generally use three-stage gear transmission, which results in the product being unable to be symmetrical along the centerline and having a large thickness. This often causes interference with other parts during installation, making it inconvenient to use. Therefore, how to improve the ease of use of electromechanical caliper actuators is a technical problem that urgently needs to be solved.

[0038] In view of this, this application proposes an actuator for an electromechanical brake caliper, including a power-coordinated input shaft 210, an output shaft 310, and a transmission shaft 410. The axes of the input shaft 210, the output shaft 310, and at least one transmission shaft 410 are located in the same plane. This arrangement allows the electromechanical brake caliper actuator to be easily interchanged between the left and right calipers, greatly improving ease of use. Specifically, the input shaft 210, the output shaft 310, and at least one transmission shaft 410 can be symmetrically arranged along the centerline of the actuator, so that the power transmission direction of the input shaft 210 and the output shaft 310 remains unchanged after the left and right calipers of the vehicle are interchanged. During installation, spatial interference between the actuator and other parts in the braking system (such as brake pads and wheel hub assemblies) can be reduced, eliminating the need for repeated adjustments to the installation position or grinding of surrounding parts, significantly shortening assembly time and improving user experience.

[0039] The following description, in conjunction with the accompanying drawings, describes an actuator and vehicle for an electromechanical brake caliper according to an embodiment of this application.

[0040] Please refer to Figure 1 , Figure 2 and Figure 3 The actuator 1000 for an electromechanical brake caliper according to the first aspect of the present application includes a housing 100, a drive assembly 200, an output assembly 300, and an intermediate transmission assembly 400.

[0041] The drive assembly 200 includes an input shaft 210 and an input gear 220. The input shaft 210 is rotatably mounted on the housing 100, and the input gear 220 is mounted on the input shaft 210. It can be understood that the drive assembly 200 can serve as an input power source and can provide power during braking. The housing 100 can provide radial and axial constraints for the input shaft 210 through bearings and other structures to prevent the input shaft 210 from shifting or shaking due to high-speed rotation, ensuring that the axis of the input shaft 210 remains stable, which helps to improve the overall structural reliability of the drive assembly 200.

[0042] The output assembly 300 includes an output shaft 310 and an output gear 320. The output shaft 310 is rotatably mounted on the housing 100, and the output gear 320 is mounted on the output shaft 310. It can be understood that the output shaft 310 is rotatably mounted on the housing 100, and the housing 100 can provide stable support for the output shaft 310, so as to prevent the output shaft 310 from bending or deviating when driving the brake caliper to clamp (or release) the brake pads, and ensure the stability of the power transmission direction of the output shaft 310.

[0043] The output gear 320 is directly mounted on the output shaft 310. When the intermediate transmission component 400 transmits power to the output gear 320, the output gear 320 can instantly drive the output shaft 310 to rotate, reducing braking response delay. At the same time, it can make the torque transmission of the output component 300 more uniform, avoid wear of the output shaft 310 or gear due to excessive local force, and extend the service life of the output component 300.

[0044] The intermediate transmission assembly 400 is poweredly connected to the input gear 220 and the output gear 320 respectively. The intermediate transmission assembly 400 includes at least one drive shaft 410, which is rotatably mounted on the housing 100. It is understood that the intermediate transmission assembly 400 can adjust the transmission ratio according to the torque requirements of the brake caliper, such as by using multiple sets of gears or increasing the number of teeth to amplify the input torque, so as to ensure that the output shaft 310 can provide sufficient driving force to clamp the brake pads.

[0045] The presence of at least one drive shaft 410 allows for a more flexible transmission path, adapting to different internal spatial layouts of the housing 100. The drive shaft 410 is rotatably mounted on the housing 100, which provides precise axial positioning and stable support for the drive shaft 410. This prevents axial misalignment of the drive shaft 410 during high-speed rotation or under stress, ensuring the accuracy of gear meshing, reducing transmission noise and wear, and improving overall transmission efficiency.

[0046] The axes of the input shaft 210, the output shaft 310, and at least one transmission shaft 410 are located in the same plane. This coplanar layout allows the actuator 1000 to be designed symmetrically along its centerline, with identical structures and dimensions on both sides. This enables easy interchange of the left and right brake calipers without requiring separate actuator 1000 models for each caliper, significantly improving usability.

[0047] Meanwhile, the coplanar axes avoid the three-dimensional stacking of transmission components, significantly reducing the overall thickness of the actuator 1000. During installation, it reduces spatial interference with parts such as brake pads and wheel hub assemblies in the braking system, eliminating the need for repeated adjustments to the installation position and improving assembly convenience. In addition, the coplanarity of the three axes ensures that power transmission occurs along the same plane, resulting in more uniform force distribution during gear meshing. This avoids eccentric loads caused by axis misalignment, reduces localized wear on gear teeth, extends the life of transmission components, and also makes the center of gravity of the actuator 1000 more stable, resulting in less vibration during operation and improved smoothness of the braking process.

[0048] In other embodiments, please refer to Figure 1 , Figure 2 and Figure 3The intermediate transmission assembly 400 includes a transmission shaft 410, a first gear 420 and a second gear 430. The first gear 420 and the second gear 430 are disposed on the transmission shaft 410. The first gear 420 meshes with the input gear 220 and the second gear 430 meshes with the output gear 320.

[0049] In the above scheme, the single drive shaft 410 design significantly reduces the number of transmission components, which reduces the risk of errors in parts processing and assembly, and also reduces the number of failure points caused by improper multi-axis coordination. The first gear 420 and the second gear 430 are coaxially fixed to the drive shaft 410, which can minimize power loss and improve the overall transmission efficiency. At the same time, the coaxial setting ensures that the first gear 420 and the second gear 430 rotate synchronously, avoiding torque delay caused by multi-axis transmission.

[0050] In other embodiments, please refer to Figure 1 , Figure 2 and Figure 3 The drive component 200 is configured as a motor, and the actuator 1000 also includes a first circuit board 500, which is disposed inside the housing 100 and electrically connected to the motor.

[0051] In the above scheme, the motor as the drive component 200 can provide stable and adjustable power output, while the first circuit board 500 is directly electrically connected to the motor and can receive control signals from the braking system in real time, such as brake pedal travel signals, to accurately regulate the speed and torque of the motor and reduce the probability of braking instability caused by excessive or insufficient braking force.

[0052] The first circuit board 500 is integrated into the housing 100. With the help of the sealing and protective structure of the housing 100, it can isolate oil, dust and external vibration in the braking system, prevent the circuit board components from getting damp, short-circuited or damaged by vibration, extend the service life of the circuit. At the same time, there is no need to set up an independent protective shell for the circuit board, reducing component redundancy and making the overall structure of the actuator 1000 more compact, further reducing the risk of installation interference with other parts.

[0053] In other embodiments, please refer to Figure 1 , Figure 2 and Figure 3 The housing 100 also includes a body portion 110 and a first protrusion portion 120. The first protrusion portion 120 is disposed in the body portion 110. The first circuit board 500 includes a first part and a second part. The first part is disposed in the body portion 110 and the second part is disposed in the first protrusion portion 120. Specifically, the first protrusion portion 120 can form an integral structure with the body portion 110, thereby providing more mounting positions for the body portion 110 and further improving the integration of the actuator 1000.

[0054] The actuator 1000 also includes a connector 600, which is disposed within the first protrusion 120 and electrically connected to the second portion.

[0055] Understandably, the main body 110 can be used to accommodate core power components such as the drive assembly 200 and the transmission assembly. The first protrusion 120 independently supports the connector 600, avoiding interference from vibration and heat generated during the operation of the power components to the connector 600. At the same time, it allows for more installation space for the transmission components inside the main body 110, eliminating the need to reserve too much space for the circuit and further compressing the overall volume of the actuator 1000.

[0056] Meanwhile, the first protrusion 120 can provide an independent protective space for the connection between the connector 600 and the circuit board, isolating the oil, dust and external moisture in the braking system, preventing the contacts of the connector 600 from oxidizing or short-circuiting. At the same time, the first protrusion 120 can limit the externally inserted wire harness, preventing the wire harness from being pulled by external force and causing the connection with the circuit board to loosen, thus improving the stability of the electrical connection.

[0057] In addition, the connector 600 is located on the first protrusion 120 instead of the body 110, which makes it easier to plug and unplug external wiring harnesses (such as wiring harnesses connected to the vehicle controller), reduces contact interference with power components during plugging and unplugging, and takes into account both structural protection and the convenience of later maintenance.

[0058] As an example, connector 600 can be used to connect components such as power lines and communication lines, and to provide power to the first circuit board 500 and transmit communication signals.

[0059] In other embodiments, please refer to Figure 1 , Figure 2 and Figure 3 The actuator 1000 also includes a second circuit board 700 and an adapter pin 800. The second circuit board 700 is disposed in the body portion 110 and spaced apart from the first circuit board 500. One side of the adapter pin 800 is connected to the second circuit board 700, and the other side of the adapter pin 800 is connected to the first circuit board 500.

[0060] Specifically, the second circuit board 700 can be used to receive signals from the force sensor and is electrically connected to the first circuit board 500 via an adapter pin 800, thereby transmitting the sensor signals to the first circuit board 500. At the same time, the housing 100 can be provided with a transfer contact point for electrical connection with an external sensor. The transfer contact point is electrically connected to the second circuit board 700, thereby transmitting the signals from the external sensor to the second circuit board 700.

[0061] As an example, both the first circuit board 500 and the second circuit board 700 can be constructed as PCBs, on which various electronic components are integrated to achieve corresponding functions.

[0062] In the above scheme, the first circuit board 500 and the second circuit board 700, which are arranged separately, can play different roles, improve the space utilization rate within the housing 100, and further improve the integration of the actuator 1000. The spaced layout can reduce the mutual influence between the functions of the first circuit board 500 and the second circuit board 700. When the drive component 200 and the transmission component in the main body 110 are in operation, heat and vibration will be generated. The separation of the second circuit board 700 and the first circuit board 500 can reduce the interference of one party's heat or vibration on the other party. At the same time, the adapter pin 800 replaces the traditional wire harness connection, which can reduce the risk of poor contact caused by messy wire harnesses. Moreover, the rigid connection of the adapter pin 800 can improve the stability of circuit conduction, prevent the wire harness from falling off due to vibration, and ensure reliable signal and power transmission.

[0063] In other embodiments, please refer to Figure 1 , Figure 2 and Figure 3 The housing 100 includes a second protrusion 130, which is disposed on the body portion 110. Specifically, the second protrusion 130 can form an integral structure with the body portion 110, thereby providing more mounting positions for the body portion 110 and further improving the integration of the actuator 1000.

[0064] The motor includes a stator 201 and a rotor 202. The stator 201 is fixed to the inner wall of the second protrusion 130, and the rotor 202 is located inside the stator 201 and is fixedly connected to the input shaft 210.

[0065] In the above scheme, the second protrusion 130 can provide precise installation positioning for the motor. The stator 201 is fixed to the inner wall of the second protrusion 130. That is to say, the stator 201 is set inside the second protrusion 130. The second protrusion 130 can serve as the motor housing 100. There is no need to set up an additional motor bracket, which greatly improves the integration of the actuator 1000, reduces the space occupied, and improves the convenience of layout.

[0066] The rotor 202 is directly fixed to the input shaft 210, so that the motor power can be directly transmitted to the input shaft 210 through the rotor 202. This eliminates intermediate connecting parts such as couplings, reduces the gap and loss in the power transmission link, and further improves the structural compactness.

[0067] In other embodiments, the body portion 110, the first protrusion 120, and the second protrusion 130 are constructed as an integrally molded part.

[0068] In the above solution, the one-piece molding without splicing gaps significantly improves the overall rigidity, impact resistance, and vibration resistance compared to the structure of separate assembly (such as bolt connection and welding). It can resist the vibration generated by the operation of transmission components during braking and the bumps during vehicle driving, avoid component displacement caused by loosening at the splicing points, and ensure the long-term stable operation of actuator 1000.

[0069] Meanwhile, the one-piece molding reduces the number of parts in the shell by 100, eliminating the assembly process of separate parts (such as drilling and bolt fixing), which simplifies the production process, reduces assembly errors, and helps to shorten the production cycle and control costs.

[0070] In addition, the seamless structure can form a more complete sealing barrier, which can effectively prevent oil, dust and external moisture in the braking system from entering the housing 100, avoiding corrosion or pollution to the circuit board, motor windings and gear transmission components, extending the service life of core components. At the same time, there is no need to set additional protective parts such as sealing strips, further simplifying the structure and keeping the actuator 1000 compact.

[0071] In other embodiments, the motor and connector 600 are located on the same side of the body portion 110 along the thickness direction of the body portion 110.

[0072] In the above solution, the same-side layout can avoid the motor and connector 600 being stacked back and forth in the thickness direction, effectively controlling the overall thickness of the actuator 1000, completely solving the problem of excessive thickness caused by the dispersed layout of components in existing products. During installation, it can greatly reduce spatial interference with parts such as brake pads and wheel hubs in the braking system, eliminating the need for repeated adjustments to the installation position and further improving assembly convenience.

[0073] Meanwhile, the motor and connector 600 are set on the same side, which can shorten the wiring harness connection distance between the two and the first circuit board 500 inside the housing 100, reduce the bending and pulling of the wiring harness across the thickness direction, avoid poor contact or wear and breakage caused by excessive wiring harness length, improve electrical connection stability, and also make the wiring harness inside the housing 100 more regular, so that circuit connection problems can be quickly located during later maintenance, taking into account both structural compactness and maintenance convenience.

[0074] In other embodiments, please refer to Figure 1 , Figure 2 and Figure 3 The actuator 1000 also includes an intermediate cover 900, which is disposed inside the housing 100 and separates the first circuit board 500 from the input gear 220 and the output gear 320.

[0075] In the above scheme, the first circuit board 500 is located on one side of the intermediate cover 900, and the input gear 220 and the output gear 320 are located on the other side of the circuit board. That is to say, the intermediate cover 900 can physically isolate the mechanical transmission components from the circuit components, preventing metal debris and lubricating oil mist generated when the input gear 220 and the output gear 320 are running from splashing onto the electronic components of the first circuit board 500, thus preventing short circuits or component corrosion. At the same time, the vibration generated by the gear transmission is also buffered by the intermediate cover 900, reducing the impact on the circuit board solder joints and chips, and preventing poor circuit contact.

[0076] Secondly, embodiments of this application provide a vehicle including an actuator 1000 for an electromechanical brake caliper as described in any embodiment.

[0077] According to the second aspect of this application, the vehicle has the actuator 1000 described in any embodiment, which reduces the spatial interference between the actuator 1000 and other parts in the braking system, eliminates the need to repeatedly adjust the installation position or grind the surrounding parts, greatly shortens the assembly time, and significantly improves the ease of use.

[0078] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0079] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0080] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

[0081] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. An actuator for an electromechanical brake caliper, characterized in that, include: Casing (100); A drive assembly (200) includes an input shaft (210) and an input gear (220), wherein the input shaft (210) is rotatably disposed on the housing (100) and the input gear (220) is disposed on the input shaft (210). An output assembly (300) includes an output shaft (310) and an output gear (320), wherein the output shaft (310) is rotatably disposed on the housing (100) and the output gear (320) is disposed on the output shaft (310). An intermediate transmission assembly (400) is poweredly connected to the input gear (220) and the output gear (320) respectively. The intermediate transmission assembly (400) includes at least one transmission shaft (410), which is rotatably disposed on the housing (100). The axis of the input shaft (210), the axis of the output shaft (310), and the axis of at least one of the transmission shafts (410) are located in the same plane.

2. The actuator according to claim 1, characterized in that, The intermediate transmission assembly (400) includes a transmission shaft (410), a first gear (420) and a second gear (430), the first gear (420) and the second gear (430) being disposed on the transmission shaft (410), the first gear (420) meshing with the input gear (220), and the second gear (430) meshing with the output gear (320).

3. The actuator according to claim 1, characterized in that, The drive assembly (200) is configured as a motor, and the actuator (1000) further includes a first circuit board (500), which is disposed inside the housing (100) and electrically connected to the motor.

4. The actuator according to claim 3, characterized in that, The housing (100) further includes a body portion (110) and a first protrusion portion (120), the first protrusion portion (120) being disposed in the body portion (110), and the first circuit board (500) including a first part and a second part, the first part being disposed in the body portion (110) and the second part being disposed in the first protrusion portion (120); The actuator (1000) further includes a connector (600) disposed within the first protrusion (120) and electrically connected to the second portion.

5. The actuator according to claim 4, characterized in that, The actuator (1000) further includes a second circuit board (700) and an adapter pin (800). The second circuit board (700) is disposed within the body portion (110) and spaced apart from the first circuit board (500). One side of the adapter pin (800) is connected to the second circuit board (700), and the other side of the adapter pin (800) is connected to the first circuit board (500).

6. The actuator according to claim 4, characterized in that, The housing (100) includes a second protrusion (130) disposed on the body portion (110). The motor includes a stator (201) and a rotor (202). The stator (201) is fixed to the inner wall of the second protrusion (130), and the rotor (202) is located inside the stator (201) and is fixedly connected to the input shaft (210).

7. The actuator according to claim 6, characterized in that, The main body (110), the first protrusion (120) and the second protrusion (130) are constructed as an integral molded part.

8. The actuator according to claim 4, characterized in that, Along the thickness direction of the body portion (110), the motor and the connector (600) are located on the same side of the body portion (110).

9. The actuator according to claim 3, characterized in that, The actuator (1000) also includes an intermediate cover (900), which is disposed inside the housing (100) and separates the first circuit board (500) from the input gear (220) and the output gear (320).

10. A vehicle, characterized in that, Includes the actuator (1000) for electromechanical brake calipers as described in any one of claims 1-9.

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