CN212267440U - Drive module, electromechanical brake device, brake caliper unit and rail vehicle - Google Patents

Abstract

The utility model relates to a braking technical field, concretely relates to drive module, electromechanical arresting gear, braking clamp unit and rail vehicle. The driving module comprises a shell, a motor assembly arranged in the shell and an installation part arranged at the front end of the shell. The installation part in sliding fit with the nut of the ball screw pair extends inwards, so that the length of the installation part can be increased under the condition that the length (axial dimension) of the whole shell is unchanged, the contact length of the installation part and the ball screw pair is increased, the connection stability of the driving module and the transmission part is improved, and the driving stability of the driving module to the driving module is improved. When the driving module is applied to an electromechanical braking device, a braking clamp unit and a railway vehicle, the working stability of the electromechanical braking device, the braking clamp unit and the railway vehicle can be effectively improved.

Description

Drive module, electromechanical brake device, brake caliper unit and rail vehicle

Technical Field

The utility model relates to a braking technical field particularly, relates to a drive module, electromechanical arresting gear, braking clamp unit and rail vehicle.

Background

In the related art, electromechanical braking devices are often applied in the field of vehicles, especially in the field of rail transit. The electromechanical brake device generally includes a driving module and a transmission module, wherein the driving module is connected to a transmission member (such as a nut-screw pair) of the transmission module to transmit power to the transmission module.

However, the existing driving module generally has a short contact length with the transmission member, resulting in poor connection stability between the driving module and the transmission member.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a drive module, electromechanical arresting gear, braking clamp unit and rail vehicle, it can effectively increase the contact length of drive module and driving medium to improve the stability of being connected of drive module and driving medium, and then improve mechanical arresting gear, braking clamp unit and rail vehicle's job stabilization nature.

The embodiment of the utility model discloses a can realize like this:

in a first aspect, an embodiment of the present invention provides a driving module, configured to cooperate with a nut-screw pair, where the nut-screw pair includes a screw and a nut that cooperate with each other, and particularly includes a housing and a motor assembly disposed in the housing, where the motor assembly includes a motor rotor and a motor stator sleeved at a first end of the motor rotor, and the motor stator is fixed relative to the housing; the front end of casing is provided with and is used for the installation department with nut sliding fit, and the installation department is at least partly stretched into the inside of casing for when nut and installation department sliding fit, make the one end of lead screw stretch into the inside of casing and be connected with electric motor rotor, thereby make the lead screw can rotate under motor element's drive, and then the axial motion of drive nut along the lead screw for the casing.

In some alternative embodiments, the nut-screw pair is a nut-ball screw pair and the screw is a ball screw.

In some alternative embodiments, a guide sleeve is provided within the mounting portion for sliding engagement with the nut.

In some optional embodiments, the mounting portion includes a cylindrical portion and a limiting portion, one end of the cylindrical portion is connected to the front end of the housing, the other end of the cylindrical portion is connected to the limiting portion, a limiting member is disposed on an inner wall of the cylindrical portion, the guide sleeve is located in the cylindrical portion, one end of the guide sleeve abuts against the limiting member, the other end of the guide sleeve abuts against the limiting portion, and the lead screw can sequentially penetrate through the cylindrical portion and the limiting portion and then is connected to.

In some optional embodiments, the mounting portion further includes a protruding flange, and an end of the cylindrical portion away from the limiting portion is connected to the front end of the housing through the protruding flange.

In some optional embodiments, the motor rotor comprises a first rotary drum and a connecting part, the first rotary drum is rotatably connected to the inner side of the motor stator, one end of the first rotary drum is open, the other end of the first rotary drum is connected with the connecting part, the first rotary drum is completely positioned on one side of the connecting part close to the front end of the shell, the connecting part is used for being connected with the screw rod, and at least one part of the mounting part is positioned in the first rotary drum.

In some optional embodiments, the motor rotor further includes a second rotating cylinder connected to the connecting portion and extending in a direction away from the first rotating cylinder, a first bearing is disposed in the housing, an inner ring of the first bearing is engaged with an outer wall of the second rotating cylinder, and an outer ring is engaged with an inner wall of the housing.

In some alternative embodiments, a second bearing is provided within the housing, an inner race of the second bearing engaging an outer wall of the connecting portion and an outer race engaging an inner wall of the housing.

In some alternative embodiments, the second bearing is disposed adjacent to the first bearing and on a side of the first bearing adjacent to the first drum.

In some alternative embodiments, the first bearing is a deep groove ball bearing and the second bearing is a flat thrust bearing.

In some optional embodiments, a rotary transformer is disposed in the housing, an inner ring of the rotary transformer is sleeved on an outer wall of the second rotating cylinder and located on a side of the first bearing away from the first rotating cylinder, and an outer ring of the rotary transformer is fixedly connected with an inner wall of the housing.

In some alternative embodiments, two fourth bearings are provided in the housing, the inner rings of the two fourth bearings each engaging the outer wall of the second drum, and the outer rings each engaging the inner wall of the housing.

In some optional embodiments, a bearing end cover is sleeved on an outer wall of the connecting portion, an outer ring of one of the two fourth bearings abuts against an inner wall of the housing, and an outer ring of the other one of the two fourth bearings abuts against the bearing end cover.

In some alternative embodiments, the bearing end cap is removably attached to the inner wall of the housing.

In some alternative embodiments, the bearing end cap is an interference fit or threaded fit with the inner wall of the housing.

In some alternative embodiments, the bearing end cap is provided with a scoring groove for torquing.

In some alternative embodiments, both fourth bearings are angular contact bearings.

In some alternative embodiments, the end of the second drum remote from the connecting portion is provided with a sensor for sensing the relative position of the motor stator and the motor rotor.

In some alternative embodiments, a rotor cover is fixedly disposed on an end of the second drum remote from the connection portion, a rotor portion of the sensor is fixed to the rotor cover, and a stator portion of the sensor is fixed to a rear end of the housing.

In some alternative embodiments, the rotor end cover is an interference fit or threaded connection with the inner wall of the second drum.

In some optional embodiments, the motor rotor further comprises a third drum connected to the connecting portion and extending into the first drum, the third drum being adapted to be connected to the screw.

In some optional embodiments, a third bearing is installed between the outer wall of the third drum and the inner wall of the installation portion, a stop ring is arranged at one end of the third drum, which is away from the connection portion, for abutting against the stepped surface of the lead screw, one end of an inner ring of the third bearing abuts against the stop ring, and the other end abuts against a convex portion on the outer wall of the third drum.

In some optional embodiments, the driving module includes a locking assembly for connecting the motor rotor and the lead screw, the locking assembly includes a positioning key, a screw and a retaining ring, the positioning key is inserted and fitted in a positioning groove defined by the first key groove of the lead screw and the second key groove of the motor rotor, the retaining ring abuts against the motor rotor, the head of the screw abuts against the retaining ring, and a stud of the screw penetrates through the retaining ring and then extends into the lead screw for locking with the lead screw.

In some optional embodiments, the driving module includes a locking assembly for connecting the motor rotor and the lead screw, the locking assembly includes a positioning pin, a screw and a retaining ring, the positioning pin is used for penetrating through the lead screw and the motor rotor simultaneously, the retaining ring abuts against the motor rotor, the head of the screw abuts against the retaining ring, and a stud of the screw penetrates through the retaining ring and then extends into the lead screw for locking with the lead screw.

In some optional embodiments, the casing includes a front end cover, a casing and a rear end cover connected in sequence, one end of the casing is connected with the front end cover, the other end of the casing is connected with the rear end cover, a positioning block is convexly arranged on the inner wall of the casing, the motor stator is located between the positioning block and the front end cover, and the mounting portion is arranged on the front end cover.

In some optional embodiments, the positioning block includes a first end face and a second end face arranged at an interval in the axial direction of the housing, the first end face and the second end face are both perpendicular to the axial direction of the housing, and the motor stator is located between the first end face and the front end cover.

In some optional embodiments, the casing includes a front cover and a rear cover connected to each other, the motor stator is located in the front cover, one end of the rear cover is connected to the front cover, the other end of the rear cover is provided with a mounting hole and an end cover for opening and closing the mounting hole, and the mounting portion is provided on the front cover.

In some optional embodiments, two fourth bearings are arranged in the rear cover, inner rings of the two fourth bearings are matched with the motor rotor, and outer rings of the two fourth bearings are matched with the inner wall of the rear cover.

In some optional embodiments, the inner circumferential wall of the rear cover is provided with a first step and a second step, the outer circumferences of the outer rings of the two fourth bearings are both matched with the first step, and the end part of the outer ring of one of the two fourth bearings, which is far away from the front cover, is abutted against the second step.

In a second aspect, the embodiment of the present invention provides an electromechanical brake device, which includes a transmission module and the aforementioned driving module, wherein the transmission module includes a yoke end assembly and a nut screw assembly, one end of the nut screw assembly is connected to the driving module, the other end of the nut screw assembly is connected to the yoke end assembly, the driving module can drive the yoke end assembly to move axially along the screw of the nut screw assembly relative to the driving module, and the yoke end assembly can allow or limit itself to move axially along the screw relative to the driving module.

The third aspect, the embodiment of the utility model provides a braking clamp unit, including the braking clamp, still include aforementioned electromechanical arresting gear, electromechanical arresting gear is connected with the transmission of braking clamp for the braking of drive braking clamp or remove the braking.

In some alternative embodiments, the brake caliper unit is a three-point hanging brake caliper unit or a four-point hanging brake caliper unit.

In a fourth aspect, embodiments of the present invention provide a rail vehicle, which includes the aforementioned brake caliper unit.

The utility model discloses beneficial effect includes:

this drive module includes the casing, set up the motor element in the casing and set up in the installation department of casing front end, through will be used for with vice nut sliding fit's of ball installation department inwardly extend the setting, just can be under the unchangeable condition of whole casing length (axial dimensions), the length of increase installation department, with the contact length of increase installation department and ball pair, thereby improve the stability of being connected of drive module and driving medium, then improve the drive stability of drive module to drive module. When the driving module is applied to an electromechanical braking device, a braking clamp unit and a railway vehicle, the working stability of the electromechanical braking device, the braking clamp unit and the railway vehicle can be effectively improved.

Meanwhile, the length of the mounting part is increased, so that the length of the transmission module extending into the shell can be increased, the length of the electromechanical brake device is reduced, and the size of the brake clamp unit and the railway vehicle is reduced.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention, and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

Fig. 1 is a schematic structural view of a brake caliper unit according to a first embodiment of the present invention;

fig. 2 is a schematic structural view of a three-point hanging brake caliper unit according to a first embodiment of the present invention;

fig. 3 is a schematic structural view of a four-point hanging brake caliper unit according to a first embodiment of the present invention;

fig. 4 is a schematic structural diagram of an electromechanical brake device according to a first embodiment of the present invention;

fig. 5 is a schematic structural diagram of a driving module according to a first embodiment of the present invention;

fig. 6 is a schematic structural diagram of a housing according to a first embodiment of the present invention;

fig. 7 is a schematic structural view of a rotor of an electric machine according to a first embodiment of the present invention;

fig. 8 is a schematic structural diagram of a transmission module according to a first embodiment of the present invention;

fig. 9 is a schematic view illustrating a connection between a brake yoke and a yoke according to a first embodiment of the present invention;

fig. 10 is a schematic structural view of a brake disc according to a first embodiment of the present invention in contact with a friction portion;

fig. 11 is a schematic structural view of a brake sleeve according to a first embodiment of the present invention;

fig. 12 is a schematic structural diagram of a brake disc according to a first embodiment of the present invention;

fig. 13 is a schematic view illustrating a connection between a brake sleeve and a lead screw according to a first embodiment of the present invention;

fig. 14 is a sectional view showing another brake sleeve according to the first embodiment of the present invention, in which the brake sleeve is coupled to a penetration portion;

fig. 15 is a perspective view of another brake sleeve according to the first embodiment of the present invention when connected to a through-hole;

fig. 16 is a schematic view illustrating the engagement between the through hole and the through hole of another brake sleeve according to the first embodiment of the present invention;

fig. 17 is a schematic structural view of a sliding sleeve according to a first embodiment and a second embodiment of the present invention;

fig. 18 is a schematic structural view of an electromechanical brake device according to a second embodiment of the present invention;

fig. 19 is a schematic structural diagram of a driving module according to a second embodiment of the present invention;

fig. 20 is a schematic structural view of a housing according to a second embodiment of the present invention;

fig. 21 is a schematic structural view of a rotor of an electric machine according to a second embodiment of the present invention;

fig. 22 is a schematic structural view of a bearing end cap according to a second embodiment of the present invention;

FIG. 23 is a cross-sectional view taken along A-A of FIG. 22;

fig. 24 is a schematic structural view of a rotor cover according to a second embodiment of the present invention;

FIG. 25 is a cross-sectional view taken along line B-B of FIG. 24;

fig. 26 is a schematic structural diagram of a transmission module according to a second embodiment of the present invention;

fig. 27 is a sectional view of a slide bush according to a second embodiment of the present invention;

fig. 28 is a perspective view of a slide bush according to a second embodiment of the present invention;

fig. 29 is a schematic structural view of a first viewing angle of a supporting portion according to a second embodiment of the present invention;

fig. 30 is a schematic structural diagram of a second view angle of the supporting portion according to the second embodiment of the present invention.

Icon:

01-brake pad holder; 02-friction disk; 03-lever; 04-a hanging bracket;

10-electromechanical braking means;

20-a drive module; 100-a housing; 110-front end cap; 120-a housing; 122-a positioning block; 124-a first end face; 126-a second end face; 130-rear end cap; 140-a front cover; 150-rear cover; 152-a first step; 154-second step; 160-end cap; 170-a mounting part; 172-cylindrical section; 174-a limiting part; 176-a male flange; 200-a motor assembly; 210-a motor stator; 220-a motor rotor; 222-a connecting portion; 224-a first drum; 226-a second drum; 228-a third drum; 229-positioning grooves; 300-a first bearing; 310-a second bearing; 320-a third bearing; 332-a baffle ring; 340-a fourth bearing; 350-a locking assembly; 352-orientation key; 354-a retaining ring; 356-screws; 358-locating pins; 360-bearing end cap; 370-rotor end cover; 372-a sensor; 374-barrel; 376-cover; 380-a guide sleeve; 390-a rotary transformer;

30-a transmission module;

40-a yoke end assembly; 400-brake yoke; 410-a yoke body; 412-interface; 414-a jack; 420-yoke end cap; 421-support hole; 430-a connection end; 440-open end; 451-a first peripheral surface; 452 — a first outer end face; 453-a second outer circumferential surface; 454-a second outer end face; 455-a third peripheral surface; 456-third outer end face; 461 — first inner peripheral surface; 462-a first inner end surface; 463 — a second inner peripheral surface; 464-a second inner end surface; 465-third inner peripheral surface; 466-third inner end surface; 500-power-off locking mechanism; 510-a magnetic yoke; 512-first positioning groove; 514-a second positioning groove; 516-a through hole; 518-seal ring; 520-a brake coil; 530-a brake disc; 532-central hole; 534-perforating; 540-brake sleeve; 542-the main sleeve body; 543-sliding groove; 544-a friction portion; 545-a penetrating part; 550-a guide post; 552-an annular boss; 560-a spring; 570-roller bearings; 580-a connecting component; 582-a sliding sleeve; 584-a through hole; 586-sliding block; 588-pin holes; 589-a resilient pin; 590-sliding bush; 592-a support; 593-a cartridge; 594-spline section; 595 — a boss portion; 596-card slot;

50-a nut screw pair; 52-a lead screw; 54-a nut;

60-braking the clamp unit.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention, as generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations.

Thus, the following detailed description of the embodiments of the present invention, presented in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.

It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.

In the description of the present invention, it should be noted that, if the terms "upper", "lower", "inner", "outer", etc. indicate the position or positional relationship based on the position or positional relationship shown in the drawings, or the position or positional relationship which is usually placed when the products of the present invention are used, the description is only for convenience of description and simplification, but the indication or suggestion that the indicated device or element must have a specific position, be constructed and operated in a specific orientation, and thus, should not be interpreted as a limitation of the present invention.

Furthermore, the appearances of the terms "first," "second," and the like, if any, are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.

It should be noted that the features of the embodiments of the present invention may be combined with each other without conflict.

The first embodiment:

referring to fig. 1, the present embodiment provides a brake caliper unit 60, which may be used in a railway vehicle to brake or release the brake of the railway vehicle. The brake caliper unit 60 may be a three-point hanging brake caliper unit (see fig. 2) or a four-point hanging brake caliper unit (see fig. 3).

The brake caliper unit 60 comprises a brake caliper and an electromechanical brake device 10, wherein the electromechanical brake device 10 is in transmission connection with the brake caliper and is used for driving the brake caliper to brake or release the brake of the rail vehicle.

In detail, the brake caliper includes a pad holder 01, a lever 03, and a hanger 04. Two opposite ends of the electromechanical brake device 10 are hinged to the first ends of the levers 03 on the two sides, respectively. When the electromechanical brake device 10 extends or contracts, the braking force or the releasing braking force output by the electromechanical brake device 10 is converted into the pressure between the brake pad holder 01 and the friction disc 02 of the railway vehicle through the two side levers 03. The hanger 04 can be regarded as a rotation fulcrum on the lever 03, and the force output by the electromechanical brake device 10 is amplified by the lever 03 and is applied to the friction disc 02 by the brake pad holder 01 part, so that braking (the electromechanical brake device 10 is extended) or braking (the electromechanical brake device 10 is shortened) of the railway vehicle is realized.

The detailed structure and operation of the electromechanical brake device 10 will now be described.

Referring to fig. 4, the electromechanical brake device 10 includes a driving module 20 and a transmission module 30, the transmission module 30 includes a yoke end assembly 40 and a nut screw pair 50, the yoke end assembly 40 includes a brake yoke 400 and a power-off locking mechanism 500 connected to each other, the brake yoke 400 and the power-off locking mechanism 500 are both sleeved on a first end of the screw 52 far away from the nut 54, the brake yoke 400 is connected to the nut 54, and the power-off locking mechanism 500 is in transmission connection with the screw 52 and is in sliding fit with the screw 52.

The driving module 20 is configured to cooperate with an end of the nut-screw pair 50 remote from the yoke end assembly 40 to drive the screw 52 of the nut-screw pair 50 to rotate, thereby driving the nut 54 of the nut-screw pair 50 to move along the axial direction of the screw 52, and further driving the brake yoke 400 to move along the axial direction of the screw 52. When the yoke end assembly 40 is moved in a direction away from the drive module 20, the electromechanical brake device 10 is extended to cause the brake caliper to brake the rail vehicle;

when the yoke end assembly 40 is moved in a direction closer to the drive module 20, the electromechanical brake device 10 shortens to allow the brake caliper to release the brake from the rail vehicle. However, in the power-off state, the power-off lock mechanism 500 can restrict the rotation of the lead screw 52, thereby locking the axial position of the brake yoke 400 with respect to the lead screw 52.

In detail, referring to fig. 5, fig. 6 and fig. 7, the driving module includes a housing 100 and a motor assembly 200 disposed in the housing 100, wherein the motor assembly 200 includes a motor rotor 220 and a motor stator 210 disposed at a first end of the motor rotor 220. The front end of the housing 100 is provided with a mounting portion 170 for slidably fitting with the nut 54, and the mounting portion 170 at least partially extends into the interior of the housing 100, so that when the nut 54 is slidably fitted with the mounting portion 170, one end of the lead screw 52 can extend into the interior of the housing 100 and be connected with the motor rotor 220, so that the lead screw 52 can be driven by the motor assembly 200 to rotate, and the nut 54 is driven to move relative to the housing 100 along the axial direction of the lead screw 52.

The casing 100 includes a front end cover 110, a casing 120, and a rear end cover 130 connected in sequence, where the front end cover 110 and the rear end cover 130 are both in a disc shape, and the casing 120 is in a cylindrical shape. The housing 120 is coupled to the front cover 110 at one end and to the rear cover 130 at the other end. The inner wall of the housing 120 is provided with a positioning block 122.

The positioning block 122 includes a first end surface 124 and a second end surface 126 spaced apart from each other along the axial direction of the housing 100, and the first end surface 124 and the second end surface 126 are perpendicular to the axial direction of the housing 100, so as to facilitate the installation and the position limitation of the motor assembly 200, the resolver 390, and other components.

The mounting portion 170 is disposed on the front end cover 110, and may be configured in different structures according to specific situations, in this embodiment, the mounting portion 170 includes an outer convex flange 176, a cylindrical portion 172, and a limiting portion 174. One end of the cylindrical portion 172 is connected to the front end (specifically, the front end cover 110) of the housing 100 through the protruding flange 176, and the other end is connected to the limiting portion 174, so that the lead screw 52 can pass through the protruding flange 176, the cylindrical portion 172 and the limiting portion 174 in sequence and then be connected to the motor rotor 220. In the present embodiment, the front cover 110, the protruding flange 176, the cylindrical portion 172 and the limiting portion 174 are integrally formed, so as to reduce the number of parts of the driving module 20 and simplify the assembly of the driving module 20. The inner wall of the mounting portion 170 is provided with a stopper located at a position of the cylindrical portion 172 away from the stopper portion 174.

A guide sleeve 380 is also provided within mounting portion 170, guide sleeve 380 being adapted to slidably engage nut 54. The guide sleeve 380 is located in the cylindrical portion 172, and one end of the guide sleeve abuts against the limiting member, and the other end abuts against the limiting portion 174, so as to achieve limiting. In this embodiment, the guide sleeve 380 can guide the movement of the nut 54 to ensure the stability of the movement, and can also function as a wear-resistant layer to reduce the wear between the nut 54 and the mounting portion 170.

The motor stator 210 is fixed with respect to the housing 100 and located between the front cover 110 and the positioning block 122, and in detail, the motor stator 210 is fixedly disposed between the front cover 110 and the first end surface 124 of the positioning block 122 of the housing 120.

The motor rotor 220 includes a first drum 224, a second drum 226, a third drum 228, and a connecting portion 222. The first drum 224 is rotatably disposed inside the motor stator 210. The first drum 224 is open at one end and connected to the connecting portion 222 at the other end, and the first drum 224 is entirely located on the side of the connecting portion 222 near the front end of the housing 100. The connecting portion 222 is used for connecting with the lead screw 52. The mounting portion 170 is at least partially located within the first barrel 224 to increase the degree of overlap of the mounting portion 170 and the first barrel 224 in the radial direction of the casing 100, thereby minimizing the sum of the lengths of the mounting portion 170 and the first barrel 224, and thus minimizing the length of the casing 100.

The second drum 226 is connected to the connection portion 222 and extends away from the first drum 224. Specifically, the second barrel 226 extends into a cavity defined by the positioning block 122. A first bearing 300 and a second bearing 310 are disposed in the housing 100, an inner ring of the first bearing 300 is engaged with an outer wall of the second drum 226, and an outer ring is engaged with an inner wall of the housing 100, specifically, an inner wall of the positioning block 122. One end of the outer ring of the first bearing 300 abuts against the inner wall of the positioning block 122, the other end abuts against the inner ring of the second bearing 310, and one end of the inner ring of the first bearing 300 abuts against the connecting portion 222, so as to achieve positioning. The first bearing 300 may be selected according to actual conditions, and in the present embodiment, the first bearing 300 is a deep groove ball bearing.

The inner ring of the second bearing 310 is engaged with the outer wall of the connecting portion 222, and the outer ring is engaged with the inner wall of the housing 100, specifically, the inner wall of the positioning block 122. The second bearing 310 is disposed adjacent to the first bearing 300 and is located on a side of the first bearing 300 adjacent to the first drum 224. One end of the inner ring of the second bearing 310 abuts against the outer ring of the first bearing 300, the other end abuts against the connecting portion 222, one end of the outer ring of the second bearing 310 abuts against the positioning block 122, and the other end abuts against the connecting portion 222, so as to achieve positioning. The second bearing 310 may be selected according to actual needs, and in this embodiment, the second bearing 310 is a planar thrust bearing.

A third drum 228 is connected to the connecting portion 222 and extends into the first drum 224, the third drum 228 being adapted to be connected to the lead screw 52. A third bearing 320 is installed between the outer wall of the third drum 228 and the inner wall of the installation portion 170, a stop ring 332 is arranged at one end of the third drum 228 far away from the connection portion 222, one end of the stop ring 332 far away from the third drum 228 is used for abutting against the stepped surface of the lead screw 52, one end of an inner ring of the third bearing 320 abuts against the stop ring 332, and the other end abuts against a convex portion on the outer wall of the third drum 228, so that positioning is achieved. The first bearing 300, the second bearing 310 and the third bearing 320 together support the motor rotor 220, so that the motor rotor 220 can normally and stably rotate around its axis in the housing 100.

A rotary transformer 390 for detecting the rotation speed of the motor rotor 220 is disposed in the casing 100, and an inner ring of the rotary transformer 390 is sleeved on an outer wall of the second drum 226 and is located on a side of the first bearing 300 away from the first drum 224. The outer ring of the rotary transformer 390 is fixedly connected to the inner wall of the casing 100. Because the first bearing 300 and the second bearing 310 are both located on the side of the resolver 390 far away from the rear end cap 130, the resolver 390 can be assembled and disassembled only by opening the rear end cap 130 during assembly and disassembly without assembling or disassembling the bearings first as in the prior art, and the resolver has the characteristic of convenient assembly and disassembly.

The drive module 20 includes a locking assembly 350 for coupling the motor rotor 220 and the lead screw 52. The locking assembly 350 may take on different configurations as desired, and in this embodiment, the locking assembly 350 includes a positioning key 352, a screw 356, and a retaining ring 354. The positioning key 352 is inserted into the positioning groove 229 defined by the first key groove of the screw 52 and the second key groove of the motor rotor 220, the retaining ring 354 is located in the second barrel 226 and abuts against the connecting portion 222, the head of the screw 356 abuts against the retaining ring 354, and the stud of the screw 356 passes through the retaining ring 354 and then extends into the screw 52 for locking with the screw 52, so that the motor rotor 220 and the screw 52 are connected.

This drive module 20 includes casing 100, set up motor element 200 in casing 100 and set up in the installation department 170 of casing 100 front end, through will be used for with the vice nut sliding fit's of ball installation department 170 inwards extend the setting, just can be under the unchangeable condition of whole casing 100 length (axial dimension), the length of increase installation department 170, with the contact length of increase installation department 170 and the vice 50 of nut screw, thereby improve the sliding fit stability of drive module 20 and driving medium, and then improve drive module 20 to drive module 30's drive stability. When the driving module 20 is applied to the electromechanical braking device 10, the brake caliper unit 60 and the rail vehicle, the working stability of the electromechanical braking device 10, the brake caliper unit 60 and the rail vehicle can be effectively improved.

Meanwhile, as the length of the mounting portion 170 is increased, the length of the transmission module 30 extending into the housing 100 can also be increased, which also helps to reduce the length of the electromechanical brake device 10 and helps to reduce the volume of the brake caliper unit 60 and the rail vehicle.

Referring to fig. 8 and 9, the brake yoke 400 includes opposite connecting ends 430 and an open end 440, the connecting ends 430 are used for connecting with the nuts 54 of the nut screw pair 50, the open end 440 is fixedly connected with a yoke 510 of the power-off locking mechanism 500, and the yoke 510 is closer to the first end of the screw 52 relative to the brake yoke 400.

In this embodiment, the brake yoke 400 is stepped and the diameter of the open end 440 is greater than the diameter of the connecting end 430. Brake yoke 400 includes first outer circumferential surface 451, first outer end surface 452, second outer circumferential surface 453, second outer end surface 454, third outer circumferential surface 455, and third outer end surface 456 connected in this order, and first outer circumferential surface 451, second outer circumferential surface 453, and third outer circumferential surface 455 gradually decrease in diameter to form an outer stepped surface. Meanwhile, the brake yoke 400 includes a first inner circumferential surface 461, a first inner end surface 462, a second inner circumferential surface 463, a second inner end surface 464, a third inner circumferential surface 465, and a third inner end surface 466 that are connected in sequence, and diameters of the first inner circumferential surface 461, the second inner circumferential surface 463, and the third inner circumferential surface 465 are gradually reduced to form an inner stepped surface. Further, the yoke 510 has a through hole 516 (shown in fig. 16) along the axial direction of the screw 52 of the nut-screw pair 50.

Referring to fig. 10, 11 and 12, the power-off locking mechanism 500 includes a brake coil 520, a brake disc 530 and a brake sleeve 540 having a convex friction portion 544, in addition to a yoke 510 fixedly connected to the brake yoke 400.

The first positioning groove 512 and the second positioning groove 514 are disposed on one side of the magnetic yoke 510 close to the brake yoke 400, and the first positioning groove 512 and the second positioning groove 514 are disposed on the same side of the magnetic yoke 510, that is, both sides of the magnetic yoke 510 close to the brake yoke 400. The brake coil 520 is fixedly installed in the first positioning groove 512 to ensure the installation stability of the brake coil 520. The brake disk 530 and the brake sleeve 540 are both located in a space surrounded by the yoke 510 and the brake yoke 400. The outer circumference of the brake sleeve 540 is rotatably engaged with the brake yoke 400 through a bearing so that the brake sleeve 540 can be stably rotated with respect to the brake yoke 400. In this embodiment, the bearing is a roller bearing 570 and the roller bearing 570 is located between the brake sleeve 540 and the third inner circumferential surface 465 of the brake yoke 400. The inner circumference of the braking sleeve 540 is used for being in transmission connection and sliding fit with the screw 52 of the nut screw pair 50. The brake disc 530 is sleeved on the brake sleeve 540 through a central hole 532, and is located between the brake coil 520 and the friction portion 544, when the brake coil 520 is de-energized, the brake disc 530 abuts against the friction portion 544 to limit the rotation of the screw 52.

The power-off locking mechanism 500 further includes a guide post 550 and a spring 560, the guide post 550 axially passes through the through hole 534 of the brake rotor 530 and both ends of the guide post are respectively connected to the yoke 510 and the brake yoke 400. Specifically, the guiding post 550 is inserted into the second positioning groove 514 at one end and inserted into the insertion hole 414 of the first inner end surface 462 of the brake yoke 400 at the other end, so as to ensure the stability of the installation. The guide post 550 is provided with an annular boss 552 on the outer periphery thereof, and one side of the annular boss 552 abuts against the first inner end surface 462.

The spring 560 is sleeved on the guiding post 550, and one end of the spring 560 abuts against the magnetic yoke 510, specifically, extends into the second positioning groove 514 and abuts against the bottom of the second positioning groove 514, and one end of the spring 560 away from the magnetic yoke 510 abuts against the brake disc 530, so that when the brake coil 520 is de-energized, the brake disc 530 is driven to abut against the friction portion 544.

In order to further improve the motion stability of the brake disc 530, in the present embodiment, a plurality of guide posts 550 and springs 560 are provided at intervals along the circumference of the yoke end assembly 40.

Referring to fig. 13, the brake sleeve 540 includes a friction portion 544, and a main sleeve 542 fixedly connected to the friction portion 544, the friction portion 544 is protruded on an outer side wall of the main sleeve 542, and the main sleeve 542 is configured to be in transmission connection with the screw 52 of the nut-screw pair 50. In detail, the main sleeve 542 of the brake sleeve 540 is capable of synchronously rotating with respect to the screw 52 and sliding in the axial direction of the screw 52 of the nut-screw pair 50.

Referring to fig. 14, 15 and 16, the braking sleeve 540 further includes a through-hole 545 fixedly connected to the main sleeve 542 (either detachably or integrally, i.e., the braking sleeve 540 itself has the through-hole 545), and the through-hole 545 is rotatably inserted into the through-hole 516, so that one end of the braking sleeve 540 away from the nut 54 can be supported on the yoke 510. A sealing ring 518 is further disposed between the penetrating portion 545 and the through hole 516, so that the penetrating portion 545 is hermetically connected to the magnetic yoke 510, thereby preventing impurities from entering a cavity defined by the magnetic yoke 510 and the brake yoke 400, and ensuring normal operation of the entire yoke end assembly 40. Since the brake cover 540 is provided with the penetration portion 545, the parking brake can be released manually after power failure and in the absence of power.

An interface 412 for connection with an external clamp is provided at least one of the brake yoke 400 and the yoke 510. In this embodiment, since the brake yoke 400 has an outer diameter larger than the yoke 510, an interface is provided on the brake yoke 400 to interface with an external clamp.

Referring again to fig. 13, in this embodiment, in order to facilitate the connection between the braking sleeve 540 and the lead screw 52, so that the braking sleeve 540 can synchronously rotate relative to the lead screw and slide along the axial direction of the lead screw 52 of the nut-lead screw pair 50, the transmission module 30 further includes a connection assembly 580, and the connection assembly 580 is connected to the inner side wall of the braking sleeve 540 and is used for being matched with the lead screw 52.

Further, referring to fig. 17, the connection assembly 580 includes a sliding sleeve 582 and an elastic pin 589. The sliding sleeve 582 is axially provided with a through hole 584 matched with the screw rod 52, the sliding sleeve 582 is radially provided with a pin hole 588, and the outer side wall of the sliding sleeve 582 is provided with a sliding block 586; the inner side wall of the drag sleeve 540 is provided with a sliding groove 543 which is engaged with the sliding block 586, so that the drag sleeve 540 can slide in the axial direction of the screw shaft 52. The elastic pin 589 is inserted into the pin hole 588, and fixedly connects the slide sleeve 582 to the screw rod 52 so that the brake sleeve 540 and the screw rod 52 can rotate in synchronization with each other.

The working principle and the process of the electromechanical braking device are as follows:

normally, the power-off locking mechanism 500 is powered on, the brake disc 530 is separated from the friction portion 544 of the brake sleeve 540 under the absorption of the brake coil 520, at this time, the driving module 20 can drive the screw 52 to rotate, the rotation of the screw 52 can drive the nut 54 to move along the axial direction of the screw 52 on the one hand, so as to drive the whole yoke end assembly 40 to move along the axial direction of the screw 52 to be close to or far away from the driving module 20, so as to drive the clamping unit to brake or release the brake of the rail vehicle, and on the other hand, the rotation of the screw 52 can drive the brake sleeve 540 to rotate synchronously.

When the power-off locking mechanism 500 is powered off, the brake coil 520 no longer adsorbs the brake disc 530, the brake disc 530 will contact and abut against the friction portion 544 of the brake sleeve 540 under the guiding of the guiding post 550 and the driving of the spring 560, so that the brake sleeve 540 stops rotating, and further the lead screw 52 stops rotating, at this time, the distance between the yoke end assembly 40 and the driving module 20 is locked, and the state of the brake clamp is also locked.

This electromechanical brake device 10 moves it to one side at brake yoke 400 place from one side at drive module 20 place through the position of adjustment mistake electricity locking mechanism 500 to combine with brake yoke 400 in order to form new yoke end assembly 40, and then make the structural configuration of whole electromechanical brake device 10 more reasonable, the mass distribution is more balanced, make the braking force of electromechanical brake device 10 output can accurately be controlled, and also convenient assembly and disassembly and fault detection. Meanwhile, since the yoke end assembly 40 is sleeved on the end of the screw 52 far from the nut and connected with the nut 54, most of the nut 54 can be arranged in the driving module 20 far from the brake yoke 400 and form more stable axial guidance with the driving module 20, so that the stability of braking force and relieving force transmission can be improved in the process of braking or relieving. And also contributes to reducing the axial dimension of the electromechanical brake device 10, making it more compact.

Compared with the prior art, the electromechanical brake device 10 provided by the embodiment further has the following beneficial effects:

1. the brake system has the advantages that the product quality is more uniformly distributed, the adverse effect on the brake force due to gravity unbalance loading is effectively reduced, the accurate control of the brake force output is facilitated, and the difficulty of the brake force output control is reduced.

2. The heat generated by the energization of the brake coil 520 is dispersed, which is beneficial to improving the heat dissipation performance of the electromechanical brake device 10, has little influence on the performance of other functional components, and is beneficial to prolonging the service life of each functional component.

3. Due to the integrated design of the power-off locking mechanism 500 and the brake yoke 400, the spatial layout with high utilization rate is realized, the product is more compact, and the axial size is small.

4. The structure of the driving module 20 on the motor side is simplified, and the whole structure is simpler and more reliable.

5. The modularization degree is high, and the packaging efficiency is high, makes more easily.

6. The electric signal can be adopted to control the electromechanical braking device 10 to work, so that the monitoring and automatic adjustment of braking output force are facilitated, the braking response is quick, the intelligent working level of the electromechanical braking device 10 is improved, and the integration of traction and braking integrated control of a rail vehicle is facilitated.

7. The driving module 20 and the power-off locking mechanism 500 can be controlled separately, and the risk of accidental power failure in the vehicle braking or running process can be effectively responded.

8. Besides normal braking and parking braking, the manual parking braking relieving function can be conveniently arranged, and the working condition adaptability is strong.

Accordingly, the brake caliper unit 60 and the railway vehicle adopting the electromechanical brake device 10 also have the characteristics of smooth braking and reliable operation.

Second embodiment:

referring to fig. 18, the present embodiment provides a brake caliper unit 60, which has the same overall structure, operation principle and technical effect as the first embodiment, but the difference is the specific structure of the driving module 20 and the yoke end assembly 40 of the electromechanical brake device 10, which is described in detail as follows:

referring to fig. 19 and 20, in the embodiment, the housing 100 of the driving module 20 includes a front cover 140 and a rear cover 150 connected to each other, the front cover 140 is substantially cylindrical, an inner wall and an outer wall of the rear cover 150 have a stepped step with a gradually decreasing diameter, one end of the rear cover 150 is connected to the front cover 140, and the other end is provided with a mounting hole and an end cap 160 for opening and closing the mounting hole. The inner circumferential wall of the rear cover 150 is provided with a first step 152 and a second step 154, and the first step 152 has a smaller diameter than the second step 154. Front cover 140, rear cover 150, and end cap 160 together enclose a cavity for accommodating motor assembly 200, wherein motor stator 210 is located in front cover 140, and mounting portion 170 is disposed on front cover 140 and integrally formed with front cover 140 (mounting portion 170 may be regarded as a portion of front cover 140).

In this embodiment, the structures of the mounting portion 170 and the guide sleeve 380 are substantially the same as those in the first embodiment, and are not described herein again.

Referring to fig. 21, in the present embodiment, the structure of the motor rotor 220 is similar to that of the first embodiment, except that the third drum 228 is not provided, and only comprises the first drum 224, the second drum 226 and the connecting portion 222.

In this embodiment, three bearings are no longer provided in the housing 100 as in the first embodiment, but only two fourth bearings 340 are provided, and both the four fourth bearings 340 are located in the rear cover 150. The inner rings of the two fourth bearings 340 are both engaged with the outer wall of the second drum 226, and the outer rings are both engaged with the inner wall of the casing 100, specifically, the inner wall of the first step 152. The two fourth bearings 340 jointly support the motor rotor 220, so that the motor rotor 220 can stably rotate around its axis in the housing 100. The type of the fourth bearing 340 can be selected according to actual needs, and in this embodiment, both the fourth bearings 340 are angular contact bearings.

In order to realize the positioning of the two fourth bearings 340, in this embodiment, the outer wall of the connecting portion 222 is sleeved with a bearing end cover 360, and one end of the second drum 226 away from the connecting portion is fixedly provided with a rotor end cover 370. Referring to fig. 22 and 23, the outer wall of the bearing end cap 360 is detachably connected to the inner wall of the rear cover 150, such as by screwing or interference fit. The bearing end cap 360 is provided with a scoring groove for torquing. Referring to fig. 24 and 25, the outer wall of the rotor cover 370 is removably attached to the inner wall of the second barrel 226, such as by a threaded connection or an interference fit. The rotor end cover 370 includes a cylinder 374 and a cover 376 connected to each other, the outer wall of the cylinder 374 being detachably connected to the inner wall of the second drum 226, and the side of the cover 376 near the cylinder 374 abutting against the end wall of the second drum 226 away from the connection portion 222.

The end of the outer ring of one of the two fourth bearings 340 abuts against the inner wall of the housing 100, specifically, the second step 154, the outer ring of the other one abuts against the bearing end cover 360, the inner ring of one of the two fourth bearings 340 abuts against the rotor end cover 370, and the inner ring of the other one abuts against the connecting portion 222, so as to achieve positioning.

In this embodiment, the resolver 390 in the first embodiment is not provided, but the sensor 372 is used instead. The sensor 372 is disposed at an end of the second drum 226 away from the connecting portion 222 and located on the rotor cover 370 for sensing a relative position of the motor stator 210 and the motor rotor 220. And judging what magnetic field needs to be generated by what current to drive the motor rotor 220 to move according to the information feedback of the relative position, and calculating the rotating speed of the motor rotor 220 through continuous position information feedback and a time node.

Further, the rotor portion of the sensor 372 is fixed to the rotor cover 370, and the stator portion of the sensor 372 is fixed to the rear end of the housing 100, specifically, between the rear end of the rear cover 150 and the cover 160.

In this embodiment, the locking assembly 350 is similar in structure to the first embodiment, except that the positioning pins 358 are used for positioning in this embodiment, instead of the positioning keys 352 of the first embodiment.

The locking assembly 350 includes a positioning pin 358, a screw 356 and a retaining ring 354, the positioning pin 358 is used for passing through the lead screw 52 and the motor rotor 220 at the same time, the retaining ring 354 abuts against the connecting portion 222, the head of the screw 356 abuts against the retaining ring 354, and a stud of the screw 356 passes through the retaining ring 354 and then extends into the lead screw 52 for locking with the lead screw 52.

Similar to the driving module 20 provided in the first embodiment, the driving module 20 provided in this embodiment also includes a housing 100, a motor assembly 200 disposed in the housing 100, and a mounting portion 170 disposed at the front end of the housing 100. By extending the mounting portion 170 for sliding fitting with the nut 54 of the nut-screw pair 50 inward, the length of the mounting portion 170 can be increased under the condition that the length (axial dimension) of the whole shell is not changed, so that the contact length between the mounting portion 170 and the nut-screw pair 50 is increased, the connection stability between the driving module 20 and a transmission member is improved, and the driving stability of the driving module 20 to the driving module 30 is improved. When the driving module 20 is applied to the electromechanical braking device 10, the brake caliper unit 60 and the rail vehicle, the braking stability of the electromechanical braking device 10, the brake caliper unit 60 and the rail vehicle can be effectively improved.

Meanwhile, as the length of the mounting portion 170 is increased, the length of the transmission module 30 extending into the housing 100 can also be increased, which also helps to reduce the length of the electromechanical brake device 10 and helps to reduce the volume of the brake caliper unit 60 and the rail vehicle.

Referring to fig. 26, in the present embodiment of yoke end assembly 40, brake yoke 400 includes a yoke body 410 and a yoke end cap 420 connected to each other. The yoke body 410 is adapted to be coupled to the nut 54, and the power-off locking mechanism 500 is disposed in a cavity defined by the yoke body 410 and the yoke end cap 420. A sliding bushing 590 is further disposed in the cavity defined by the yoke body 410 and the yoke end cap 420, and the sliding bushing 590 is located between the power-off locking mechanism 500 and the lead screw 52, and is configured to be in transmission connection with a sliding sleeve 582 disposed at the first end of the lead screw 52 and to be in sliding fit with the lead screw 52 in the axial direction.

The sliding bushing 590 is rotatably engaged with the yoke body 410 by a bearing, which in this embodiment is also a roller bearing 570 as in the first embodiment.

Referring to fig. 27 and 28, there are many ways to cooperate the sliding bushing 590 with the power-off locking mechanism 500, and in this embodiment, the sliding bushing 590 is spline-fitted with the power-off locking mechanism 500. In detail, the sliding bush 590 is provided with a spline portion 594 to be fitted with a spline hole of the power loss locking mechanism 500.

One end of the sliding bushing 590 is retained by one end of the power-off locking mechanism 500 and the other end is retained by the yoke body 410. The sliding bushing 590 is axially restrained by the power-off lock mechanism 500 and the yoke body 410. In practice, the range of movement of the sliding bush 590 in the axial direction is limited to within 5mm, preferably within 2mm, and more preferably within 1 mm.

In some alternative embodiments, it may be specifically that the sliding bushing 590 is provided with a boss portion 595 in the middle, and two ends of the boss portion 595 are axially limited by an inner spline end surface of the power-off locking mechanism 500 and a bearing end surface provided on the inner circumferential surface of the yoke body 410, respectively.

Referring to fig. 29 and 30, the sliding bushing 590 is connected with a support portion 592, and the support portion 592 is rotatably inserted into the support hole 421 of the yoke end cover 420, such that one end of the sliding bushing 590 is supported on the yoke end cover 420. Slide bushing 590 with support portion 592 fixed connection, in detail, slide bushing 590 with interference fit and the joint links to each other between the support portion 592, is provided with draw-in groove 596 on the slide bushing 590, is provided with the fixture block 593 with draw-in groove 596 joint cooperation on the support portion to prevent mutual rotation and axial displacement. Since the sliding bush 590 is provided with the support portion 592, the parking brake can be manually released after power loss.

Unlike the first embodiment of the power-off locking mechanism 500, which needs to be improved on the basis of the structure of the existing power-off brake, the power-off locking mechanism 500 in the present embodiment can basically directly use the structure of the existing power-off brake. The power-off locking mechanism 500 includes a yoke 510 and a brake coil 520, wherein the outer periphery of the yoke 510 is engaged with the inner wall of the yoke body 410 away from the nut 54, and the brake coil 520 is fixedly mounted on the yoke body 410.

The working principle and process of the electromechanical braking device 10 are as follows:

normally, the power-off locking mechanism 500 is powered on, at this time, the driving module 20 can rotate the lead screw 52, and the rotation of the lead screw 52 drives the nut 54 to move along the axial direction of the lead screw 52, so as to drive the entire yoke end assembly 40 to move along the axial direction of the lead screw 52 to approach or move away from the driving module 20, so as to drive the brake caliper unit 60 to brake or brake off the rail vehicle, and drives the sliding bushing 590 to rotate synchronously, so as to drive the brake disc 530 of the power-off locking mechanism 500 to rotate synchronously.

When the power-off locking mechanism 500 is powered off, the brake disc 530 is restricted from rotating, so that the sliding bushing 590 stops rotating, and the lead screw 52 stops rotating, and at this time, the distance between the yoke end assembly 40 and the driving module 20 is locked, and the state of the brake caliper is also locked.

The technical effects of the electromechanical brake device 10, the brake caliper unit 60 and the rail vehicle provided in this embodiment are substantially the same as those of the first embodiment, and therefore, the detailed description thereof is omitted.

The above description is only for the specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention should be covered by the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims (33)

1. A driving module is used for being matched with a nut-screw pair (50), the nut-screw pair (50) comprises a screw (52) and a nut (54) which are matched with each other, the driving module is characterized by comprising a shell (100) and a motor assembly (200) arranged in the shell (100), the motor assembly (200) comprises a motor rotor (220) and a motor stator (210) sleeved at a first end of the motor rotor, and the motor stator (210) is fixed relative to the shell (100);

the front end of the shell (100) is provided with a mounting part (170) which is used for being in sliding fit with a nut (54), at least part of the mounting part (170) extends into the shell (100), and when the nut (54) is in sliding fit with the mounting part (170), one end of the lead screw (52) extends into the shell (100) and is connected with the motor rotor (220), so that the lead screw (52) can be driven by the motor assembly (200) to rotate, and the nut (54) is driven to move along the axial direction of the lead screw (52) relative to the shell (100).

2. The drive module according to claim 1, wherein the nut-screw pair (50) is a nut-ball screw pair and the screw (52) is a ball screw.

3. The drive module of claim 1, wherein a guide sleeve (380) is disposed within the mounting portion (170), the guide sleeve (380) being for sliding engagement with the nut (54).

4. The driving module according to claim 3, wherein the mounting portion (170) includes a cylindrical portion (172) and a limiting portion (174), one end of the cylindrical portion (172) is connected to the front end of the housing (100), the other end of the cylindrical portion is connected to the limiting portion (174), a limiting member is disposed on an inner wall of the cylindrical portion (172), the guide sleeve (380) is disposed in the cylindrical portion (172), one end of the guide sleeve abuts against the limiting member, the other end of the guide sleeve abuts against the limiting portion (174), and the lead screw (52) can sequentially pass through the cylindrical portion (172) and the limiting portion (174) and then is connected to the motor rotor (220).

5. The drive module according to claim 4, wherein the mounting portion (170) further includes a male flange (176), and an end of the cylindrical portion (172) remote from the stopper portion (174) is connected to a front end of the housing (100) through the male flange (176).

6. The drive module of claim 1, wherein the motor rotor (220) includes a first drum (224) and a connecting portion (222), the first drum (224) is rotatably connected to an inner side of the motor stator (210), the first drum (224) is open at one end and connected to the connecting portion (222) at the other end, the first drum (224) is completely located on a side of the connecting portion (222) near a front end of the housing (100), the connecting portion (222) is used for connecting with the lead screw (52), and the mounting portion (170) is at least partially located in the first drum (224).

7. A drive module according to claim 6, wherein the motor rotor (220) further comprises a second drum (226), the second drum (226) being connected to the connection portion (222) and extending away from the first drum (224), a first bearing (300) being arranged in the housing (100), an inner ring of the first bearing (300) engaging with an outer wall of the second drum (226), and an outer ring engaging with an inner wall of the housing (100).

8. The drive module according to claim 7, characterized in that a second bearing (310) is provided in the housing (100), an inner ring of the second bearing (310) engaging with an outer wall of the connecting portion (222) and an outer ring engaging with an inner wall of the housing (100).

9. The drive module according to claim 8, wherein the second bearing (310) is disposed adjacent to the first bearing (300) and on a side of the first bearing (300) proximate to the first drum (224).

10. The drive module according to claim 8, characterized in that the first bearing (300) is a deep groove ball bearing and the second bearing (310) is a planar thrust bearing.

11. The drive module according to claim 7, wherein a rotary transformer (390) is disposed in the housing (100), an inner ring of the rotary transformer (390) is sleeved on an outer wall of the second drum (226) and located on a side of the first bearing (300) away from the first drum (224), and an outer ring of the rotary transformer (390) is fixedly connected to an inner wall of the housing (100).

12. The drive module according to claim 7, wherein two fourth bearings (340) are provided within the housing (100), the inner races of both fourth bearings (340) engaging with the outer wall of the second drum (226), and the outer races engaging with the inner wall of the housing (100).

13. The drive module according to claim 12, wherein the outer wall of the connecting portion (222) is sleeved with a bearing end cover (360), the outer ring of one of the two fourth bearings (340) abuts against the inner wall of the housing (100), and the outer ring of the other one abuts against the bearing end cover (360).

14. The drive module of claim 13, wherein the bearing end cap (360) is removably connected to an inner wall of the housing (100).

15. The drive module of claim 14, wherein the bearing end cap (360) is an interference fit or a threaded fit with an inner wall of the housing (100).

16. A drive module according to claim 13, characterized in that the bearing end cap (360) is provided with a scoring groove for torquing.

17. The drive module according to claim 12, wherein both of the fourth bearings (340) are angular contact bearings.

18. The drive module according to claim 7, wherein an end of the second drum (226) remote from the connection portion (222) is provided with a sensor (372) for sensing a relative position of the motor stator (210) and the motor rotor (220).

19. The drive module of claim 18, wherein an end of the second drum (226) remote from the connection portion (222) is fixedly provided with a rotor cover (370), a rotor portion of the sensor (372) is fixed to the rotor cover (370), and a stator portion of the sensor (372) is fixed to a rear end of the housing (100).

20. The drive module according to claim 19, wherein the rotor end cover (370) is an interference fit or threaded connection with an inner wall of the second drum (226).

21. The drive module according to claim 6, wherein the motor rotor (220) further comprises a third drum (228), the third drum (228) being connected to the connection portion (222) and extending into the first drum (224), the third drum (228) being adapted to be connected to the lead screw (52).

22. The drive module according to claim 21, wherein a third bearing (320) is installed between an outer wall of the third drum (228) and an inner wall of the installation portion (170), one end of the third drum (228) away from the connection portion (222) is provided with a stop ring (332), one end of the stop ring (332) away from the third drum (228) is used for abutting against a stepped surface of the lead screw (52), one end of an inner ring of the third bearing (320) abuts against the stop ring (332), and the other end abuts against a convex portion on the outer wall of the third drum (228).

23. The drive module according to claim 1, wherein the drive module (20) includes a locking assembly (350) for connecting the motor rotor (220) and the lead screw (52), the locking assembly (350) includes a positioning key (352), a screw (356) and a retaining ring (354), the positioning key (352) is inserted and fitted into a positioning groove (229) defined by a first key groove of the lead screw (52) and a second key groove of the motor rotor (220), the retaining ring (354) abuts against the motor rotor (220), a head of the screw (356) abuts against the retaining ring (354), and a stud of the screw (356) passes through the retaining ring (354) and then extends into the lead screw (52) for locking with the lead screw (52).

24. The drive module according to claim 1, wherein the drive module (20) comprises a locking assembly (350) for connecting the motor rotor (220) and the lead screw (52), the locking assembly (350) comprises a positioning pin (358), a screw (356) and a retaining ring (354), the positioning pin (358) is used for being simultaneously inserted into the lead screw (52) and the motor rotor (220), the retaining ring (354) abuts against the motor rotor (220), the head of the screw (356) abuts against the retaining ring, and the stud of the screw (356) penetrates through the retaining ring (354) and then extends into the lead screw (52) for being locked with the lead screw (52).

25. The driving module according to claim 1, wherein the housing (100) includes a front end cover (110), a housing (120) and a rear end cover (130) connected in sequence, one end of the housing (120) is connected to the front end cover (110), the other end of the housing is connected to the rear end cover (130), a positioning block (122) is protruded on an inner wall of the housing (120), the motor stator (210) is located between the positioning block (122) and the front end cover (110), and the mounting portion (170) is disposed on the front end cover (110).

26. The drive module according to claim 25, wherein the positioning block (122) includes a first end face (124) and a second end face (126) spaced apart along an axial direction of the housing (100), the first end face (124) and the second end face (126) are perpendicular to the axial direction of the housing (100), and the motor stator (210) is located between the first end face (124) and the front end cover (110).

27. The driving module according to claim 1, wherein the housing (100) includes a front cover (140) and a rear cover (150) connected to each other, the motor stator (210) is located in the front cover (140), one end of the rear cover (150) is connected to the front cover (140), the other end is provided with a mounting hole and an end cap (160) for opening and closing the mounting hole, and the mounting portion (170) is provided in the front cover (140).

28. The drive module according to claim 27, wherein two fourth bearings (340) are provided in the rear cover (150), the inner rings of the two fourth bearings (340) each engaging with the motor rotor (220), and the outer rings each engaging with the inner wall of the rear cover (150).

29. The drive module according to claim 28, wherein the inner peripheral wall of the rear cover (150) is provided with a first step (152) and a second step (154), the outer peripheries of the outer rings of the two fourth bearings (340) are both matched with the first step (152), and the end of the outer ring of one of the two fourth bearings (340) far away from the front cover (140) is abutted against the second step (154).

30. Electromechanical brake device, comprising a drive module (20) according to any of claims 1 to 29 and a transmission module (30), wherein the transmission module (30) comprises a yoke end assembly (40) and a nut screw pair (50), wherein the nut screw pair (50) is connected at one end to the drive module (20) and at the other end to the yoke end assembly (40), wherein the drive module (20) is capable of driving the yoke end assembly (40) relative to the drive module (20) along an axial movement of a screw (52) of the nut screw pair (50), and wherein the yoke end assembly (40) is capable of allowing or limiting itself relative to the drive module (20) along the axial movement of the screw (52).

31. A brake caliper unit comprising a brake caliper, characterized in that it further comprises an electromechanical brake device (10) according to claim 30, said electromechanical brake device (10) being drivingly connected to said brake caliper for actuating or releasing said brake caliper for braking.

32. Brake calliper unit according to claim 31, wherein the calliper unit (60) is a three-point hanging calliper unit or a four-point hanging calliper unit.

33. A rail vehicle, characterized by comprising a brake caliper unit (60) according to claim 31 or 32.

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