Electro-mechanical brake of split type caliper body and vehicle

Abstract

Provided in the present application are an electro-mechanical brake of a split type caliper body and a vehicle. The electro-mechanical brake comprises a driver and a brake. The driver comprises a brake electric motor and a speed reducer. The brake comprises a caliper body and a transmission assembly. The brake electric motor is configured to drive the transmission assembly by means of the speed reducer. The transmission assembly is configured to drive a friction plate. The caliper body comprises a body and an end cover. The body comprises an accommodating cavity, wherein the accommodating cavity is configured to accommodate the transmission assembly, and the end cover is configured to shield the accommodating cavity. In an axial direction of the brake electric motor, a transmission member between the speed reducer and the transmission assembly passes through the end cover, and the brake electric motor, the end cover and the transmission assembly are arranged on the same side of the speed reducer. In the electro-mechanical brake provided in the present application, the caliper body is split into the end cover and the body, so that the machining difficulty of the caliper body is reduced, and the overall precision and rigidity are guaranteed.

Description

Split-caliper electromechanical brake device and vehicle

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on August 14, 2023, with application number 202311022175.8, and priority to the Chinese patent application entitled "Electronic mechanical braking device and vehicle with split caliper", all contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of vehicle technology, and in particular to an electromechanical brake device with a split caliper and a vehicle. Background Art

[0003] Electromechanical brakes (EMBs) utilize a motor and mechanical transmission mechanism to actuate the brakes. EMBs offer a simple structure, responsiveness, smooth load transfer, and high transmission efficiency, eliminating the need for hydraulic piping. They can enhance vehicle safety, handling, and comfort.

[0004] The caliper, the primary load-bearing component of an electromechanical brake system, secures the brake motor and mechanical transmission mechanism while also connecting the brake friction pads. The caliper's structure is relatively complex and requires high precision, making it difficult and expensive to manufacture.

[0005] Summary of the Invention

[0006] In a first aspect, the present application provides an electronic mechanical braking device with a split caliper body, comprising a driver and a brake. The driver comprises a brake motor and a reducer. The brake comprises a transmission assembly and a split caliper body. The brake motor is used to drive the transmission assembly through the reducer. The transmission assembly is used to drive the friction plate. The caliper body comprises a main body and an end cover, which is detachably connected to the main body. The main body comprises a receiving cavity, which is used to accommodate the transmission assembly, and the end cover is used to shield the receiving cavity. Along the axial direction of the brake motor, the transmission member between the reducer and the transmission assembly passes through the end cover, and the brake motor, the end cover, and the transmission assembly are arranged on the same side of the reducer.

[0007] The electronic mechanical brake device in this application separates the caliper into two components: a main body and an end cap, which are assembled together to form the caliper structure. A cavity for accommodating the transmission assembly can be machined into the main body from one side of the end cap, which reduces machining difficulty and improves machining accuracy. The transmission assembly can also be installed from the side of the main body away from the friction plate, eliminating the need for a clearance for the transmission assembly on the side of the main body closer to the friction plate, facilitating assembly of the main body. The overall rigidity of the caliper can also be ensured by configuring the connectors on the end cap.

[0008] In one embodiment, the end cover is provided with a through hole penetrating along the axial direction of the brake motor, and the through hole is used to avoid the transmission member between the reducer and the transmission assembly.

[0009] In this application, the input shaft and output shaft of the reducer are arranged at intervals along the direction in which the brake motor and the transmission assembly of the brake are arranged. The input shaft is coaxially driven with the motor shaft of the brake motor, and the output shaft passes through the end cover and is coaxially driven with the transmission assembly of the brake. This can compress the overall volume of the reducer and is conducive to the miniaturization of the electronic mechanical braking device.

[0010] In one embodiment, the end cover includes an extension section. Along the axial direction of the brake motor, the extension section is accommodated in the receiving cavity, and an end surface of the extension section is used to limit the sliding distance of the transmission assembly toward the end cover in the receiving cavity.

[0011] In this application, the extending section can be used to assist in the reliable positioning of the end cover and the body in the radial direction, increase the contact surface between the end cover and the body to improve the sealing effect. The extending section can also be used to limit the sliding distance of the transmission assembly toward the end cover.

[0012] In one embodiment, the brake includes a pressure sensor for detecting the pressure applied by the transmission assembly to the end cap. The pressure sensor is located axially between the transmission assembly and the end cap along the brake motor. A stepped hole is provided on the surface of the end cap facing the receiving cavity for receiving and securing the pressure sensor.

[0013] In this application, the pressure sensor is arranged on the side of the transmission assembly close to the end cover, and the step hole in the end cover is used to accommodate and fix the pressure sensor, which simplifies the installation structure while realizing pressure detection and rationally utilizes the internal space of the clamp body.

[0014] In one embodiment, the end cap includes a first mounting surface and a second mounting surface that are axially opposed to each other along the brake motor. The second mounting surface faces the reducer and is provided with a third groove. The third groove is used to avoid the signal transmission line of the pressure sensor and extends radially along the brake motor.

[0015] In the present application, the pressure sensor is routed out from the mounting surface between the housing and the end cover of the driver, which can shorten the routing length of the transmission line inside the electronic mechanical brake device and compress the overall volume of the electronic mechanical brake device.

[0016] In one embodiment, the first mounting surface includes a first groove and a first seal, the first seal being embedded in the first groove to achieve a seal between the end cap and the body of the caliper. Alternatively, a second groove and a second seal are provided between the second mounting surface and the housing of the actuator, and the second seal is embedded in the second groove to achieve a seal between the end cap and the housing of the actuator.

[0017] In the present application, the two opposite mounting surfaces of the end cover are sealedly connected to the housing of the main body and the driver respectively, so as to realize sealing protection inside the caliper body and between the caliper body and the driver.

[0018] In one embodiment, the body includes a groove for accommodating the brake motor. Along the axial direction of the brake motor, the recessed direction of the groove faces away from the reducer. Along the radial direction of the brake motor, the recessed direction of the groove faces toward the transmission assembly.

[0019] In this application, the caliper body is provided with a motor housing cavity for accommodating the brake motor, and the brake motor is offset relative to the end cap, thereby reducing the overall volume of the electromechanical brake device and saving wheel end space. In one embodiment, the brake motor and the transmission assembly are arranged on the same side of the reducer along the axial direction of the brake motor.

[0020] In this application, the brake motor, the reducer, and the transmission assembly of the brake are arranged to form a U-shaped structure. The driving force provided by the brake motor can be transmitted to the transmission assembly of the brake through a shorter transmission path, and the overall volume of the electronic mechanical brake device is compressed.

[0021] In one embodiment, the body includes two sliding connection holes for sliding connection to the caliper frame. The two sliding connection holes are arranged radially along the brake motor, on either side of the end cap. Along the arrangement direction of the two sliding connection holes, the projection of the brake motor overlaps the projection of the two sliding connection holes.

[0022] In one embodiment, the body includes two fixed connection holes for fixedly connecting the end cap and the reducer. The two fixed connection holes are arranged radially along the brake motor, on either side of the end cap. Along the arrangement direction of the two fixed connection holes, the projection of the brake motor does not overlap the projection of either fixed connection hole.

[0023] In this application, the sliding connection holes of the caliper body relative to the vehicle frame and the fixed connection holes for the caliper body to secure the reducer are arranged in different directions, facilitating the assembly and connection of the caliper body to the vehicle frame and reducer, respectively. The brake motor, reducer, and brake transmission assembly are arranged in a U-shaped structure, allowing the driving force provided by the brake motor to be transmitted to the brake transmission assembly via a shorter transmission path, while also reducing the overall size of the electromechanical brake device.

[0024] In a second aspect, the present application provides an electromechanical brake device comprising a driver and a brake, the driver comprising a brake motor and a reducer, the brake comprising a caliper body and a transmission assembly, the brake motor being configured to drive the transmission assembly via the reducer, the transmission assembly being configured to drive a friction plate, and the caliper body comprising a recess for accommodating the brake motor. The recess is axially directed away from the reducer in the axial direction of the brake motor and radially directed toward the transmission assembly in the radial direction of the brake motor.

[0025] In this application, the brake motor, the reducer, and the transmission assembly of the brake are arranged to form a U-shaped structure. The driving force provided by the brake motor can be transmitted to the transmission assembly of the brake through a shorter transmission path, and the overall volume of the electronic mechanical brake device is compressed.

[0026] In one embodiment, the caliper body includes an end cap and a main body. The end cap is detachably connected to the main body. The main body includes a receiving cavity for accommodating the transmission assembly, and the end cap is configured to shield the receiving cavity. Axially, along the brake motor, the transmission member between the reducer and the transmission assembly passes through the end cap. The brake motor, the end cap, and the transmission assembly are arranged on the same side of the reducer.

[0027] In this application, the caliper body is split into two parts, the main body and the end cap, which are assembled together to form the caliper structure. The main body can be machined from one side of the end cap to accommodate the transmission assembly, which helps reduce the machining difficulty and improve the machining accuracy of the main body. The transmission assembly can also be installed from the side of the main body away from the friction plate, eliminating the need to reserve a clearance for the transmission assembly on the side of the main body close to the friction plate, which facilitates the assembly of the main body. The overall rigidity of the caliper body can also be ensured by configuring the connectors on the end cap.

[0028] In one embodiment, the body includes two sliding connection holes and two fixed connection holes. The two sliding connection holes are used for sliding connection to the caliper frame, and the two fixed connection holes are used for fixed connection between the body and the end cap. Along the radial direction of the brake motor, the two sliding connection holes are arranged on either side of the end cap, and the two fixed connection holes are arranged on either side of the end cap. Along the arrangement direction of the two sliding connection holes, the projection of the brake motor overlaps the projection of the two sliding connection holes.

[0029] In one embodiment, the arrangement direction of the two fixed connection holes intersects with the arrangement direction of the two sliding connection holes. Along the arrangement direction of the two fixed connection holes, the projection of the brake motor does not cover the projection of any of the fixed connection holes.

[0030] In this application, the sliding connection holes of the caliper body relative to the vehicle frame and the fixed connection holes for the caliper body to secure the reducer are arranged in different directions, facilitating the assembly and connection of the caliper body to the vehicle frame and reducer, respectively. The brake motor, reducer, and brake transmission assembly are arranged in a U-shaped structure, allowing the driving force provided by the brake motor to be transmitted to the brake transmission assembly via a shorter transmission path, while also reducing the overall size of the electromechanical brake device.

[0031] In a third aspect, the present application provides a vehicle comprising wheels and an electronic mechanical brake device provided by any one of the above-mentioned implementations of the first aspect or the second aspect, wherein the axial direction of the brake motor is parallel to the rotation axis of the wheel.

[0032] The vehicle provided in the present application is braked using the electronic mechanical braking device provided in the first aspect or the second aspect of the present application. The vehicle of the present application also reduces costs accordingly while ensuring the braking effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] FIG1 is a schematic diagram of a working scenario of an electronic mechanical brake device provided in an embodiment of the application;

[0034] FIG2 is a schematic diagram of the external structure of an electronic mechanical braking device provided in an embodiment of the present application;

[0035] FIG3 is a schematic diagram of the external structure of the other side of the electronic mechanical brake device provided in an embodiment of the present application;

[0036] FIG4 is a schematic cross-sectional view of an electromechanical brake device according to an embodiment of the present application;

[0037] FIG5 is a schematic diagram of the external structure of an electronic mechanical braking device provided in an embodiment of the present application;

[0038] FIG6 is a schematic cross-sectional view of an electromechanical brake device according to an embodiment of the present application;

[0039] FIG7 is a schematic diagram of the exploded structure of an electromechanical brake device provided in an embodiment of the present application;

[0040] FIG8 is a schematic diagram of the main body structure of the caliper in the electronic mechanical brake device provided in an embodiment of the present application;

[0041] FIG9 is a schematic cross-sectional view of a portion of the structure of an electronic mechanical braking device provided in an embodiment of the present application;

[0042] FIG10 is a schematic diagram of the exploded structure of the caliper body in the electromechanical brake device provided in an embodiment of the present application;

[0043] FIG11 is a schematic cross-sectional view of a portion of the structure of an electronic mechanical braking device provided in an embodiment of the present application;

[0044] FIG12 is a schematic cross-sectional view of a portion of the structure of an electronic mechanical braking device provided in an embodiment of the present application;

[0045] FIG13 is a schematic diagram of the external structure of the end cover of the caliper body in the electromechanical brake device provided in an embodiment of the present application;

[0046] FIG14 is a schematic cross-sectional view of the end cover of the caliper body in the electromechanical brake device provided in an embodiment of the present application;

[0047] FIG15 is a schematic diagram of the exploded structure of part of the structure of the electromechanical braking device provided in an embodiment of the present application;

[0048] FIG16 is a schematic diagram of a partial cross-sectional structure of the electronic mechanical brake device provided by the embodiment shown in FIG12 of the present application at position A;

[0049] FIG17 is a schematic diagram of the internal structure arrangement of the electromechanical braking device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0050] The following will describe the technical solutions in the embodiments of this application in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by ordinary technicians in this field without making any creative work are within the scope of protection of this application.

[0051] The serial numbers assigned to the components herein, such as "first", "second", etc., are only used to distinguish the objects described and do not have any order or technical meaning. The "connection" mentioned in this application includes direct and indirect connections unless otherwise specified. In the description of this application, it should be understood that the orientation or position relationship indicated by the terms "upper", "lower", "front", "back", "top", "bottom", "inside", "outside", etc. is based on the orientation or position relationship shown in the accompanying drawings, and is only for the convenience of describing this application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as a limitation on this application.

[0052] In this application, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above" or "above" a second feature, it can mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below" or "below" a second feature, it can mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0053] The present application provides an electronic mechanical brake device with a split caliper body, the electronic mechanical brake device including a driver and a brake, the driver including a brake motor and a reducer, the brake including a transmission assembly and a split caliper body, the brake motor being used to drive the transmission assembly via the reducer, and the transmission assembly being used to drive a friction plate. The caliper body includes a main body and an end cover, and the end cover is detachably connected to the main body. The main body includes a receiving cavity for accommodating the transmission assembly, and the end cover is used to shield the receiving cavity. Along the axial direction of the brake motor, the transmission member between the reducer and the transmission assembly passes through the end cover, and the brake motor, the end cover, and the transmission assembly are arranged on the same side of the reducer.

[0054] The electronic mechanical brake device in this application separates the caliper into two components: a main body and an end cap, which are assembled together to form the caliper structure. A cavity for accommodating the transmission assembly can be machined into the main body from one side of the end cap, which reduces machining difficulty and improves machining accuracy. The transmission assembly can also be installed from the side of the main body away from the friction plate, eliminating the need for a clearance for the transmission assembly on the side of the main body closer to the friction plate, facilitating assembly of the main body. The overall rigidity of the caliper can also be ensured by configuring the connectors on the end cap.

[0055] The present application provides an electromechanical brake device comprising a driver and a brake, the driver comprising a brake motor and a reducer, the brake comprising a caliper body and a transmission assembly, the brake motor being configured to drive the transmission assembly via the reducer, the transmission assembly being configured to drive a friction plate, and the caliper body comprising a recess for accommodating the brake motor. The recess is axially directed away from the reducer in the axial direction of the brake motor and radially directed toward the transmission assembly in the radial direction of the brake motor.

[0056] In this application, the brake motor, the reducer, and the transmission assembly of the brake are arranged to form a U-shaped structure. The driving force provided by the brake motor can be transmitted to the transmission assembly of the brake through a shorter transmission path, and the overall volume of the electronic mechanical brake device is compressed.

[0057] The present application provides a vehicle comprising a wheel and the aforementioned electromechanical brake device, wherein the two friction plates of the brake in the electromechanical brake device are arranged parallel to the rotation axis of the wheel brake disc. The vehicle of the present application reduces costs while ensuring braking effectiveness.

[0058] Please refer to Figures 1-3 together. Figure 1 is a schematic diagram of the working scenario of the electronic mechanical brake device 100 provided in an embodiment of the present application. Figure 2 is a schematic diagram of the external structure of the electronic mechanical brake device 100 provided in an embodiment of the present application. Figure 3 is a schematic diagram of the external structure of the other side of the electronic mechanical brake device 100 provided in an embodiment of the present application. To clearly illustrate the internal functional structure of the electronic mechanical brake device 100, some structures of the electronic mechanical brake device 100, such as the housing, are omitted in Figure 1. In Figures 1-3, only the structure of the wheel 1001 of the vehicle 1000 is illustrated.

[0059] As shown in Figures 1 to 3, the vehicle 1000 provided in the embodiment of the present application includes a wheel 1001 and an electronic mechanical braking device 100. The electronic mechanical braking device 100 is fixed to the frame of the vehicle 1000 and is arranged corresponding to the position of the wheel 1001. The electronic mechanical braking device 100 is used to brake the wheel 1001.

[0060] In one embodiment, a brake disc 1002 is coaxially fixed to wheel 1001. During vehicle 1000 travel, brake disc 1002 rotates synchronously with wheel 1001. An electromechanical brake device 100 is fixed to a vehicle frame (not shown) and positioned corresponding to brake disc 1002. Electromechanical brake device 100 generates frictional force through contact with brake disc 1002, thereby braking brake disc 1002 and indirectly braking wheel 1001.

[0061] It should be noted that in the embodiment shown in FIG1 , only one wheel 1001 and one electromechanical brake device 100 are used as an example for illustration. In actual application scenarios, some wheels or each wheel 1001 of the vehicle 1000 may be provided with an electromechanical brake device 100.

[0062] Please refer to Figure 4 in conjunction with Figures 2 and 3. Figure 4 is a schematic cross-sectional view of an electromechanical brake device 100 according to an embodiment of the present application. As shown in Figures 2-4, electromechanical brake device 100 includes a driver 10 and a brake 20. Driver 10 provides driving force to brake 20, which, upon receiving the driving force, generates internal mechanical action to brake brake disc 1002, thereby indirectly braking wheel 1001 and thereby braking vehicle 1000.

[0063] In one embodiment, the driver 10 drives the transmission assembly 21 to move and transmits power to the friction plate 22 through the transmission assembly 21. The transmission assembly 21 is used to push the adjacent friction plate 22 to slide toward the brake disc 1002 to brake the wheel 1001.

[0064] In this specification, two friction plates 22 are taken as an example, namely a first friction plate 22 a and a second friction plate 22 b .

[0065] In one embodiment, the driver 10 includes a reducer 12 and a brake motor 13. The brake 20 includes a caliper 23 and a transmission assembly 21. The brake motor 13 is used to drive the transmission assembly 21 through the reducer 12. The transmission assembly 21 is used to drive the friction plate 22.

[0066] In one embodiment, the brake includes a transmission assembly 21 and a split caliper body 23. The split caliper body 23 includes a body 231 and an end cap 232. The end cap 232 is detachably connected to the body 231. In one embodiment, the arrangement direction of the two friction plates 22 is parallel to the axial direction of the brake motor 13, and the radial direction of the brake motor 13 is perpendicular to the arrangement direction of the two friction plates 22.

[0067] In the schematic diagrams of Figures 2-4 , brake 20 includes a caliper body 23 and a caliper frame 24, with transmission assembly 21 housed within caliper body 23. Caliper frame 24 is fixed to the frame of vehicle 1000, with caliper body 23 slidably connected to caliper frame 24. The sliding direction of caliper body 23 relative to caliper frame 24 is parallel to the axial direction of brake disc 1002 of wheel 1001.

[0068] The two friction pads 22 of the brake 20 are arranged on opposite sides of the brake disc 1002 along its axial direction. Specifically, along the rotational axis of the brake disc 1002, the first friction pad 22a is located on the side of the brake disc 1002 closest to the transmission assembly 21 and is slidably connected to the caliper body 23. The second friction pad 22b is located on the side of the brake disc 1002 facing away from the transmission assembly 21 and is fixedly connected to the caliper body 23.

[0069] The driver 10 drives the transmission assembly 21 to move along the rotation axis of the brake disc 1002 toward the brake disc 1002 , so that the transmission assembly 21 synchronously drives the first friction plate 22 a to slide toward the brake disc 1002 .

[0070] In one embodiment, the sliding direction of the first friction plate 22 a is parallel to the rotation axis of the brake disc 1002 . The rotation axis of the brake disc 1002 is parallel to the axial direction of the brake motor 13 .

[0071] When the transmission assembly 21 displaces and pushes the first friction plate 22a toward the brake disc 1002 until it abuts against the brake disc 1002, a thrust is generated on the first friction plate 22a in the opposite direction of the rotation axis of the brake disc 1002. This is the reverse thrust applied by the brake disc 1002 to the first friction plate 22a. The transmission assembly 21 continues to displace under the action of this thrust, driving the caliper body 23 to slide relative to the caliper frame 24.

[0072] Since the direction of the reverse thrust applied by the brake disc 1002 to the first friction plate 22a is along the rotation axis of the brake disc 1002 toward the transmission assembly 21, it will drive the caliper body 23 to slide along the rotation axis of the brake disc 1002 toward the transmission assembly 21, and simultaneously drive the second friction plate 22b fixedly connected to the caliper body 23 to slide along the rotation axis of the brake disc 1002 toward the transmission assembly 21, thereby achieving the effect of the transmission assembly 21 driving the two friction plates 22 to move closer to each other from opposite sides of the brake disc 1002 (as shown by the solid arrows in Figure 4).

[0073] That is, the transmission assembly 21 drives the first friction plate 22a toward the brake disc 1002 to brake the wheel 1001. This can be understood as the transmission assembly 21 driving the first friction plate 22a to slide toward the brake disc 1002, and simultaneously driving the second friction plate 22b to slide toward the brake disc 1002 via the caliper 23, so that the two friction plates 22 slide toward each other. In other words, the thrust generated by the driver 10 driving the transmission assembly 21 can form a thrust for the friction plate 22 to slide along the rotation axis of the brake disc 1002 and a thrust for the caliper 23 to slide in the opposite direction, thereby simultaneously driving the two friction plates 22 toward each other to brake the brake disc 1002.

[0074] When the two friction plates 22 approach each other along the axial direction of the brake disc 1002 until their opposing end surfaces abut against the brake disc 1002, friction is generated between the friction plates 22 and the brake disc 1002, reducing the rotational speed of the brake disc 1002. Because the brake disc 1002 rotates synchronously with the wheel 1001, the reduced rotational speed of the brake disc 1002 also reduces the rotational speed of the wheel 1001, thereby braking the wheel 1001 and thereby enabling the electronic mechanical brake device 1000 to brake the vehicle 1000.

[0075] At the same time, in the embodiment of the present application, two friction plates 22 are provided to respectively abut against the two end faces of the brake disc 1002 that are opposite to each other along its own axial direction to brake the brake disc 1002. Since the friction plate 22 itself has a large area, when it abuts against the end face of the brake disc 1002, there is a large contact area between the friction plate 22 and the brake disc 1002, which can form a large friction force between the brake disc 1002 and the friction plate 22 to ensure reliable braking of the wheel 1001.

[0076] It is understood that the braking process of the electronic mechanical brake device 100 can be as follows: when the driver 10 drives the transmission assembly 21 to move along the rotation axis of the brake disc 1002 toward the brake disc 1002, the transmission assembly 21 generates thrust and pushes the first friction pad 22a to slide toward the brake disc 1002, and simultaneously pushes the caliper body 23 to slide relative to the caliper frame 24, thereby driving the second friction pad 22b fixedly connected to the caliper body 23 to slide toward the brake disc 1002. The first friction pad 22a and the second friction pad 22b both contact the brake disc 1002 and generate friction. The first friction pad 22a and the second friction pad 22b work together to achieve the effect of the electronic mechanical brake device 100 braking the brake disc 1002.

[0077] Because the caliper frame 24 is fixed to the frame of the vehicle 1000, when the transmission assembly 21 moves along the rotation axis of the brake disc 1002 toward the brake disc 1002, it will synchronously drive the caliper body 23 to slide. At this time, the displacement direction of the transmission assembly 21 is parallel to the sliding direction of the caliper body 23 relative to the caliper frame 24. In other words, the displacement direction of the transmission assembly 21 is parallel to the rotation axis of the brake disc 1002. It can also be understood that the displacement direction of the transmission assembly 21 is parallel to the axle of the wheel 1001.

[0078] In one embodiment, the caliper body 23 includes a main body 231 and an end cap 232. The main body 231 includes a receiving cavity 2314 for accommodating the transmission assembly 21. The end cap 232 shields the receiving cavity 2314. Along the axial direction of the brake motor 13, the transmission components between the reducer 12 and the transmission assembly 21 pass through the end cap. The brake motor 13, the end cap 232, and the transmission assembly 21 are arranged on the same side of the reducer 12.

[0079] In one embodiment, the end cap 232 is provided with a through hole 2322 extending axially through the brake motor 13. The through hole 2322 is used to avoid the transmission member between the reducer 12 and the transmission assembly 21. In the embodiment of the present application, the transmission member between the reducer 12 and the transmission assembly 21 includes the output shaft of the reducer 12 or the input shaft of the transmission assembly 21.

[0080] In one embodiment, the end cover 232 includes an extension section 2321 . Along the axial direction of the brake motor 13 , the extension section 2321 is accommodated in the receiving cavity 2314 , and the end surface of the extension section 2321 is used to limit the sliding distance of the transmission assembly 21 in the receiving cavity 2314 toward the end cover 232 .

[0081] In one embodiment, the brake 20 includes a pressure sensor 26 for detecting the pressure applied by the transmission assembly 21 to the end cap 232. Along the axial direction of the brake motor 13, the pressure sensor 26 is located between the transmission assembly 21 and the end cap 232. The surface of the end cap 232 facing the receiving cavity 2314 is provided with a stepped hole 2325 for receiving and securing the pressure sensor 26.

[0082] In one embodiment, the end cap 232 includes a first mounting surface 2323 and a second mounting surface 2324 that face each other axially relative to the brake motor 13. The second mounting surface 2324 faces the reducer 12 and is provided with a third groove 2326. The third groove 2326 is configured to provide clearance for a signal transmission line of the pressure sensor 26 and extends radially relative to the brake motor 13.

[0083] In one embodiment, the first mounting surface 2323 includes a first groove 2323a and a first sealing member 28, which is embedded in the first groove 2323a to achieve a seal between the end cover and the main body 231 of the caliper 23. Alternatively, a second groove 2324a and a second sealing member 29 that cooperate with each other are provided between the second mounting surface 2324 and the housing of the driver 10, and the second sealing member 29 is embedded in the second groove 2324a to achieve a seal between the end cover and the housing of the driver 10.

[0084] Please refer to Figures 5 to 7 together. Figure 5 is a schematic diagram of the external structure of the electronic mechanical braking device 100 provided in an embodiment of the present application. Figure 6 is a schematic diagram of the cross-sectional structure of the electronic mechanical braking device 100 provided in an embodiment of the present application. Figure 7 is a schematic diagram of the decomposed structure of the electronic mechanical braking device 100 provided in an embodiment of the present application.

[0085] The caliper body 23 includes a fixedly connected body 231 and an end cover 232. The transmission assembly 21 is accommodated in the body 231. Along the arrangement direction of the two friction plates 22, the driver 10, the end cover 232 and the transmission assembly 21 are sequentially arranged on the same side of the two friction plates 22.

[0086] In the schematic diagrams of FIG. 5 to FIG. 7 , along the arrangement direction of the two friction plates 22 , the end cover 232 is fixed to the side of the body 231 facing the driver 10 .

[0087] The transmission member between the driver 10 and the brake 20 passes through the end cover 232 and extends into the body 231 so as to be in transmission connection with the transmission assembly 21 housed in the body 231. In one embodiment, the transmission member between the driver 10 and the brake 20 includes an output shaft of the driver 10 or an input shaft of the brake 20.

[0088] The arrangement direction of the two friction plates 22 can be understood as the two friction plates 22 being spaced apart from each other along the rotation axis of the brake disc 1002 , or can be understood as the arrangement direction of the two friction plates 22 being parallel to the rotation axis of the brake disc 1002 .

[0089] Please refer to Figure 8 in conjunction with Figures 6 and 7 . Figure 8 is a schematic diagram illustrating the external structure of the main body 231 of the caliper 23 in the electronic mechanical brake device 100 provided in an embodiment of the present application. As shown in Figures 6-8 , the main body 231 of the caliper 23 includes a receiving portion 2311, a pushing portion 2312, and a connecting portion 2313. Along the arrangement direction of the two friction plates 22, the receiving portion 2311 and the pushing portion 2312 are arranged on either side of the two brake discs 1002. The connecting portion 2313 is located on the same side of the receiving portion 2311 and the pushing portion 2312 perpendicular to the arrangement direction of the two friction plates 22, and is fixedly connected to the receiving portion 2311 and the pushing portion 2312, respectively.

[0090] That is, in the example of Figures 6-8 , the receiving portion 2311 and the pushing portion 2312 are spaced apart along the arrangement direction of the two friction plates 22. The receiving portion 2311 is located on the side of the first friction plate 22a facing away from the second friction plate 22b, and the pushing portion 2312 is located on the side of the second friction plate 22b facing away from the first friction plate 22a. The connecting portion 2313 is fixedly connected between the receiving portion 2311 and the pushing portion 2312 and is located on the same side of the receiving portion 2311 and the pushing portion 2312 facing away from the brake disc 1002.

[0091] It can be understood that by providing the connecting portion 2313 to bridge between the receiving portion 2311 and the pushing portion 2312 to fix the distance between the receiving portion 2311 and the pushing portion 2312 , a sliding gap is provided for the two friction plates 22 to move toward the brake disc 1002 .

[0092] In one embodiment, the spacing distance H between the receiving portion 2311 and the pushing portion 2312 is greater than the sum W of the thickness of the two friction plates 22 and the thickness of the brake disc 1002 .

[0093] For example, as shown in Figures 6 to 8, the spacing distance H between the receiving portion 2311 and the pushing portion 2312 can be understood as the spacing distance between the side surface of the receiving portion 2311 facing the pushing portion 2312 and the side surface of the pushing portion 2312 facing the receiving portion 2311 along the arrangement direction of the two friction plates 22.

[0094] The sum W of the thickness of the two friction plates 22 and the thickness of the brake disc 1002 can be understood as the sum of the distances between the two opposing end surfaces of the first friction plate 22a, the distance between the two opposing end surfaces of the second friction plate 22b, and the distance between the two opposing end surfaces of the brake disc 1002, along the arrangement direction of the two friction plates 22. It can also be understood as the distance between the end surface of the first friction plate 22a facing away from the second friction plate 22b and the end surface of the second friction plate 22b facing away from the first friction plate 22a, along the arrangement direction of the two friction plates 22, when the two friction plates 22 are close together and respectively contact the two opposing end surfaces of the brake disc 1002. This is also the distance between the two opposing end surfaces of the two friction plates 22.

[0095] By setting the spacing distance H between the receiving portion 2311 and the pushing portion 2312 to be greater than the sum W of the thickness dimensions of the two friction plates 22 and the thickness dimensions of the brake disc 1002, when the electronic mechanical braking device 100 is in a non-braking state, the two friction plates 22 are separated from each other and sufficient rotation space is reserved for the brake disc 1002 to rotate around its own axis, thereby ensuring the normal driving of the vehicle 1000.

[0096] In one embodiment, the main body 231 of the caliper body 23 is provided with two sliding connection holes 2316. These two sliding connection holes 2316 are used to slidably connect with the sliding pins on the caliper frame 24, thereby slidably connecting the caliper body 23 to the vehicle frame via the caliper frame 24. The two sliding connection holes 2316 are located on either side of the end cap 232 along the radial direction of the end cap 232.

[0097] Please refer to Figure 9, which is a schematic cross-sectional view of a portion of the structure of the electromechanical brake device 100 according to an embodiment of the present application. The transmission assembly 21 is received within a receiving portion 2311 of the body 231. The friction plate 22 closer to the transmission assembly 21 is slidably connected to the receiving portion 2311, while the friction plate 22 farther from the transmission assembly 21 is fixedly connected to the pushing portion 2312.

[0098] In the example of Figure 9 , the first friction plate 22a is slidably connected to the receiving portion 2311, and the second friction plate 22b is fixedly connected to the pushing portion 2312. Furthermore, along the arrangement direction of the two friction plates 22, the first friction plate 22a is located on the side of the receiving portion 2311 facing the brake disc 1002. When the driver 10 activates the transmission assembly 21, the transmission assembly 21 pushes the first friction plate 22a to slide relative to the receiving portion 2311 toward the brake disc 1002.

[0099] Exemplarily, the receiving portion 2311 is provided with a receiving cavity 2314, and the position of the receiving cavity 2314 corresponds to the position of the transmission component 21. The receiving cavity 2314 passes through the receiving portion 2311 along the arrangement direction of the two friction plates 22. The transmission component 21 is located in the receiving cavity 2314 and can be displaced along the arrangement direction of the two friction plates 22 to push the adjacent friction plate 22 (shown as the first friction plate 22a in Figure 6).

[0100] That is, the receiving chamber 2314 is disposed around the periphery of the transmission assembly 21, and the axis of the receiving chamber 2314 is parallel to the arrangement direction of the two friction plates 22. Alternatively, the receiving chamber 2314 extends along the rotational axis of the brake disc 1002. The receiving chamber 2314 has two opposing openings along the arrangement direction of the two friction plates 22. FIG. 9 illustrates these openings as a power input opening 2314a and a power output opening 2314b.

[0101] The power input opening 2314a is located on a side of the receiving chamber 2314 close to the driver 10, so that the driver 10 transmits the driving force from the power input opening 2314a to the transmission assembly 21 received in the receiving chamber 2314. The power output opening 2314b is located on a side of the receiving chamber 2314 close to the friction plate 22, so that the transmission assembly 21 outputs the power from the power output opening 2314b to an adjacent friction plate 22 (shown as the first friction plate 22a in FIG. 9 ), thereby driving the friction plate 22 to slide toward the brake disc 1002 to brake the brake disc 1002.

[0102] It can also be understood that, in the schematic diagram of Figure 9, the transmission assembly 21 extends into the caliper body 23 from the side of the accommodating cavity 2314 away from the friction plate 22 (i.e., the power output opening 2314b), and extends from the other side of the accommodating cavity 2314 (i.e., the power output opening 2314b) to push the friction plate 22.

[0103] It can be understood that since the transmission component 21 outputs power from the power output opening 2314b in the receiving chamber 2314 and drives the friction plate 22 to slide along the rotation axis of the brake disc 1002, the receiving chamber 2314 is set to extend along the rotation axis of the brake disc 1002, so that the structural shape of the receiving chamber 2314 can be adapted to the structural characteristics and movement requirements of the transmission component 21, so that the receiving chamber 2314 can not only form a receiving effect on the transmission component 21, but also meet the movement requirements of the transmission component 21 to output power and brake the vehicle 1000.

[0104] By setting up a receiving chamber 2314 to accommodate the transmission component 21, the transmission component 21 can be protected and protected to prevent external impurities such as moisture, dust, foreign matter, etc. from corroding the functional structural parts within the transmission component 21, thereby ensuring the transmission efficiency and service life of the transmission component 21.

[0105] At the same time, by setting the receiving cavity 2314 to pass through the receiving portion 2311 along the arrangement direction of the two friction plates 22, the transmission component 21 can be installed from the side of the main body 231 away from the pushing portion 2312, and thus there is no need to reserve an assembly avoidance position for the transmission component 21 on the side of the main body 231 close to the pushing portion 2312, thereby reducing the assembly difficulty of the transmission component 21 and improving the assembly accuracy of the transmission component 21.

[0106] In one embodiment, the transmission assembly 21 includes a screw 211 and a sleeve 212 that are engaged with each other. The screw 211 is connected between the driver 10 and the sleeve 212. The sleeve 212 is engaged with the screw 211 and moves toward the brake disc 1002 as the screw 211 rotates to push the friction plate 22.

[0107] In the schematic diagram of FIG9 , the lead screw 211 and the threaded sleeve 212 are located on the same side of the friction plate 22 along the rotation axis of the brake disc 1002. The threaded sleeve 212 is coaxially sleeved around the periphery of the lead screw 211 and meshes with the lead screw 211. The lead screw 211 is configured to receive driving force input from the driver 10 and rotate about its own axis. The rotation of the lead screw 211 about its own axis drives the threaded sleeve 212 to slide. The threaded sleeve 212 slides and pushes the adjacent friction plate 22 (illustrated as the first friction plate 22a in FIG9 ) to slide toward the brake disc 1002 in a direction parallel to the rotation axis of the lead screw 211.

[0108] It is understandable that by configuring the screw sleeve 212 to be annular and sleeved around the outer periphery of the lead screw 211, the meshing of the screw sleeve 212 with the lead screw 211 is facilitated and the structure of the screw sleeve 212 is simplified for easier processing. Through the coordinated action of the lead screw 211 and the screw sleeve 212, the rotational driving force input by the driver 10 can be converted into a displacement thrust along the axial direction of the brake disc 1002, so as to generate friction between the friction plate 22 and the brake disc 1002 to brake the brake disc 1002, thereby indirectly braking the wheel 1001 and achieving the effect of braking the vehicle 1000.

[0109] At the same time, by setting the transmission component 21 to achieve transmission by engaging the lead screw 211 and the screw sleeve 212, the transmission efficiency and transmission stability of the transmission component 21 can be improved, and the braking effect of the electronic mechanical brake device 100 can be further improved.

[0110] In one embodiment, the transmission assembly 21 includes a piston 213. The piston 213 surrounds the outer periphery of the lead screw 211 in a direction perpendicular to the arrangement of the two friction plates 22. The piston 213 is located between the threaded sleeve 212 and the friction plates 22 along the arrangement of the two friction plates 22. The threaded sleeve 212 pushes the friction plates 22 to slide toward the brake disc 1002 via the piston 213. That is, the piston 213 is coaxially fixed with the threaded sleeve 212 and is located on the side of the threaded sleeve 212 facing at least one friction plate 22. The end surface of the piston 213 away from the threaded sleeve 212 is used to abut against one friction plate 22.

[0111] For example, as shown in FIG9 , along the direction in which the two friction plates 22 are arranged, the screw sleeve 212 and the piston 213 are both sleeved on the periphery of the lead screw 211, and along the rotation axis of the lead screw 211, the screw sleeve 212 is located on the side of the piston 213 away from the friction plates 22. It can also be understood that the piston 213 is located between the screw sleeve 212 and the friction plates 22. The screw sleeve 212 is engaged with the lead screw 211 and is fixedly connected to the piston 213.

[0112] The lead screw 211 rotates around its own axis and drives the screw sleeve 212 to slide, and the screw sleeve 212 slides along the rotation axis of the lead screw 211. Since the piston 213 is fixedly connected to the screw sleeve 212, when the lead screw 211 drives the screw sleeve 212 to slide, the screw sleeve 212 will synchronously drive the piston 213 to slide along the rotation axis of the lead screw 211.

[0113] In the example of FIG9 , the lead screw 211 rotates and drives the screw sleeve 212 to slide along the rotation axis of the lead screw 211 toward the friction plate 22. Since the piston 213 is located between the screw sleeve 212 and the friction plate 22 and is fixedly connected to the screw sleeve 212, when the screw sleeve 212 drives the piston 213 to slide toward the friction plate 22, the end surface of the piston 213 facing away from the screw sleeve 212 along the rotation axis of the lead screw 211 first contacts and abuts against the friction plate 22, thereby pushing the friction plate 22 to slide.

[0114] It is understood that by arranging the piston 213 to face the end surface of the friction plate 22 to abut against the friction plate 22 and generate a thrust to push the friction plate 22 to slide, the contact area between the transmission assembly 21 and the friction plate 22 can be increased, thereby improving the stability and efficiency of pushing the friction plate 22. In other words, the piston 213 can be provided with a larger contact surface area corresponding to the friction plate 22 to ensure that the thrust generated by the screw sleeve 212 is more smoothly transmitted to the friction plate 22.

[0115] Please refer to Figures 10-12. Figure 10 is an exploded view of the caliper body 23 of the electromechanical brake device 100 according to an embodiment of the present invention. Figure 11 is a cross-sectional view of a portion of the electromechanical brake device 100 according to an embodiment of the present invention. Figure 12 is a cross-sectional view of a portion of the electromechanical brake device 100 according to an embodiment of the present invention. As shown in Figures 10-12, the end cap 232 is fixed to the side of the receiving portion 2311 away from the push portion 2312 and serves to shield the end of the receiving cavity 2314 near the driver 10. The lead screw 211 can pass through the end cap 232 to be in transmission connection with the driver 10 to receive driving force. That is, along the arrangement direction of the two friction plates 22, the power input opening 2314a of the receiving cavity 2314 faces the driver 10, and the end cap 232 serves to shield the power input opening 2314a.

[0116] It can be understood that by setting the end cover 232 fixed to the receiving portion 2311 and used to cover the power input opening 2314a, the end cover 232 can form a sealing effect on the receiving cavity 2314 from the power input opening 2314a, further improving the protection effect of the transmission component 21 received in the receiving cavity 2314, and preventing external moisture, dust or other impurities from entering the receiving cavity 2314 from the power input opening 2314a and affecting the transmission performance of the transmission component 21.

[0117] In one embodiment, the end cover 232 is provided with a through hole 2322 extending along the arrangement direction of the two friction plates 22 , and the transmission assembly 21 and the driver 10 pass through the through hole 2322 and are in transmission connection.

[0118] In one embodiment, the end cover 232 includes an extension section 2321 located in the receiving portion 2311 , and the end surface of the extension section 2321 facing the pushing portion 2312 is used to limit the sliding distance of the transmission assembly 21 toward the end cover 232 in the receiving cavity 2314 .

[0119] Illustratively, the insertion section 2321 extends toward the pushing portion 2312 along the direction in which the two friction plates 22 are arranged, and extends from the power input opening 2314a into the receiving portion 2311, thereby achieving the effect of the insertion section 2321 being located within the receiving portion 2311. Along the arrangement direction of the two friction plates 22, the insertion section 2321 and the transmission assembly 21 are sequentially arranged. When the lead screw 211 rotates in the opposite direction to drive the screw sleeve 212 to slide away from the brake disc 1002, the end surface of the insertion section 2321 of the end cap 232 facing the screw sleeve 212 will contact and abut against the screw sleeve 212.

[0120] Since the end cover 232 is fixedly connected to the receiving portion 2311, when the lead screw 211 drives the screw sleeve 212 to slide toward the end cover 232 and contacts and abuts against the extension section 2321, the extension section 2321 limits the screw sleeve 212 from sliding toward the end cover 232, thereby forming an effect of limiting the sliding distance of the transmission assembly 21 toward the end cover 232 in the receiving cavity 2314.

[0121] It can be understood that along the arrangement direction of the two friction plates 22, when the screw sleeve 212 slides to contact and abut the end face of the end cover 232 toward the pushing portion 2312, the end cover 232 will limit the sliding distance of the screw sleeve 212 relative to the screw 211, so as to avoid the generation of friction pre-tightening force between the screw sleeve 212 and the screw 211 under the action of inertia force, thereby forming a protective effect on the screw 211 and the screw sleeve 212, and at the same time can improve the response speed of the electronic mechanical braking device 100 during the next braking.

[0122] In addition, the end cover 232 is used to limit the sliding distance of the transmission assembly 21 toward the end cover 232 , and is also used to withstand the reaction force of the transmission assembly 21 pushing the friction plate 22 .

[0123] Specifically, when the driver 10 inputs power to the transmission assembly 21 through the power input opening 2314a, it drives the lead screw 211 of the transmission assembly 21 to rotate about its own axis. The lead screw 211 rotates, driving the threaded sleeve 212 to slide along the arrangement direction of the two friction plates 22, thereby driving the adjacent friction plate 22 (illustrated in Figure 11 as the first friction plate 22a) to slide toward the brake disc 1002. After the transmission assembly 21 drives the first friction plate 22a into contact with the brake disc 1002 and forms abutment with the brake disc 1002, the brake disc 1002 transmits a reverse thrust to the transmission assembly 21 through the first friction plate 22a.

[0124] The transmission assembly 21 is also used to push the end cap 232 in the opposite direction, thereby driving the main body 231 of the caliper 23 to cause the distal friction plate 22 to slide toward the brake disc 1002. In other words, the transmission assembly 21 pushes the end cap 232 in the direction in which the two friction plates 22 are arranged, away from the brake disc 1002. The end cap 232 withstands the reaction force of the transmission assembly 21 pushing the friction plate 22, and drives the second friction plate 22b fixedly connected to the pushing portion 2312 to slide toward the brake disc 1002, thereby achieving the effect of the driver 10 driving the two friction plates 22 to move closer together to brake the brake disc 1002.

[0125] In other words, the transmission assembly 21 can push a relatively close friction plate 22 to slide in the caliper body 23, and push the main body 231 of the caliper body 23 through the end cover 232 to drive the relatively far friction plate 22 to slide, thereby achieving the effect of driving the two friction plates 22 relatively close together.

[0126] It can be understood that by cooperating to install the end cover 232 on the side away from the pushing portion 2312, and realizing the function of the receiving portion 2311 to limit the sliding distance of the transmission component 21 toward the end cover 232 and to bear the reaction force of the transmission component 21 pushing the friction plate 22 through the end cover 232, that is, the receiving portion 2311 of the main body 231 is corresponding to the structure for shielding the receiving cavity 2314 and is set as the end cover 232, so that the receiving cavity 2314 can be set as a through hole structure passing through the arrangement direction of the two friction plates 22, thereby reducing the processing difficulty of the receiving cavity 2314 and improving the processing accuracy of the receiving cavity 2314.

[0127] In one embodiment, along a direction perpendicular to the rotation axis of the lead screw 211 , the outer circumferential surface of the extending section 2321 is in contact with the inner circumferential surface of the accommodating cavity 2314 .

[0128] By arranging the extending section 2321 within the receiving cavity 2314, the extending section 2321 can be used to assist in the reliable radial positioning between the end cap 232 and the body 231. By arranging the outer circumference of the extending section 2321 to fit the inner circumference of the receiving cavity 2314, the contact surface between the end cap 232 and the body 231 is increased to improve the sealing effect.

[0129] Typically, the caliper, the primary load-bearing component of an electromechanical brake system, secures the brake motor and mechanical transmission mechanism while also connecting the brake friction pads. The caliper's structure is relatively complex and requires high precision, making it difficult and expensive to manufacture.

[0130] In contrast, the electronic mechanical brake device 100 of the present application separates the caliper body 23 into two parts: a main body 231 and an end cap 232. The caliper body 23 is assembled together to form the structure. The assembly direction of the end cap 232 and the main body 231 is parallel to the sliding direction of the friction plate 22. The main body 231 can be machined from one side of the end cap 232 to form a receiving cavity 2314 for accommodating the transmission assembly 21. This reduces the machining difficulty and improves machining accuracy of the main body 231.

[0131] Furthermore, the transmission assembly 21 can be installed from the side of the body 231 away from the friction plate 22, eliminating the need for a clearance for the transmission assembly 21 on the side of the body 231 closer to the friction plate 22. This facilitates assembly of the body 231. The overall rigidity of the caliper body 23 is ensured by the configuration of the connectors on the end cap 232. On the side of the pusher 2312 of the body 231, because no clearance is required, the contact area between the pusher 2312 and the friction plate 22 can be appropriately increased, improving the overall rigidity of the caliper body 23 and ensuring a secure connection to the friction plate 22.

[0132] The vehicle 1000 of the present application utilizes the electromechanical brake device 100 provided in an embodiment of the present application for braking. Because the electromechanical brake device 100 of the present application separates the caliper body 23 into a structure composed of an end cap 232 and a main body 231, the structure of the caliper body 23 is simplified for ease of manufacture. This reduces costs while ensuring effective braking. In other words, because the vehicle 1000 of the present application is equipped with the electromechanical brake device 100 provided in an embodiment of the present application, the vehicle 1000 of the present application possesses all the beneficial effects that the electromechanical brake device 100 of the present application may possess.

[0133] In one embodiment, the end cap 232 is fixedly connected to the main body 231 of the caliper body 23 via bolts 25, and the length of the bolts 25 is parallel to the arrangement direction of the two friction plates 22. Setting the length of the bolts 25 parallel to the displacement direction of the friction plates 22 ensures that the force exerted on the bolts 25 during the braking process of the caliper body 23 is tensile, which effectively supports the bolts 25 and improves the overall rigidity of the caliper body 23.

[0134] In one embodiment, the number of bolts 25 is two, and the two bolts 25 are symmetrically distributed at opposite ends of the end cover 232 along a direction perpendicular to the arrangement of the two friction plates 22 to ensure that the end cover 232 is evenly stressed during the overall rotation of the electronic mechanical brake device 100, further improving the stress effect and overall structural stability of the electronic mechanical brake device 100.

[0135] Please refer to Figures 13 and 14 in conjunction with Figure 12. Figure 13 illustrates the external structure of the end cap 232 of the caliper body 23 in the electronic mechanical brake device 100 according to an embodiment of the present application. Figure 14 illustrates a cross-sectional structure of the end cap 232 of the caliper body 23 in the electronic mechanical brake device 100 according to an embodiment of the present application. As shown in Figures 12-14, the end cap 232 has two opposing mounting surfaces, designated herein as a first mounting surface 2323 and a second mounting surface 2324, along the direction in which the two friction plates 22 are arranged. The first mounting surface 2323 is located on the side of the end cap 232 facing the body 231 of the caliper body 23 and is in contact with the body 231. The second mounting surface 2324 is located on the side of the end cap 232 facing the housing 11 of the actuator 10 and is in contact with the housing 11 of the actuator 10 (as shown in Figure 6).

[0136] In one embodiment, a first groove 2323a and a first seal 28 that cooperate with each other are provided between the first mounting surface 2323 and the main body 231 of the caliper 23. The first seal 28 is embedded in the first groove 2323a to achieve sealing between the end cover 232 and the main body 231 of the caliper 23.

[0137] For example, this application description uses the example of a first groove 2323a defined on the first mounting surface 2323 as an example, and FIG14 illustrates the first groove as first groove 2323a. Specifically, first groove 2323a is defined on the first mounting surface 2323 and extends along the plane of the first mounting surface 2323. The first sealing member 28 is embedded in the first groove 2323a. By providing a sealed connection between the first mounting surface 2323 of the end cap 232 and the body 231, a sealed protection is achieved within the caliper body 23.

[0138] In one embodiment, a second groove 2324a and a second seal 29 that cooperate with each other are provided between the second mounting surface 2324 and the housing 11 of the driver 10. The second seal 29 is embedded in the second groove 2324a to achieve sealing between the end cover 232 and the housing 11 of the driver 10.

[0139] For example, this application description uses the second groove 2324a defined on the second mounting surface 2324 as an example, and FIG14 illustrates the second groove as second groove 2324a. Specifically, the second groove 2324a is defined on the second mounting surface 2324 and extends along the plane of the second mounting surface 2324. The second sealing member 29 is embedded in the second groove 2324a. By providing a sealing connection between the second mounting surface 2324 of the end cap 232 and the housing 11 of the driver 10, a sealed protection between the caliper body 23 and the driver 10 is achieved.

[0140] In one embodiment, the first groove 2323a and the second groove 2324a are both configured as closed annular structures to enhance the sealing and protection effects of the first sealing member 28 and the second sealing member 29, respectively.

[0141] Please refer to Figures 15 and 16 . Figure 15 is a schematic diagram of the exploded structure of a portion of the electromechanical brake device 100 according to an embodiment of the present application, and Figure 16 is a schematic diagram of the partial cross-section of the electromechanical brake device 100 at position A according to the embodiment shown in Figure 12 of the present application. As shown in Figures 15 and 16 , the brake 20 includes a pressure sensor 26 , which is used to monitor the pressure applied to the end cap 232 by the transmission assembly 21 . The driver 10 is used to receive the pressure signal monitored by the pressure sensor 26 to adjust the output torque.

[0142] Specifically, along the arrangement direction of the two friction plates 22, the pressure sensor 26 is located between the transmission assembly 21 and the end cover 232. A stepped hole 2325 for accommodating and fixing the pressure sensor 26 is provided on the surface of the end cover 232 facing the receiving cavity 2314.

[0143] It can be understood that by arranging the pressure sensor 26 on the side of the transmission assembly 21 close to the end cover 232 and using the stepped hole 2325 in the end cover 232 to accommodate and fix the pressure sensor 26, the installation structure is simplified while achieving pressure detection and the internal space of the caliper body 23 is reasonably utilized.

[0144] In one embodiment, the brake 20 includes a thrust bearing 27 , which is located between the transmission assembly 21 and the pressure sensor 26 along the arrangement direction of the two friction plates 22 . The thrust bearing 27 is used to reduce the friction force during relative movement between the transmission assembly 21 and the pressure sensor 26 .

[0145] In one embodiment, along the arrangement direction of the two friction plates 22, a distance L1 between the end surface of the thrust bearing 27 facing away from the end cover 232 and the second mounting surface 2324 is greater than a distance L2 between the end surface of the extending section 2321 facing away from the end cover 232 and the second mounting surface 2324. It will be appreciated that by providing a surface of the thrust bearing 27 facing the transmission assembly 21 that protrudes beyond the surface of the end cover 232 facing the transmission assembly 21, reliable contact between the transmission assembly 21 and the thrust bearing 27 is ensured, and frictional losses between the thrust bearing 27 and the pressure sensor 26 are reduced.

[0146] Please refer back to Figure 13. In the diagram of Figure 13, a third groove is provided between the second mounting surface 2324 and the housing 11 of the driver 10. The third groove is used to provide a way for the transmission line electrically connecting the pressure sensor 26 to the driver 10. In this application description, the third groove is provided on the second mounting surface 2324 as an example, and in Figure 13, the third groove is illustrated as third groove 2326.

[0147] Specifically, the third groove 2326 extends perpendicular to the arrangement of the two friction plates 22 and parallel to the second mounting surface 2324. The third groove 2326 includes an inlet end 2326a and an outlet end 2326b opposite to each other. Along the extension direction of the third groove 2326, the inlet end 2326a is located on a side of the third groove 2326 closer to the through hole 2322 of the end cover 232, while the outlet end 2326b is located on a side of the third groove 2326 farther from the through hole 2322.

[0148] As shown in FIG13 , the line inlet 2326a is connected to the interior of the housing 11 of the driver 10. When the signal transmission line is led out from the side of the pressure sensor 51 facing away from the transmission assembly 21, the signal transmission line can extend from the line inlet 2326a of the third groove 2326 through the end cap 232 and into the third groove 2326.

[0149] The outgoing end 2326 b is located at an edge of the second mounting surface 2324 , and the signal transmission line inserted into the third groove 2326 extends out of the second mounting surface 2324 from the outgoing end 2326 b .

[0150] It is understandable that the pressure sensor 26 is routed from the mounting surface between the housing 11 of the driver 10 and the end cover 232 , which can shorten the routing length of the transmission line inside the electromechanical brake device 100 and compress the overall volume of the electromechanical brake device 100 .

[0151] Please refer to Figure 17, which illustrates the internal structure of an electromechanical brake device 100 according to an embodiment of the present application. As shown in Figure 17, the driver 10 includes a reducer 12 and a brake motor 13. The reducer 12 is connected in a transmission manner between the brake 20 and the brake motor 13. The brake motor 13 is used to rotate the reducer 12 to provide driving force to the transmission assembly 21.

[0152] Illustratively, along the direction in which the two friction plates 22 are arranged, the reducer 12 is located on a side of the transmission assembly 21 that is away from at least one friction plate 22. The reducer 12 is in transmission connection with the transmission assembly 21 through the end cap 232. That is, as shown in FIG17 , along the direction in which the two friction plates 22 are arranged, the reducer 12 is located on a side of the transmission assembly 21 that is away from the brake disc 1002. The brake motor 13 rotates through the reducer 12 to drive the transmission assembly 21 and brake the wheel 1001, which can also be understood as braking the brake disc 1002.

[0153] Along the direction in which the two friction plates 22 are arranged, the brake motor 13 and the transmission assembly 21 are located on the same side of the reducer 12, that is, the brake motor 13 is located on the side of the reducer 12 facing the transmission assembly 21. Furthermore, perpendicular to the direction in which the two friction plates 22 are arranged, the brake motor 13 and the transmission assembly 21 are arranged adjacent to and side by side. This facilitates the transmission assembly 21 being driven by the reducer 12 to cause the threaded sleeve 212 of the transmission assembly 21 to move along the rotation axis of the transmission assembly 21, thereby pushing the friction plates 22 to slide toward the brake disc 1002 to brake the wheel 1001.

[0154] In one embodiment, the body 231 includes a groove 2317 for accommodating the brake motor 13. Along the axial direction of the brake motor 13, the recessed direction of the groove 2317 is away from the reducer 12. Along the radial direction of the brake motor 13, the recessed direction of the groove 2317 is toward the transmission assembly 21.

[0155] In one embodiment, the body 231 includes two sliding connection holes 2316 for sliding connection to the caliper frame 24. The two sliding connection holes 2316 are arranged radially along the brake motor 13 on either side of the end cap 232. Along the arrangement direction of the two sliding connection holes 2316, the projection of the brake motor 13 overlaps the projection of the two sliding connection holes 2316.

[0156] In one embodiment, the body 231 includes two fixed connection holes 2315, which are used to securely connect the end cover 232 and the reducer 12. Along the radial direction of the brake motor 13, the two fixed connection holes 2315 are arranged on either side of the end cover 232. Along the arrangement direction of the two sliding connection holes 2316, the projection of the brake motor 13 overlaps the projection of the two sliding connection holes 2316.

[0157] Referring to Figure 8 , the main body 231 of the caliper 23 is provided with two fixing holes 2315. These two fixing holes 2315 are used to securely connect the reducer 12 to the caliper 23. These two fixing holes 2315 are located radially on either side of the end cap 232.

[0158] Referring to Figure 8 , the main body 231 of the caliper 23 is provided with two sliding connection holes 2316. The arrangement of the two sliding connection holes 2316 intersects the arrangement of the two fixed connection holes 2315. In one embodiment, the arrangement of the two sliding connection holes 2316 is perpendicular to the arrangement of the two fixed connection holes 2315. The sliding connection holes 2316 of the caliper 23 relative to the vehicle frame and the fixed connection holes 2315 that secure the caliper 23 to the reducer 12 have different arrangement directions, facilitating the assembly and connection of the caliper 23 with the vehicle frame and the reducer 12, respectively.

[0159] As shown in FIG17 , the main body 231 of the caliper 23 is further provided with a groove 2317 , which is also used to accommodate the brake motor 13 . Along the axial direction of the brake motor 13 , the recessed direction of the groove 2317 is away from the reducer 12 . Along the radial direction of the brake motor 13 , the recessed direction of the groove 2317 is toward the transmission assembly 21 .

[0160] The central axis of the groove is located between a sliding connection hole 2316 and the axis of the end cover 232, and between a fixed connection hole 2315 and the axis of the end cover 232. In this embodiment, the brake motor 13 is offset relative to the end cover 232, which can reduce the overall volume of the electromechanical brake device 100 and save wheel end space.

[0161] In one embodiment, the output shaft 122 of the reducer 12 is coaxially driven with the transmission assembly 21. The output shaft 122 of the reducer 12 serves as a transmission element between the reducer 12 and the transmission assembly 21. The output shaft 122 of the reducer 12 passes through the end cover 232. The through hole 2322 of the end cover 232 is used to avoid the output shaft 122 of the reducer 12.

[0162] As shown in Figure 17, the reducer 12 includes an input shaft 121 and an output shaft 122, which are connected in a driving manner. The input shaft 121 is coaxially connected to the motor shaft 131 of the brake motor 13, and the output shaft 122 is coaxially connected to the transmission assembly 21. By arranging the reducer 12 and the transmission assembly 21 adjacent to each other and in a driving connection, the power transmission path from the brake motor 13 to the transmission assembly 21 can be shortened, improving transmission efficiency and reducing the size.

[0163] In one embodiment, the input shaft 121 and the output shaft 122 are arranged side by side in a direction perpendicular to the arrangement of the two friction plates 22, and the axial directions of the input shaft 121 and the output shaft 122 are both parallel to the axial direction of the transmission assembly 21. By arranging the input shaft 121 and the output shaft 122 side by side and in driving connection within the reducer 12, the direction of the power output of the brake motor 13 can be reversed, thereby reducing the length of the electronic mechanical brake device 100. In other words, the reducer 12 is arranged along the arrangement direction of the brake motor 13 and the transmission assembly 21, and is also arranged adjacent to the axial direction of the brake motor 13 and the transmission assembly 21. This further shortens the power transmission path from the brake motor 13 to the transmission assembly 21, improving transmission efficiency and reducing the size.

[0164] In one embodiment, the output shaft 122 of the reducer 12 is coaxially driven with the lead screw 211 of the transmission assembly 21. The lead screw 211 serves as a transmission element between the reducer 12 and the transmission assembly 21. The lead screw 211 of the transmission assembly 21 is equivalent to the input shaft of the transmission assembly 21. The lead screw 211 passes through the end cap 232. The through hole 2322 of the end cap 232 is used to accommodate the lead screw 211.

[0165] The brake motor 13 serves as a power source, rotating about its own axis via a motor shaft 131 to output power. The motor shaft 131 of the brake motor 13 is coaxial with the input shaft 121 of the reducer 12. Rotation of the motor shaft 131 synchronously drives rotation of the input shaft 121, thereby inputting power into the reducer 12. The power output by the brake motor 13 is input into the reducer 12 via the input shaft 121 and output from the reducer 12 via the output shaft 122. The output shaft 122 is coaxial with the lead screw 211 of the transmission assembly 21. Rotation of the output shaft 122 synchronously drives rotation of the lead screw 211, transmitting power to the threaded sleeve 212 via the lead screw 211. The threaded sleeve 212 pushes the adjacent friction plate 22, driving one friction plate 22 to slide toward the brake disc 1002. This in turn drives the caliper 23 to drive the other friction plate 22 toward the brake disc 1002, thereby braking the vehicle 1000.

[0166] In other words, the transmission path of the power output by the brake motor 13 in the electronic mechanical brake device 100 can be but is not limited to: the motor shaft 131 of the brake motor 13 → the input shaft 121 → the output shaft 122 → the transmission component 21 → the friction plate 22, thereby achieving the effect of braking the vehicle 1000.

[0167] It can be understood that the power output by the brake motor 13 is transmitted to the transmission component 21 via the reducer 12, and drives the two friction plates 22 to slide through the transmission component 21 to brake the brake disc 1002, so that the power output by the brake motor 13 is transmitted to the friction plate 22 via the "U"-shaped line, that is, the power transmission path of the electronic mechanical brake device 100 forms a folding effect along the axial direction of the wheel 1001, compressing the axial size of the electronic mechanical brake device 100 along the wheel 1001, and rationally utilizing the wheel end space of the vehicle 1000.

[0168] Obviously, those skilled in the art may make various modifications and variations to this application without departing from the scope of protection of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is intended to include these modifications and variations.

Claims

1. An electromechanical brake device with a split caliper, characterized in that: The electronic mechanical brake device comprises a driver and a brake, wherein the driver comprises a brake motor and a reducer, the brake comprises a transmission assembly and a split caliper body, the brake motor is used to drive the transmission assembly through the reducer, the transmission assembly is used to drive the friction plate, the caliper body comprises a body and an end cover, and the end cover is detachably connected to the body, wherein: The body comprises a receiving cavity, the receiving cavity is used to accommodate the transmission assembly, and the end cover is used to shield the receiving cavity; Along the axial direction of the brake motor, the transmission member between the reducer and the transmission assembly passes through the end cover, and the brake motor, the end cover and the transmission assembly are arranged on the same side of the reducer.

2. The electromechanical brake device according to claim 1, characterized in that: The end cover is provided with a through hole penetrating along the axial direction of the brake motor, and the through hole is used to avoid the transmission member between the reducer and the transmission assembly.

3. The electromechanical brake device according to claim 1, characterized in that: The end cap includes an extension section, wherein: Along the axial direction of the brake motor, the extending section is accommodated in the receiving cavity, and the end surface of the extending section is used to limit the sliding distance of the transmission component in the receiving cavity toward the end cover.

4. The electromechanical brake device according to claim 1, characterized in that: The brake comprises a pressure sensor, and the pressure sensor is used to detect the pressure of the transmission assembly acting on the end cover, wherein: Along the axial direction of the brake motor, the pressure sensor is located between the transmission assembly and the end cover, and a stepped hole for accommodating and fixing the pressure sensor is provided on the surface of the end cover facing the accommodating cavity.

5. The electromechanical brake device according to claim 4, characterized in that: The end cover comprises a first mounting surface and a second mounting surface which are opposite to each other in the axial direction of the brake motor, wherein: The second mounting surface faces the reducer, and a third groove is provided on the second mounting surface. The third groove is used to avoid the signal transmission line of the pressure sensor, and the third groove extends along the radial direction of the brake motor.

6. The electromechanical brake device according to claim 5, characterized in that: The first mounting surface comprises a first groove and a first sealing member, wherein the first sealing member is embedded in the first groove to achieve sealing between the end cover and the main body of the caliper; or, A second groove and a second sealing member that cooperate with each other are provided between the second mounting surface and the housing of the driver. The second sealing member is embedded in the second groove to achieve sealing between the end cover and the housing of the driver.

7. The electromechanical brake device according to any one of claims 1 to 6, characterized in that: The body comprises a groove for accommodating the brake motor, wherein: Along the axial direction of the brake motor, the concave direction of the groove is away from the reducer; Along the radial direction of the brake motor, the recessed direction of the groove faces the transmission assembly.

8. The electromechanical brake device according to claim 6, characterized in that: Along the axial direction of the brake motor, the brake motor and the transmission assembly are arranged on the same side of the reducer.

9. The electromechanical brake device according to claim 7, characterized in that: The body comprises two sliding connection holes, and the two sliding connection holes are used for sliding connection of the caliper frame, wherein: Along the radial direction of the brake motor, the two sliding connection holes are respectively arranged on both sides of the end cover; Along the arrangement direction of the two sliding connection holes, the projection of the brake motor covers the projection of the two sliding connection holes.

10. The electromechanical brake device according to claim 9, characterized in that: The body includes two fixed connection holes, and the two fixed connection holes are used to fixedly connect the end cover and the reducer, wherein: Along the radial direction of the brake motor, the two fixed connection holes are respectively arranged on both sides of the end cover; Along the arrangement direction of the two fixed connection holes, the projection of the brake motor does not cover the projection of any of the sliding connection holes.

11. An electromechanical brake device, characterized in that: The electronic mechanical brake device comprises a driver and a brake, wherein the driver comprises a brake motor and a reducer, the brake comprises a caliper body and a transmission assembly, the brake motor is used to drive the transmission assembly through the reducer, the transmission assembly is used to drive the friction plate, and the main body of the caliper body comprises a groove for accommodating the brake motor, wherein: Along the axial direction of the brake motor, the concave direction of the groove is away from the reducer; Along the radial direction of the brake motor, the recessed direction of the groove faces the transmission assembly.

12. The electromechanical brake device according to claim 11, characterized in that: The caliper body comprises an end cover and a body, wherein the end cover is detachably connected to the body, the body comprises a receiving cavity, the receiving cavity is used to accommodate the transmission assembly, and the end cover is used to shield the receiving cavity, wherein: Along the axial direction of the brake motor, the transmission member between the reducer and the transmission assembly passes through the end cover, and the brake motor, the end cover and the transmission assembly are arranged on the same side of the reducer.

13. The electromechanical brake device according to claim 12, characterized in that: The body comprises two sliding connection holes and two fixed connection holes, wherein the two sliding connection holes are used for sliding connection with the caliper frame, and the two fixed connection holes are used for fixed connection with the body and the end cover, wherein: Along the radial direction of the brake motor, the two sliding connection holes are respectively arranged on both sides of the end cover, and the two fixed connection holes are respectively arranged on both sides of the end cover; Along the arrangement direction of the two sliding connection holes, the projection of the brake motor covers the projection of the two sliding connection holes.

14. The electromechanical brake device according to claim 13, characterized in that: The arrangement direction of the two fixed connection holes intersects with the arrangement direction of the two sliding connection holes, wherein: Along the arrangement direction of the two fixed connection holes, the projection of the brake motor does not cover the projection of any of the fixed connection holes.

15. A vehicle, characterized in that: The vehicle comprises a wheel and the electronic mechanical brake device according to any one of claims 1 to 14, wherein the axial direction of the brake motor is parallel to the rotation axis of the wheel.

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