CN211951276U - Electromechanical brake and braking system - Google Patents
Electromechanical brake and braking system Download PDFInfo
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- CN211951276U CN211951276U CN202020584234.6U CN202020584234U CN211951276U CN 211951276 U CN211951276 U CN 211951276U CN 202020584234 U CN202020584234 U CN 202020584234U CN 211951276 U CN211951276 U CN 211951276U
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Abstract
The utility model provides an electromechanical brake and braking system. Electromechanical brake, including power unit, power unit includes: a motor assembly; a first transmission assembly, the transmission assembly comprising: a transmission housing; the end cover is connected with the transmission shell, and the transmission shell and the end cover form an accommodating cavity; one end of the transmission shaft is connected with the motor assembly, the other end of the transmission shaft penetrates through the transmission shell, and the other end of the transmission shaft extends into the accommodating cavity; the transmission nut is positioned in the accommodating cavity, the transmission nut is in relative rotating connection with the transmission shell, and the transmission shaft is connected with the transmission nut; and the transmission screw penetrates through the end cover, the transmission screw is connected with the end cover in a relatively movable manner, and the transmission screw is connected with the transmission nut in a relatively transmission manner. The utility model provides an electromechanical brake adopts multistage transmission in order to realize the braking and alleviate, reduces drive screw's length for the braking force of electromechanical brake output is more steady, further improves rail vehicle's braking security.
Description
Technical Field
The utility model belongs to rail vehicle stopper field especially relates to an electromechanical brake and braking system.
Background
At present, in order to meet the electrification requirement of the railway vehicle, an electric machine 2' mechanical brake is used for replacing an original brake taking air or hydraulic oil as a medium.
Referring to fig. 1, a conventional electromechanical brake is shown. The existing electromechanical brake comprises a box body 1 ', a motor 2 ', a transmission screw rod 3 ', a transmission nut 4 ' and a friction plate 5 '. The motor 2 ' is connected with a transmission screw rod 3 ', the transmission screw rod 3 ' penetrates through the box body 1 ', the transmission screw rod 3 ' is provided with a transmission part 31 ', and the transmission screw rod 3 ' is in relative transmission connection with a transmission nut 4 ' through the transmission part 31 '. The transmission nut 4 'is connected with the box body 1' in a relatively movable way. The motor 2 ' is electrified to act, the motor 2 ' drives the transmission screw rod 3 ' to rotate, so that the transmission nut 4 ' moves relative to the box body 1 ', the transmission nut 4 ' pushes the friction plate 5 ' to move to be close to or far away from the brake disc, and braking or relieving is achieved.
However, current motor 2 'mechanical brake, drive screw 3' one end is connected with motor 2 ', the other end of drive screw 3' is connected with the relative transmission of drive nut 4 'through transmission portion 31', drive nut 4 'stretches out and brakes, drive screw 3' needs to realize motor 2 'and drive nut 4' motion transmission simultaneously, make drive screw 3 ''s axial length longer, in braking process, lead to drive screw 3 'rotation unstable, thereby make the braking force of electromechanical brake output unstable, and then influence rail vehicle's braking safety.
SUMMERY OF THE UTILITY MODEL
The technical problem to the braking force of current electromechanical brake output is unstable, the utility model provides an electromechanical brake adopts multi-stage drive in order to realize the braking and alleviate, reduces drive screw's length to improve the stationarity of drive screw motion, make the braking force of electromechanical brake output more steady, further improve rail vehicle's braking security.
In order to achieve the above purpose, the utility model adopts the following technical scheme:
an electromechanical brake comprising a power mechanism, the power mechanism comprising:
a motor assembly;
a first transmission assembly, the first transmission assembly comprising:
a transmission housing;
the end cover is connected with the transmission shell, and the transmission shell and the end cover form an accommodating cavity;
one end of the transmission shaft is connected with the motor assembly, the other end of the transmission shaft penetrates through the transmission shell, and the other end of the transmission shaft extends into the accommodating cavity;
the transmission nut is positioned in the accommodating cavity, the transmission nut is in relative rotating connection with the transmission shell, and the transmission shaft is connected with the transmission nut;
the transmission screw penetrates through the end cover, the transmission screw is connected with the end cover in a relatively moving mode, and the transmission screw is connected with the transmission nut in a relatively driving mode.
Further, the end cover is provided with a guide hole, the guide hole is provided with a guide matching part, the transmission screw penetrates through the guide hole, the transmission screw is provided with a transmission part and a guide part, the transmission part is in relative transmission connection with the transmission nut, and the guide part is in matching connection with the guide matching part.
Further, the first transmission assembly further comprises a load sensor, the load sensor is located in the containing cavity and sleeved on the outer side of the transmission shaft, and the load sensor is connected between the transmission shell and the transmission nut.
Further, power unit still includes the second transmission subassembly, the second transmission subassembly includes:
the first gear is connected with the motor assembly;
and the second gear is connected with the transmission shaft and is matched and connected with the first gear.
Further, the motor assembly includes:
the motor is connected with the transmission shaft;
and the power failure brake is connected with the motor.
Further, the clamping mechanism is abutted to the transmission screw rod.
Further, the clamping mechanism includes:
the clamp shell is connected with the transmission shell;
a third transmission assembly, the third transmission assembly comprising:
the rotating piece is connected with the clamp shell in a relatively rotating mode, and one end of the rotating piece is abutted to the transmission lead screw;
a clamp assembly, the clamp assembly comprising:
the other end of the rotating piece is abutted against the first clamp, the first clamp is connected with the clamp shell in a relatively movable manner,
the second clamp is connected with the clamp shell, and the first clamp and the second clamp are oppositely arranged.
Further, the clamp assembly further comprises:
the moving shaft is connected with the first clamp and the second clamp in a relatively moving way;
the elastic piece is sleeved on the outer side of the moving shaft and is abutted to the first clamp and the second clamp.
Further, the surface of the rotating part, which is in contact with the first clamp, is an arc surface, and the surface of the rotating part, which is in contact with the second clamp, is an arc surface.
The utility model also provides a braking system, a serial communication port, including above-mentioned arbitrary electromechanical brake.
Compared with the prior art, the beneficial effects of the utility model reside in that:
1. the utility model provides an electromechanical brake, power unit include motor element and first transmission assembly, and first transmission assembly includes transmission housing, end cover, transmission shaft, drive nut and drive screw. The transmission shaft is connected with the motor assembly, and the motor assembly drives the transmission shaft to rotate; the transmission nut is positioned in an accommodating cavity formed by the transmission shell and the end cover, the transmission nut is in relative rotating connection with the transmission shell, and the transmission shaft extends into the accommodating cavity and is connected with the transmission nut; the transmission screw rod is connected with the end cover in a relatively movable mode and is connected with the transmission nut in a relatively transmission mode. The utility model provides an electromechanical brake adopts multistage transmission in order to realize the braking and alleviate. Specifically, when the motor assembly acts, the transmission shaft is driven to rotate, and the transmission shaft drives the transmission nut to rotate, so that the motion transmission of the motor assembly, namely the first-stage transmission, is realized; the transmission nut rotates to drive the transmission screw rod to move relative to the transmission shell for braking or relieving, and the motion transmission between the transmission nut and the transmission screw rod, namely the second-stage transmission, is realized. The utility model provides an electromechanical brake adopts multistage transmission in order to realize the braking and alleviate, reduces drive screw's length to improve the stationarity of drive screw motion, make the braking force of electromechanical brake output more steady, further improve rail vehicle's braking security.
2. The utility model provides an electromechanical brake, end cover are provided with the guiding hole, and the guiding hole is provided with direction cooperation portion, and drive screw passes the guiding hole, and drive screw is provided with transmission portion and guide part, and the guide part cooperates with direction cooperation portion to be connected, and transmission portion is connected with the relative transmission of drive nut. When the motor assembly acts, the transmission screw rod realizes motion transmission through the transmission part and the transmission nut, and realizes motion guide through the guide part, so that a guide structure is not required to be additionally arranged, the mechanical structure is simplified, the convenience of installation and debugging is improved, and meanwhile, the miniaturization and the light weight of the electromechanical brake are facilitated.
3. The utility model provides an electromechanical brake still includes load sensor, and load sensor is located and holds the intracavity, and load sensor overlaps in the outside of transmission shaft and connects between transmission housing and drive nut, and load sensor establishes ties between transmission housing and drive nut promptly, and with the applied brake force syntropy, has improved load measurement's accuracy, further improves the accuracy nature of brake force control.
Drawings
FIG. 1 is a schematic cross-sectional view of an electromechanical brake provided in the prior art;
FIG. 2 is a schematic structural diagram of an electromechanical brake provided in this embodiment;
FIG. 3 is a schematic cross-sectional view of the power mechanism of FIG. 2;
FIG. 4 is a schematic structural view of the drive screw of FIG. 3;
FIG. 5 is a schematic structural view of the end cap of FIG. 3;
FIG. 6 is a schematic cross-sectional view of the clamping mechanism of FIG. 2;
the reference numerals are explained in detail:
1000. a power mechanism; 2000. a clamp mechanism;
1. a motor assembly; 11. a motor; 111. a motor shaft; 12. a power failure brake;
2. a first transmission assembly; 21. a transmission housing; 22. an end cap; 221. a guide hole; 222. a guide fitting portion; 23. a drive shaft; 24. a drive nut; 25. a drive screw; 251. a transmission section; 252. a guide portion; 26. a load sensor;
3. a second transmission assembly; 31. a first gear; 32. a second gear;
4. a clamp housing;
5. a third transmission assembly; 51. a rotating member; 52. a rotating shaft;
6. a clamp assembly; 61. a first clamp; 62. a second clamp; 63. a movable shaft; 64. an elastic member;
7. a shield.
Detailed Description
The technical solution in the embodiments of the present invention will be described in detail and completely with reference to the accompanying drawings. It is obvious that the described embodiments are only some embodiments, not all embodiments, of the general solution of the present invention. All other embodiments, which can be derived by a person skilled in the art based on the general idea of the invention, fall within the scope of protection of the invention.
In the description of the present invention, it is to be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are merely for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, are not to be construed as limiting the present invention.
The terms "first", "second" and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, features defined as "first", "second", "third" may explicitly or implicitly include one or more of the features.
In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
The technical problem to the braking force of current electromechanical brake output is unstable, the utility model provides an electromechanical brake adopts multi-stage drive in order to realize the braking and alleviate, reduces drive screw's length to improve the stationarity of drive screw motion, make the braking force of electromechanical brake output more steady, further improve rail vehicle's braking security. The technical solution of the present invention will be specifically described with reference to the following embodiments.
The embodiment provides an electromechanical brake, including a power mechanism 1000, where the power mechanism 1000 includes:
a motor assembly 1;
a transmission housing 21;
the end cover 22, the end cover 22 links with drive shell 21, drive shell 21 and end cover 22 form and hold the cavity;
one end of the transmission shaft 23 is connected with the motor assembly 1, the other end of the transmission shaft 23 penetrates through the transmission shell 21, and the other end of the transmission shaft 23 extends into the accommodating cavity;
the transmission nut 24 is positioned in the accommodating cavity, the transmission nut 24 is in relative rotation connection with the transmission shell 21, and the transmission shaft 23 is connected with the transmission nut 24;
the transmission lead screw 25 penetrates through the end cover 22, the transmission lead screw 25 is connected with the end cover 22 in a relatively movable mode, and the transmission lead screw 25 is connected with the transmission nut 24 in a relatively transmission mode.
In the electromechanical brake provided in this embodiment, the power mechanism 1000 includes a motor assembly 1 and a first transmission assembly 2, and the first transmission assembly 2 includes a transmission housing 21, an end cover 22, a transmission shaft 23, a transmission nut 24, and a transmission lead screw 25. The transmission shaft 23 is connected with the motor component 1, and the motor component 1 drives the transmission shaft 23 to rotate; the transmission nut 24 is positioned in an accommodating cavity formed by the transmission shell 21 and the end cover 22, the transmission nut 24 is connected with the transmission shell 21 in a relative rotation manner, and the transmission shaft 23 extends into the accommodating cavity and is connected with the transmission nut 24; the transmission lead screw 25 is connected with the end cover 22 in a relatively movable mode, and the transmission lead screw 25 is connected with the transmission nut 24 in a relatively transmission mode. The electromechanical brake provided by the embodiment adopts multi-stage transmission to realize braking and relieving. Specifically, when the motor assembly 1 acts, the transmission shaft 23 is driven to rotate, and the transmission shaft 23 drives the transmission nut 24 to rotate, so that the motion transmission of the motor assembly 1, namely, the first-stage transmission is realized; the driving nut 24 rotates to drive the driving screw 25 to move relative to the driving housing 21 for braking or relieving, so that the motion transmission between the driving nut 24 and the driving screw 25, i.e. the second-stage transmission, is realized. The electromechanical brake who this embodiment provided adopts multistage transmission in order to realize the braking and alleviate, reduces drive screw 25's length to improve drive screw 25 motion's stationarity, make electromechanical brake output's brake force more steady, further improve rail vehicle's braking security.
Specifically, referring to fig. 2, the present embodiment provides an electromechanical brake including a power mechanism 1000 and a clamping mechanism 2000. The power mechanism 1000 provides power, the power mechanism 1000 is abutted against the clamp mechanism 2000, and the power mechanism 1000 pushes the clamp mechanism 2000 to realize braking or relieving.
The power mechanism 1000 comprises a motor assembly 1, a first transmission assembly 2 and a second transmission assembly 3. The motor assembly 1 provides braking power. The motor assembly 1 includes a motor 11 and a power failure brake 12, the motor 11 having a motor shaft 111, and the power failure brake 12 being connected to the motor 11. The power failure brake 12 is used to lock the state of the motor shaft 111. When the power is on, the power failure brake 12 releases the locking of the motor shaft 111, and the motor shaft 111 can rotate to realize braking or relieving operation; when the power is cut off, the power failure brake 12 locks the motor shaft 111, and the motor shaft 111 cannot rotate.
The first transmission component 2 realizes the motion transmission of the motor component 1. Specifically, referring to fig. 3 to 5, the first transmission assembly 2 includes a transmission housing 21, an end cap 22, a transmission shaft 23, a transmission nut 24, a transmission lead screw 25, and a load sensor 26. The end cover 22 is connected with the transmission housing 21, and the transmission housing 21 and the end cover 22 form an accommodating cavity. The drive shaft 23 extends into the drive housing 21. One end of the transmission shaft 23 is connected to the motor assembly 1, in particular to the motor shaft 111. The motor shaft 111 rotates the transmission shaft 23 when it is operated. The other end of the transmission shaft 23 passes through the transmission housing 21 and protrudes into the accommodation chamber. The drive nut 24 is located in the receiving cavity, the drive nut 24 is rotatably connected with the drive housing 21, and particularly, the drive nut 24 is rotatably connected with the drive housing 21 through a bearing. The driving nut 24 is connected with the driving shaft 23, and the driving shaft 23 drives the driving nut 24 to rotate relative to the driving shell 21 when rotating. The transmission lead screw 25 penetrates through the end cover 22, the transmission lead screw 25 is connected with the end cover 22 in a relatively movable mode, and the transmission lead screw 25 is connected with the transmission nut 24 in a relatively transmission mode. When the motor component 1 acts, the transmission shaft 23 is driven to rotate, and the transmission shaft 23 drives the transmission nut 24 to rotate, so that the motion transmission of the motor component 1, namely the first-stage transmission, is realized; the driving nut 24 rotates to drive the driving screw 25 to move relative to the driving housing 21, so as to perform braking or relieving, and realize motion transmission between the driving nut 24 and the driving screw 25, i.e. second-stage transmission. The electromechanical brake who this embodiment provided adopts multistage transmission in order to realize the braking and alleviate, reduces drive screw 25's length to improve drive screw 25 motion's stationarity, make electromechanical brake output's brake force more steady, further improve rail vehicle's braking security.
To further simplify the structure of the electromechanical brake provided in this embodiment, referring to fig. 5, the end cap 22 is provided with a guide hole 221, and the guide hole 221 is provided with a guide fitting portion 222. Preferably, the guide engagement portions 222 are provided as two planes parallel to each other on the guide hole 221. Referring to fig. 4, the drive screw 25 is provided with a drive portion 251 and a guide portion 252. The transmission part 251 may be an external thread, and the transmission screw 25 is in transmission connection with the transmission nut 24 through the transmission part 251. The guide portion 252 is cooperatively connected with the guide engagement portion 222 of the end cap 22, and serves as a motion guide for the transmission screw 25. Preferably, the guide portions 252 are two planes parallel to each other. When the driving nut 24 rotates, the driving screw 25 cannot rotate due to the limitation of the guiding portion 252, and thus can move along the guiding engagement portion 222, thereby pushing the clamping mechanism 2000 to achieve braking or relieving. The electromechanical brake that this embodiment provided realizes the motion direction through guide part 252 and direction cooperation portion 222, need not additionally to set up guide structure, has simplified mechanical structure, improves the convenience of installation and debugging, is favorable to electromechanical brake's miniaturization and lightweight simultaneously.
In order to achieve measurement and automatic control of the applied braking force, the electromechanical brake of the present embodiment further comprises a load cell 26 in the first transmission assembly 2. The load sensor 26 is located in the accommodating cavity, the load sensor 26 is sleeved on the outer side of the transmission shaft 23, and the load sensor 26 is connected between the transmission shell 21 and the transmission nut 24. In the electromechanical brake provided by the embodiment, the load sensor 26 is connected in series between the transmission shell 21 and the transmission nut 24 and is in the same direction as the applied braking force, so that the accuracy of load measurement is improved, and the accuracy of braking force control is further improved.
In the electromechanical brake provided in this embodiment, the power mechanism 1000 further includes a second transmission assembly 3. The second transmission assembly 3 plays a role of adjusting the rotation of the motor 11. In particular, the second transmission assembly 3 comprises a first gear 31 and a second gear 32. The first gear 31 is connected with the motor assembly 1, specifically connected with the motor shaft 111, and the motor shaft 111 rotates to drive the first gear 31 to rotate. The second gear 32 is connected with the transmission shaft 23, the second gear 32 is connected with the first gear 31 in a matching way, and the first gear 31 drives the second gear 32 to rotate so as to drive the transmission shaft 23 to rotate. By adjusting the gear ratio of the first gear 31 and the second gear 32, different rotation speeds and torques can be output to the transmission shaft 23 for the same motor 11.
The clamp mechanism 2000 is abutted against the transmission screw 25, and the transmission screw 25 pushes the clamp mechanism 2000 to apply a braking force. Specifically, referring to fig. 6, the clamping mechanism 2000 includes a clamp housing 4, a third drive assembly 5, a clamp assembly 6, and a shield 7. The clamp housing 4 is relatively fixedly connected with the transmission housing 21. The third transmission assembly 5 includes a rotation member 51 and a rotation shaft 52. The rotating shaft 52 is connected to the caliper housing 4, and the rotating member 51 is connected to the rotating shaft 52 for relative rotation. The rotation member 51 is preferably a lever structure. One end of the rotating member 51 abuts against the drive screw 25, and the other end of the rotating member 51 abuts against the clamp unit 6. The driving screw 25 pushes one end of the rotating member 51, the rotating member 51 rotates around the rotating shaft 52, and the other end of the rotating member 51 pushes the clamping assembly 6 to perform a braking operation. Preferably, one end of the rotating member 51 contacting the driving screw 25 is a cambered surface, so that the driving screw 25 and the rotating member 51 are always in line contact, thereby improving the rotational stability and reliability of the rotating member 51. The end of the rotating part 51 contacting the clamp assembly 6 is a cambered surface, so that the contact between the rotating part 51 and the clamp assembly 6 is always a line contact, and the action stability and reliability of the clamp assembly 6 are improved.
The clamp assembly 6 includes a first clamp 61 and a second clamp 62. The other end of the rotating member 51 abuts against the first clamp 61, and the first clamp 61 is connected to the clamp housing 4 in a relatively movable manner. The second clamp 62 is connected to the clamp housing 4, and the first clamp 61 and the second clamp 62 are disposed opposite to each other. The driving screw 25 pushes one end of the rotating member 51, so that the rotating member 51 rotates around the rotating shaft 52, the other end of the rotating member 51 pushes the second clamp 62, and the second clamp 62 moves towards the first clamp 61 under the pushing of the rotating member 51 until the first clamp 61 and the second clamp 62 clamp the brake disc, so as to realize the braking operation.
To enable automatic resetting of the second clamp 62 when released, the present embodiment provides an electromechanical brake in which the clamp assembly 6 further includes a movable shaft 63 and a resilient member 64. The moving shaft 63 is connected to the first clamp 61, and the moving shaft 63 is connected to the second clamp 62 so as to be movable relative thereto. The elastic member 64 is fitted around the moving shaft 63, and the elastic member 64 abuts against the first and second clamps 61 and 62. When the brake is operated, the second clamp 62 moves towards the first clamp 61, so that the elastic piece 64 is compressed; when the releasing operation is performed, the motor 11 rotates reversely to drive the transmission lead screw 25 to move towards the direction away from the rotating part 51, at this time, there is no thrust between the transmission lead screw 25 and the rotating part 51, the compressed elastic part 64 applies a thrust to the second clamp 62 and the first clamp 61 to push the second clamp 62 to move towards the direction away from the first clamp 61, and away from the brake disc, the second clamp 62 continues to push the rotating part 51 to rotate around the rotating shaft 52, so that the rotating part 51 contacts with the transmission lead screw 25, and the releasing operation is realized.
In order to protect the electromechanical brake provided in the present embodiment, the caliper mechanism 2000 is further provided with a shield 7, the shield 7 connects the caliper housing 4 and the rotary member 51, and the shield 7 covers the drive screw 25. Preferably, the material of the protective cover 7 is rubber, the protective cover 7 being provided with stretchable corrugations. The protective cover 7 is used for keeping the sealing performance of the contact position of the transmission lead screw 25 and the rotating part 51, reducing the accumulation of dust and ensuring a good working environment, thereby prolonging the service life and improving the reliability.
The utility model also provides a braking system, including above-mentioned electromechanical brake.
In order to facilitate understanding of the technical solution of the present invention, the working process of the electromechanical brake provided in this embodiment will now be further described.
During braking: when the power is turned on, the power failure brake 12 releases the locking of the motor shaft 111, the motor 11 rotates the motor shaft 111 under the control of the braking system, the motor shaft 111 drives the first gear 31 to rotate, the first gear 31 drives the second gear 32 to rotate, so as to drive the transmission shaft 23 to rotate, the transmission shaft 23 further drives the transmission nut 24 to rotate in the transmission housing 21, the rotation of the transmission lead screw 25 is limited due to the interaction between the guide part 252 and the guide matching part 222, and the transmission lead screw 25 moves towards the direction of the rotating part 51. Further, the driving screw 25 pushes the rotating member 51 to rotate around the rotating shaft 52, and the rotating member 51 further pushes the second clamp 62 to move towards the first clamp 61 until the brake disc is clamped, so as to realize the braking operation, and at this time, the elastic member 64 is in a compressed state.
In the relieving process: when the power is turned on, the power failure brake 12 releases the locking of the motor shaft 111, the motor 11 under the control of the braking system makes the motor shaft 111 rotate in the reverse direction, the motor shaft 111 drives the first gear 31 to rotate in the reverse direction, the first gear 31 drives the second gear 32 to rotate in the reverse direction, so as to drive the transmission shaft 23 to rotate in the reverse direction, the transmission shaft 23 further drives the transmission nut 24 to rotate in the reverse direction in the transmission housing 21, the rotation of the transmission screw 25 is limited due to the interaction of the guide part 252 and the guide matching part 222, and the transmission screw 25 moves in the direction away from the rotating part 51. The thrust of the drive screw 25 against the rotor 51 decreases, and the thrust of the rotor 51 against the second jaw 62 decreases. The compressed elastic member 64 applies a pushing force to the second clamp 62 so that the second clamp 62 is away from the brake disk, and a relieving operation is performed.
And (3) keeping a braking state: when the train stops operating and is powered off, the power failure brake 12 locks the motor shaft 111 of the motor 11, so that the motor shaft 111 is prevented from rotating, the distance between the first clamp 61 and the second clamp 62 is maintained, and the safety of train parking is guaranteed.
Claims (10)
1. An electromechanical brake comprising a power mechanism, the power mechanism comprising:
a motor assembly;
a first transmission assembly, the first transmission assembly comprising:
a transmission housing;
the end cover is connected with the transmission shell, and the transmission shell and the end cover form an accommodating cavity;
one end of the transmission shaft is connected with the motor assembly, the other end of the transmission shaft penetrates through the transmission shell, and the other end of the transmission shaft extends into the accommodating cavity;
the transmission nut is positioned in the accommodating cavity, the transmission nut is in relative rotating connection with the transmission shell, and the transmission shaft is connected with the transmission nut;
the transmission screw penetrates through the end cover, the transmission screw is connected with the end cover in a relatively moving mode, and the transmission screw is connected with the transmission nut in a relatively driving mode.
2. The electromechanical brake of claim 1, wherein the end cap is provided with a guide hole, the guide hole is provided with a guide matching portion, the drive screw penetrates through the guide hole, the drive screw is provided with a transmission portion and a guide portion, the transmission portion is in relative transmission connection with the drive nut, and the guide portion is in matching connection with the guide matching portion.
3. The electromechanical brake of claim 1, wherein the first transmission assembly further comprises a load sensor, the load sensor is located in the accommodating cavity, the load sensor is sleeved outside the transmission shaft, and the load sensor is connected between the transmission housing and the transmission nut.
4. The electromechanical brake of claim 1, wherein the power mechanism further comprises a second transmission assembly, the second transmission assembly comprising:
the first gear is connected with the motor assembly;
and the second gear is connected with the transmission shaft and is matched and connected with the first gear.
5. Electromechanical brake according to claim 1, characterized in that the motor assembly comprises:
the motor is connected with the transmission shaft;
and the power failure brake is connected with the motor.
6. The electromechanical brake according to any of the claims 1 to 5, further comprising a clamping mechanism, wherein the clamping mechanism abuts against the drive screw.
7. The electromechanical brake of claim 6, wherein the clamping mechanism comprises:
the clamp shell is connected with the transmission shell;
a third transmission assembly, the third transmission assembly comprising:
the rotating piece is connected with the clamp shell in a relatively rotating mode, and one end of the rotating piece is abutted to the transmission lead screw;
a clamp assembly, the clamp assembly comprising:
the other end of the rotating piece is abutted against the first clamp, the first clamp is connected with the clamp shell in a relatively movable manner,
the second clamp is connected with the clamp shell, and the first clamp and the second clamp are oppositely arranged.
8. The electromechanical brake of claim 7, wherein the caliper assembly further comprises:
the moving shaft is connected with the first clamp and the second clamp in a relatively moving way;
the elastic piece is sleeved on the outer side of the moving shaft and is abutted to the first clamp and the second clamp.
9. The electromechanical brake of claim 7 wherein the face of the rotor that contacts the first caliper is a cambered surface and the face of the rotor that contacts the second caliper is a cambered surface.
10. A braking system comprising an electromechanical brake according to any of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020584234.6U CN211951276U (en) | 2020-04-17 | 2020-04-17 | Electromechanical brake and braking system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020584234.6U CN211951276U (en) | 2020-04-17 | 2020-04-17 | Electromechanical brake and braking system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN211951276U true CN211951276U (en) | 2020-11-17 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202020584234.6U Active CN211951276U (en) | 2020-04-17 | 2020-04-17 | Electromechanical brake and braking system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN211951276U (en) |
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2020
- 2020-04-17 CN CN202020584234.6U patent/CN211951276U/en active Active
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