Electronically controlled brake system

Abstract

An electronically controlled brake system, comprising a motor assembly (1), a transmission mechanism assembly (3), a piston assembly (4), and a pressure building cylinder (5). The motor assembly (1) is connected to the piston assembly (4) by means of the transmission mechanism assembly (3). A piston (401) in the piston assembly (4) is of a hollow cylindrical structure having an opening at one end. A closed end of the piston (401) is located in the pressure building cylinder (5) and can perform reciprocating motion in the pressure building cylinder (5). The transmission mechanism assembly (3) comprises a transmission mechanism rotating member and a transmission mechanism translation member connected to each other. The transmission mechanism translation member is fastened and connected to the poison (401). The transmission assembly rotating member partially extends into the cylinder of the piston (401). A connecting end of the motor assembly (1) is movably connected to a connecting end of the transmission mechanism assembly (3) by means of a spherical structure or a spherical pair. Upon completion of assembly of a motor and the pressure building cylinder, when the coaxiality error is large, the coaxiality between the piston and the pressure building cylinder during movement can be adjusted, thereby reducing the radial force and motion friction between the piston and the pressure building cylinder, reducing the impact of vibration of the motor on the transmission mechanism, improving transmission efficiency and reducing noise.

Description

An electrically controlled brake system TECHNICAL FIELD

[0001] The present application relates to the technical field of electrically controlled brake, in particular to an electrically controlled brake system. BACKGROUND

[0002] In the prior art, such as the electrically controlled brake system disclosed in patent document CN219268638U, the ball screw assembly and the bearing seat are in interference fit, the axial direction is fixed by a rivet ring, the bearing seat and the hollow shaft are connected into one by welding, and the piston and the pressure building cylinder are in clearance fit.

[0003] In this scheme, when the coaxiality error of the motor and the pressure building cylinder is large, the piston is inclined relative to the pressure building cylinder bore, and the radial force borne by the piston during the movement of the piston and the pressure building cylinder bore increases, which increases the friction force during the movement of the piston and the pressure building cylinder bore, thereby increasing the energy loss during the movement transmission process and reducing the transmission efficiency; when the radial force borne by the piston acts on the ball screw, a torque that causes the ball screw to tilt around a point, called overturning torque, is generated, which causes the axis of the nut and the screw shaft to deviate, resulting in uneven stress on the balls in the ball screw, and a small number of balls are subjected to excessive stress, which further causes the balls to be crushed or the raceway to be permanently deformed, thereby increasing the risk of damage and failure of the ball screw; when the overturning torque is transmitted to the motor bearing through the screw shaft and the bearing seat, the motor bearing bears a relatively large radial force, which can easily cause the motor bearing to be damaged, the damage of the motor bearing affects the transmission of the motor, and noise is easily generated; and because the bearing seat and the hollow shaft are connected into one by welding, the vibration during the transmission of the motor is directly transmitted to the ball screw assembly, which affects the transmission efficiency of the transmission mechanism and increases the noise during the transmission process. SUMMARY

[0004] In view of the deficiencies of the prior art, the present application provides an electrically controlled brake system to automatically adjust the coaxiality of the piston and the pressure building cylinder during movement.

[0005] To solve the above technical problems, the technical scheme adopted by the present application is as follows:

[0006] The electrically controlled brake system comprises a motor assembly, a transmission mechanism assembly, a piston assembly and a pressure building cylinder, the motor assembly and the piston assembly are connected through the transmission mechanism assembly, the piston assembly and the transmission mechanism assembly are located in the pressure building cylinder, and the first ends of the motor assembly and the transmission mechanism assembly are connected through a spherical structure or a spherical pair.

[0007] Further,

[0008] The motor assembly includes a motor base, and the transmission mechanism assembly includes a transmission mechanism rotating component and a transmission mechanism translating component. The first end of the transmission mechanism rotating component and the motor base are movably connected through a spherical structure or a spherical pair.

[0009] In some embodiments, the first end of both the motor base and the rotating part of the transmission mechanism is provided with a groove structure, and the spherical structure is located between the two groove structures.

[0010] In other embodiments, the first end of the rotating component of the transmission mechanism is provided with a convex spherical surface, and the motor base is provided with an arc-shaped groove that mates with the convex spherical surface.

[0011] In other embodiments, the motor base is provided with a convex spherical surface, and the end face of the first end of the rotating part of the transmission mechanism is provided with an arc-shaped groove that cooperates with the convex spherical surface.

[0012] Preferably, the convex spherical surface is integrally formed with the rotating part of the transmission mechanism or the motor base.

[0013] Preferably, the rotating component of the transmission mechanism is a lead screw shaft, and the translating component of the transmission mechanism is a lead screw nut.

[0014] An elastic element is provided between the transmission mechanism assembly and the motor assembly for relative compression between the rotating parts of the transmission mechanism and the motor base.

[0015] The piston assembly includes a piston, a sliding bearing, and a cup. The piston and the translational component of the transmission mechanism are fastened together by means of threads, welding, riveting, etc. The sliding bearing is set on the piston and has a clearance fit with the pressure-building cylinder. The cup is set on the piston and is in close contact with the inner wall of the pressure-building cylinder.

[0016] The piston is a hollow cylindrical structure with one end open. The rotating part of the transmission mechanism is inserted into the inner cavity of the piston cylinder, and the other end of the piston is a closed end.

[0017] The piston has an annular groove on the outer edge of its closed end, and the sliding bearing and the cup are installed in the annular groove of the piston.

[0018] The radius of the convex spherical surface of the spherical structure or spherical pair is smaller than the radius of the arc of the groove structure.

[0019] The transmission mechanism assembly is provided with a kinematic receiving interface for receiving the torque of the motor assembly, and the motor assembly is provided with a kinematic transmission interface coupled to the rotating component of the transmission mechanism. The first end of the rotating component of the transmission mechanism is provided with a retaining ring and a connecting sleeve. Preferably, the kinematic receiving interface is an external spline interface provided on the connecting sleeve, and the kinematic transmission interface is an internal spline interface provided on the motor base. The motor base and the connecting sleeve are spline-fitted. The motor base is provided with a retaining ring mounting groove that mates with the outer edge of the retaining ring. The elastic element is located between the retaining ring and the connecting sleeve.

[0020] The rotating part of the transmission mechanism is provided with an annular step near the first end, and a baffle is provided at the annular step.

[0021] Compared with the prior art, the present invention has the following advantages:

[0022] The electric control braking system is reasonably designed. The motor assembly and the transmission mechanism assembly are connected by a spherical structure or spherical pair. When the coaxiality error between the motor and the pressure-building cylinder is too large after assembly, the coaxiality of the piston and the pressure-building cylinder during the movement process can be adjusted to reduce the radial force and motion friction between the piston and the pressure-building cylinder. It can also reduce the impact of motor vibration on the transmission mechanism, improve transmission efficiency, and reduce noise. Attached Figure Description

[0023] The following is a brief explanation of the contents of each of the accompanying drawings and the markings in the drawings:

[0024] Figure 1 is a cross-sectional view of the electric control braking system of the present invention.

[0025] Figure 2 is an exploded view of the transmission mechanism assembly structure of the present invention.

[0026] Figure 3 is an exploded view of the piston assembly structure of the present invention.

[0027] Figure 4 is a schematic diagram of the groove-shaped ball screw assembly structure of the present invention.

[0028] Figure 5 is a schematic diagram of the convex ball bearing screw assembly of the present invention.

[0029] Figures 6 and 7 are schematic diagrams of the groove-shaped motor base of the present invention from different perspectives.

[0030] Figure 8 is a cross-sectional view of the convex spherical motor base structure of the present invention.

[0031] Figure 9 is a schematic diagram of the convex spherical motor base structure of the present invention.

[0032] Figure 10 is a schematic diagram of the working state of the braking system when the groove of the present invention contacts the ball and the piston and motor are coaxial.

[0033] Figure 11 is a schematic diagram of the working state of the braking system when the lead screw rotates around the ball in contact with the groove of the present invention.

[0034] Figure 12 is a schematic diagram of the working state of the braking system when the groove of the present invention contacts the ball and the lead screw pushes the ball to roll radially.

[0035] Figure 13 is a schematic diagram of the working state of the braking system when the groove and the convex spherical surface of the present invention are in contact, and the piston and the motor are coaxial.

[0036] Figure 14 is a schematic diagram of the working state of the braking system when the lead screw rotates around the ball when the groove of the present invention is in contact with the convex spherical surface.

[0037] In the diagram: 1. Motor assembly; 101. Motor base; 1011. Base groove; 1012. Internal spline interface; 1013. Retaining ring mounting groove; 1014. Base convex spherical surface; 2. Ball; 3. Transmission mechanism assembly; 301. Ball screw assembly; 3011. Screw shaft; 3012. Screw nut; 30111. Screw groove; 30112. Screw convex spherical surface; 302. Baffle; 303. Retaining ring; 304. Elastic element; 305. Connecting sleeve; 3051. External spline interface; 4. Piston assembly; 401. Piston; 402. Sliding bearing; 403. Leather cup; 5. Pressure build-up cylinder. Detailed Implementation

[0038] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings and through the description of the examples.

[0039] As shown in Figures 1 to 14, the electric control braking system includes a motor assembly 1, a transmission mechanism assembly 3, a piston assembly 4, and a pressure-building cylinder 5. The motor assembly and the piston assembly are connected through the transmission mechanism assembly. The piston assembly and the transmission mechanism assembly are located inside the pressure-building cylinder. The pressure-building cylinder and the motor assembly are docked and connected. The first ends of the motor assembly and the transmission mechanism assembly are movably connected through a spherical structure or a spherical pair.

[0040] The motor assembly 1 includes a motor base 101, a rotor structure, and a stator structure. The transmission mechanism assembly includes a transmission mechanism rotating component and a transmission mechanism translational component. The transmission mechanism rotating component can be a lead screw structure. The first end of the transmission mechanism rotating component and the motor base are movably connected through a spherical structure or a spherical pair.

[0041] The present invention connects the motor assembly and the transmission mechanism assembly through a spherical structure or spherical pair. When the coaxiality error between the motor and the pressure-building cylinder is too large after assembly, the coaxiality of the piston and the pressure-building cylinder during the movement process can be adjusted, reducing the radial force and motion friction between the piston and the pressure-building cylinder. It can also reduce the impact of motor vibration on the transmission mechanism, improve transmission efficiency, and reduce noise.

[0042] Preferably, as shown in Figures 4, 6, and 7, both the motor base and the first end of the rotating part of the transmission mechanism are provided with groove structures. Both groove structures are arc-shaped grooves, and the spherical structure is a sphere 2. The sphere is located between the groove of the motor base and the groove of the first end of the rotating part of the transmission mechanism to form a ball docking movable structure.

[0043] Preferably, as shown in Figure 5, the first end of the rotating component of the transmission mechanism is provided with a convex spherical surface, and the motor base is provided with an arc-shaped groove that mates with the convex spherical surface. The convex spherical surface and the rotating component of the transmission mechanism are an integral structure, forming a lead screw convex spherical surface 30112. Alternatively, as shown in Figures 8 and 9, the motor base 101 is provided with a convex spherical surface, and the end face of the first end of the rotating component of the transmission mechanism is provided with an arc-shaped groove that mates with the convex spherical surface. The convex spherical surface and the motor base are an integral structure. The integral convex spherical surface structure design is structurally stable and reliable, and facilitates assembly.

[0044] As shown in Figures 1 and 3, the piston assembly 4 includes a piston 401, a sliding bearing 402, and a piston cup 403. The piston and the lead screw nut are fastened together by threads. The piston is a hollow cylindrical structure with one end open. The rotating part of the transmission mechanism is inserted into the inner cavity of the piston cylinder. The other end of the piston is a closed end. The outer edge of the closed end of the piston is provided with an annular groove. The sliding bearing is installed in the annular groove of the piston and has a clearance fit with the pressure-building cylinder. The piston cup is installed in the annular groove of the piston and is in close contact with the inner wall of the pressure-building cylinder. During the forward or backward movement of the piston, the sliding bearing and the piston cup slide in contact with the inner wall of the pressure-building cylinder, which is stable and reliable.

[0045] The radius of the convex spherical surface of the spherical structure or spherical pair is smaller than the radius of the arc of the groove structure; specifically: the radius of the sphere or the radius of the convex spherical surface formed by the sphere and the rotating part of the transmission mechanism integrally formed, or the radius of the convex spherical surface formed by the sphere and the motor base integrally formed, is smaller than the radius of the arc of the groove of the motor base or the radius of the arc of the groove of the rotating part of the transmission mechanism.

[0046] As shown in Figures 1 and 2, an elastic element 304 is provided between the transmission mechanism assembly and the motor assembly to provide relative compression between the rotating parts of the transmission mechanism and the motor base. After the elastic element is installed, the elastic force acts axially on the motor base and the transmission mechanism assembly, so that the transmission mechanism assembly, the ball and the motor assembly, or the transmission mechanism assembly and the motor assembly, maintain a tight contact without any gap in the motor axial direction.

[0047] Preferably, the first end of the rotating component of the transmission mechanism is provided with a retaining ring 303 and a connecting sleeve 305. The motor base is splinedly fitted with the connecting sleeve. The motor base is provided with a retaining ring mounting groove 1013 that mates with the outer edge of the retaining ring. An elastic element is provided between the retaining ring and the connecting sleeve. An annular step is provided on the rotating component of the transmission mechanism near the first end, and a baffle 302 is provided at the annular step. The retaining ring is installed in the retaining ring mounting groove to axially limit the rotating component of the transmission mechanism, ensuring stable and reliable operation.

[0048] The transmission assembly is provided with a kinematic receiving interface for receiving motor torque, which is integrated on the rotating part of the transmission mechanism; the motor assembly has a kinematic transmission interface coupled to the rotating part of the transmission mechanism to transmit the motion output by the motor assembly to the transmission assembly, and its transmission structure is an existing structure.

[0049] This invention adds a spherical structure or spherical pair between the motor assembly and the transmission mechanism assembly. When the coaxiality of the pressure-building cylinder and the motor assembly axis is within a certain error range, the rotating part of the transmission mechanism can be allowed to rotate around the ball at a certain angle to adjust the coaxiality of the piston and the cylinder bore of the pressure-building cylinder, thereby improving the stability of the piston's movement within the cylinder bore. When the coaxiality error between the pressure-building cylinder and the motor assembly axis is relatively large, there are certain limits to adjusting the coaxiality of the piston and the cylinder bore of the pressure-building cylinder by rotating the rotating part of the transmission mechanism around the ball at a certain angle. At this time, the radial force on the piston acts on the lead screw shaft, and the rotating part of the transmission mechanism pushes the ball to roll radially, thereby adjusting the coaxiality of the piston and the cylinder bore of the pressure-building cylinder to a greater extent. When a spherical structure or spherical pair is added between the motor base and the transmission mechanism assembly, the spherical connection can not only realize the transmission of different shafts, but also balance the forces on different shafts, so that the piston can work smoothly within the pressure-building cylinder.

[0050] A preferred embodiment of the present invention is as follows:

[0051] Figure 1 is a cross-sectional view of the electric control braking system of the present invention; the electric control braking system includes: a motor assembly 1, a ball 2, a transmission mechanism assembly 3, a piston assembly 4, and a pressure-building cylinder 5. The motor assembly 1 includes a motor base 101, and the ball 2 is placed between the motor assembly 1 and the transmission mechanism assembly 3. The transmission mechanism assembly 3 and the motor assembly 1 are movably connected through the ball 2.

[0052] Figure 2 is an exploded view of the transmission mechanism assembly structure; the transmission mechanism assembly 3 includes a ball screw assembly 301, a baffle 302, a retaining ring 303, an elastic element 304, and a connecting sleeve 305. Figure 4 is a schematic diagram of the groove-type ball screw assembly structure; the ball screw assembly 301 includes a screw shaft 3011 and a screw nut 3012. The screw shaft 3011 is the rotating part of the transmission mechanism, and the screw nut 3012 is the translational part of the transmission mechanism. The ball screw assembly 301 converts the rotational motion input from the motor into linear motion. The rotating part of the transmission mechanism is provided with a groove structure, which is embodied in the screw groove 30111; Figure 6 is a schematic diagram of the groove-type motor base structure. The motor base 101 is provided with a base groove 1011, and a ball can be placed between the screw groove 30111 and the motor base groove 1011, so that the transmission mechanism assembly 3 and the motor assembly 1 are movably connected through the ball 2.

[0053] Figure 5 is a schematic diagram of the structure of the ball screw assembly with a convex spherical surface. The ball screw assembly 301 includes a screw shaft 3011 and a screw nut 3012. The screw shaft 3011 is a rotating part of the transmission mechanism, and the screw nut 3012 is a translational part of the transmission mechanism. The ball can be integrally formed with the rotating part of the transmission mechanism to form a convex spherical surface. The ball 2 is integrally formed with the screw shaft to form the screw convex spherical surface 30112, and forms a movable connection with the groove 10111 of the motor base.

[0054] Figures 8 and 9 are schematic diagrams of the convex spherical motor base structure; the sphere can also be integrally formed with the motor base to form the convex spherical base 1014, which is movably connected with the groove 30111 of the rotating part of the transmission mechanism.

[0055] In a form where the motor assembly and the transmission mechanism assembly are movably connected, the radius of the ball, or the radius of the convex spherical surface formed by the ball and the rotating part of the transmission mechanism integrally formed, or the radius of the convex spherical surface formed by the ball and the motor base integrally formed, is smaller than the arc radius of the groove in the motor base or the arc radius of the groove in the rotating part of the transmission mechanism.

[0056] As shown in Figures 6 to 9, the motor base 101 is provided with a retaining ring mounting groove 1013. The retaining ring 303 is installed in the retaining ring mounting groove 1013; the elastic element 304 is installed between the retaining ring 303 and the connecting sleeve 305. After the elastic element 304 is installed, the elastic force acts on the motor base 101 through the retaining ring 303. After the elastic element 304 is installed, the elastic force is transmitted to the transmission mechanism assembly 3 through the connecting sleeve 305. The elastic force of the retaining ring 303 keeps the transmission mechanism assembly, the ball and the motor assembly, or the transmission mechanism assembly and the motor assembly in a tight contact, with no clearance in the motor axial direction. Furthermore, the retaining ring installed in the retaining ring mounting groove provides axial limitation for the rotating parts of the transmission mechanism.

[0057] Figure 2 shows an exploded view of the transmission mechanism assembly structure; the transmission mechanism assembly 3 is provided with a kinematic receiving interface for receiving the torque of the motor assembly 1. The kinematic receiving interface here is the external spline interface 3051 on the connecting sleeve 305. The external spline interface 3051 is integrated with the connecting sleeve 305 on the rotating part of the transmission mechanism, that is, integrated with the lead screw shaft 3011.

[0058] As shown in Figures 6 to 9, the motor assembly 1 has a kinematic transmission interface that is coupled to the rotating part of the transmission mechanism. The kinematic transmission interface is the internal spline interface 1012 on the motor base 101. The kinematic transmission interface transmits the motion output by the motor assembly 1 to the transmission mechanism assembly 3.

[0059] As shown in Figures 1 and 3, the piston assembly includes a piston 401, a sliding bearing 402, and a piston cup 403. The piston 401 is fastened to the lead screw nut by threads. The sliding bearing 402 is mounted on the piston 401 and has a clearance fit with the pressure-building cylinder 5. The piston cup 403 is mounted on the piston 401 and is in close contact with the inner wall of the pressure-building cylinder 5. During the forward or backward movement of the piston 401, the sliding bearing 402 slides in contact with the inner wall of the pressure-building cylinder 5 and is sealed by the piston cup 403.

[0060] As shown in Figures 1 to 9, the main working principle of the electric control braking system is as follows: The rotational motion of the motor assembly rotor is transmitted to the external spline interface 3051 of the transmission mechanism assembly 3 through the internal spline interface 1012 of the motor base 101. The external spline interface 3051, along with the connecting sleeve 305, is integrated on the rotating part of the transmission mechanism, that is, integrated with the lead screw shaft 3011, thereby driving the lead screw shaft 3011 to rotate. The ball screw assembly 301 converts the rotational motion of the lead screw shaft 3011 into the linear motion of the lead screw nut 3012. The lead screw nut 3012 is tightly connected to the piston 401 of the piston assembly 4, thereby driving the piston 401 to move forward or backward in the pressure cylinder 5. The piston is sealed by the piston cup 403, thereby compressing the brake fluid and building up hydraulic pressure to achieve the purpose of providing braking transmission to the vehicle.

[0061] Figure 10 is a schematic diagram of the working state of the braking system when the groove is in contact with the ball, the pressure cylinder, the piston and the motor are coaxial. At this time, the pressure cylinder 5, the piston 401 and the motor assembly 1 are coaxial, and the motor assembly 1 and the transmission mechanism assembly 3 and the piston assembly 4 are smoothly transmitted.

[0062] Figure 11 is a schematic diagram of the braking system's working state when the groove contacts the ball and the lead screw rotates around the ball. At this time, the pressure-building cylinder and the motor are not coaxial, and there is a certain coaxiality error between them. The radial force on the piston and the cylinder bore of the pressure-building cylinder will increase during the non-coaxial movement, which will increase the friction between them. This will increase the energy loss during the motion transmission process and reduce the transmission efficiency. A spherical structure is added between the transmission output end of the motor assembly and the transmission input end of the ball screw assembly. When the coaxiality between the pressure-building cylinder and the motor axis is within a certain error, the lead screw can be allowed to rotate around the ball at a certain angle to adjust the coaxiality between the piston and the cylinder bore of the pressure-building cylinder and improve the stability of the piston's movement within the cylinder bore of the pressure-building cylinder.

[0063] Figure 12 shows the working principle of the braking system when the groove contacts the ball and the screw shaft pushes the ball to roll radially. At this time, the coaxiality of the pressure-building cylinder and the motor axis has a relatively large error. The piston and the cylinder bore of the pressure-building cylinder are not coaxial, and the radial force they bear during the movement will increase. When the radial force on the piston acts on the ball screw, it will generate a moment that causes the ball screw to tilt about a certain point, called the overturning moment. The overturning moment will cause the axis of the nut and the screw shaft to deviate, resulting in uneven force on the balls in the ball screw. A few balls will be squeezed and subjected to excessive force, which will lead to the crushing of the balls or permanent deformation of the raceway, thus increasing the risk of damage and failure of the ball screw. When the overturning torque is transmitted to the motor bearing through the lead screw and bearing housing, the motor bearing bears a relatively large radial force, which can easily lead to motor bearing damage. Damage to the motor bearing affects the transmission of the motor and can easily generate noise. A ball structure is added between the transmission output end of the motor assembly and the transmission input end of the ball screw assembly. There are certain limits to adjusting the coaxiality of the piston and the cylinder bore of the pressure-building cylinder by rotating the lead screw around the ball at a certain angle. At this time, the radial force on the piston acts on the lead screw, and the lead screw pushes the ball to roll radially, thereby adjusting the coaxiality of the piston and the cylinder bore of the pressure-building cylinder to a greater extent, so that the piston can work smoothly in the pressure-building cylinder.

[0064] Figure 13 is a schematic diagram of the working state of the braking system when the groove and the convex spherical surface are in contact, and the pressure cylinder, piston and motor are coaxial. At this time, the pressure cylinder, piston and motor are coaxial, and the transmission mechanism assembly and piston assembly of the motor are smoothly transmitted.

[0065] Figure 14 is a schematic diagram of the braking system's working state when the groove and convex spherical surface are in contact and the lead screw rotates around the ball. At this time, the pressure-building cylinder and the motor are not coaxial, and there is a certain coaxiality error between them. The radial force on the piston and the cylinder bore of the pressure-building cylinder will increase during the non-coaxial movement, which will increase the friction between the piston and the cylinder bore of the pressure-building cylinder. This will increase the energy loss during the motion transmission process and reduce the transmission efficiency. A spherical pair structure is added between the motor assembly and the transmission mechanism assembly. When the coaxiality of the pressure-building cylinder and the motor axis is within a certain error, the rotating parts of the transmission mechanism can be allowed to rotate around the spherical pair structure by a certain angle to adjust the coaxiality between the piston and the cylinder bore of the pressure-building cylinder and improve the stability of the piston's movement within the cylinder bore of the pressure-building cylinder.

[0066] The above description is merely an illustration of preferred embodiments of the present invention, and the above technical features can be arbitrarily combined to form multiple embodiments of the present invention.

[0067] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the concept and technical solution of the present invention, or the direct application of the concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. An electrically controlled brake system comprising an electric motor assembly, a transmission assembly, a piston assembly and a pressure building cylinder, the electric motor assembly and the piston assembly being connected by the transmission assembly, the piston assembly and the transmission assembly being located within the pressure building cylinder, characterised in that: The motor assembly and the first end of the transmission mechanism assembly are connected through a spherical structure or a spherical pair.

2. The electrically controlled brake system according to claim 1, characterized by: The motor assembly includes a motor base, and the transmission mechanism assembly includes a transmission mechanism rotating member and a transmission mechanism translating member, and the first end of the transmission mechanism rotating member is connected to the motor base through the spherical structure or the spherical pair.

3. The electrically controlled brake system according to claim 2, characterized by: The motor base and the first end of the transmission mechanism rotating member are each provided with a groove structure, and the spherical structure is located between the two groove structures.

4. The electrically controlled brake system according to claim 2, characterized by: The first end of the transmission mechanism rotating member is provided with a convex spherical surface, and the motor base is provided with an arc-shaped groove matched with the convex spherical surface.

5. The electrically controlled brake system according to claim 2, wherein: The motor base is provided with a convex spherical surface, and the end surface of the first end of the transmission mechanism rotating member is provided with an arc-shaped groove matched with the convex spherical surface.

6. An electrically controlled brake system according to claim 4 or 5, characterized in that: The convex spherical surface and the transmission mechanism rotating member or the motor base are an integral structure.

7. The electrically controlled brake system according to claim 2, wherein: The transmission mechanism rotating member is a lead screw shaft, and the transmission mechanism translating member is a lead screw nut.

8. The electrically controlled brake system according to claim 2, wherein: An elastic element is arranged between the transmission mechanism assembly and the motor assembly, and the elastic element enables the transmission mechanism assembly, the spherical structure, and the motor assembly or the transmission mechanism assembly and the motor assembly to be in axial gapless compression contact through axial elastic force.

9. The electrically controlled brake system according to claim 2, wherein: The piston assembly includes a piston, a sliding bearing, and a leather cup, the piston is fastened to the transmission mechanism translating member through thread, welding, riveting, or the like, the sliding bearing is arranged on the piston and gap-fitted with the pressure building cylinder, and the leather cup is arranged on the piston and in contact with the inner wall of the pressure building cylinder.

10. The electrically controlled brake system according to claim 9, characterized by: The piston is a hollow cylinder structure with one end open, and the transmission mechanism rotating member is partially inserted into the inner cavity of the cylinder of the piston, and the other end of the piston is a closed end.

11. The electrically controlled brake system according to claim 10, wherein: An annular groove is arranged on the outer edge of the closed end of the piston, and the sliding bearing and the leather cup are installed in the annular groove of the piston.

12. The electrically controlled brake system according to any one of claims 3 to 5, characterized by: The convex spherical surface of the spherical structure or the spherical pair has a radius smaller than the arc radius of the groove structure.

13. The electrically controlled brake system of claim 8, wherein: The transmission mechanism assembly is provided with a kinematic receiving interface for receiving the torque of the motor assembly, and the motor assembly is provided with a kinematic transmission interface coupled with the transmission mechanism rotating member.

14. The electrically controlled brake system of claim 13, wherein: The first end of the transmission mechanism rotating member is provided with a retaining ring and a connecting sleeve, the kinematic receiving interface is an external spline interface arranged on the connecting sleeve, the kinematic transmission interface is an internal spline interface arranged on the motor base, the motor base is spline-fitted with the connecting sleeve, the motor base is provided with a retaining ring mounting groove matched with the outer edge of the retaining ring, and the elastic element is arranged between the retaining ring and the connecting sleeve.

15. The electrically controlled brake system of claim 14, wherein: An annular step is arranged on the transmission mechanism rotating member close to the first end, and the annular step is provided with a baffle.

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