Electro-mechanical brake device having ring-shaped pressure sensor, and vehicle

Abstract

Provided in the present application are an electro-mechanical brake device having a ring-shaped pressure sensor, and a vehicle. The electro-mechanical brake device comprises a ring-shaped pressure sensor, a brake motor, and a brake, wherein the brake motor is used, by means of a plurality of transmission assemblies, for driving the brake to move a friction pad. The brake comprises a housing and at least one limiting member, the housing being used for fixing the ring-shaped pressure sensor and the at least one limiting member. In the axial direction of the ring-shaped pressure sensor, one transmission assembly passes through the ring-shaped pressure sensor and the housing; in the circumferential direction of the ring-shaped pressure sensor, each limiting member is arranged between the housing and the ring-shaped pressure sensor. In the electro-mechanical brake device of the present application, by means of mounting a ring-shaped pressure sensor on the outer side of one transmission assembly and positioning same in the circumferential direction, it is ensured that the ring-shaped pressure sensor has a stable orientation and enables reliable measurement of a braking force.

Description

Electromechanical brake device and vehicle including annular pressure sensor

[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 202311020271.9, and priority to the Chinese patent application entitled “Electromechanical braking device and vehicle containing annular pressure sensor”, 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 electronic mechanical braking device including an annular pressure sensor 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] To prevent large fluctuations in braking force applied to the wheels, electromechanical brakes are equipped with pressure sensors to monitor braking force in real time and adjust the output torque of the brake motor accordingly. The pressure sensors must be strategically positioned to ensure reliable braking force detection.

[0005] Summary of the Invention

[0006] This application provides an electromechanical brake device and a vehicle including an annular pressure sensor. The annular pressure sensor is sleeved on the outside of a transmission assembly and positioned circumferentially to ensure the annular pressure sensor's posture is stable and reliable detection of braking force is possible. This application specifically includes the following solutions:

[0007] In a first aspect, the present application provides an electromechanical brake device including an annular pressure sensor. The electromechanical brake device includes an annular pressure sensor, a brake motor, and a brake. The brake motor is used to drive the brake to move the friction plate through multiple transmission components. The brake includes a housing and at least one stopper. The housing is used to fix the annular pressure sensor and the at least one stopper, wherein:

[0008] Along the axial direction of the annular pressure sensor, a transmission assembly passes through the annular pressure sensor and the housing;

[0009] Along the circumference of the annular pressure sensor, each limiting member is arranged between the shell and the annular pressure sensor.

[0010] The electronic mechanical brake device of this application incorporates an annular pressure sensor mounted on the outside of a transmission assembly. This sensor circumferentially mates with the transmission assembly to detect braking force, ensuring uniform force distribution on the annular pressure sensor and improving detection accuracy. Furthermore, by providing a stopper between the housing and the annular pressure sensor to circumferentially position the sensor, the sensor is restricted from rotating within the housing along with the transmission assembly, reducing frictional losses within the sensor.

[0011] In one implementation, a transmission assembly is spaced apart from the inner circumference of the annular pressure sensor, and each limiting member is in contact with the outer circumference of the annular pressure sensor.

[0012] In this implementation, the transmission assembly passes through the inner hole of the annular pressure sensor with a gap left between the transmission assembly and the inner hole to prevent friction between the transmission assembly and the inner hole of the annular pressure sensor from forming resistance.

[0013] In one implementation, the outer peripheral surface of the annular pressure sensor includes a plurality of grooves, each groove being used to cooperate with a limit member, wherein:

[0014] Along the circumference of the annular pressure sensor, a plurality of grooves are distributed at intervals on the outer circumferential surface of the annular pressure sensor.

[0015] In this implementation, the limiting member is embedded in the groove along the radial direction of the annular pressure sensor to limit the rotation of the annular pressure sensor.

[0016] In one implementation, along the axial direction of the annular pressure sensor, the length of the groove is smaller than the thickness of the annular pressure sensor.

[0017] In this implementation, due to the functional requirements of the annular pressure sensor, the groove of the annular pressure sensor is configured as a blind hole to prevent the limiting member from axially passing through the annular pressure sensor and affecting the function.

[0018] In one implementation, the inner wall of the housing includes a plurality of accommodating grooves, each accommodating groove is used to accommodate a limiting member, wherein:

[0019] Along the axial direction of the annular pressure sensor, the opening of each receiving groove faces the annular pressure sensor;

[0020] Along the circumference of the annular pressure sensor, a plurality of accommodating grooves are distributed at intervals on the inner wall of the shell.

[0021] In this implementation, the limiting member is embedded in the accommodating groove along the radial direction of the annular pressure sensor, so as to achieve circumferential limiting of the annular pressure sensor by the housing.

[0022] In one implementation, the limiting member is a cylindrical member, wherein:

[0023] Along the circumference of the annular pressure sensor, the width of one columnar member is less than or equal to the width of the slot of the accommodating slot.

[0024] In this implementation, an interference fit can be formed between the limiting member and the accommodating groove to achieve a better positioning effect for the limiting member and reliably limit the rotation of the annular pressure sensor in the housing.

[0025] In one implementation, along the axial direction of the annular pressure sensor, the end of each limiting member facing the friction plate includes a threaded hole, and each limiting member is partially embedded in an accommodating groove.

[0026] In this implementation, a threaded hole is provided at the end of the limiting member to facilitate removal of the limiting member.

[0027] In one implementation, multiple transmission assemblies include thrust bearings, and the thrust bearings are used to be fixedly sleeved on one transmission assembly, wherein:

[0028] Along the axial direction of the annular pressure sensor, the thrust bearing is arranged on a side of the annular pressure sensor facing a transmission assembly, and the thrust bearing is used to move toward or away from the annular pressure sensor as the transmission assembly rotates.

[0029] In this implementation, the inner ring and outer ring of the thrust bearing are in contact with the annular pressure sensor and the transmission assembly respectively, which can absorb the relative rotation between the transmission assembly and the annular pressure sensor and reduce friction.

[0030] In one implementation, multiple transmission assemblies include a rotating input member and a sliding output member. The rotating input member is coaxially driven with one transmission assembly. The rotating input member is used to drive the sliding output member to move axially along the rotating input member. The sliding output member is used to drive the friction plate to move.

[0031] Along the axial direction of the annular pressure sensor, the annular pressure sensor and the sliding output member are arranged opposite to each other.

[0032] In this implementation, the annular pressure sensor is mounted on a transmission assembly that is coaxial with the rotating input member. The annular pressure sensor detects the displacement pressure of the rotating input member along the sliding output member to detect the braking force of the electronic mechanical brake device.

[0033] In one implementation, the rotating input member includes a lead screw, the sliding output member includes a sleeve, and a plurality of balls for reducing friction are provided between the lead screw and the sleeve. The lead screw engages with the sleeve through the balls, and the axis of the annular pressure sensor coincides with the axis of the sleeve or the axis of the lead screw.

[0034] In this implementation, a ball screw structure is used in multiple transmission components to improve the transmission efficiency and transmission accuracy of the electronic mechanical brake device.

[0035] In one implementation, a transmission assembly is a rotating input member, wherein:

[0036] Along the axial direction of the annular pressure sensor, the rotation input member passes through the annular pressure sensor and the housing.

[0037] In this implementation, the annular pressure sensor may be sleeved on the rotating input member.

[0038] In one implementation, the plurality of transmission assemblies include a reducer, the reducer includes a plurality of gears, and the plurality of gears are used to transmit and connect the brake motor and a transmission assembly, wherein:

[0039] Along the axial direction of the annular pressure sensor, the annular pressure sensor and the at least one gear are arranged opposite to each other on two sides of the housing.

[0040] In this implementation, the annular pressure sensor is disposed at the output end of the speed reducer, and the output end of the speed reducer can be used to drive the rotating input member to rotate to achieve braking.

[0041] In one implementation, the reducer includes an input shaft and an output shaft, wherein the input shaft is coaxially driven with the motor shaft of the brake motor, wherein:

[0042] Along the radial direction of the annular pressure sensor, the input shaft and the output shaft are arranged side by side;

[0043] Along the axial direction of the annular pressure sensor, the brake motor and the annular pressure sensor are arranged on the same side of the plurality of gears.

[0044] In this implementation, the reducer is arranged along the arrangement direction of the brake motor and the rotating input member, and is arranged adjacent to the brake motor and the rotating input member at the same time, shortening the power transmission path from the brake motor to the sliding output member, improving transmission efficiency and reducing volume.

[0045] In one implementation, one transmission component is an output shaft, wherein:

[0046] Along the axial direction of the annular pressure sensor, the output shaft passes through the annular pressure sensor and the housing.

[0047] In this implementation, the annular pressure sensor can be sleeved on the outside of the output shaft of the reducer, and the output shaft passes through the annular pressure sensor and the housing and is coaxially driven with the rotating input member.

[0048] In a second aspect, the present application provides a vehicle comprising a wheel and an electronic mechanical brake device provided by any one of the above-mentioned implementations, wherein the axial direction of the annular pressure sensor of the brake in the electronic mechanical brake device is parallel to the axle of the wheel.

[0049] The vehicle provided in the second aspect of the present application is braked using the electromechanical brake device provided in the first aspect of the present application. Because the electromechanical brake device provided in the first aspect of the present application uses an annular pressure sensor to detect the braking force in real time to adjust the output torque of the brake motor, the braking effect of the vehicle of the present application can be improved and interior space can be saved. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] FIG1 is a schematic diagram of a working scenario of an electronic mechanical braking device provided in an embodiment of the present application;

[0051] FIG2 is a schematic diagram of the external structure of an electronic mechanical braking device provided in an embodiment of the present application;

[0052] FIG3 is a schematic diagram of the external structure of the electronic mechanical braking device provided by the embodiment shown in FIG2 of the present application;

[0053] FIG4 is a schematic diagram of a partially exploded structure of the electromechanical brake device provided by the embodiment shown in FIG3 of the present application;

[0054] FIG5 is a schematic diagram of a partially exploded structure of the electromechanical brake device provided by the embodiment shown in FIG3 of the present application;

[0055] FIG6 is a schematic diagram of a partial cross-sectional structure of the electronic mechanical brake device provided by the embodiment shown in FIG3 of the present application;

[0056] FIG7 is a schematic diagram of the external structure of the reversing mechanism of the electronic mechanical brake device provided by the embodiment shown in FIG5 of the present application;

[0057] FIG8 is a schematic diagram of the external structure of the reversing mechanism of the electronic mechanical brake device provided by the embodiment shown in FIG5 of the present application;

[0058] FIG9 is a schematic diagram of a partial cross-sectional structure of the electronic mechanical brake device provided by the embodiment shown in FIG6 of the present application at position A;

[0059] FIG10 is a schematic diagram of a partial structural decomposition of an electromechanical braking device provided in an embodiment of the present application;

[0060] FIG11 is a schematic diagram of the external structure of an annular pressure sensor of an electromechanical brake device provided in an embodiment of the present application;

[0061] FIG12 is a schematic diagram of the appearance of the electronic mechanical braking device provided in an embodiment of the present application with some structures hidden;

[0062] FIG13 is a schematic diagram of the appearance of the electronic mechanical braking device provided in an embodiment of the present application with some structures hidden;

[0063] FIG14 is a schematic cross-sectional view of the electromechanical brake device provided by the embodiment shown in FIG13 of the present application;

[0064] FIG15 is a schematic diagram of the internal structure arrangement of the electromechanical braking device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0065] 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.

[0066] 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.

[0067] 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.

[0068] The present application provides an electromechanical brake device including an annular pressure sensor. The electromechanical brake device includes an annular pressure sensor, a brake motor, and a brake. The brake motor is used to drive the brake to move the friction plate through multiple transmission components. The brake includes a housing and at least one stopper. The housing is used to fix the annular pressure sensor and the at least one stopper, wherein:

[0069] Along the axial direction of the annular pressure sensor, a transmission assembly passes through the annular pressure sensor and the housing;

[0070] Along the circumference of the annular pressure sensor, each limiting member is arranged between the shell and the annular pressure sensor.

[0071] The annular pressure sensor in the electronic mechanical brake device of the present application is subjected to uniform force, which can improve detection accuracy. The limiter forms a circumferential positioning for the annular pressure sensor, which can limit the annular pressure sensor from rotating with the transmission assembly within the housing, reducing friction loss of the annular pressure sensor.

[0072] The present application provides a vehicle comprising a wheel and the aforementioned electromechanical braking device, wherein the axial direction of the annular pressure sensor of the brake in the electromechanical braking device is parallel to the wheel axle. The vehicle is braked using the aforementioned electromechanical braking device, which uses the annular pressure sensor to detect the braking force in real time to adjust the output torque of the brake motor, thereby improving the braking effect of the vehicle and saving interior space.

[0073] Please refer to Figure 1, which is a schematic diagram of the operating scenario 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, Figure 1 hides the structure of part of the housing of the electronic mechanical brake device 100, and only illustrates the structure of the vehicle 1000 at the wheel 1001. As shown in Figure 1, the vehicle 1000 provided in an embodiment of the present application includes a wheel 1001 and an electronic mechanical brake device 100. The electronic mechanical brake device 100 is fixed to the frame of the vehicle 1000 and is positioned corresponding to the position of the wheel 1001. The electronic mechanical brake device 100 is used to brake the wheel 1001.

[0074] In one embodiment, a brake disc (illustrated as brake disc 1002 in FIG. 2 ) is coaxially fixed to wheel 1001. During travel of vehicle 1000, brake disc 1002 rotates synchronously with wheel 1001. An electromechanical brake device 100 is fixed to the vehicle frame and positioned corresponding to brake disc 1002. Electromechanical brake device 100 generates frictional force through contact with brake disc 1002 to brake brake disc 1002, thereby indirectly braking wheel 1001.

[0075] 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.

[0076] Please refer to Figures 2-4 . Figure 2 is a schematic diagram of the external structure of an 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 electronic mechanical brake device 100 provided in the embodiment shown in Figure 2 . Figure 4 is a schematic diagram of a partially exploded structure of the electronic mechanical brake device 100 provided in the embodiment shown in Figure 3 . As shown in Figures 2-4 , the electronic mechanical brake device 100 includes a brake 10 and a reversing mechanism 20, wherein the reversing mechanism 20 can be understood as a portion of the multiple transmission components described above. The reversing mechanism 20 is configured to move toward the brake 10 and drive the brake 10 into contact with the brake disc 1002, generating friction to achieve braking of the brake disc 1002. In one embodiment, the brake 10 includes at least one friction pad 13. The reversing mechanism 20 drives the friction pad 13 toward the brake disc 1002 to brake the wheel 1001.

[0077] In the present specification, the number of friction plates 13 is two as an example for exemplary introduction, and in the embodiment of the present application, the first friction plate 13a and the second friction plate 13b are respectively taken as examples for exemplary introduction.

[0078] Exemplarily, as shown in Figures 2 to 4, the brake 10 includes a caliper frame 11 and a floating caliper body 12. The caliper frame 11 is fixed to the frame of the vehicle 1000. The floating caliper body 12 is slidingly connected to the caliper frame 11, and the sliding direction of the floating caliper body 12 relative to the caliper frame 11 is parallel to the axial direction of the brake disc 1002 of the wheel 1001.

[0079] Along the axial direction of the brake disc 1002, the two friction pads 13 of the brake 10 are arranged on opposite sides of the disc 1002. Along the rotational axis of the disc 1002, the first friction pad 13a is located on the side of the disc 1002 closest to the reversing mechanism 20 and is slidably connected to the floating caliper body 12. The second friction pad 13b is located on the side of the disc 1002 facing away from the reversing mechanism 20 and is fixedly connected to the floating caliper body 12. The rotational axis of the disc 1002 can be understood as the axial direction of the disc 1002 or as the line connecting the centers of the two end surfaces of the disc 1002.

[0080] The reversing mechanism 20 moves toward the brake disc 1002 along the rotation axis of the brake disc 1002 and synchronously drives the first friction plate 13a to slide toward the brake disc 1002. The sliding direction of the first friction plate 13a is parallel to the rotation axis of the brake disc 1002.

[0081] When the reversing mechanism 20 shifts and pushes the first friction plate 13a toward the brake disc 1002 until it abuts against it, it generates a thrust in the opposite direction of the rotational axis of the brake disc 1002. This thrust is equivalent to the reverse thrust applied by the brake disc 1002 to the first friction plate 13a. The reversing mechanism 20 continues to shift under this thrust, causing the floating caliper body 12 to slide relative to the caliper frame 11.

[0082] Since the direction of the reverse thrust applied by the brake disc 1002 to the first friction plate 13a is along the rotation axis of the brake disc 1002 toward the reversing mechanism 20, it will drive the floating caliper body 12 to slide along the rotation axis of the brake disc 1002 toward the reversing mechanism 20, and simultaneously drive the second friction plate 13b fixedly connected to the floating caliper body 12 to slide along the rotation axis of the brake disc 1002 toward the reversing mechanism 20, thereby achieving the effect of the reversing mechanism 20 driving the two friction plates 13 to move closer to each other from the opposite sides of the brake disc 1002 (as shown by the solid arrows in Figure 4).

[0083] Specifically, the reversing mechanism 20 drives the first friction plate 13a toward the brake disc 1002 to brake the wheel 1001. This can be understood as the reversing mechanism 20 driving one friction plate 13 of the brake 10 to slide toward the brake disc 1002, causing the two friction plates 13 to move closer together. When the two friction plates 13 move closer together 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 13 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 reduction in the speed of the brake disc 1002 also reduces the speed of the wheel 1001, thereby braking the wheel 1001 and thereby enabling the electronic mechanical brake device 1000 to brake the vehicle 1000.

[0084] At the same time, in the embodiment of the present application, two friction plates 13 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 13 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 13 and the brake disc 1002, which can form a large friction force between the brake disc 1002 and the friction plate 13 to ensure reliable braking of the wheel 1001.

[0085] When the reversing mechanism 20 moves toward the brake disc 1002 along the rotational axis of the brake disc 1002, it generates thrust and pushes the floating caliper body 12 to slide relative to the caliper frame 11, thereby achieving the effect of the reversing mechanism 20 driving the floating caliper body 12 to slide toward the brake disc 1002. When the reversing mechanism 20 drives the floating caliper body 12 to slide, it drives the second friction plate 13b fixedly connected to the floating caliper body 12 to contact the brake disc 1002, generating friction. The first friction plate 13a and the second friction plate 13b cooperate to achieve the effect of the electronic mechanical brake device 100 braking the brake disc 1002.

[0086] Because the caliper frame 11 is fixed to the frame of the vehicle 1000, when the reversing mechanism 20 moves along the rotational axis of the brake disc 1002 toward the brake disc 1002, it synchronously drives the floating caliper body 12 to slide. It can be understood that the displacement direction of the reversing mechanism 20 is parallel to the sliding direction of the floating caliper body 12 relative to the caliper frame 11. In other words, the displacement direction of the reversing mechanism 20 is parallel to the rotational axis of the brake disc 1002. It can also be understood that the displacement direction of the reversing mechanism 20 is parallel to the axle of the wheel 1001.

[0087] In one embodiment, as shown in Figures 2 to 4, the caliper frame 11 includes a fixedly connected horn 111 and a frame body 112. The caliper frame 11 is fixed to the frame of the vehicle 1000 through the horn 111, and along the radial direction of the brake disc 1002, the horn 111 is located on the side of the frame body 112 close to the axis of the brake disc 1002.

[0088] The frame 112 includes two legs 1121, which extend radially from the brake disc 1002 and away from the axis of the brake disc 1002. Each leg 1121 has a through hole, and each through hole extends through its corresponding leg 1121 along the axial direction of the brake disc 1002. That is, as shown in FIG4 , along the radial direction of the brake disc 1002, the two legs 1121 are located on the side of the frame 112 away from the horn 111.

[0089] The floating caliper body 12 includes two lugs 121, each with a through-hole. Each through-hole extends axially through its corresponding lug 121 along the brake disc 1002. The through-holes in the two lugs 121 correspond to the through-holes in the two legs 1121. The brake 10 also includes two sliding pins 14, each corresponding to a through-hole in a lug 121. The pins 14 extend through both the lug 121 and the corresponding leg 1121.

[0090] As will be appreciated, by providing a sliding pin 14 corresponding to each lug 121, the floating caliper body 12 is slidably connected to the caliper frame 11 via the sliding pins 14. Specifically, the floating caliper body 12 can slide relative to the frame 112 of the caliper frame 11 through the through-holes in the lugs 121 engaging the sliding pins 14, thereby achieving a slidable connection between the floating caliper body 12 and the caliper frame 11. Furthermore, by providing the through-holes in the lugs 121 and the corresponding through-holes in the legs 1121 extending axially along the brake disc 1002, the floating caliper body 12 can slide relative to the caliper frame 11 along the axial direction of the brake disc 1002.

[0091] At the same time, by setting a sliding pin 14 to pass through the through holes on the support ear 121 and the support foot 1121 respectively, a sliding connection is achieved between the floating caliper body 12 and the caliper frame 11. Since each through hole extends along the axial direction of the brake disc 1002, the through hole can limit the axial movement of the sliding pin 14 along the brake disc 1002 in the through hole, avoiding the offset of the sliding pin 14 to reduce the displacement accuracy of the floating caliper body 12, and further improving the braking reliability of the two friction plates 13 on the wheel 1001.

[0092] In one embodiment, please refer to Figures 5 to 8 together. Figure 5 is a schematic diagram of the partial decomposition structure of the electronic mechanical braking device 100 provided in the embodiment shown in Figure 3 of the present application, Figure 6 is a schematic diagram of the partial cross-sectional structure of the electronic mechanical braking device 100 provided in the embodiment shown in Figure 3 of the present application, Figure 7 is a schematic diagram of the external structure of the reversing mechanism 20 of the electronic mechanical braking device 100 provided in the embodiment shown in Figure 5 of the present application, and Figure 8 is a schematic diagram of the external structure of the reversing mechanism 20 of the electronic mechanical braking device 100 provided in the embodiment shown in Figure 5 of the present application.

[0093] As shown in Figures 5-8 , the electromechanical brake device 100 includes a brake motor 30. Along the rotational axis of the brake disc 1002, the brake motor 30 is located on the side of the reversing mechanism 20 facing away from the brake 10 and is in transmission connection with the reversing mechanism 20. The brake motor 30 is used to input power to the reversing mechanism 20 to drive the reversing mechanism 20 along the rotational axis of the brake disc 1002. The reversing mechanism 20 converts the rotational motion input by the brake motor 30 into linear motion along the rotational axis of the brake disc 1002.

[0094] In other words, the electronic mechanical brake device 100 of the present application includes a brake motor 30 and a brake 10. The brake motor 30 drives the brake 10 to move the friction plate 13 through multiple transmission components. The multiple transmission components include a reversing mechanism 20.

[0095] In one embodiment, the reversing mechanism 20 includes a rotating input member 21 and a sliding output member 22, that is, multiple transmission assemblies including the rotating input member 21 and the sliding output member 22. The rotating input member 21 is transmission-connected between the sliding output member 22 and the brake motor 30, while the sliding output member 22 is transmission-connected between the rotating input member 21 and at least one friction plate 13. The sliding output member 22 has a displacement direction parallel to the rotational axis of the brake disc 1002. In the schematic diagrams of Figures 5 and 6, the sliding output member 22 is transmission-connected between the rotating input member 21 and the first friction plate 13a and is used to drive the first friction plate 13a to move along the rotational axis of the brake disc 1002. It will be appreciated that the brake motor 30 drives the rotating input member 21 to rotate, thereby driving the sliding output member 22 toward the brake 10.

[0096] Specifically, the brake motor 30 drives the rotating input member 21 to rotate about its own axis, thereby inputting the power output by the brake motor 30 into the brake 10 through the rotating input member 21 and driving the at least one friction plate 13 to move. The rotating input member 21 rotates about its own axis and simultaneously drives the sliding output member 22 to move, transmitting the power input by the brake motor 30 to the sliding output member 22. The sliding output member 22 then drives the at least one friction plate 13 to move along the rotational axis of the brake disc 1002, thereby driving the brake 10 to brake the vehicle 1000.

[0097] For example, in the examples of Figures 5 to 8, the reversing mechanism 20 can be but is not limited to a ball screw 20a, so as to realize the function of converting the rotational motion input by the brake motor 30 into linear motion that drives the friction plate 13 to move along the rotation axis of the brake disc 1002 through the ball screw 20a.

[0098] In one embodiment, the ball screw 20a includes a screw 21a and a threaded sleeve 22a that mesh with each other. In this case, the rotation input member 21 includes the screw 21a, and the sliding output member 22 includes the threaded sleeve 22a. That is, in the schematic diagrams of Figures 5 and 6, the screw 21a is configured as the rotation input member 21, and the threaded sleeve 22a is configured as the sliding output member 22.

[0099] The brake motor 30 drives the screw 21a to rotate around its own axis, and drives the screw sleeve 22a engaged with it to move along the axis of the screw 21a, so as to push the first friction plate 13a along the rotation axis of the brake disc 1002 until it is in contact with the brake disc 1002, thereby making the first friction plate 13a and the second friction plate 13b approach each other and brake the brake disc 1002, thereby realizing the function of the brake 10 to brake the vehicle 1000.

[0100] In other words, because the lead screw 21a and the threaded sleeve 22a are meshed and driven, when the lead screw 21a is driven by the brake motor 30 to rotate along its own rotation axis, the rotation of the lead screw 21a is transmitted to the threaded sleeve 22a, which in turn drives the threaded sleeve 22a to form a displacement movement along the length direction of the lead screw 21a. The threaded sleeve 22a moves toward the brake disc 1002 along the rotation axis of the brake disc 1002, and drives the friction plate 13 to move toward the brake disc 1002 along the rotation axis of the brake disc 1002, so that the friction plate 13 can contact the end surface of the brake disc 1002 and generate friction, thereby achieving the effect of braking the brake disc 1002.

[0101] It can be understood that the ball screw 20a has high transmission accuracy and low friction loss, which can improve the transmission efficiency and transmission reliability of the electronic mechanical brake device 100 of the present application.

[0102] It should be noted that in the schematic diagrams of Figures 5 to 8, only one possible embodiment of the reversing mechanism 20 is used as an example for illustrative description, but the embodiment of the present application is not limited to this method for converting the rotational motion of the brake motor 30 into linear motion along the rotation axis of the brake disc 1002. In other embodiments of the present application, the reversing mechanism 20 may also adopt other structural components or structural devices that can convert the rotational motion input by the brake motor 30 into linear motion, and the embodiment of the present application is not specifically limited to this.

[0103] In one embodiment, a plurality of friction-reducing balls 23a are disposed between the lead screw 21a and the screw sleeve 22a. The rotating input member 21 (i.e., the lead screw 21a) engages with the sliding output member 22 (i.e., the screw sleeve 22a) via the balls 23a. As will be appreciated, the provision of the balls 23a reduces friction between the rotating input member 21 and the sliding output member 22 during rotation, thereby improving the efficiency and smoothness of rotation of the sliding output member 22 relative to the rotating input member 21.

[0104] 5 and 6 , the floating caliper body 12 of the brake 10 includes a receiving portion 122 , and a receiving hole 122 a is defined in the receiving portion 122 at a position corresponding to the reversing mechanism 20 . The receiving hole 122 a is positioned to receive the reversing mechanism 20 .

[0105] For example, in the schematic diagram of Figure 6, the receiving portion 122 is located on the side of the floating caliper body 12 away from the friction plate 13, and along the direction in which the reversing mechanism 20 drives the friction plate 13 to move, the receiving hole 122a passes through the floating caliper body 12, so that the rotating input member 21 received in the receiving hole 122a can be transmission-connected with the brake motor 30, thereby allowing the power output by the brake motor 30 to be input into the reversing mechanism 20.

[0106] When the brake motor 30 drives the rotary input member 21 to rotate around its own axis to input power to the reversing mechanism 20 , the rotary input member 21 drives the sliding output member 22 engaged therewith to move within the receiving hole 122 a .

[0107] It can be understood that by accommodating the reversing mechanism 20 in the receiving hole 122 a of the receiving portion 122 , the floating caliper body 12 can protect and seal the reversing mechanism 20 , preventing external moisture, dust, or other impurities and foreign matter from entering the receiving hole 122 a and affecting the transmission efficiency of the reversing mechanism 20 .

[0108] In other words, in the schematic diagram of Figure 6, the receiving portion 122 of the floating caliper body 12 can be configured as the housing 24 of the reversing mechanism 20, and the inner wall of the receiving hole 122a is configured as the inner wall 24a of the housing 24 of the reversing mechanism 20. The floating caliper body 12 accommodates the reversing mechanism 20, so that the structural features of the floating caliper body 12 are fully utilized while enabling the brake 10 to drive at least one friction plate 13. The receiving portion 122 can form a sealing and protection effect for the reversing mechanism 20. Further, while ensuring the transmission efficiency and transmission effect of the reversing mechanism 20, the provision of other structural components for constructing the housing 24 of the reversing mechanism 20 can be reduced, thereby further improving the miniaturization design effect of the electronic mechanical brake device 100.

[0109] It should be noted that the schematic diagram of FIG6 illustrates the example of providing a receiving hole 122a in the floating caliper body 12 to accommodate the reversing mechanism 20. However, this does not limit the present embodiment to the floating caliper body 12 alone for accommodating the reversing mechanism 20. In other embodiments of the present application, other structural members capable of accommodating the reversing mechanism 20 may also be provided, such as the housing of the brake 10. This is not specifically limited in the present application.

[0110] In this application description, the housing portion 122 of the floating caliper body 12 is constructed as the housing 24 of the reversing mechanism 20. It is understood that the housing 24 of the reversing mechanism 20 can also be understood as the housing of the brake 10.

[0111] Please refer to Figure 9 in conjunction with Figure 5 . Figure 9 is a partial cross-sectional structural diagram of the electromechanical brake device 100 provided in the embodiment shown in Figure 6 of this application at position A. The electromechanical brake device 100 includes an annular pressure sensor 40. The housing of the brake 10 (i.e., the housing 24 of the reversing mechanism 20) is used to secure the annular pressure sensor 40. The annular pressure sensor 40 is used to detect the pressure generated when the reversing mechanism 20 drives at least one friction plate 13.

[0112] Specifically, the annular pressure sensor 40 is disposed on the side of the reversing mechanism 20 facing away from the brake 10, along the direction of displacement of the reversing mechanism 20. At least one friction plate 13 is located on the side of the reversing mechanism 20 facing away from the annular pressure sensor 40. The annular pressure sensor 40 is housed together with the reversing mechanism 20 within the housing 24. Along the direction of displacement of the reversing mechanism 20, the annular pressure sensor 40 is located between the inner wall of the housing 24 and the reversing mechanism 20.

[0113] The annular pressure sensor 40 is mounted within one of the plurality of transmission components. In the illustrated embodiment, the transmission component is the rotary input member 21. The transmission component extends axially through the annular pressure sensor 40 and the housing (i.e., housing 24) of the brake 10.

[0114] The electronic mechanical brake device 100 of the present application sets the annular pressure sensor 40 on the outside of a transmission component. The annular pressure sensor 40 can be circumferentially fitted with the transmission component to detect the braking force, ensuring that the annular pressure sensor 40 is subjected to uniform force and improving the detection accuracy.

[0115] 5 and 9 , the annular pressure sensor 40 is located on the side of the rotating input member 21 of the reversing mechanism 20 facing away from the friction plate 13, along the moving direction of the sliding output member 22 of the reversing mechanism 20. The geometric center of the annular pressure sensor 40 coincides with the rotation axis of the rotating input member 21.

[0116] That is, the axis of the annular pressure sensor 40, which has an annular structure, coincides with the axis of the rotary input member 21. This can also be understood as the coaxial arrangement of the annular pressure sensor 40 and the rotary input member 21 along the direction of movement of the sliding output member 22 of the reversing mechanism 20. In embodiments where the reversing mechanism 20 employs a ball screw, the axis of the annular pressure sensor 40 coincides with the axis of the threaded sleeve 22a or the screw 21a.

[0117] In other words, the rotating input member 21 is coaxially driven with a transmission assembly. The rotating input member 21 is used to drive the sliding output member 22 to move axially along the rotating input member 21. The sliding output member 22 is used to drive the friction plate 13 to move. The annular pressure sensor 40 is arranged opposite the sliding output member 22 along the axial direction. The annular pressure sensor 40 is mounted on the transmission assembly that is coaxially driven with the rotating input member 21. The annular pressure sensor 40 detects the pressure of the rotating input member 21 as it moves along the sliding output member 22 to detect the braking force of the electromechanical brake device 100.

[0118] In one embodiment, one transmission component is a rotary input member 21 , which passes through the annular pressure sensor 40 and the housing (i.e., housing 24 ) of the brake 10 along the axial direction of the annular pressure sensor 40 . The annular pressure sensor 40 may be sleeved on the rotary input member 21 .

[0119] It can be understood that by arranging the annular pressure sensor 40 coaxially with the rotating input member 21 of the reversing mechanism 20, the annular pressure sensor 40 can cooperate with the sliding output member 22 of the reversing mechanism 20 to slide synchronously along the axial direction of the rotating input member 21, so that the force applied to the annular pressure sensor 40 during braking can be more balanced, thereby improving the credibility of the pressure data detected by the annular pressure sensor 40.

[0120] In one embodiment, a transmission assembly is spaced apart from the inner circumference of the annular pressure sensor 40. In this case, the transmission assembly passes through the inner hole of the annular pressure sensor, and the outer circumference of the transmission assembly is spaced apart from the inner circumference of the annular pressure sensor 40. That is, a gap is left between the transmission assembly and the inner hole of the annular pressure sensor 40. This prevents friction between the transmission assembly (the outer circumference) and the inner hole (inner circumference) of the annular pressure sensor 40 to form resistance. In one embodiment, the brake motor 30 is electrically connected to the annular pressure sensor 40, and the brake motor 30 is used to receive the pressure detected by the annular pressure sensor 40 to adjust the output torque.

[0121] When the brake motor 30 drives the reversing mechanism 20 to drive at least one friction plate 13, the annular pressure sensor 40 detects the pressure applied to the friction plate 13 by the reversing mechanism 20 and feeds the detected pressure value back to the brake motor 30. The brake motor 30 receives the pressure value detected by the annular pressure sensor 40 and adjusts the output torque of the motor shaft 31 of the brake motor 30 based on the obtained pressure value.

[0122] As will be appreciated, the provision of the annular pressure sensor 40 allows for real-time detection of the braking pressure applied by the brake 10 to the friction pad 13, enabling real-time monitoring of the braking performance of the vehicle 1000 by the electromechanical brake device 100 of the present application. The annular pressure sensor 40 is positioned along the braking displacement of the brake 10 to detect the braking pressure exerted by the sliding output member 22 on the brake disc 1002 and to adjust the output torque of the brake motor 30 accordingly, thereby maintaining a relatively constant braking pressure on the brake disc 1002 and ensuring effective braking.

[0123] At the same time, through the cooperation between the annular pressure sensor 40 and the brake motor 30, the electronic mechanical brake device 100 can brake the vehicle 1000 to meet the user's braking needs, and can also match and adjust the output torque of the brake motor 30 to ensure that the braking of the electronic mechanical brake device 100 is smooth and reliable.

[0124] In one embodiment, the brake motor 30 is arranged adjacent to the annular pressure sensor 40 along a direction perpendicular to the displacement of the reversing mechanism 20, and the geometric center of the annular pressure sensor 40 is closer to the rotation axis of the brake disc 1002 than the axis of the motor shaft of the brake motor 30 (shown as the motor shaft 31 in Figure 15).

[0125] As will be appreciated, to ensure that the electromechanical brake device 100 delivers sufficient braking force to stop the moving vehicle 1000, the brake motor 30 typically needs to output significant power and torque to meet the braking requirements. Consequently, the brake motor 30 is relatively large. In the schematic diagrams of Figures 5 and 6 , by positioning the annular pressure sensor 40 closer to the rotational axis of the brake disc 1002 than the brake motor 30, the width of the electromechanical brake device 100 can be reduced, conserving wheel-end space.

[0126] In one embodiment, the annular pressure sensor 40 is located on the side of the rotating input member 21 away from the sliding output member 22 , one side of the annular pressure sensor 40 abuts against the rotating input member 21 , and the other side of the annular pressure sensor 40 abuts against the inner wall of the housing 24 of the reversing mechanism 20 .

[0127] For example, in the schematic diagram of FIG9 , the rotary input member 21 includes an engaging portion 211 and an extending portion 212. The engaging portion 211 is provided with an external thread on its periphery that engages with the sliding output member 22, thereby driving the sliding output member 22. The engaging portion 211 and the extending portion 212 are arranged sequentially along the axial direction of the rotary input member 21, with the engaging portion 211 being closer to the friction plate 13 than the extending portion 212. That is, along the direction in which the reversing mechanism 20 drives the friction plate 13, the extending portion 212 is located on the side of the engaging portion 211 facing away from the friction plate 13.

[0128] As shown in Figure 9 , the outer diameter of the extension portion 212 is smaller than that of the meshing portion 211. The annular pressure sensor 40 is sleeved around the outer periphery of the extension portion 212. Along the axial direction of the rotary input member 21, the annular pressure sensor 40 abuts between the meshing portion 211 and the inner wall 24a of the housing 24 of the reversing mechanism 20. That is, along the axial direction of the rotary input member 21, the two opposing end faces of the annular pressure sensor 40 abut against the meshing portion 211 and the inner wall 24a of the housing 24 of the reversing mechanism 20, respectively.

[0129] When the rotating input member 21 rotates about its own axis, it drives the sliding output member 22 to slide along the rotational axis of the brake disc 1002 toward the brake disc 1002. The sliding output member 22 simultaneously drives the friction plate 13 to abut against the brake disc 1002. When the friction plate 13 abuts against the brake disc 1002, the brake disc 1002 generates a reverse thrust along the rotational axis of the brake disc 1002 toward the reversing mechanism 20. The reverse thrust generated by the brake disc 1002 is applied to the reversing mechanism 20 via the friction plate 13 and is then transmitted to the annular pressure sensor 40 through the reversing mechanism 20, allowing the annular pressure sensor 40 to detect the thrust of the reversing mechanism 20 applying pressure to the brake disc 1002.

[0130] It can be understood that by arranging the annular pressure sensor 40 to be sleeved on the periphery of the extension portion 212, the displacement of the annular pressure sensor 40 in the radial direction of the rotating input member 21 can be limited to avoid the annular pressure sensor 40 from being offset or tilted in the radial direction of the rotating input member 21, thereby reducing the detection accuracy and detection effect of the annular pressure sensor 40.

[0131] At the same time, by arranging the annular pressure sensor 40 to be supported between the rotating input member 21 and the housing 24 of the reversing mechanism 20 along the axial direction of the rotating input member 21, the annular pressure sensor 40 is arranged at the far end of the sliding output member 22, that is, the side of the rotating input member 21 away from the sliding output member 22. The annular pressure sensor 40 obtains pressure data by detecting the reaction force of the brake disc 1002 of the reversing mechanism 20, which can form a avoidance position for the brake disc 1002 of the sliding output member 22.

[0132] Typically, an electromechanical brake system is driven by a brake motor, which is then connected to a mechanical transmission mechanism to push the friction pads against the wheel's brake discs. While the brake motor provides a relatively constant driving force, the braking force applied to the wheel varies with friction pad wear. This can result in the electromechanical brake system's braking force being too high or too low, affecting braking effectiveness.

[0133] The present electronic mechanical brake device 100 is equipped with an annular pressure sensor 40 along the direction of braking displacement. This sensor is used to detect the braking pressure exerted by the sliding output member 22 on the brake disc 1002 and adjust the output torque of the brake motor 30 accordingly, thereby maintaining a relatively constant braking pressure on the brake disc 1002 and ensuring effective braking. Furthermore, since the brake motor 30 is relatively large, placing the annular pressure sensor 40 closer to the rotational axis of the brake disc 1002 can reduce the width of the electronic mechanical brake device 100, thereby conserving wheel-end space.

[0134] The vehicle 1000 provided in this application is braked using the electromechanical brake device 100 provided in any of the aforementioned embodiments. Because the electromechanical brake device 100 provided in any of the aforementioned embodiments utilizes the annular pressure sensor 40 to detect the braking force in real time to adjust the output torque of the brake motor 30, the braking effect of the vehicle 1000 can be improved while saving interior space. In other words, because the vehicle 1000 provided in this application is equipped with the electromechanical brake device 100 provided in any of the aforementioned embodiments, the vehicle 1000 provided in this application possesses all the possible beneficial effects of the electromechanical brake device 100 provided in any of the aforementioned embodiments.

[0135] In one embodiment, please refer to FIG10 in conjunction with FIG9 . FIG10 is a schematic diagram of a partially exploded view of the electromechanical brake device 100 provided in an embodiment of the present application. As shown in FIG9 and FIG10 , the reversing mechanism 20 includes a thrust bearing 25 , i.e., the plurality of transmission assemblies also include a thrust bearing 25 . Along the displacement direction of the reversing mechanism 20 , the thrust bearing 25 is located between the rotating input member 21 and the annular pressure sensor 40 . The thrust bearing 25 is used to reduce friction between the rotating input member 21 and the annular pressure sensor 40 .

[0136] The thrust bearing 25 is fixedly mounted on a transmission assembly and arranged axially along the annular pressure sensor 40 on the side of the annular pressure sensor 40 facing the transmission assembly. The thrust bearing 25 is designed to move toward or away from the annular pressure sensor 40 as the transmission assembly rotates. The inner and outer rings of the thrust bearing 25 abut against the annular pressure sensor 40 and the transmission assembly, respectively, absorbing relative rotation between the transmission assembly and the annular pressure sensor 40 and reducing friction.

[0137] For example, in the schematic diagrams of Figures 9 and 10 , the thrust bearing 25 is sleeved around the periphery of the extension portion 212 of the rotary input member 21. Along the axial direction of the rotary input member 21, the thrust bearing 25 is coaxially arranged between the engagement portion 211 of the rotary input member 21 and the annular pressure sensor 40. In one embodiment, the inner and outer rings of the thrust bearing 25 abut against the annular pressure sensor 40 and the reversing mechanism 20, respectively. In the schematic diagrams of Figures 9 and 10 , the inner ring of the thrust bearing 25 is fixed to the extension portion 212, and the outer ring of the thrust bearing 25 abuts against the annular pressure sensor 40.

[0138] It can be understood that by arranging the thrust bearing 25 coaxially between the meshing portion 211 of the rotating input member 21 and the annular pressure sensor 40, the friction resistance generated by the rotating input member 21 and the sliding output member 22 during movement can be reduced, thereby improving the transmission effect and transmission efficiency of the reversing mechanism 20 and reducing the friction loss of the reversing mechanism 20 during movement.

[0139] At the same time, by placing the inner and outer rings of the thrust bearing 25 in contact with the annular pressure sensor 40 and the reversing mechanism 20, respectively, the thrust bearing 25 performs a thrust transmission function, thereby transmitting the reverse thrust applied by the friction plate 13 to the reversing mechanism 20 to the annular pressure sensor 40, thereby improving the detection performance of the annular pressure sensor 40. Furthermore, the relative rotation between the reversing mechanism 20 and the annular pressure sensor 40 is offset, thereby reducing friction.

[0140] In one embodiment, the reversing mechanism 20 includes a limit member 26 , which is fixed between the housing 24 of the reversing mechanism 20 and the annular pressure sensor 40 along the axial direction of the rotating input member 21 . The limit member 26 is used to limit the rotation of the annular pressure sensor 40 in the housing 24 of the reversing mechanism 20 .

[0141] In other words, the housing (i.e., housing 24) of the brake 10 is used to secure the annular pressure sensor 40 and at least one stopper 26. Each stopper 26 is arranged between the brake housing (i.e., housing 24) and the annular pressure sensor 40 along the circumference of the annular pressure sensor 40. Providing the stoppers 26 between the brake housing (i.e., housing 24) and the annular pressure sensor 40 circumferentially positions the annular pressure sensor 40, restricting its rotation within the housing (i.e., housing 24) of the brake 10 along with the transmission assembly, thereby reducing friction losses in the annular pressure sensor 40. In one embodiment, each stopper 26 contacts the outer circumferential surface of the annular pressure sensor 40.

[0142] For example, as shown in Figures 9 and 10 , along the axial direction of the rotating input member 21 of the reversing mechanism 20, the stopper 26 is located on the side of the annular pressure sensor 40 that is away from the rotating input member 21. The stopper 26 circumferentially positions the annular pressure sensor 40, thereby limiting the rotational movement of the annular pressure sensor 40 along with the rotating input member 21 within the housing 24 of the reversing mechanism 20, thereby preventing frictional loss of the annular pressure sensor 40.

[0143] In one embodiment, the housing 24 of the reversing mechanism 20 is provided with an inner hole 241 for accommodating the annular pressure sensor 40 , and the inner circumferential surface diameter of the inner hole 241 is equal to the diameter of the outer circumferential surface 41 of the annular pressure sensor 40 .

[0144] For example, in the schematic diagram of FIG9 , the receiving hole 122a provided in the receiving portion 122 of the floating caliper body 12 for accommodating the reversing mechanism 20 also serves to accommodate the annular pressure sensor 40 mounted on the extension portion 212 of the rotary input member 21. Specifically, the receiving hole 122a of the receiving portion 122 of the floating caliper body 12 is also configured as the inner hole 241 provided in the housing 24 of the reversing mechanism 20 for accommodating the annular pressure sensor 40. The receiving hole 122a corresponds to the structure for accommodating the annular pressure sensor 40, namely, the inner hole 241.

[0145] It is understood that by providing the inner hole 241 to accommodate the annular pressure sensor 40, the annular pressure sensor 40 can be sealed and protected, thereby preventing external impurities such as dust and water vapor from corroding the functional structural components of the annular pressure sensor 40, improving the detection accuracy of the annular pressure sensor 40, and extending the service life of the annular pressure sensor 40. At the same time, by setting the inner circumferential diameter of the inner hole 241 to be equal to the diameter of the outer circumferential surface 41 of the annular pressure sensor 40, the annular pressure sensor 40 can be precisely embedded in the inner hole 241, thereby providing support and positioning for the annular pressure sensor 40 through the inner hole 241, thereby limiting the displacement of the annular pressure sensor 40 in the radial direction of the rotating input member 21, and preventing the annular pressure sensor 40 from tilting and other undesirable phenomena, further improving the detection accuracy and detection effect of the annular pressure sensor 40.

[0146] That is, by utilizing the cooperation between the inner circumference of the inner hole 241 and the outer circumference 41 of the annular pressure sensor 40, the annular pressure sensor 40 can be supported and positioned, so that the annular pressure sensor 40 is in a relatively static posture in the housing 24 of the reversing mechanism 20, ensuring that the annular pressure sensor 40 works reliably.

[0147] In one embodiment, there are multiple limiting members 26 , and the multiple limiting members 26 are arranged at intervals along the circumference of the annular pressure sensor 40 .

[0148] For example, in the schematic diagram of Figure 10, the number of limit members 26 can be but is not limited to being set to 3, and the three limit members 26 are arranged at intervals along the circumference of the annular pressure sensor 40, which can also be understood as the three limit members 26 are arranged at intervals along the circumference of the inner hole 241.

[0149] In this embodiment, by providing a plurality of stoppers 26, the rotation of the annular pressure sensor 40 within the housing 24 of the reversing mechanism 20 can be further restricted. Furthermore, by providing a plurality of stoppers 26 spaced apart along the circumference of the annular pressure sensor 40, when each stopper 26 restricts the rotational movement of the annular pressure sensor 40, the plurality of stoppers 26 can uniformly apply force to the annular pressure sensor 40, thereby ensuring that the force is uniformly applied to the annular pressure sensor 40, thereby improving the structural strength and service life of the annular pressure sensor 40.

[0150] It should be noted that, in the schematic diagram of FIG10 , only three limiting members 26 are used as an example for illustrative purposes, but the number of limiting members 26 used to limit the rotation of the annular pressure sensor 40 in the embodiment of the present application is not limited to only three. In other embodiments of the present application, the number of limiting members 26 can be adjusted according to actual design requirements, and the embodiment of the present application does not specifically limit this.

[0151] Please refer to Figures 11-14 in conjunction with Figure 10. Figure 11 is a schematic diagram of the external structure of the annular pressure sensor 40 of the electronic mechanical brake device 100 provided in an embodiment of the present application. Figure 12 is a schematic diagram of the external structure of the electronic mechanical brake device 100 provided in an embodiment of the present application with some structures hidden. Figure 13 is a schematic diagram of the external structure of the electronic mechanical brake device 100 provided in an embodiment of the present application with some structures hidden. Figure 14 is a schematic diagram of the cross-sectional structure of the electronic mechanical brake device 100 provided in the embodiment shown in Figure 13 of the present application. To clearly illustrate the working process of the limit member 26 in limiting the rotation of the annular pressure sensor 40 within the housing 24 of the reversing mechanism 20, some structures of the electronic mechanical brake device 100 of the present application are hidden in Figures 12-14.

[0152] In one embodiment, mutually matching receiving grooves and recesses are provided between the inner circumference of the inner hole 241 and the outer circumference 41 of the annular pressure sensor 40, and the limiting member 26 extends into the receiving groove and recess along the displacement direction of the reversing mechanism 20 to achieve the effect of limiting the rotation of the annular pressure sensor 40 around its own axis.

[0153] It is important to note that the receiving groove on the inner bore 241 corresponds to the groove 411 on the outer circumferential surface 41 of the annular pressure sensor 40. The combined shape of the receiving groove and the groove matches the outer shape of the stopper 26. The stopper 26 extends into the space formed by the receiving groove and the groove to restrict the rotation of the annular pressure sensor 40 within the inner bore 241.

[0154] For example, the schematic diagrams in Figures 10-14 illustrate a case where a groove is defined on the outer circumferential surface 41 of the annular pressure sensor 40 and a receiving groove is defined on the inner circumferential surface of the inner hole 241. Specifically, the outer circumferential surface 41 of the annular pressure sensor 40 is provided with a plurality of grooves 411, each of which corresponds one-to-one with a plurality of stoppers 26. Each groove 411 is configured to engage a stopper 26.

[0155] In other words, the plurality of grooves 411 are spaced apart along the circumference of the annular pressure sensor 40, and each groove 411 extends radially of the annular pressure sensor 40. The number of grooves 411 is the same as the number of stoppers 26, and each stopper 26 extends into a groove 411 along the axial direction of the annular pressure sensor 40 (as shown in Figures 12-14), so that the stoppers 26 can restrict the rotation of the annular pressure sensor 40 about its own axis.

[0156] In one embodiment, along the axial direction of the annular pressure sensor 40 , the cross-sectional shape of the groove 411 corresponds to the cross-sectional shape of the limiting member 26 , so that the limiting member 26 can extend into the groove 411 .

[0157] For example, in the diagrams of FIG. 10 to FIG. 14 , the limiting member 26 is columnar, the groove 411 is a cylindrical groove, and the diameter of the limiting member 26 is greater than or equal to the inner diameter of the groove 411 .

[0158] It can be understood that by setting the diameter of the limit member 26 to be greater than or equal to the inner diameter of the groove 411, the limit member 26 can form an interference fit with the groove 411 to form a better positioning effect for the limit member 26, thereby reliably limiting the rotation of the annular pressure sensor 40 in the housing 24 of the reversing mechanism 20.

[0159] In one embodiment, along the axial direction of the annular pressure sensor 40, the depth dimension H2 of the groove 411 is less than the thickness dimension H1 of the annular pressure sensor 40. The depth dimension H2 of the groove 411 can also be understood as the length of the groove 411, that is, the length of the groove 411 is less than the thickness of the annular pressure sensor 40. Due to the functional requirements of the annular pressure sensor 40, the groove 411 of the annular pressure sensor 40 is configured as a blind hole to prevent the stopper 26 from axially passing through the annular pressure sensor 40 and affecting its function.

[0160] In the schematic diagrams of Figures 10-14, by setting the depth dimension H2 of the groove 411 to be smaller than the thickness dimension H1 of the annular pressure sensor 40, the groove 411 forms a blind hole on the outer peripheral surface 41 of the annular pressure sensor 40, thereby ensuring the working performance of the annular pressure sensor 40 and ensuring that the annular pressure sensor 40 can perform normal pressure detection. In one embodiment, the inner wall of the inner bore 241 of the housing (i.e., housing 24) of the brake 10 includes multiple receiving grooves, each of which is used to accommodate a limiter 26. Along the axial direction of the annular pressure sensor 40, the opening of each receiving groove faces the annular pressure sensor 40; along the circumference of the annular pressure sensor 40, multiple receiving grooves are spaced apart on the inner wall of the inner bore 241. The limiter 26 is embedded in the receiving groove along the radial direction of the annular pressure sensor 40 to achieve circumferential positioning of the annular pressure sensor 40 by the housing of the brake 10.

[0161] In one embodiment, the stopper 26 is a cylindrical member. Along the circumference of the annular pressure sensor 40, the width of one cylindrical member is less than or equal to the width of the slot of the receiving groove. An interference fit can be formed between the stopper 26 and the receiving groove to better position the stopper 26 and reliably restrict the rotation of the annular pressure sensor 40 within the housing (i.e., housing 24) of the brake 10.

[0162] In one embodiment, a threaded hole for removing the stopper 26 is provided on the side of the stopper 26 facing the reversing mechanism 20. The threaded hole is provided at the end of the stopper 26 to facilitate removal of the stopper 26. Along the axial direction of the annular pressure sensor 40, each stopper 26 includes a threaded hole at the end facing the friction plate 13. Each stopper 26 is partially embedded in a receiving groove, and the threaded hole is provided at the end of the stopper 26 to facilitate removal of the stopper 26.

[0163] In one embodiment, please refer to Figure 15 , which illustrates the internal structural arrangement of an electromechanical brake device 100 according to an embodiment of the present application. As shown in Figure 15 , the electromechanical brake device 100 includes a reducer 50 , which is transmission-connected between the brake motor 30 and the reversing mechanism 20 . The reducer 50 is located on the side of the annular pressure sensor 40 facing away from the reversing mechanism 20 , along the displacement direction of the reversing mechanism 20 . The brake motor 30 rotates via the reducer 50 to drive the brake 10 to actuate and brake the wheel 1001 , which can also be understood as a brake disc 1002 .

[0164] In other words, the multiple transmission assemblies include a reducer 50, which includes multiple gears for transmission connection between the brake motor 30 and a transmission assembly. Along the axial direction of the annular pressure sensor 40, the annular pressure sensor 40 and at least one gear are arranged opposite each other on either side of the housing (i.e., housing 24) of the brake 10. The annular pressure sensor 40 is disposed at the output end of the reducer 50, which can be used to drive the rotation input member 21 to rotate to achieve braking.

[0165] Specifically, along the moving direction of the reversing mechanism 20, the brake motor 30 and the brake 10 are located on the same side of the reducer 50, that is, the brake motor 30 is located on the side of the reducer 50 facing the annular pressure sensor 40, and along the radial direction of the rotating input member 21 of the reversing mechanism 20, the brake motor 30 and the reversing mechanism 20 are arranged side by side.

[0166] As shown in Figure 15 , the speed reducer 50 includes an input shaft 51 and an output shaft 52, which are connected in a transmission manner. The input shaft 51 is coaxially connected to the motor shaft 31 of the brake motor 30, and the output shaft 52 is coaxially connected to the rotating input member 21 of the reversing mechanism 20. By arranging the speed reducer 50 adjacent to the reversing mechanism 20 and connecting them in a transmission manner, the power transmission path from the brake motor 30 to the reversing mechanism 20 can be shortened, improving transmission efficiency and reducing its size.

[0167] In one embodiment, the input shaft 51 and the output shaft 52 are arranged side by side along a direction perpendicular to the displacement direction of the reversing mechanism 20 , and the axial directions of the input shaft 51 and the output shaft 52 are both parallel to the displacement direction of the reversing mechanism 20 .

[0168] In other words, the speed reducer 50 includes an input shaft 51 and an output shaft 52. The input shaft 51 is coaxial with the motor shaft of the brake motor 30 and is arranged side by side radially relative to the annular pressure sensor 40. Axially relative to the annular pressure sensor 40, the brake motor 30 and the annular pressure sensor 40 are arranged on the same side of multiple gears. The speed reducer 50 is arranged along the alignment of the brake motor 30 and the rotating input member 21, and is also positioned adjacent to both. This shortens the power transmission path from the brake motor 30 to the sliding output member 22, improving transmission efficiency and reducing its size.

[0169] In one embodiment, one transmission component can be an output shaft 52. Along the axial direction of the annular pressure sensor 40, the output shaft 52 passes through the annular pressure sensor 40 and the housing (i.e., housing 24) of the brake 10. The annular pressure sensor 40 can be sleeved on the outside of the output shaft 52 of the reducer 50. The output shaft 52 passes through the annular pressure sensor 40 and the housing (i.e., housing 24) of the brake and is coaxially driven with the rotary input member 21.

[0170] As can be appreciated, by arranging the input shaft 51 and output shaft 52 of the reducer 50 in parallel and in driving connection, it is possible to achieve reverse transmission of the power outputted by the brake motor 30, thereby reducing the length of the electromechanical brake device 100. Specifically, the reducer 50 is arranged along the arrangement direction of the brake motor 30 and the reversing mechanism 20, and is also arranged adjacent to the brake motor 30 and the reversing mechanism 20. This further shortens the power transmission path from the brake motor 30 to the reversing mechanism 20, improving transmission efficiency and reducing the size of the device.

[0171] The brake motor 30, serving as a power source, rotates around its own axis via a motor shaft 31 to output power. The motor shaft 31 of the brake motor 30 is coaxial with the input shaft 51 of the reducer 50. Rotation of the motor shaft 31 synchronously rotates the input shaft 51, thereby inputting power into the reducer 50. The power output by the brake motor 30 is input into the reducer 50 via the input shaft 51 and output from the reducer 50 via the output shaft 52.

[0172] The output shaft 52 is coaxially driven with the rotating input member 21 of the reversing mechanism 20. When the output shaft 52 rotates, it will synchronously drive the rotating input member 21 of the reversing mechanism 20 to rotate, so as to transmit power to the brake 10 through the rotating input member 21 of the reversing mechanism 20, thereby achieving the effect of the reducer 50 driving the brake 10 to brake the vehicle 1000.

[0173] In other words, the transmission path of the power output by the brake motor 30 within the electronic mechanical brake device 100 can be, but is not limited to, the motor shaft 31 of the brake motor 30 → the input shaft 51 → the output shaft 52 → the rotating input part 21 → the sliding output part 22 → the brake 10, thereby achieving the effect of the reducer 50 driving the brake 10 to brake.

[0174] It can be understood that the power output by the brake motor 30 is transmitted to the reducer 50 via the reducer 50, and is transmitted to the brake 10 via the reducer 50 and drives the brake 10 to brake, so that the power output by the brake motor 30 is transmitted to the friction plate 13 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.

[0175] It should be noted that, in the embodiment shown in FIG2 , only one possible arrangement of the functional structural devices in the electronic mechanical brake device 100 of the present application is used as an example for introduction, but the arrangement and transmission connection of the functional structural devices in the electronic mechanical brake device 100 of the present application are not limited to this. In other embodiments of the electronic mechanical brake device 100 of the present application, the arrangement and connection of the brake motor 30, the reducer 50, and the brake 10 can be adjusted according to actual design requirements and application scenarios, and the embodiments of the present application do not make specific limitations on this.

[0176] At the same time, in the schematic diagram of Figure 1, a belt drive is used to achieve transmission connection between the input shaft 51 and the output shaft 52 in the reducer 50, but Figure 1 is only used to illustrate and introduce the transmission method between the input shaft 51 and the output shaft 52 in a possible embodiment, and does not limit the transmission method between the input shaft 51 and the output shaft 52 to only the belt drive shown in Figure 1.

[0177] That is, in other embodiments of the present application, the transmission method between the input shaft 51 and the output shaft 52 can be but is not limited to gear transmission, chain transmission, belt transmission or other transmission methods that can achieve a transmission connection between the input shaft 51 and the output shaft 52.

[0178] In one embodiment, the annular pressure sensor 40 is located between the reversing mechanism 20 and the speed reducer 50 along the displacement direction of the reversing mechanism 20, and the output shaft 52 passes through the inner hole of the annular pressure sensor 40 and is in transmission connection with the reversing mechanism 20. It will be appreciated that by locating the annular pressure sensor 40 near the speed reducer 50 and the brake motor 30, the signal transmission path of the annular pressure sensor 40 can be shortened, facilitating the wiring layout of the electromechanical brake device 100 and improving reliability.

[0179] 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 comprising an annular pressure sensor, characterized in that: The electronic mechanical brake device comprises an annular pressure sensor, a brake motor and a brake, wherein the brake motor is used to drive the brake to move the friction plate through a plurality of transmission components, and the brake comprises a housing and at least one stopper, wherein the housing is used to fix the annular pressure sensor and the at least one stopper, wherein: Along the axial direction of the annular pressure sensor, a transmission assembly passes through the annular pressure sensor and the housing; Along the circumference of the annular pressure sensor, each of the limiting members is arranged between the housing and the annular pressure sensor.

2. The electromechanical brake device according to claim 1, characterized in that: The one transmission assembly is spaced apart from the inner circumference of the annular pressure sensor, and each of the stoppers is in contact with the outer circumference of the annular pressure sensor.

3. The electromechanical brake device according to claim 1, characterized in that: The outer peripheral surface of the annular pressure sensor includes a plurality of grooves, each of which is used to cooperate with one of the limit members, wherein: Along the circumference of the annular pressure sensor, the plurality of grooves are distributed at intervals on the outer circumferential surface of the annular pressure sensor.

4. The electromechanical brake device according to claim 3, characterized in that: Along the axial direction of the annular pressure sensor, the length of the groove is smaller than the thickness of the annular pressure sensor.

5. The electromechanical brake device according to claim 2, characterized in that: The inner wall of the housing includes a plurality of receiving grooves, each of which is used to receive one of the limiting members, wherein: Along the axial direction of the annular pressure sensor, the opening of each of the accommodating grooves faces the annular pressure sensor; Along the circumference of the annular pressure sensor, the plurality of accommodating grooves are distributed at intervals on the inner wall of the housing.

6. The electromechanical brake device according to claim 5, characterized in that: The limiting member is a columnar member, wherein: Along the circumference of the annular pressure sensor, the width of the one columnar member is less than or equal to the slot width of the accommodating slot.

7. The electromechanical brake device according to claim 5, characterized in that: Along the axial direction of the annular pressure sensor, each of the limiting members includes a threaded hole at the end facing the friction plate, and each of the limiting members is partially embedded in one of the accommodating grooves.

8. The electromechanical brake device according to claim 1, characterized in that: The plurality of transmission components include a thrust bearing, and the thrust bearing is used to be fixedly sleeved on the one transmission component, wherein: Along the axial direction of the annular pressure sensor, the thrust bearing is arranged on a side of the annular pressure sensor facing the one transmission assembly, and the thrust bearing is used to move toward or away from the annular pressure sensor as the one transmission assembly rotates.

9. The electromechanical brake device according to claim 1, characterized in that: The plurality of transmission components include a rotating input member and a sliding output member, the rotating input member is coaxially transmitted with the one transmission component, the rotating input member is used to drive the sliding output member to move along the axial direction of the rotating input member, and the sliding output member is used to drive the friction plate to move, wherein: Along the axial direction of the annular pressure sensor, the annular pressure sensor is arranged opposite to the sliding output member.

10. The electromechanical brake device according to claim 9, characterized in that: The rotating input member includes a lead screw, and the sliding output member includes a screw sleeve. A plurality of balls for reducing friction are provided between the lead screw and the screw sleeve. The lead screw is meshed with the screw sleeve through the balls. The axis of the annular pressure sensor coincides with the axis of the screw sleeve or the axis of the lead screw.

11. The electromechanical brake device according to claim 10, characterized in that: The one transmission assembly is the rotation input member, wherein: The rotation input member passes through the annular pressure sensor and the housing along the axial direction of the annular pressure sensor.

12. The electromechanical brake device according to any one of claims 1 to 11, characterized in that: The plurality of transmission components include a reducer, the reducer includes a plurality of gears, and the plurality of gears are used for transmission connection between the brake motor and the one transmission component, wherein: Along the axial direction of the annular pressure sensor, the annular pressure sensor and at least one gear are arranged opposite to each other on two sides of the housing.

13. The electromechanical brake device according to claim 12, characterized in that: The reducer comprises an input shaft and an output shaft, wherein the input shaft is coaxially driven with the motor shaft of the brake motor, wherein: Along the radial direction of the annular pressure sensor, the input shaft and the output shaft are arranged side by side; Along the axial direction of the annular pressure sensor, the brake motor and the annular pressure sensor are arranged on the same side of the plurality of gears.

14. The electromechanical brake device according to claim 13, characterized in that: The one transmission component is the output shaft, wherein: The output shaft passes through the annular pressure sensor and the housing along the axial direction of the annular pressure sensor.

15. A vehicle, characterized in that: The invention comprises a wheel and an electronic mechanical brake device as claimed in any one of claims 1 to 14, wherein the axial direction of the annular pressure sensor in the electronic mechanical brake device is parallel to the axle of the wheel.

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