CN212289797U - Yoke end assembly, transmission module, electromechanical brake device, brake caliper unit and rail vehicle - Google Patents

Abstract

An embodiment of the utility model provides a yoke end assembly, transmission module, electromechanical arresting gear, braking clamp unit and rail vehicle relates to braking technical field. The electromechanical brake device is matched with the brake yoke to form a new yoke end assembly by adjusting the position of the power-off locking mechanism, so that the structure and the function layout of the whole electromechanical brake device are more reasonable, the quality distribution is more balanced, the brake force output by the electromechanical brake device can be accurately controlled, the electromechanical brake device is more stable and reliable in operation, and the assembling, the disassembling and the fault detection are also facilitated. Accordingly, the brake clamp unit adopting the electromechanical brake device and the rail vehicle are more stable and reliable in operation.

Description

Yoke end assembly, transmission 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 yoke end assembly, transmission module, electromechanical arresting gear, braking clamp unit and rail vehicle.

Background

In the technical field of vehicle braking, in particular to the technical field of rail transit braking, a braking system mainly passes through the development stages of a straight-through brake, an automatic brake, a straight-through automatic brake, an electro-pneumatic brake and a microcomputer control straight-through electro-pneumatic brake system. With the development of science and technology, electromechanical braking devices are gradually appeared in the market. The electromechanical brake device directly drives the brake pad to rub with the brake disc (wheel tread) by adopting electric energy, thereby converting the kinetic energy of the vehicle into heat energy and generating braking action.

However, the conventional electromechanical brake device has a very uneven mass distribution, and it is difficult to accurately control the output braking force.

SUMMERY OF THE UTILITY MODEL

The utility model aims at including, for example, a yoke end assembly, transmission module, electromechanical arresting gear, braking clamp unit and rail vehicle are provided, it can improve electromechanical arresting gear's quality equilibrium to make the braking force of electromechanical arresting gear output more stable, and easy accurate control.

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

in a first aspect, an embodiment of the present invention provides a yoke end assembly for being mounted on an electromechanical braking device having a nut-screw pair, including a brake yoke and a power-off locking mechanism connected to each other, where the brake yoke and the power-off locking mechanism are both used for being sleeved on a first end of a screw, the first end being far away from a nut, the brake yoke is used for being connected with the nut, and the power-off locking mechanism is used for being connected with the screw in a transmission manner and being in sliding fit; in a power-off state, the power-off locking mechanism can limit rotation of the lead screw, thereby locking the axial position of the brake yoke relative to the lead screw.

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, the power-off locking mechanism includes a magnetic yoke that is fixedly coupled to the brake yoke.

In some optional embodiments, the power-off locking mechanism further comprises a brake coil, a brake disc and a brake sleeve with a convex friction part, wherein a first positioning groove is formed in one side of the magnetic yoke close to the brake yoke, the brake coil is installed in the first positioning groove, the brake disc and the brake sleeve are both located in a space defined by the magnetic yoke and the brake yoke, the brake sleeve is used for being in transmission connection with a screw rod of the nut screw pair and in sliding fit with the screw rod, and the brake disc is sleeved on the brake sleeve and located between the brake coil and the friction part; when the brake coil loses power, the brake disc abuts against the friction part to limit the rotation of the screw rod.

In some alternative embodiments, the outer periphery of the brake sleeve is rotatably coupled to the brake yoke via a bearing.

In some optional embodiments, the power-off locking mechanism further includes a guiding post and a spring, the guiding post axially penetrates through the brake disc, and two ends of the guiding post are respectively connected to the magnetic yoke and the brake yoke, the spring is sleeved on the guiding post, one end of the spring abuts against the magnetic yoke, and the other end of the spring abuts against the brake disc, so that when the brake coil is powered off, the brake disc is driven to abut against the friction portion.

In some alternative embodiments, the yoke is provided with a second positioning groove, the second positioning groove and the first positioning groove are located on the same side of the yoke, the brake yoke is provided with an insertion hole, and two ends of the guide post are respectively matched with the second positioning groove and the insertion hole.

In some optional embodiments, the brake sleeve further comprises a main sleeve body fixedly connected with the friction portion, the main sleeve body is used for being in transmission connection with a lead screw of the nut lead screw pair and is in sliding fit with the lead screw, and the friction portion is convexly arranged on the outer side wall of the main sleeve body.

In some optional embodiments, the yoke is provided with a through hole along the axial direction of the screw of the nut-screw pair, and the brake sleeve further comprises a penetrating part fixedly connected (detachably or integrally formed) with the main sleeve body, and the penetrating part is rotatably penetrated through the through hole.

In some optional embodiments, a sealing ring is further disposed between the penetrating portion and the through hole, so that the penetrating portion is in sealing connection with the magnetic yoke.

In some alternative embodiments, the yoke end assembly further comprises an interface for connection with an external clamp, the interface being provided in at least one of the brake yoke and the magnet yoke.

In some alternative embodiments, the brake yoke has an outer diameter greater than the yoke, and the interface is disposed on the brake yoke.

In some alternative embodiments, the yoke is closer to the first end of the lead screw, distal from the nut, relative to the brake yoke.

In some alternative embodiments, the brake yoke includes opposite connecting ends for connecting with the nut of the nut-screw pair and an open end fixedly connected with the yoke.

In some alternative embodiments, the diameter of the open end is greater than the diameter of the connecting end.

In some optional embodiments, the brake yoke is of a stepped structure and includes a first outer peripheral surface, a first outer end surface, a second outer peripheral surface, a second outer end surface, a third outer peripheral surface and a third outer end surface which are connected in sequence, and the diameters of the first outer peripheral surface, the second outer peripheral surface and the third outer peripheral surface are gradually reduced to form an outer stepped surface.

In some optional embodiments, the brake yoke is of a stepped structure and includes a first inner circumferential surface, a first inner end surface, a second inner circumferential surface, a second inner end surface, a third inner circumferential surface, and a third inner end surface, which are connected in sequence, and diameters of the first inner circumferential surface, the second inner circumferential surface, and the third inner circumferential surface are gradually reduced to form an inner stepped surface.

In a second aspect, the present embodiment provides a transmission module for mounting on an electromechanical brake device, which includes a nut-screw pair and the aforementioned yoke end assembly; one end, far away from the nut, of a screw rod of the nut-screw rod pair is in transmission connection and sliding fit with the power-off locking mechanism, and the nut of the nut-screw rod pair is fixedly connected with the brake yoke, so that the brake yoke can axially move relative to the screw rod of the nut-screw rod pair. When the power-off locking mechanism is powered off, the position of a lead screw of the nut lead screw pair relative to the brake yoke is fixed.

In some alternative embodiments, the power-off locking mechanism includes a brake sleeve;

the brake sleeve is in transmission connection with a screw rod of the nut-screw rod pair, and the brake sleeve can synchronously rotate relative to the screw rod and axially slide along the screw rod of the nut-screw rod pair.

In some optional embodiments, the transmission module further comprises a connecting assembly, wherein the connecting assembly is connected to the inner side wall of the brake sleeve and is in non-rotatable sliding fit with the brake sleeve so as to be fixedly connected with the lead screw.

In some optional embodiments, the connecting assembly comprises a sliding sleeve and an elastic pin, the sliding sleeve is axially provided with a through hole matched with the screw rod, the sliding sleeve is radially provided with a pin hole, and the outer side wall of the sliding sleeve is provided with a sliding block; the inside wall of the brake sleeve is provided with a sliding groove matched with the sliding block, and the elastic pin penetrates through the pin hole to fixedly connect the sliding sleeve with the lead screw.

The third aspect, the embodiment of the utility model provides an electromechanical arresting gear, it includes drive module and aforementioned drive module, and drive module keeps away from the one end transmission of lead screw with nut lead screw pair's nut and is connected to make drive module pass through nut drive brake yoke of nut lead screw pair along the axial motion of the lead screw of nut lead screw pair.

In some alternative embodiments, the electromechanical brake device further comprises an interface for connection with an external clamp, the interface being provided on an outer surface of the drive module.

In a fourth aspect, the embodiment of the present invention provides a brake caliper unit, including brake caliper and the aforementioned electromechanical brake device, the electromechanical brake device is connected with the brake caliper transmission for driving the brake caliper to brake or release the brake.

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

In a fifth 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 electromechanical brake device is through the position of adjustment power-off locking mechanism, remove it to one side at brake yoke place from one side at drive module place, thereby combine in order to form new yoke end assembly with the brake yoke, and then make whole electromechanical brake device's structure and functional layout more reasonable, the mass distribution is more balanced, the gravity unbalance loading phenomenon that the quality is unbalanced has effectively been improved, the braking force of electromechanical brake device output is controlled more easily accurately, show stability and the accuracy that has improved electromechanical brake device output braking force, simultaneously because the transfer of power-off braking function, the equipment of still greatly having made things convenient for electromechanical brake device motor side spare part is dismantled and the fault detection. And because the yoke end assembly in the transmission module is sleeved at one end of the nut screw pair, which is far away from the screw rod of the nut, the other end of the nut screw pair, which is provided with the nut, can be embedded in the driving module and form stable guidance with the driving module, so that the braking force and the stability of relieving force transmission of the electromechanical braking device are improved, the axial size of the electromechanical braking device can be reduced, and the electromechanical braking device is more compact.

Compared with the prior art, the electromechanical braking device provided by the embodiment has the following beneficial technical effects:

1. the mass distribution is more balanced, the adverse effect of gravity unbalance loading on the output and control of the braking force is effectively avoided, the accurate control of the braking force output is convenient, the difficulty of the control of the braking force output is greatly reduced, and the braking is more stable and reliable.

2. The functional layout is more reasonable, is convenient for assemble, maintain and fault detection, and is more favorable to the heat that produces when the decentralized coil circular telegram, thereby improves electromechanical brake device's thermal diffusivity, reduces the performance influence to other functional unit, is favorable to prolonging the life of each functional unit.

3. The yoke end assembly of this application encapsulates in the installation space of braking yoke self with the locking mechanism that loses electricity, and whole spatial layout is compacter, has simplified the internal design of motor module simultaneously greatly, and overall structure is simple reliable.

4. The utility model provides a drive module passes through motor casing and electric motor rotor's collaborative design, inlays the nut lead screw pair in the inside of drive module casing and has constituted the guide structure that nut and casing relative slip laminated, has effectively improved electromechanical arresting gear braking force and has alleviated the stability of power transmission.

5. This application can carry out fast assembly to transmission module and drive module through simple reliable locking Assembly, and the modularization degree is high, and it is easier to make, and the packaging efficiency is high, the large-scale batch production of being convenient for.

6. This application is through the work of signal of telecommunication direct drive mechanical brake device, and the monitoring and the automatically regulated of the output brake force of being convenient for improve electromechanical brake device's intelligent control level greatly, and the reinforcing rail vehicle of being convenient for pulls the braking integration control and fuses.

7. This application can also realize drive module and the separate control of losing electric locking mechanism, effectively takes precautions against the unexpected outage risk of vehicle braking or operation in-process.

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

Correspondingly, the brake clamp unit adopting the electromechanical brake device and the rail vehicle are more stable and reliable in operation and high in safety.

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 part 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 the volume of the brake caliper unit 60.

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 part 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 the volume of the brake caliper unit 60.

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 (26)

1. A yoke end assembly is used for being installed on an electromechanical braking device (10) with a nut screw pair (50), and is characterized by comprising a braking yoke (400) and a power-off locking mechanism (500) which are connected with each other, wherein the braking yoke (400) and the power-off locking mechanism (500) are used for being sleeved on a first end, far away from a nut (54), of a screw (52), the braking yoke (400) is used for being connected with the nut (54), and the power-off locking mechanism (500) is used for being in transmission connection with the screw (52) and in sliding fit with the screw;

in a power-off state, the power-off locking mechanism (500) can limit rotation of the lead screw (52), thereby locking the axial position of the brake yoke (400) relative to the lead screw (52).

2. The yoke end assembly of claim 1 wherein the nut-screw pair (50) is a nut-ball screw pair and the screw (52) is a ball screw.

3. The yoke end assembly of claim 1, wherein the power-off locking mechanism (500) comprises a magnetic yoke (510), the magnetic yoke (510) being fixedly connected to the brake yoke (400).

4. The yoke end assembly of claim 3, wherein the power-off locking mechanism (500) further comprises a brake coil (520), a brake disc (530) and a brake sleeve (540) having a convex friction portion (544), a first positioning groove (512) is formed on one side of the magnetic yoke (510) close to the brake yoke (400), the brake coil (520) is mounted in the first positioning groove (512), the brake disc (530) and the brake sleeve (540) are both located in a space enclosed by the magnetic yoke (510) and the brake yoke (400), the brake sleeve (540) is used for being in transmission connection and sliding fit with the screw (52) of the nut-screw pair (50), and the brake disc (530) is sleeved on the brake sleeve (540) and 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 rotation of the lead screw (52).

5. The yoke end assembly of claim 4, characterized in that the outer circumference of the brake bushing (540) is rotationally coupled to the brake yoke (400) via a bearing.

6. The yoke end assembly of claim 4, wherein the power-off locking mechanism (500) further comprises a guiding post (550) and a spring (560), the guiding post (550) axially penetrates the brake disc (530) and both ends of the guiding post are respectively connected to the yoke (510) and the brake yoke (400), the spring (560) is sleeved on the guiding post (550) and one end of the spring abuts against the yoke (510) and the other end abuts against the brake disc (530) so as to drive the brake disc (530) to abut against the friction portion (544) when the brake coil (520) is powered off.

7. The yoke end assembly of claim 6, wherein the yoke (510) is provided with a second positioning groove (514), the second positioning groove (514) and the first positioning groove (512) are located on the same side of the yoke (510), the brake yoke (400) is provided with a plug hole (414), and both ends of the guide post (550) are respectively engaged with the second positioning groove (514) and the plug hole (414).

8. The yoke end assembly of claim 4, wherein the brake bushing (540) further comprises a main bushing body (542) fixedly connected to the friction portion (544), the main bushing body (542) is configured to be in transmission connection with and sliding fit with a lead screw (52) of the nut lead screw pair (50), and the friction portion (544) is protruded on an outer side wall of the main bushing body (542).

9. The yoke end assembly of claim 8, wherein the yoke (510) has a through hole (516) along an axial direction of a screw (52) of the nut-screw pair (50), the brake sleeve (540) further comprises a through portion (545) fixedly connected to the main sleeve body (542), and the through portion (545) is rotatably inserted into the through hole (516).

10. The yoke end assembly of claim 9, characterized in that a sealing ring (518) is further disposed between the through hole (516) and the through hole (545) to hermetically connect the through hole (545) with the yoke (510).

11. The yoke end assembly as claimed in claim 3 wherein the yoke end assembly (40) further comprises an interface (412) for connection with an external clamp, the interface (412) being disposed in at least one of the brake yoke (400) and the yoke (510).

12. The yoke end assembly of claim 11, characterized in that the brake yoke (400) has a larger outer diameter than the yoke (510), the interface (412) being provided on the brake yoke (400).

13. The yoke end assembly of claim 3, characterized in that the yoke (510) is closer to a first end of the lead screw (52) distal from the nut (54) relative to the brake yoke (400).

14. The yoke end assembly of claim 3, wherein the brake yoke (400) includes opposing connection ends (430) and open ends (440), the connection ends (430) being adapted to connect with nuts (54) of the nut-and-screw assembly (50), the open ends (440) being fixedly connected to the yoke (510).

15. The yoke end assembly of claim 14 wherein the diameter of the open end (440) is greater than the diameter of the connecting end (430).

16. The yoke end assembly according to claim 3, wherein the brake yoke (400) has a stepped structure and comprises a first outer circumferential surface (451), a first outer end surface (452), a second outer circumferential surface (453), a second outer end surface (454), a third outer circumferential surface (455) and a third outer end surface (456) which are connected in sequence, and the diameters of the first outer circumferential surface (451), the second outer circumferential surface (453) and the third outer circumferential surface (455) are gradually reduced to form an outer stepped surface.

17. The yoke end assembly of claim 3, wherein the brake yoke (400) has a step-like structure and comprises 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) which are connected in sequence, and the 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 step surface.

18. A transmission module for mounting on an electromechanical brake device (10), comprising a nut-and-screw assembly (50) and a yoke end assembly (40) as claimed in any one of claims 1-3 and 11-17;

one end, far away from the nut (54), of the screw rod (52) of the nut-screw pair (50) is in transmission connection and sliding fit with the power-off locking mechanism (500), and the nut (54) of the nut-screw pair (50) is fixedly connected with the brake yoke (400) so that the brake yoke (400) can move axially relative to the screw rod (52) of the nut-screw pair (50);

when the power-off locking mechanism (500) is powered off, the position of the screw rod (52) of the nut screw rod pair (50) relative to the brake yoke (400) is fixed.

19. The transmission module according to claim 18, wherein the power-off locking mechanism (500) comprises a brake sleeve (540);

the brake sleeve (540) is in transmission connection with a screw rod (52) of the nut-screw pair (50), and the brake sleeve (540) can synchronously rotate relative to the screw rod (52) and slide along the axial direction of the screw rod (52).

20. The transmission module according to claim 19, wherein the transmission module (30) further comprises a connecting assembly (580), the connecting assembly (580) being connected to an inner side wall of the brake housing (540) and non-rotatably slidably engaging with the brake housing (540) for fixed connection with the lead screw (52).

21. The transmission module according to claim 20, wherein the connecting assembly (580) comprises a sliding sleeve (582) and an elastic pin (589), the sliding sleeve (582) is axially provided with a through hole (584) matched with the lead screw (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 inside wall of stop collar (540) be provided with sliding block (586) matched with sliding tray (543), elastic pin (589) wear to locate pinhole (588), with sliding collar (582) with lead screw (52) fixed connection.

22. Electromechanical brake device, comprising a drive module (20) and a transmission module (30) according to any of claims 18 to 21, wherein the drive module (20) is in transmission connection with an end of the nut-screw pair (50) close to the screw (52) of the nut screw pair (54) such that the drive module (20) drives the brake yoke (400) via the nut (54) of the nut-screw pair (50) in an axial movement along the screw (52) of the nut-screw pair (50).

23. Electromechanical brake device according to claim 22, characterized in that the electromechanical brake device (10) further comprises an interface (412) for connection with an external clamp, the interface (412) being provided on an outer surface of the drive module (20).

24. A brake caliper unit comprising a brake caliper, characterized in that it further comprises an electromechanical brake device (10) according to claim 22 or 23, said electromechanical brake device (10) being drivingly connected to said brake caliper for actuating or releasing said brake caliper for braking.

25. Brake calliper unit according to claim 24, wherein the calliper unit (60) is a three-point hanging calliper unit or a four-point calliper unit.

26. A rail vehicle, characterized by comprising a brake caliper unit (60) according to claim 24 or 25.

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