Caliper body-biased electro-mechanical brake, system, and vehicle

Abstract

The present application provides a caliper body-biased electro-mechanical brake, a system, and a vehicle. The electro-mechanical brake comprises a caliper body, a reducer, and a friction plate. The caliper body is used to connect a caliper frame and the reducer. The reducer is used to drive, by means of a plurality of transmission members, the friction plate to be displaced. The caliper body comprises a clearance hole and two sliding pin accommodating holes. The clearance hole is used to provide clearance for a transmission member between the reducer and the friction plate. The two sliding pin accommodating holes are each used to accommodate a sliding pin of the caliper frame. Along an axial direction of each sliding pin accommodating hole, the reducer and the friction plate are arranged opposite to each other, an extension direction of the sliding pin accommodating hole faces the reducer, and an opening direction of the sliding pin accommodating hole faces away from the reducer. In the electro-mechanical brake of the present application, by means of changing the opening direction of the sliding pin accommodating holes in the caliper body used for accommodating the sliding pins so as to match a center-of-gravity offset of the electro-mechanical brake, stress conditions of the sliding pins are alleviated so as to reduce friction and improve braking efficiency.

Description

Electromechanical brake device, system and vehicle with caliper bias

[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 202311021930.0, and priority to the Chinese patent application entitled "Electromechanical braking device, system and vehicle with caliper bias", the entire 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 caliper bias, an electromechanical brake system, 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 improve vehicle safety, handling, and comfort.

[0004] Due to limited wheel-end space, components such as the brake motor and reducer of the electronic mechanical brake system must be arranged along the axis of the brake disc. This increases the size of the electronic mechanical brake system in this direction and shifts its center of gravity. The sliding pin used for guidance in the electronic mechanical brake system is subject to a large eccentric torque, which increases friction and reduces braking efficiency.

[0005] Summary of the Invention

[0006] This application provides an electromechanical brake device with an offset caliper, an electromechanical brake system, and a vehicle. By changing the opening direction of a sliding pin receiving hole in the caliper for accommodating a sliding pin to match the center of gravity offset of the electromechanical brake device, the force conditions on the sliding pin are improved to reduce friction and improve braking efficiency. This application specifically includes the following solutions:

[0007] In a first aspect, the present application provides an electromechanical brake device with a caliper body offset, the electromechanical brake device comprising a caliper body, a reducer, and a friction plate, the caliper body being used to connect the caliper frame and the reducer, the reducer being used to drive the friction plate to move through a plurality of transmission members, the caliper body comprising an avoidance hole and two sliding pin receiving holes, the avoidance hole being used to avoid a transmission member between the reducer and the friction plate, the two sliding pin receiving holes being used to respectively receive a sliding pin of the caliper frame, wherein:

[0008] Along the axial direction of the sliding pin accommodating hole, the reducer and the friction plate are arranged opposite to each other, the extending direction of the sliding pin accommodating hole is toward the reducer, and the opening direction of the sliding pin accommodating hole is away from the reducer.

[0009] The reducer of the electronic mechanical brake device of the present application is fixed to the caliper body, and drives the friction plate to move through multiple transmission parts to brake the wheel. The caliper body is slidably connected to the caliper frame through a sliding pin, and the opening direction of the sliding pin receiving hole in the caliper body for receiving the sliding pin is away from the reducer. Therefore, the extension direction of the sliding pin in the caliper body is toward the reducer. Because most of the volume of the caliper body and multiple transmission parts are located on the side close to the reducer, the center of gravity of the caliper body is always within the length range of the sliding pin, or close to the sliding pin during the sliding process relative to the caliper frame. Therefore, the electronic mechanical brake device of the present application reduces the eccentric torque exerted on the sliding pin during the braking process, can improve the force exerted on the sliding pin and thus reduce the friction force, and improve the braking efficiency of the electronic mechanical brake device.

[0010] In one implementation, the caliper body includes two connecting holes, the two connecting holes are used to fix the reducer, and the relative arrangement direction of the two connecting holes intersects with the two sliding pin receiving holes, wherein:

[0011] Along the radial direction of the sliding pin receiving hole, the two connecting holes are respectively arranged on both sides of the avoidance hole, and the two sliding pin receiving holes are respectively arranged on both sides of the avoidance hole;

[0012] Along the axial direction of the sliding pin receiving hole, the opening directions of the two connecting holes face the speed reducer.

[0013] In this embodiment, the connecting holes open in an opposite direction along the axis of the sliding pin receiving hole. The caliper frame and reducer are arranged on either side of the caliper body to ensure that the tilting torque applied to the sliding pin is relatively small. The arrangement of the connecting holes intersects the arrangement of the sliding pin receiving holes, thereby reducing the caliper body's dimension along the axis of the sliding pin receiving hole.

[0014] In one implementation, the direction in which the two connecting holes are arranged relative to each other is perpendicular to the two sliding pin receiving holes; or

[0015] The axes of the two sliding pin accommodating holes are equidistant from the axis of the avoidance hole.

[0016] In this implementation, the connection holes are arranged perpendicularly to the sliding pin receiving holes, facilitating the installation of the sliding pin and reducer, respectively, and improving the structural stability of the caliper. The two sliding pin receiving holes are symmetrically located on either side of the clearance hole, ensuring a relatively balanced fit between the caliper body and the two sliding pins, reducing the tipping torque between the two sliding pins.

[0017] In one implementation, the caliper body includes a receiving portion, the receiving portion is located between the reducer and the friction plate along the axial direction of the sliding pin receiving hole, the avoidance hole is provided in the receiving portion and a plurality of transmission parts are accommodated in the receiving portion, the reducer is connected to the plurality of transmission parts via a transmission part, and the plurality of transmission parts are used to receive the drive of the reducer and push a friction plate to slide in a direction away from the reducer to brake the wheel.

[0018] In this implementation, the caliper body fixes the reducer through the receiving portion, and receives a plurality of transmission members through the receiving portion, so that the reducer and the plurality of transmission members are connected to drive a friction plate to slide toward the brake disc.

[0019] In one implementation, the electromechanical brake device includes a brake motor, which is transmission-connected to a reducer to provide a braking force for braking a wheel, wherein:

[0020] Along the axial direction of the sliding pin receiving hole, the brake motor is located between the speed reducer and the friction plate;

[0021] Along the radial direction of the sliding pin accommodating hole, the brake motor and a plurality of transmission members are arranged adjacent to each other.

[0022] In this implementation, the brake motor, reducer and multiple transmission parts in the electronic mechanical brake device are arranged in a "U" shape, which shortens the transmission line length of the brake motor output power, compresses the size of the electronic mechanical brake device along the axial direction of the wheel, and rationally utilizes the wheel end space.

[0023] In one implementation, the caliper body includes a pushing portion, which is located on the side of the friction plate away from the reducer along the axial direction of the sliding pin accommodating hole. The caliper body is used to receive the drive of the reducer and slide relative to the frame. The pushing portion drives a friction plate to slide toward the reducer to brake the wheel.

[0024] In this implementation, the caliper body fixes a friction plate via the pushing portion, and the pushing portion drives the friction plate to slide toward the reducer side to brake the wheel during the process of sliding with the caliper body.

[0025] In the second aspect, the present application provides an electronic mechanical braking system, which includes a caliper frame, a sliding pin and an electronic mechanical braking device provided by any of the above-mentioned implementation methods. The caliper frame is fixed to the vehicle frame, one end of the sliding pin is fixedly connected to the caliper frame, and the other end extends into the sliding pin receiving hole of the caliper body in the electronic mechanical braking device.

[0026] The caliper frame of the electromechanical brake system provided herein is fixedly connected between the vehicle frame and the sliding pin, and the electromechanical brake device is slidably connected to the vehicle frame via the sliding pin. Because the center of gravity of the electromechanical brake device remains within or close to the length of the sliding pin as it slides relative to the sliding pin, the force applied to the sliding pin is improved, thereby enhancing the braking efficiency of the electromechanical brake system.

[0027] In one implementation, the electronic mechanical brake system includes a fastening screw, and the caliper frame includes a support ear. Along the axial direction of the sliding pin, the fastening screw and the sliding pin are arranged on both sides of the support ear. The fastening screw passes through the support ear and is fixedly connected to the end of the sliding pin.

[0028] In this implementation, the end of the sliding pin close to the caliper frame is fixed by a fastening screw, so that one end of the sliding pin is fixed to the caliper frame and the other end extends toward the speed reducer.

[0029] In one implementation, the sliding pin includes a main sliding pin and an auxiliary sliding pin, and the caliper body includes a main sliding pin accommodating hole and an auxiliary sliding pin accommodating hole, wherein:

[0030] A first gap is provided between the main sliding pin and the main sliding pin receiving hole along the radial direction of the main sliding pin;

[0031] Along the radial direction of the auxiliary sliding pin, a second gap is provided between the auxiliary sliding pin and the auxiliary sliding pin receiving hole, and the second gap is larger than the first gap.

[0032] In this implementation, different gaps are set between the two sliding pins and the sliding pin accommodating holes corresponding to the caliper body, which can control the different timings of the two sliding pins' overall collision with the caliper body during braking, thereby buffering the flipping impact of the caliper body on the caliper frame, improving the internal stress conditions of the electronic mechanical braking system and extending its service life.

[0033] In one implementation, the electronic mechanical brake system includes a buffer sleeve, which is sleeved outside the auxiliary sliding pin and clamped into the auxiliary sliding pin receiving hole, wherein:

[0034] The outer circumference of the buffer sleeve is in contact with the inner circumference of the auxiliary sliding pin receiving hole; or

[0035] Along the radial direction of the auxiliary sliding pin, a third gap is provided between the buffer sleeve and the auxiliary sliding pin accommodating hole, and the third gap is smaller than the first gap.

[0036] In this implementation, the gap between the buffer sleeve, which fits over the auxiliary sliding pin, and the auxiliary sliding pin receiving hole is smaller than the gap between the main sliding pin and the main sliding pin receiving hole. This allows the buffer sleeve to collide with the auxiliary sliding pin receiving hole earlier than the main sliding pin. The buffer sleeve provides a cushioning effect for the main sliding pin, while the main sliding pin provides a cushioning effect for the auxiliary sliding pin. This electromechanical brake system provides two levels of cushioning during braking, further improving internal stress conditions and extending its service life.

[0037] In one implementation, the outer circumferential surface of the auxiliary sliding pin is concavely provided with at least one positioning segment, and a buffer sleeve is provided on the outer periphery of each positioning segment, and along the radial direction of the auxiliary sliding pin, the sum of the thickness of the buffer sleeve and the radius of the positioning segment is greater than the radius of the outer circumferential surface of the auxiliary sliding pin.

[0038] In this implementation, along the length direction of the auxiliary sliding pin, the two opposite end faces of the positioning section can be used to hold the buffer sleeve; along the radial direction of the auxiliary sliding pin, the outer peripheral surface of the buffer sleeve is higher than the outer peripheral surface of the auxiliary sliding pin, and the auxiliary sliding pin accommodating hole first contacts the buffer sleeve and then contacts the auxiliary sliding pin, forming a buffering effect on the auxiliary sliding pin.

[0039] In one implementation, a plurality of positioning segments are arranged at intervals on the outer peripheral surface of the auxiliary sliding pin along the length direction of the auxiliary sliding pin.

[0040] In this implementation, there are multiple buffer sleeves, which are arranged at intervals along the length direction of the auxiliary sliding pin. The contact span between the buffer sleeve and the auxiliary sliding pin accommodating hole is larger, and the buffering effect is better. Correspondingly, the sections of the auxiliary sliding pin other than the positioning section are also arranged at intervals along the length direction of the auxiliary sliding pin. The contact span between the auxiliary sliding pin and the auxiliary sliding pin accommodating hole is relatively large, which also improves the force conditions when the auxiliary sliding pin collides with the auxiliary sliding pin accommodating hole.

[0041] In one implementation, the outer circumferential surface of the buffer sleeve is provided with a plurality of grooves, which are arranged at intervals along the circumference of the buffer sleeve. The plurality of grooves are used to provide expansion space for the buffer sleeve when it is squeezed, wherein:

[0042] Along the radial direction of the buffer sleeve, the minimum diameter of each groove is larger than the inner diameter of the buffer sleeve;

[0043] Along the axial direction of the buffer sleeve, each groove passes through the buffer sleeve.

[0044] In this implementation, multiple grooves are distributed circumferentially on the outer surface of the buffer sleeve so that when the buffer sleeve collides with the auxiliary sliding pin accommodating hole, the deformation of the buffer sleeve can be accommodated by the grooves, thereby preventing the buffer sleeve from cracking due to excessive internal stress under a large impact.

[0045] In one implementation, the main sliding pin includes a plurality of degassing grooves, which are arranged at intervals along the circumference of the main sliding pin, and each degassing groove extends axially along the main sliding pin to connect the interior of the main sliding pin receiving hole with the outside, wherein:

[0046] Along the axial direction of the main sliding pin, the length of the air relieving groove is smaller than the length of the main sliding pin.

[0047] In this implementation, the gap between the main sliding pin and the main sliding pin accommodating hole is relatively small, and the structure of the air relieving groove can balance the gas pressure inside and outside the main sliding pin accommodating hole, avoiding the formation of a large air pressure in the main sliding pin accommodating hole to affect the further sliding displacement of the main sliding pin.

[0048] In one implementation, the electronic mechanical brake device includes a sealing sleeve, which is sleeved on the sliding pin and located between the caliper body and the caliper frame along the length direction of the sliding pin. The sealing sleeve is fixed to the caliper body and is used to seal and protect the sliding pin accommodating hole of the caliper body.

[0049] In this implementation, a sealing sleeve is provided on the caliper body to cover the mouth of the sliding pin accommodating hole. When the sliding pin slides in the sliding pin accommodating hole, the relative sealing inside the sliding pin accommodating hole can be maintained by the cooperation between the sealing sleeve and the sliding pin, thereby forming a protective effect on the interior of the sliding pin accommodating hole.

[0050] In one implementation, the electronic mechanical brake device includes two friction plates, which are arranged on both sides of the brake disc along the length direction of the sliding pin. The reducer is used to push an adjacent friction plate to slide toward the brake disc through multiple transmission parts, and is also used to push the caliper to drive the other friction plate to slide toward the brake disc.

[0051] In this implementation, the thrust generated by the reducer through multiple transmission parts can form a thrust for the friction plate to slide and a thrust for the caliper to slide in the opposite direction along the length direction of the sliding pin, thereby simultaneously driving the two friction plates to move closer to the brake disc.

[0052] In a third aspect, the present application provides a vehicle comprising a wheel and an electronic mechanical braking system provided by any of the above-mentioned implementations, wherein the length direction of the sliding pin in the electronic mechanical braking system is parallel to the rotation axis of the brake disc of the wheel.

[0053] The vehicle provided in the third aspect of the present application is braked using the electromechanical braking system provided in the second aspect of the present application. Because the electromechanical braking system provided in the second aspect of the present application reduces the eccentric torque experienced by the sliding pin during braking, thereby reducing the friction within the electromechanical braking system, the braking efficiency of the vehicle of the present application can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] FIG1 is a schematic diagram of a working scenario of an electromechanical braking system provided in an embodiment of the present application;

[0055] FIG2 is a schematic diagram of the external structure of an electronic mechanical braking system provided in an embodiment of the present application;

[0056] FIG3 is a schematic cross-sectional view of an electronic mechanical braking system according to an embodiment of the present application;

[0057] FIG4 is a schematic diagram of the external structure of an electronic mechanical braking system provided in an embodiment of the present application;

[0058] FIG5 is a schematic diagram of the external structure of the other side of the electronic mechanical braking system provided in an embodiment of the present application;

[0059] FIG6 is a schematic structural diagram of an electronic mechanical braking system provided in an embodiment of the present application with some structures hidden;

[0060] FIG7 is a schematic structural diagram of a caliper frame of an electromechanical brake system provided in an embodiment of the present application;

[0061] FIG8 is a schematic structural diagram of an electronic mechanical braking system provided in an embodiment of the present application with some structures hidden;

[0062] FIG9 is a schematic diagram of a partial structural decomposition of the electronic mechanical braking system provided by the embodiment shown in FIG8 of the present application;

[0063] FIG10 is a schematic diagram of a partial cross-sectional structure of an electronic mechanical braking system provided in an embodiment of the present application;

[0064] FIG11 is a schematic diagram of a partial cross-sectional structure of an electronic mechanical braking system provided in an embodiment of the present application;

[0065] FIG12 is a partial enlarged cross-sectional structural diagram of the electronic mechanical braking system provided by the embodiment shown in FIG10 of the present application at position A;

[0066] FIG13 is a partial enlarged cross-sectional structural diagram of the electronic mechanical braking system provided by the embodiment shown in FIG11 of the present application at position B;

[0067] FIG14 is a partially enlarged cross-sectional structural diagram of the electronic mechanical braking system provided by the embodiment shown in FIG11 of the present application;

[0068] FIG15 is a partially enlarged cross-sectional structural diagram of the electronic mechanical braking system provided by the embodiment shown in FIG11 of the present application;

[0069] FIG16 is a schematic diagram of the external structure of an auxiliary sliding pin in an electronic mechanical braking system provided by an embodiment of the present application;

[0070] FIG17 is a schematic diagram of the external structure of a buffer sleeve in an electronic mechanical braking system provided in an embodiment of the present application;

[0071] FIG18 is a schematic diagram of the external structure of a main sliding pin in an electronic mechanical brake system provided in an embodiment of the present application;

[0072] FIG19 is a schematic cross-sectional view of the main sliding pin in the electronic mechanical brake system according to the embodiment shown in FIG18 of the present application;

[0073] FIG20 is a schematic diagram of the external structure of the caliper in the electromechanical brake device provided in an embodiment of the present application;

[0074] FIG21 is a cross-sectional schematic diagram of an electromechanical brake device provided in an embodiment of the present application with some structures hidden;

[0075] FIG22 is a schematic diagram of the internal structure arrangement of the electronic mechanical braking device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0076] 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.

[0077] 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.

[0078] 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.

[0079] The present application provides an electromechanical brake device with a caliper body offset, the electromechanical brake device comprising a caliper body, a reducer, and a friction plate. The caliper body is used to connect the caliper frame and the reducer. The reducer is used to drive the friction plate to move through multiple transmission members. The caliper body comprises an avoidance hole and two sliding pin accommodating holes. The avoidance hole is used to avoid a transmission member between the reducer and the friction plate. The two sliding pin accommodating holes are respectively used to accommodate a sliding pin of the caliper frame, wherein:

[0080] Along the axial direction of the sliding pin accommodating hole, the reducer and the friction plate are arranged opposite to each other, the extending direction of the sliding pin accommodating hole is toward the reducer, and the opening direction of the sliding pin accommodating hole is away from the reducer.

[0081] The electronic mechanical brake device of the present application changes the opening direction of the sliding pin receiving hole in the caliper body for receiving the sliding pin to match the center of gravity offset of the electronic mechanical brake device, thereby improving the force conditions of the sliding pin to reduce friction and improve braking efficiency. The present application provides an electronic mechanical brake system, which includes a caliper frame, a sliding pin and the above-mentioned electronic mechanical brake device, wherein the caliper frame is fixed to the vehicle frame, one end of the sliding pin is fixedly connected to the caliper frame, and the other end extends into the sliding pin receiving hole in the caliper body of the electronic mechanical brake device. Because the center of gravity of the electronic mechanical brake device is always within the length range of the sliding pin or close to the sliding pin during the sliding process relative to the sliding pin, the force on the sliding pin is improved, thereby improving the braking efficiency of the electronic mechanical brake system.

[0082] The present application provides a vehicle comprising a wheel and the above-mentioned electromechanical brake system, wherein the length direction of the sliding pin in the electromechanical brake device is parallel to the rotation axis of the brake disc of the wheel. The vehicle of the present application has high braking efficiency.

[0083] Please refer to Figures 1 and 2 together. Figure 1 is a schematic diagram of the working scene of the electronic mechanical braking system 100 provided in an embodiment of the present application, and Figure 2 is a schematic diagram of the external structure of the electronic mechanical braking system 100 provided in an embodiment of the present application. In order to clearly illustrate the internal functional structure of the electronic mechanical braking system 100, the structure of part of the shell of the electronic mechanical braking system 100 is hidden in Figure 1, and only the local structure of the wheel 1001 of the vehicle 1000 is illustrated in Figure 1. As shown in Figures 1 and 2, the vehicle 1000 provided in an embodiment of the present application includes a wheel 1001 and an electronic mechanical braking system 100. The electronic mechanical braking system 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 system 100 is used to brake the wheel 1001.

[0084] 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 braking system 100 is fixed to a vehicle frame (not shown) and is positioned corresponding to brake disc 1002. Electromechanical braking system 100 generates frictional force through contact with brake disc 1002, thereby braking brake disc 1002 and indirectly braking wheel 1001.

[0085] It should be noted that in the embodiment shown in FIG1 , only one wheel 1001 and one electronic mechanical brake system 100 are used as an example for illustrative purposes. In actual application scenarios, some or all wheels 1001 of the vehicle 1000 may be provided with an electronic mechanical brake system 100.

[0086] Please refer to FIG3 in conjunction with FIG2 . FIG3 is a schematic cross-sectional view of the electronic mechanical brake system provided in an embodiment of the present application. As shown in FIG2 and FIG3 , the electronic mechanical brake system 100 includes a caliper frame 30 and an electronic mechanical brake device provided simultaneously with the present application. The electronic mechanical brake device includes a friction plate 10 (two friction plates 10 are shown in the embodiment of FIG3 ), a brake assembly 20, and a caliper body 40. The brake assembly 20 may include the aforementioned multiple transmission members, multiple transmission members being located on one side of the caliper body 40 along the rotation axis of the brake disc 1002. The multiple transmission members cooperate with each other to drive the friction plate 10 to slide in a direction parallel to the rotation axis of the brake disc 1002. The brake assembly 20 is also used to push the caliper body 40 to drive the other friction plate 10 to slide toward the brake disc 1002.

[0087] The brake assembly 20 also includes a speed reducer 22 (see Figure 22 ), which is connected to multiple transmission components to drive the friction plate 10 to slide. In other words, the electromechanical brake device of this application includes a caliper body 40, a speed reducer 22, and a friction plate 10. The caliper body 40 connects the caliper frame 30 and the speed reducer 22, which is used to drive the friction plate 10 through multiple transmission components.

[0088] In one embodiment, the multiple transmission components of the brake assembly 20 include a reversing mechanism 21, which is housed within the caliper body 40. The reversing mechanism 21 and the friction pad 10 are aligned along the rotational axis of the brake disc 1002, meaning that the reversing mechanism 21 is located on one side of the friction pad 10. The reversing mechanism 21 is configured to drive an adjacent friction pad 10 to slide toward the brake disc 1002 until it contacts the brake disc 1002, generating friction between the friction pad 10 and the brake disc 1002 to brake the brake disc 1002, thereby indirectly braking the wheel 1001 and ultimately braking the vehicle 1000.

[0089] The rotation axis of the brake disc 1002 may be understood as the axial direction of the brake disc 1002 , or as the line connecting the centers of the two end surfaces of the brake disc 1002 .

[0090] In one embodiment, two friction plates 10 are arranged on opposite sides of the brake disc 1002 along the axial direction of the brake disc 1002. FIG. 3 of the present application illustrates two friction plates 10 for illustrative purposes, and in this embodiment, a first friction plate 10a and a second friction plate 10b are used as examples for illustrative purposes.

[0091] For example, as shown in Figures 2 and 3, the caliper frame 30 is used to be fixedly connected to the frame of the vehicle 1000 (not shown in the figures), the caliper body 40 is slidably connected to the caliper frame 30, and the sliding direction of the caliper body 40 relative to the caliper frame 30 is parallel to the axial direction of the brake disc 1002 of the wheel 1001. It can also be understood that the sliding direction of the caliper body 40 relative to the caliper frame 30 is parallel to the displacement direction of the reversing mechanism 21.

[0092] Along the rotation axis of the brake disc 1002, the first friction plate 10a is located on the side of the brake disc 1002 close to the reversing mechanism 21 and is slidably connected to the caliper body 40. The second friction plate 10b is located on the side of the brake disc 1002 away from the reversing mechanism 21 and is fixedly connected to the caliper body 40.

[0093] Specifically, the reversing mechanism 21 moves toward the brake disc 1002 along the rotation axis of the brake disc 1002 and synchronously drives the first friction plate 10a to slide toward the brake disc 1002. The sliding direction of the first friction plate 10a is parallel to the rotation axis of the brake disc 1002.

[0094] At this point, when the reversing mechanism 21 shifts and pushes the first friction plate 10a toward the brake disc 1002 until it abuts against the brake disc 1002, the brake disc 1002 generates a corresponding thrust acting in the opposite direction on the first friction plate 10a. This means that the first friction plate 10a experiences a thrust in the opposite direction along the rotational axis of the brake disc 1002. The reversing mechanism 21 continues to shift under the action of this thrust, driving the caliper body 40 to slide relative to the caliper frame 30.

[0095] Because the direction of the reverse thrust exerted by the brake disc 1002 on the first friction pad 10a is along the rotational axis of the brake disc 1002 toward the reversing mechanism 21, the caliper body 40 is driven to slide along the rotational axis of the brake disc 1002 toward the reversing mechanism 21, and simultaneously drives the second friction pad 10b, which is fixedly connected to the caliper body 40, to slide along the rotational axis of the brake disc 1002 toward the brake disc 1002. At this time, the first friction pad 10a and the second friction pad 10b slide simultaneously along the rotational axis of the brake disc 1002 toward the brake disc 1002, thereby achieving the effect of the reversing mechanism 21 driving the two friction pads 10 toward each other (as indicated by the solid arrows in FIG. 3 ).

[0096] That is, the reversing mechanism 21 drives the first friction plate 10a to move toward the brake disc 1002 to brake the wheel 1001. It can be understood that the reversing mechanism 21 drives the first friction plate 10a to slide toward the brake disc 1002, and drives the second friction plate 10b to slide toward the brake disc 1002 synchronously through the caliper body 40, so that the two friction plates 10 slide toward each other.

[0097] The thrust generated by the brake assembly 20 can form a thrust for the friction plate 10 to slide and a thrust for the caliper 40 to slide in the opposite direction along the rotation axis of the brake disc 1002, thereby simultaneously driving the two friction plates 10 to move closer to the brake disc 1002.

[0098] When the two friction plates 10 approach each other along the axial direction of the brake disc 1002 until their opposite end surfaces abut against the brake disc 1002, friction is generated between the friction plates 10 and the brake disc 1002, reducing the rotational speed of the brake disc 1002. Since 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 system 1000 to brake the vehicle 1000.

[0099] At the same time, in the embodiment of the present application, two friction plates 10 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 10 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 10 and the brake disc 1002, which can form a large friction force between the brake disc 1002 and the friction plate 10 to ensure reliable braking of the wheel 1001.

[0100] It is understood that the braking process of the electronic mechanical brake system 100 may include, but is not limited to, the following: the reversing mechanism 21 moves along the rotation axis of the brake disc 1002 toward the brake disc 1002. The reversing mechanism 21 generates thrust and pushes the first friction pad 10a to slide toward the brake disc 1002, and simultaneously pushes the caliper body 40 to slide relative to the caliper frame 30, thereby driving the second friction pad 10b fixedly connected to the caliper body 40 to slide toward the brake disc 1002. The first friction pad 10a and the second friction pad 10b move closer to each other and contact the brake disc 1002 to generate friction. The first friction pad 10a and the second friction pad 10b work in conjunction to achieve the braking effect of the electronic mechanical brake system 100 on the brake disc 1002.

[0101] Because the caliper frame 30 is fixed to the frame of the vehicle 1000, when the reversing mechanism 21 moves along the rotation axis of the brake disc 1002 toward the brake disc 1002, it will synchronously drive the caliper body 40 to slide. It can be understood that at this time, the displacement direction of the reversing mechanism 21 is parallel to the sliding direction of the caliper body 40 relative to the caliper frame 30, that is, the displacement direction of the reversing mechanism 21 is parallel to the rotation axis of the brake disc 1002. It can also be understood that the displacement direction of the reversing mechanism 21 is parallel to the wheel axle of the wheel 1001.

[0102] Please refer to Figures 4-7 . Figure 4 is a schematic diagram of the external structure of the electronic mechanical brake system 100 provided in an embodiment of the present application. Figure 5 is a schematic diagram of the external structure of the other side of the electronic mechanical brake system 100 provided in an embodiment of the present application. Figure 6 is a schematic diagram of the external structure of the electronic mechanical brake system 100 provided in an embodiment of the present application with some structures omitted. Figure 7 is a schematic diagram of the structure of the caliper frame 30 in the electronic mechanical brake system 100 provided in an embodiment of the present application. As shown in Figures 4-7 , the electronic mechanical brake system 100 includes a sliding pin 50, which is used to slidably connect the caliper body 40 to the caliper frame 30. The longitudinal direction of the sliding pin 50 can be understood as the direction in which the axis of the sliding pin 50 extends (i.e., the axial direction). The longitudinal direction of the sliding pin 50 is parallel to the rotational axis of the brake disc 1002, i.e., the longitudinal direction of the sliding pin 50 is parallel to the sliding direction of the friction plate 10.

[0103] In other words, the electronic mechanical brake system 100 of the present application includes a caliper frame 30, a sliding pin 50, and the aforementioned electronic mechanical brake device. The caliper frame 30 is fixed to the vehicle frame, one end of the sliding pin 50 is fixedly connected to the caliper frame 30, and the other end of the sliding pin 50 extends into the caliper body 40 of the electronic mechanical brake device.

[0104] Specifically, as shown in Figure 20, the caliper body 40 includes an avoidance hole 24 and two sliding pin accommodating holes. The avoidance hole 24 is used to avoid a transmission member between the reducer 22 and the friction plate 10, that is, a transmission member passes through the avoidance hole 24 of the caliper body 40 and realizes the transmission connection between the reducer 22 and the friction plate 10. The two sliding pin accommodating holes are respectively used to accommodate a sliding pin 50 fixed to the caliper frame 30. Along the axial direction of the sliding pin accommodating holes, the reducer 22 and the friction plate 10 are arranged opposite each other, the extension direction of the sliding pin accommodating holes is toward the reducer 22, and the opening direction of the sliding pin accommodating holes is away from the reducer 22.

[0105] Corresponding to the electronic mechanical brake system 100 of the present application, the end of the sliding pin 50 away from the caliper frame 30 extends into the sliding pin receiving hole of the caliper body 40 .

[0106] The speed reducer 22 of the electronic mechanical brake device of the present application is fixed to the caliper body 40 and drives the friction plate 10 to move through multiple transmission members to brake the wheel 1001. The caliper body 40 is slidably connected to the caliper frame 30 via a sliding pin 50. The opening of the sliding pin receiving hole in the caliper body 40 for receiving the sliding pin 50 is oriented away from the speed reducer 22. The sliding pin 50 extends in the caliper body 40 toward the speed reducer 22.

[0107] Because the majority of the caliper body 40 and the multiple transmission components are located near the reducer 22, the center of gravity of the caliper body 40 is always within the length of, or close to, the sliding pin 50 during its sliding movement relative to the caliper frame 30. This reduces the eccentric torque exerted on the sliding pin 50 during braking, improving the force applied to the sliding pin 50 and thereby reducing friction, thereby enhancing the braking efficiency of the electronic mechanical brake.

[0108] The electromechanical brake system 100 provided herein securely connects the caliper frame 30 between the vehicle frame and the sliding pin 50. The electromechanical brake device achieves a sliding connection with the vehicle frame via the sliding pin 50. Because the center of gravity of the electromechanical brake device remains within or close to the length of the sliding pin 50 during its sliding motion relative to the sliding pin 50, the force applied to the sliding pin 50 is improved, thereby enhancing the braking efficiency of the electromechanical brake system 100.

[0109] In one embodiment, the caliper body 40 includes two connection holes for securely connecting to the reducer 22. The two connection holes are arranged in a direction that intersects the two sliding pin receiving holes. Along the radial direction of the sliding pin receiving holes, the two connection holes are arranged on either side of the avoidance hole 24, and the two sliding pin receiving holes are also arranged on either side of the avoidance hole 24. Along the axial direction of the sliding pin receiving holes, the openings of the two connection holes face the reducer 22.

[0110] In the schematic diagram of Figure 20, the two connection holes can be understood as two left connection holes 45a or two right connection holes 45b. When the two connection holes are two left connection holes 45a, the reducer 22 will deflect toward one side relative to the caliper body 40, so that the electronic mechanical brake system 100 is adapted to the left wheel of the vehicle 1000; and when the two connection holes are two right connection holes 45b, the reducer 22 will deflect toward the other side relative to the caliper body 40, so that the electronic mechanical brake system 100 is assembled to the right wheel of the vehicle 1000.

[0111] As a result, along the axial direction of the sliding pin receiving hole, the opening direction of the connecting holes is opposite to that of the sliding pin receiving hole. The caliper frame 30 and the reducer 22 are arranged on either side of the caliper body 40, ensuring that the tilting torque applied to the sliding pin 50 is relatively small. The arrangement direction of the connecting holes intersects with the arrangement direction of the sliding pin receiving holes, allowing the connecting holes and the sliding pin receiving holes to be staggered along the axial direction of the sliding pin receiving hole, thereby reducing the size of the caliper body 40 along the axial direction of the sliding pin receiving hole.

[0112] In one embodiment, the two connecting holes are arranged perpendicular to the two sliding pin receiving holes. This arrangement facilitates the installation of the sliding pin 50 and the reducer 22, respectively, and allows the connecting holes and the sliding pin receiving holes to be spaced apart along the circumference of the avoidance hole 24, thereby improving the structural stability of the caliper body 40.

[0113] In one embodiment, the axes of the two sliding pin receiving holes are equidistant from the axis of the avoidance hole 24. That is, the two sliding pin receiving holes are symmetrically distributed on either side of the avoidance hole 24, thereby ensuring a relatively balanced fit between the caliper body 40 and the two sliding pins 50 and reducing the tipping torque between the two sliding pins 50 during the sliding of the caliper body 40.

[0114] In one embodiment, one end of the sliding pin 50 is fixed to the caliper frame 30, and the other end extends parallel to the rotational axis of the brake disc 1002 and away from the brake disc 1002. The caliper body 40 is sleeved on the other end of the sliding pin 50 away from the caliper frame 30 and can slide relative to the caliper frame 30 along the length of the sliding pin 50, thereby achieving a sliding connection to the caliper frame 30.

[0115] In the schematic diagrams of Figures 4 to 7, the caliper frame 30 includes a fixedly connected horn 31 and a frame body 32. The caliper frame 30 is fixed to the frame of the vehicle 1000 through the horn 31, and along the radial direction of the brake disc 1002, the horn 31 is located on the side of the frame body 32 close to the axis of the brake disc 1002.

[0116] Specifically, the frame 32 of the caliper frame 30 includes two lugs 321. The two lugs 321 are located on a side of the frame 32 away from the horn 31 along the radial direction of the brake disc 1002. The two lugs 321 are arranged on either side of the friction plate 10 in a direction perpendicular to the length of the sliding pin 50. Alternatively, the two lugs 321 are arranged on either side of the friction plate 10 in a direction perpendicular to the sliding direction of the friction plate 10.

[0117] In one embodiment, the number of sliding pins 50 is the same as the number of lugs 321, and each sliding pin 50 is provided corresponding to one lug 321. In the schematic diagrams of Figures 4 to 7, the number of sliding pins 50 is two for exemplary description.

[0118] For example, there are two sliding pins 50, and the two sliding pins 50 correspond one to one with the two lugs 321. Along the rotation axis of the brake disc 1002, the end of each sliding pin 50 facing away from the caliper body 40 (i.e., the end close to the caliper frame 30) is attached to and fixed to its corresponding lug 321.

[0119] In one embodiment, the electromechanical brake system 100 includes a fastening screw 60 , and the end of the sliding pin 50 adjacent to the caliper frame 30 is fixed by the fastening screw 60 .

[0120] 4 to 7 , the number of fastening screws 60 is the same as the number of sliding pins 50 , and each fastening screw 60 is provided corresponding to one sliding pin 50 . In this specification, two fastening screws 60 are used for example.

[0121] Specifically, along the length (i.e., axial direction) of the sliding pin 50, the fastening screw 60 and the sliding pin 50 are arranged on either side of the lug 321 of the caliper frame 30. The fastening screw 60 passes through the inner hole (through-hole 3211) of the lug 321 in the caliper frame 30 and is fixedly connected to the end of the sliding pin 50, thereby securing one end of the sliding pin 50 to the caliper frame 30. In other words, along a direction perpendicular to the length of the sliding pin 50, the two fastening screws 60 are arranged on opposite sides of the friction plate 10. Along the length of the sliding pin 50, one fastening screw 60 and its corresponding sliding pin 50 are coaxially arranged on opposite sides of a lug 321.

[0122] Each lug 321 defines a through hole 3211 , and each through hole 3211 passes through the lug 321 along the rotation axis of the brake disc 1002 .

[0123] Each fastening screw 60 extends into the through hole 3211 of the corresponding support ear 321 toward one end of the caliper body 40, and passes through the through hole 3211 to be fixedly connected to the end of the sliding pin 50, thereby achieving the effect of fixing the sliding pin 50 on the caliper frame 30.

[0124] It can be understood that in the schematic diagrams of Figures 4 to 7, each sliding pin 50 is fixedly connected to the caliper frame 30 by a fastening screw 60, and the sliding pin 50 and its corresponding fastening screw 60 can be fixedly connected by but not limited to a threaded fitting method, which can improve the connection stability and reliability between the sliding pin 50 and the caliper frame 30, avoid the occurrence of undesirable phenomena such as loosening or falling off of the connection between the sliding pin 50 and the caliper frame 30 due to vibration or other external forces, and thereby improve the braking reliability of the electronic mechanical brake system 100.

[0125] At the same time, by arranging the fastening screw 60 and the sliding pin 50 on opposite sides of the corresponding lug 321 and respectively extending from opposite sides of the lug 321 into the through-hole 3211 of the lug 321 for fixation, the assembly convenience between the sliding pin 50 and the fastening screw 60 can be improved. Furthermore, by extending the sliding pin 50 into the through-hole 3211 to be fixedly connected with the fastening screw 60, the extension direction of the sliding pin 50 can be ensured to be parallel to the rotation axis of the brake disc 1002. When the caliper body 40 slides relative to the caliper frame 30 via the sliding pin 50, the sliding direction of the caliper body 40 is ensured to be parallel to the rotation axis of the brake disc 1002, further improving the sliding accuracy and smoothness of the caliper body 40.

[0126] In one embodiment, the frame 32 of the caliper frame 30 includes two fixing portions 322 , which are arranged on both sides of the brake disc 1002 along the length direction of the sliding pin 50 , and the spacing between the two fixing portions 322 is greater than the thickness of the brake disc 1002 .

[0127] In one embodiment, along the radial direction of the brake disc 1002, both lugs 321 are located on the outer side of the brake disc 1002, and each lug 321 bridges between two fixing portions 322 along the length of the sliding pin 50. That is, the two lugs 321 are arranged at intervals and are respectively used to securely connect the two fixing portions 322.

[0128] As will be appreciated, by providing the fixing portions 322 on both sides of the brake disc 1002, the two fixing portions 322 cooperate to limit axial movement of the brake disc 1002. The lug 321 serves to bridge the two fixing portions 322 and simultaneously position one end of the sliding pin 50 relatively close to the brake disc 1002. During the braking process of the brake assembly 20 driving the caliper 40, the end of the sliding pin 50 is positioned close to the brake disc 1002, thereby reducing the tipping torque of the electromechanical brake system 100.

[0129] In one embodiment, along the rotation axis of the brake disc 1002, the other end of the sliding pin 50 away from the fastening screw 60 extends toward a direction away from the brake disc 1002, and the other end of the sliding pin 50 away from the fastening screw 60 extends into the caliper body 40 and is slidably connected to the caliper body 40.

[0130] Exemplarily, as shown in FIG. 4 to FIG. 7 , the clamp body 40 includes two supporting legs 41 , and the two supporting legs 41 are provided in a one-to-one correspondence with the two supporting ears 321 .

[0131] That is, the two legs 41 are arranged on either side of the caliper body 40 along a direction perpendicular to the length of the sliding pin 50, and each leg 41 is aligned with a lug 321 along the length of the sliding pin 50. Along the rotational axis of the brake disc 1002, the two legs 41 are located on the same side of the two lugs 321, that is, each leg 41 is located along the rotational axis of the brake disc 1002 on the side of the corresponding lug 321 facing away from the friction pad 10.

[0132] The other end of each sliding pin 50 away from the fastening screw 60 extends into the corresponding support leg 41 and can slide relative to the support leg 41, thereby achieving the effect of sliding connection between the caliper frame 30 and the caliper body 40.

[0133] As can be understood, by arranging the other end of the sliding pin 50, which is away from the support lug 321, to extend into and slide within the corresponding support leg 41, the support leg 41 can limit the axial movement of the sliding pin 50 along the brake disc 1002, thereby preventing the sliding pin 50 from deflecting and thereby reducing the displacement accuracy of the caliper body 40, thereby further improving the braking reliability of the caliper body 40 driving the friction plate 10 on the wheel 1001. In other words, by arranging the sliding pin 50 to extend into and slide within the support leg 41, a guiding effect can be created on the sliding direction of the caliper body 40 relative to the caliper frame 30, thereby limiting the caliper body 40 to drive the friction plate 10 along the rotational axis of the brake disc 1002.

[0134] At the same time, in the schematic diagrams of Figures 4 to 7, by setting the number of sliding pins 50 to two, and the two sliding pins 50 are distributed on both sides of the friction plate 10 and extend in parallel, when the caliper body 40 is simultaneously slidably connected with the two sliding pins 50 and slides relative to the caliper frame 30, the force conditions of the caliper body 40 can be improved and the caliper body 40 can be ensured to slide smoothly relative to the caliper frame 30, and the caliper body 40 is further limited to slide along the rotation axis of the brake disc 1002, so as to improve the braking efficiency and reliability of the electronic mechanical braking system 100.

[0135] Typically, due to space constraints at the vehicle's wheel ends, components such as the brake motor and reducer of an electronic mechanical brake system must be arranged axially along the brake disc. This increases the size of the electronic mechanical brake system in this direction and shifts its center of gravity. The sliding pins used for guidance in the electronic mechanical brake system are subject to significant eccentric torque, which increases friction and reduces braking efficiency.

[0136] In contrast, the sliding pin 50 of the electronic mechanical brake system 100 of the present application extends away from the brake disc 1002. The caliper body 40 is slidably connected to the sliding pin 50 at the end of the sliding pin 50 away from the brake disc 1002. The brake assembly 20 is also located along with the caliper body 40 at the end of the sliding pin 50 away from the brake disc 1002. Because the majority of the volume of the caliper body 40 and the entirety of the brake assembly 20 are located at the end of the sliding pin 50 away from the brake disc 1002, the center of gravity of the portion of the electronic mechanical brake system 100 that slides relative to the sliding pin 50 is always within the length of the sliding pin 50 or close to the sliding pin 50. This reduces the eccentric torque applied to the sliding pin 50 during braking, improves the force applied to the sliding pin 50, and thereby reduces friction, thereby enhancing the braking efficiency of the electronic mechanical brake system 100.

[0137] The vehicle 1000 of the present application is braked using the electronic mechanical brake system 100 of the present application. Because the electronic mechanical brake system 100 of the present application reduces the eccentric torque applied to the sliding pin 50 during braking, and thereby reduces the friction within the electronic mechanical brake system 100, the braking efficiency of the vehicle 100 of the present application can be improved. In other words, because the vehicle 1000 of the present application is equipped with the electronic mechanical brake system 100 provided by any of the aforementioned embodiments, the vehicle 1000 of the present application has all the possible beneficial effects of the electronic mechanical brake system 100 provided by any of the aforementioned embodiments.

[0138] Please refer to Figures 8 and 9 . Figure 8 is a schematic diagram of the structure of the electronic mechanical brake system 100 provided in an embodiment of the present application, with some components omitted. Figure 9 is a schematic diagram of the partially exploded structure of the electronic mechanical brake system 100 provided in the embodiment shown in Figure 8 . To clearly illustrate the assembly of the sliding pin 50 to the caliper frame 30, the friction plate 10, brake assembly 20, and caliper body 40 of the electronic mechanical brake system 100 are omitted in the schematic diagram of Figure 8 .

[0139] In one embodiment, the two sliding pins 50 include a main sliding pin 51 and an auxiliary sliding pin 52. As shown in Figures 8 and 9, the main sliding pin 51 and the auxiliary sliding pin 52 both extend along the rotation axis of the brake disc 1002, and the main sliding pin 51 and the auxiliary sliding pin 52 are arranged on opposite sides of the friction plate 10 in a direction perpendicular to the rotation axis of the brake disc 1002.

[0140] Please refer to Figures 10 and 11 . Figure 10 is a schematic diagram of a partial cross-section of the electronic mechanical brake system 100 provided in an embodiment of the present application, and Figure 11 is a schematic diagram of a partial cross-section of the electronic mechanical brake system 100 provided in an embodiment of the present application. As shown in Figures 10 and 11 , one leg 41 of the caliper body 40 defines a primary sliding pin receiving hole 411, and the other leg 41 defines an auxiliary sliding pin receiving hole 412. The primary sliding pin receiving hole 411 is disposed around the periphery of the primary sliding pin 51, and the auxiliary sliding pin receiving hole 412 is disposed around the periphery of the auxiliary sliding pin 52.

[0141] 10 , the main sliding pin receiving hole 411 extends along the length of the sliding pin 50 and is positioned corresponding to the main sliding pin 51. Along the rotational axis of the brake disc 1002, one end of the main sliding pin 51 is fixed to the lug 321, and the other end, facing away from the lug 321, extends into the main sliding pin receiving hole 411.

[0142] 11 , the auxiliary sliding pin receiving hole 412 extends along the length of the sliding pin 50 and is provided corresponding to the auxiliary sliding pin 52. Along the rotational axis of the brake disc 1002, one end of the auxiliary sliding pin 52 is fixed to the lug 321, and the other end, facing away from the lug 321, extends into the auxiliary sliding pin receiving hole 412.

[0143] Please refer to Figure 12 , which is a partially enlarged cross-sectional schematic diagram of the structure of the electronic mechanical brake system 100 provided by the embodiment shown in Figure 10 of the present application at position A. In Figure 12 , a first gap H1 is defined between the main sliding pin 51 and the main sliding pin receiving hole 411 along the radial direction of the main sliding pin 51. This first gap H1 can be understood as the distance between the outer circumferential surface of the main sliding pin 51 and the inner wall of the main sliding pin receiving hole 411 along the radial direction of the main sliding pin 51.

[0144] Please refer to Figure 13 , which is a partially enlarged cross-sectional view of the electronic mechanical brake system 100 provided in the embodiment shown in Figure 11 of the present application at position B. In Figure 13 , a second gap H2 is defined between the auxiliary sliding pin 52 and the auxiliary sliding pin receiving hole 412 along the radial direction of the auxiliary sliding pin 52. The second gap H2 can be understood as the distance between the outer circumferential surface of the auxiliary sliding pin 52 and the inner wall of the auxiliary sliding pin receiving hole 412 along the radial direction of the auxiliary sliding pin 52.

[0145] In one embodiment, the second gap H2 is larger than the first gap H1.

[0146] It can be understood that by setting different gaps between the two sliding pins 50 and the sliding holes corresponding to the caliper body 40, the timing of the overall collision between the two sliding pins 50 and the caliper body 40 during the braking process can be controlled to be different, thereby avoiding the two sliding pins 50 from simultaneously contacting the caliper body 40 to cause excessive impact force, and prolonging the time for the two sliding pins 50 to act on the caliper body 40, which can buffer the flipping impact of the caliper body 40 on the caliper frame 30, improve the internal stress conditions of the electronic mechanical braking system 100 and extend its service life.

[0147] Please refer to Figure 13 in conjunction with Figures 8 and 9. In the schematic diagrams of Figures 8, 9 and 13, the electromechanical brake system 100 includes a buffer sleeve 70, which is sleeved around the outer periphery of the auxiliary sliding pin 52 and is clamped into the auxiliary sliding pin receiving hole 412 along with the auxiliary sliding pin 52.

[0148] As will be appreciated, the provision of the buffer sleeve 70 between the sliding pin 50 and the caliper body 40 provides a cushioning effect when the sliding pin 50 collides with the caliper body 40 during braking, further extending the collision time between the sliding pin 50 and the inner wall of the caliper body 40 to protect the sliding pin 50. This also reduces the eccentric torque experienced by the sliding pin 50 during braking, thereby improving the internal stress conditions of the electromechanical brake system 100 and extending its service life. Furthermore, the provision of the buffer sleeve 70 between the sliding pin 50 and the caliper body 40 also reduces the friction generated between the sliding pin 50 and the caliper body 40 during braking, further improving the stress on the sliding pin 50 and thereby reducing friction.

[0149] Please refer to Figure 14, which is a partially enlarged cross-sectional structural diagram of the electromechanical brake system 100 provided by the embodiment shown in Figure 11 of the present application. In one embodiment, the outer circumference of the buffer sleeve 70 is in contact with the inner circumference of the auxiliary sliding pin receiving hole 412.

[0150] Please refer to Figure 15, which is a partially enlarged cross-sectional view of the electromechanical brake system 100 provided in the embodiment shown in Figure 11 of this application. In one embodiment, a third gap H3 is defined between the buffer sleeve 70 and the auxiliary sliding pin receiving hole 412 along the radial direction of the auxiliary sliding pin 52, and the third gap H3 is smaller than the first gap H1.

[0151] As can be understood, in the schematic diagrams of Figures 14 and 15 , by providing a smaller gap between the buffer sleeve 70, which is sleeved over the auxiliary sliding pin 52, and the auxiliary sliding pin receiving hole 412 than the gap between the main sliding pin 51 and the main sliding pin receiving hole 411, for example, but not limited to, the outer circumference of the buffer sleeve 70 abutting the inner circumference of the auxiliary sliding pin receiving hole 412 in Figure 14 , or the third gap H3 being smaller than the first gap H1 in Figure 15 , the timing of collision between the buffer sleeve 70 and the auxiliary sliding pin receiving hole 412 can be earlier than the timing of collision between the main sliding pin 51 and the main sliding pin receiving hole 411. This allows the buffer sleeve 70 to provide a buffering effect on the main sliding pin 51, while the main sliding pin 51 provides a buffering effect on the auxiliary sliding pin 52. The electromechanical brake system 100 provides two-stage buffering during braking, further improving internal stress conditions and extending service life.

[0152] Please refer to Figure 16 in conjunction with Figure 15 . Figure 16 illustrates the external structure of the auxiliary sliding pin 52 in the electronic mechanical brake system 100 provided in an embodiment of the present application. In one embodiment, the outer circumference of the auxiliary sliding pin 52 is recessed with a positioning segment 521. Each positioning segment 521 is surrounded by a buffer sleeve 70. In the radial direction of the auxiliary sliding pin 52, the sum of the thickness of the buffer sleeve 70 and the radius of the positioning segment 521 is greater than the radius of the outer circumference of the auxiliary sliding pin 52.

[0153] In other words, along the length of the auxiliary sliding pin 52, the auxiliary sliding pin 52 has a first outer diameter section 52a and a second outer diameter section 52b, with the outer diameter W1 of the first outer diameter section 52a being greater than the outer diameter W2 of the second outer diameter section 52b. It can be understood that because the outer diameter W2 of the second outer diameter section 52b is smaller than the outer diameter W1 of the first outer diameter section 52a, the outer circumferential surface of the auxiliary sliding pin 52 forms a concave effect at the location of the second outer diameter section 52b. Therefore, the concave positioning section 521 on the outer circumferential surface of the auxiliary sliding pin 52 can be understood as the structural section of the auxiliary sliding pin 52 corresponding to the location of the second outer diameter section 52b being configured as the positioning section 521.

[0154] It can be understood that in the schematic diagrams of Figures 15 and 16, by providing a positioning segment 521 and providing a buffer sleeve 70 to be sleeved on the periphery of the positioning segment 521, since the positioning segment 521 is recessed in the outer peripheral surface of the auxiliary sliding pin 52, the two opposite end faces of the positioning segment 521 are abutted against the two opposite end faces of the buffer sleeve 70 along the length direction of the auxiliary sliding pin 52, so as to limit the displacement of the buffer sleeve 70 along the length direction of the auxiliary sliding pin 52, that is, to form a holding effect on the buffer sleeve 70.

[0155] At the same time, along the radial direction of the auxiliary sliding pin 52, by setting the sum of the thickness of the buffer sleeve 70 and the radius of the positioning section 521 to be greater than the radius of the outer peripheral surface of the auxiliary sliding pin 52, the outer peripheral surface of the buffer sleeve 70 is higher than the outer peripheral surface of the auxiliary sliding pin 52, so that the auxiliary sliding pin accommodating hole 412 contacts the buffer sleeve 70 first and then contacts the auxiliary sliding pin 52, further improving the protection and buffering effect of the auxiliary sliding pin 52, and further improving the internal stress conditions of the electronic mechanical braking system 100 and extending its service life.

[0156] In one embodiment, along the length direction of the auxiliary sliding pin 52, a plurality of positioning segments 521 are spaced apart on the outer peripheral surface of the auxiliary sliding pin 52, and a buffer sleeve 70 is sleeved on the outer periphery of each positioning segment 521 (as shown in FIG. 16).

[0157] As can be understood, by providing multiple positioning segments 521 and each positioning segment 521 having a corresponding buffer sleeve 70, multiple buffer sleeves 70 are provided around the outer periphery of the auxiliary sliding pin 52. That is, by providing multiple buffer sleeves 70 and spacing them along the length of the auxiliary sliding pin 52, the contact span between the buffer sleeves 70 and the auxiliary sliding pin receiving hole 412 is increased, thereby achieving a better buffering effect.

[0158] Correspondingly, the sections of the auxiliary sliding pin 52 other than the positioning section 521 are also arranged at intervals along the length direction of the auxiliary sliding pin 52. The contact span between the auxiliary sliding pin 52 and the auxiliary sliding pin accommodating hole 412 is relatively large, which also improves the force conditions when the auxiliary sliding pin 52 collides with the auxiliary sliding pin accommodating hole 412.

[0159] It should be noted that FIG16 merely illustrates one possible arrangement number, arrangement position, and structural dimensions of the positioning segments 521 recessed on the outer circumference of the auxiliary sliding pin 52, and does not limit the arrangement number, arrangement position, and structural dimensions of the positioning segments 521 to this example. In other embodiments of the present application, the number of positioning segments 521 recessed on the outer circumference of the auxiliary sliding pin 52 can be adjusted based on actual design requirements and the specific application scenario of the electromechanical brake system 100, and this embodiment of the present application does not specifically limit this.

[0160] Please refer to Figure 17, which is a schematic diagram of the external structure of the buffer sleeve 70 in the electronic mechanical brake system 100 provided in an embodiment of the present application. In one embodiment, the outer circumferential surface of the buffer sleeve 70 is provided with a plurality of grooves 71, which are arranged at intervals along the circumference of the buffer sleeve 70. The plurality of grooves 71 are used to provide expansion space for the buffer sleeve 70 when squeezed.

[0161] As will be appreciated, the outer surface of the buffer sleeve 70 is provided with a plurality of grooves 71 distributed circumferentially. These grooves 71 accommodate deformation of the buffer sleeve 70 when it collides with the auxiliary sliding pin receiving hole 412, thereby preventing the buffer sleeve 70 from cracking due to excessive internal stress under significant impact. Furthermore, the deformation direction of the grooves 71 is along the circumference of the buffer sleeve 70. This deformation increases the contact surface between the buffer sleeve 70 and the auxiliary sliding pin receiving hole 412, thereby facilitating a better cushioning effect for the buffer sleeve 70.

[0162] In one embodiment, as shown in FIG. 17 , along the radial direction of the buffer sleeve 70 , the minimum diameter D1 of each groove 71 is greater than the inner diameter D2 of the buffer sleeve 70 .

[0163] In the schematic diagram of Figure 17, the minimum diameter D1 of each groove 71 can be understood as that, among the multiple grooves 71 arranged circumferentially along the outer peripheral surface of the buffer sleeve 70, two grooves 71 symmetrically arranged about the axis of the buffer sleeve 70 have the minimum diameter D1, that is, the minimum diameter D1 can be understood as the distance between the two symmetrical grooves 71 at the axial position closest to the buffer sleeve 70.

[0164] It can be understood that by setting the minimum diameter D1 of each groove 71 to be larger than the inner diameter D2 of the buffer sleeve 70, the depth of the groove 71 can be controlled to avoid the outer peripheral surface of the buffer sleeve 70 being affected by the construction of the groove 71 and the overall structural rigidity of the buffer sleeve 70 being avoided to avoid the buffer sleeve 70 from cracking, thereby improving the buffering effect of the buffer sleeve 70.

[0165] In one embodiment, as shown in FIG. 17 , each groove 71 penetrates the buffer sleeve 70 along the axial direction of the buffer sleeve 70 .

[0166] It can be understood that by setting each groove 71 passing through the buffer sleeve 70, it can ensure that the deformation of the buffer sleeve 70 at each position along its own axial direction tends to be consistent, and increase the expansion space provided by each groove 71 for the buffer sleeve 70 when squeezed, so as to further enhance the buffering effect of the buffer sleeve 70.

[0167] Please refer to Figures 18 and 19 . Figure 18 illustrates the external structure of the main sliding pin 51 in the electronic mechanical brake system 100 according to an embodiment of the present application, while Figure 19 illustrates a cross-sectional structure of the main sliding pin 51 in the electronic mechanical brake system 100 according to the embodiment shown in Figure 18 . In one embodiment, the main sliding pin 51 includes a plurality of air relieving grooves 511 spaced apart along the circumference of the main sliding pin 51. Each air relieving groove 511 extends axially along the main sliding pin 51 to connect the interior of the main sliding pin receiving hole 411 to the outside.

[0168] As shown in FIG. 18 and FIG. 19 , along the axial direction of the main sliding pin 51 , the length dimension L1 of the degassing groove 511 is smaller than the length dimension L2 of the main sliding pin 51 .

[0169] It can be understood that the gap between the main sliding pin 51 and the main sliding pin accommodating hole 411 is relatively small, and the structure of the air relieving groove 511 can balance the gas pressure inside and outside the main sliding pin accommodating hole 411, avoiding the formation of a large air pressure in the main sliding pin accommodating hole 411 to affect the further sliding displacement of the main sliding pin 51.

[0170] In one embodiment, referring back to FIG5 , the electromechanical brake device includes a sealing sleeve 80 , which is sleeved on the sliding pin 50 and positioned between the caliper body 40 and the caliper frame 30 along the length of the sliding pin 50 . The sealing sleeve 80 is fixed to the caliper body 40 and is used to seal and protect the sliding hole of the caliper body 40 .

[0171] A sealing sleeve 80 is provided on the caliper body 40 to cover the mouth of the sliding hole. When the sliding pin 50 slides in the sliding hole, the sealing sleeve 80 cooperates with the sliding pin 50 to maintain relative sealing in the sliding hole, thereby forming a protective effect on the interior of the sliding hole.

[0172] It should be noted that, in some embodiments, a sealing sleeve 80 may also be disposed on the sliding pin 50. Specifically, the sealing sleeve 80 is fixed to the end of the sliding pin 50 proximal to the caliper frame 30. The sealing sleeve 80 serves to shield the sliding hole in the caliper body 40 and also provides protection. In some embodiments, the opposite ends of the sealing sleeve 80 are fixedly connected to the sliding pin 50 and the caliper body 40, respectively. The sealing sleeve 80 is retractable and deforms as the caliper body 40 slides relative to the sliding pin 50, thereby maintaining a sealed and protective effect on the sliding hole in the caliper body 40 during braking by the electromechanical brake system 100.

[0173] Please refer to Figures 20 and 21 . Figure 20 is a schematic diagram of the external structure of the caliper body 40 in the electronic mechanical brake device provided in an embodiment of the present application, and Figure 21 is a schematic cross-sectional diagram of the electronic mechanical brake device provided in an embodiment of the present application with some structures omitted. In one embodiment, the caliper body 40 includes a receiving portion 42, a pushing portion 43, and a connecting portion 44. Along the length of the sliding pin 50, the receiving portion 42 and the pushing portion 43 are arranged on either side of the two friction plates 10. The brake assembly 20 and the adjacent friction plate 10 are located on the side of the receiving portion 42 away from the pushing portion 43, and the other friction plate 10 is fixed to the pushing portion 43.

[0174] In other words, in one embodiment, the caliper body 40 includes a receiving portion 42, which is located between the speed reducer 22 and the friction plate 10 along the axial direction of the sliding pin receiving hole. The avoidance hole 24 is provided in the receiving portion 42, and the receiving portion 42 accommodates a plurality of transmission members. The speed reducer 22 is connected to the plurality of transmission members (accommodated in the receiving portion 42) via a transmission member (passing through the avoidance hole 24). The plurality of transmission members (accommodated in the receiving portion 42) are used to receive the drive of the speed reducer 22 and push a friction plate 10 to slide away from the speed reducer 22 to brake the wheel 1001.

[0175] The caliper body 40 fixes the reducer 22 through the receiving portion 42 and receives a plurality of transmission components through the receiving portion 42 , so that the reducer 22 is transmission-connected with the plurality of transmission components and drives a friction plate 10 to slide toward the brake disc 1002 .

[0176] In one embodiment, the caliper body 40 includes a push portion 43. The push portion 43 is located axially along the sliding pin receiving hole on the side of the friction plate 10 away from the reducer 22. The caliper body 40 is used to receive the drive of the reducer 22 and slide relative to the vehicle frame. The push portion 43 drives a friction plate 10 to slide toward the reducer 22 to brake the wheel 1001. The caliper body 40 fixes a friction plate 10 via the push portion 43. As the push portion 43 slides with the caliper body 40, it drives the friction plate 10 to slide toward the reducer 22 to brake the wheel 1001.

[0177] In one embodiment, the spacing distance between the receiving portion 42 and the pushing portion 43 is greater than the sum of the thickness of the two friction plates 10 and the thickness of the brake disc 1002 .

[0178] In one embodiment, along a length direction perpendicular to the sliding pin 50 , the connecting portion 44 is located on the same side of the receiving portion 42 and the pushing portion 43 , and the connecting portion 44 is fixedly connected to the receiving portion 42 and the pushing portion 43 , respectively.

[0179] As can be understood, the two parts of the caliper body 40 are arranged on both sides of the brake disc 1002 and are fixedly connected. One part (i.e., the receiving portion 42) is used to accommodate and support the brake assembly 20 and one friction plate 10. The other part (i.e., the pushing portion 43) is used to fix the other friction plate 10. The two friction plates 10 are relatively moved together by the thrust and reverse thrust of the brake assembly 20 to brake the brake disc 1002.

[0180] Please refer to Figure 22, which is a schematic diagram of the internal structural arrangement of the electronic mechanical brake device provided in an embodiment of the present application. In one embodiment, the brake assembly 20 further includes a brake motor 23. Along the length of the sliding pin 50, the reducer 22 is fixed to the side of the caliper body 40 away from the brake disc 1002. The reversing mechanism 21 is housed within the caliper body 40 and is in transmission connection with the reducer 22. The brake motor 23 is in transmission connection with the reducer 22 to provide braking force for the wheel 1001. Along the axial direction of the sliding pin receiving hole, the brake motor 23 is located between the reducer 22 and the friction plate 10. Along the radial direction of the sliding pin receiving hole, the brake motor 23 is arranged adjacent to a plurality of transmission components housed within the receiving portion 42.

[0181] In the schematic diagram of Figure 22, the reducer 22 is transmission-connected between the brake motor 23 and the reversing mechanism 21, and along the length direction of the sliding pin 50, the reducer 22 is located on the side of the reversing mechanism 21 away from the brake disc 1002. The brake motor 23 rotates through the reducer 22 to drive the reversing mechanism 21 to move and brake the wheel 1001, which can also be understood as braking the brake disc 1002.

[0182] Specifically, along the length direction of the sliding pin 50, the brake motor 23 and the reversing mechanism 21 are located on the same side of the reducer 22, that is, the brake motor 23 is located on the side of the reducer 22 facing the reversing mechanism 21, and along the length direction of the sliding pin 50, the brake motor 23 is arranged adjacent to the reversing mechanism 21, which can facilitate the reversing mechanism 21 to be driven by the reducer 22 to form a displacement along the length direction of the sliding pin 50, and push the friction plate 10 toward the brake disc 1002 to brake the wheel 1001.

[0183] As shown in Figure 22, the reducer 22 includes an input shaft 221 and an output shaft 222, which are connected in a transmission manner. The input shaft 221 is coaxially connected to the motor shaft 231 of the brake motor 23, and the output shaft 222 is coaxially connected to the reversing mechanism 21. By arranging the reducer 22 adjacent to the reversing mechanism 21 and connecting them in a transmission manner, the power transmission path from the brake motor 23 to the reversing mechanism 21 can be shortened, improving transmission efficiency and reducing the size.

[0184] In one embodiment, the input shaft 221 and the output shaft 222 are arranged side by side along a direction perpendicular to the length of the sliding pin 50 , and the axial directions of the input shaft 221 and the output shaft 222 are both parallel to the length of the sliding pin 50 .

[0185] As can be appreciated, by arranging the input shaft 221 and output shaft 222 within the reducer 22 in parallel and in driving connection, it is possible to achieve reverse transmission of the power output from the brake motor 23, thereby reducing the length of the electromechanical brake device. Specifically, the reducer 22 is arranged along the arrangement direction of the brake motor 23 and the reversing mechanism 21, and is also arranged adjacent to the brake motor 23 and the reversing mechanism 21. This further shortens the power transmission path from the brake motor 23 to the reversing mechanism 21, improving transmission efficiency and reducing the size.

[0186] The brake motor 23, serving as a power source, rotates about its own axis via a motor shaft 231 to output power. The motor shaft 231 of the brake motor 23 is coaxial with the input shaft 221 of the reducer 22. Rotation of the motor shaft 231 synchronously rotates the input shaft 221, thereby inputting power into the reducer 22. The power output by the brake motor 23 is input into the reducer 22 via the input shaft 221 and output from the reducer 22 via the output shaft 222.

[0187] The output shaft 222 is coaxially driven with the reversing mechanism 21. When the output shaft 222 rotates, it will synchronously drive the reversing mechanism 21 to rotate, so as to transmit power to the adjacent friction plate 10 through the reversing mechanism 21 to drive one friction plate 10 to slide toward the brake disc 1002, and drive the caliper body 40 to drive the other friction plate 10 to slide toward the brake disc 1002, thereby achieving the effect of braking the vehicle 1000.

[0188] In other words, the transmission path of the power output by the brake motor 23 in the electronic mechanical brake device can be but is not limited to: the motor shaft 231 of the brake motor 23 → the input shaft 221 → the output shaft 222 → the reversing mechanism 21 → the friction plate 10, thereby achieving the effect of braking the vehicle 1000.

[0189] It can be understood that the power output by the brake motor 23 is transmitted to the reversing mechanism 21 via the reducer 22, and to the friction plate 10 of the reversing mechanism 21 and drives the two friction plates 10 to slide to brake the brake disc 1002, so that the power output by the brake motor 23 is transmitted to the friction plate 10 via the "U"-shaped line, that is, the power transmission path of the electronic mechanical brake device forms a folding effect along the axial direction of the wheel 1001, compressing the size of the electronic mechanical brake device along the axial direction of the wheel 1001, and rationally utilizing the wheel end space of the vehicle 1000.

[0190] 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 caliper bias, characterized in that: The electronic mechanical brake device comprises a caliper body, a reducer and a friction plate, wherein the caliper body is used to connect the caliper frame and the reducer, and the reducer is used to drive the friction plate to move through a plurality of transmission members, and the caliper body comprises an avoidance hole and two sliding pin accommodating holes, wherein the avoidance hole is used to avoid one of the transmission members between the reducer and the friction plate, and the two sliding pin accommodating holes are used to accommodate one sliding pin of the caliper frame, wherein: Along the axial direction of the sliding pin accommodating hole, the reducer and the friction plate are arranged opposite to each other, the extending direction of the sliding pin accommodating hole is toward the reducer, and the opening direction of the sliding pin accommodating hole is away from the reducer.

2. The electromechanical brake device according to claim 1, characterized in that: The caliper body includes two connecting holes, the two connecting holes are used to fix the reducer, and the relative arrangement direction of the two connecting holes intersects with the two sliding pin receiving holes, wherein: Along the radial direction of the sliding pin accommodating hole, the two connecting holes are respectively arranged on both sides of the avoidance hole, and the two sliding pin accommodating holes are respectively arranged on both sides of the avoidance hole; Along the axial direction of the sliding pin receiving hole, the opening directions of the two connecting holes are toward the speed reducer.

3. The electromechanical brake device according to claim 2, characterized in that: The relative arrangement direction of the two connecting holes is perpendicular to the two sliding pin receiving holes; or, The axes of the two sliding pin accommodating holes are equidistant from the axis of the avoidance hole.

4. The electromechanical brake device according to claim 1, characterized in that: The caliper body includes a receiving portion, which is located between the reducer and the friction plate along the axial direction of the sliding pin accommodating hole. The avoidance hole is provided in the receiving portion and a plurality of transmission members are accommodated in the receiving portion. The reducer is transmission-connected to the plurality of transmission members via the one transmission member. The plurality of transmission members are used to receive the drive of the reducer and push one of the friction plates to slide in a direction away from the reducer to brake the wheel.

5. The electromechanical brake device according to claim 4, characterized in that: The electronic mechanical brake device comprises a brake motor, which is transmission-connected with the reducer to provide a braking force for braking the wheel, wherein: Along the axial direction of the sliding pin receiving hole, the brake motor is located between the reducer and the friction plate; Along the radial direction of the sliding pin accommodating hole, the brake motor is arranged adjacent to the plurality of transmission members.

6. The electromechanical brake device according to claim 1, characterized in that: The caliper body includes a pushing portion, which is located on the side of the friction plate away from the reducer along the axial direction of the sliding pin accommodating hole. The caliper body is used to receive the drive of the reducer and slide relative to the frame. The pushing portion drives one of the friction plates to slide toward the reducer to brake the wheel.

7. An electromechanical braking system, characterized in that: The electronic mechanical brake system comprises a caliper frame, a sliding pin and an electronic mechanical brake device as described in any one of claims 1 to 6, wherein the caliper frame is fixed to the vehicle frame, one end of the sliding pin is fixedly connected to the caliper frame, and the other end extends into a sliding pin receiving hole of a caliper body in the electronic mechanical brake device.

8. The electromechanical brake system according to claim 7, characterized in that: The electronic mechanical brake system includes a fastening screw, and the caliper frame includes a support ear. Along the axial direction of the sliding pin, the fastening screw and the sliding pin are arranged on both sides of the support ear, and the fastening screw passes through the support ear and is fixedly connected to the end of the sliding pin.

9. The electromechanical brake system according to claim 7 or 8, characterized in that: The sliding pin includes a main sliding pin and an auxiliary sliding pin, and the caliper body includes a main sliding pin accommodating hole and an auxiliary sliding pin accommodating hole, wherein: Along the radial direction of the main sliding pin, a first gap is provided between the main sliding pin and the main sliding pin receiving hole; Along the radial direction of the auxiliary sliding pin, a second gap is provided between the auxiliary sliding pin and the auxiliary sliding pin receiving hole, and the second gap is larger than the first gap.

10. The electromechanical brake system according to claim 9, characterized in that: The electronic mechanical brake system comprises a buffer sleeve, which is sleeved outside the auxiliary sliding pin and clamped into the auxiliary sliding pin receiving hole, wherein: The outer circumferential surface of the buffer sleeve is in contact with the inner circumferential surface of the auxiliary sliding pin receiving hole; or, Along the radial direction of the auxiliary sliding pin, a third gap is provided between the buffer sleeve and the auxiliary sliding pin accommodating hole, and the third gap is smaller than the first gap.

11. The electromechanical brake system according to claim 10, characterized in that: The outer circumferential surface of the auxiliary sliding pin is concavely provided with at least one positioning segment, and the outer sleeve of each positioning segment is provided with a buffer sleeve, and along the radial direction of the auxiliary sliding pin, the sum of the thickness of the buffer sleeve and the radius of the positioning segment is greater than the radius of the outer circumferential surface of the auxiliary sliding pin.

12. The electromechanical brake system according to claim 10, characterized in that: The outer circumferential surface of the buffer sleeve is provided with a plurality of grooves, the plurality of grooves are arranged at intervals along the circumference of the buffer sleeve, and the plurality of grooves are used to provide expansion space for the buffer sleeve when it is squeezed, wherein: Along the radial direction of the buffer sleeve, the minimum diameter of each of the grooves is greater than the inner diameter of the buffer sleeve; Along the axial direction of the buffer sleeve, each of the grooves penetrates the buffer sleeve.

13. The electromechanical brake system according to claim 9, characterized in that: The main sliding pin includes a plurality of degassing grooves, which are arranged at intervals along the circumference of the main sliding pin, and each of the degassing grooves extends along the axial direction of the main sliding pin to connect the interior of the main sliding pin accommodating hole with the outside, wherein: Along the axial direction of the main sliding pin, the length dimension of the degassing groove is smaller than the length dimension of the main sliding pin.

14. The electromechanical brake system according to claim 7, characterized in that: The electronic mechanical brake device comprises a sealing sleeve, which is sleeved on the sliding pin and located between the caliper body and the caliper frame along the length direction of the sliding pin. The sealing sleeve is fixed to the caliper body and used for sealing and protecting the sliding pin receiving hole of the caliper body.

15. A vehicle, characterized in that: It comprises a wheel and an electronic mechanical braking system as claimed in any one of claims 7 to 14, wherein the length direction of the sliding pin in the electronic mechanical braking system is parallel to the rotation axis of the brake disc of the wheel.

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