CN220910288U - Electromechanical brake - Google Patents

Abstract

The utility model discloses an electromechanical brake, comprising: the brake device comprises a driving motor, a gear box assembly, a caliper assembly, a brake bracket and a friction plate; the axis of the driving motor is parallel to the axis of the caliper assembly and is used for realizing the driving and stopping of the brake; the gear box assembly comprises a gear transmission system, and torque required for braking is provided by the driving motor; the caliper assembly is a main body structure of the brake, provides shell protection and converts torque of the gear box assembly into axial movement; the friction plate is arranged in the brake bracket and comprises a friction plate inner plate and a friction plate outer plate, and the inner friction plate and the outer friction plate are used for generating opposite movement and clamping a brake disc in the braking process, so that the vehicle braking torque is generated.

Description

Electromechanical brake

Technical Field

The utility model belongs to the technical field of braking devices, and relates to an electromechanical brake.

Background

An electromechanical brake applied to a vehicle braking system; with the discovery of new technologies such as vehicle electric control and automatic driving, new demands are put forward on the electric control of a vehicle braking system.

The traditional vehicle braking system adopts a hydraulic braking system, and a driver needs to pass through a brake pedal and pressurize the braking system in the braking process so as to realize a braking function; such conventional braking systems are not very advantageous for the implementation of functions such as automatic driving of the vehicle; the conventional hydraulic brake system comprises a hydraulic brake, a brake pipeline, a brake master cylinder for driving, a booster and a related control unit; the hydraulic brake adopts a mode of hydraulically pushing a piston to move, the piston is arranged in a cylinder hole of the shell, and a friction plate is hydraulically pushed to be attached to a brake disc in the braking process, so that a braking function is realized. The system adopts a pure mechanical mode, the brake is relatively simple, but the brake needs to work, the control units such as a brake master cylinder, a booster and the like and the brake pipeline and the like are mutually cooperated to finish the work, and the whole brake system is relatively complex; meanwhile, the purely mechanical structural form is unfavorable for the development of vehicle automation and electric control.

With the development of electric vehicles and hybrid power technologies, new and new requirements are put forward for the electric control of vehicle braking systems, and an electromechanical brake directly driven by a motor is a good technical route.

Disclosure of utility model

In order to solve the defects in the prior art, the utility model aims to provide an electromechanical brake which realizes the electric control of a brake system, transmits vehicle braking to a brake system controller in the form of an electric signal, and realizes the vehicle braking function by driving the brake system through an electric control motor. Meanwhile, the application of the electromechanical brake also enables the whole vehicle braking structure to be relatively simple.

The utility model can satisfy the following by using the electromechanical brake:

1. the vehicle braking system is electrically controlled, so that technical conditions can be provided for automatic driving;

2. the structure framework of the whole vehicle braking system is simplified, and the system matching is relatively simple.

The electromechanical brake simplifies a traditional braking hydraulic system into a transmission system driven by a direct current motor, a braking function drives a gear box through the direct current motor, and the gear box amplifies motor torque and transmits the motor torque to a ball screw mechanism; the ball screw converts motor torque into linear thrust and pushes the brake friction plate to fit with a traditional brake disc so as to realize a vehicle braking function.

The utility model provides an electromechanical brake, as shown in figure 1, a driving motor outputs a torque, the torque is amplified and transmitted through a gear box assembly, the gear box assembly transmits the torque to a ball screw assembly, and the ball screw assembly converts the torque into axial movement so as to control the extension of a piston, thereby realizing the clamping function of a caliper in a brake bracket.

The utility model provides an electromechanical brake, comprising: the brake device comprises a driving motor, a gear box assembly, a caliper assembly, a brake bracket and a friction plate;

The axis of the driving motor is parallel to the axis of the caliper assembly and is used for realizing the driving and releasing of the brake;

The gear box assembly comprises a gear transmission system, and torque required for braking is provided by the driving motor;

The caliper assembly is a main body structure of the brake, provides shell protection and converts torque of the gear box assembly into axial movement;

The friction plate is arranged in the brake bracket and comprises a friction plate inner plate and a friction plate outer plate, and the inner friction plate and the outer friction plate are used for generating opposite movement and clamping a brake disc in the braking process, so that the vehicle braking torque is generated.

The gear box assembly is mounted on the caliper assembly through MGU screws; and the caliper assembly is connected with the brake bracket through a flange bolt.

The caliper assembly comprises a clamping ring, a shell, a force feedback unit, a thrust bearing, a clamping spring, a ball screw assembly, a piston, a sealing ring, a dust cover and a rotation stopping bolt;

The ball screw assembly comprises a screw, a screw collar and a screw nut; the screw comprises a screw optical axis with a screw spline at the top and a screw inner shaft with threads;

The clamping ring is assembled together through the inner ring and the screw optical axis part of the clamping ring and is used for preventing a screw spline at the top end of the screw shaft from being separated from a mating spline in the gear box through interference fit press fitting;

The shell is integrally formed, and a shell cylinder hole for accommodating the ball screw assembly is formed in the middle of the shell; in the working process, the positions of the driving motor, the gear box assembly and the shell are kept relatively fixed, and the driving motor, the gear box assembly and the shell can move relative to the braking bracket; the shell is also provided with a rotation stopping hole for inserting a rotation stopping bolt.

The screw shaft collar is annular as a whole, an internal spline is arranged in the middle of the screw shaft collar, the size of the internal spline is larger than the diameter of the screw shaft optical axis and smaller than the diameter of the screw shaft inner axis, the screw shaft collar is sleeved on the screw shaft optical axis, and the contact position of the screw shaft collar and the screw shaft is processed into a concave spherical surface; the nut is in a hollow cylinder shape which is penetrated up and down on the whole and sleeved on the inner shaft of the screw rod, and the outer edge of the bottom is processed into a convex spherical surface which corresponds to the concave spherical surface processed and arranged in the piston;

The junction between the inner shaft of the screw and the optical axis of the screw is designed into a convex spherical surface matched with the concave spherical surface of the shaft of the screw.

The screw shaft collar is provided with right triangle-shaped boss features at the opposite positions of the screw nut, and the right triangle-shaped boss features are collar boss features and screw nut boss features respectively, and two vertical right-angle sides of the collar boss features and the screw nut boss features can be attached to the vertical surfaces of the screw shaft collar and the screw nut boss features by adjusting the angle of the internal spline of the screw shaft collar.

The middle opening of the force feedback unit is positioned and installed on the optical axis of the screw rod and in clearance fit with the optical axis of the screw rod, so that clamping force can be fed back to the control system in real time, and the force feedback unit does not rotate in the transmission process; the force feedback unit comprises an outer gasket, a force sensor and a rotation stopping gasket; the anti-rotation gasket is also provided with an anti-rotation groove, and the anti-rotation gasket can be prevented from rotating by inserting and extracting the anti-rotation bolt.

A thrust bearing is further arranged between the force feedback unit and the screw shaft collar, and is used for bearing axial thrust generated in the running process of the brake, so that friction force between the screw shaft collar and the anti-rotation gasket is reduced;

The snap spring is arranged between the screw nut and the piston, the screw nut and the piston are fixed together, and the piston and the screw nut are relatively fixed, so that the piston can return through the ball screw assembly, the return of the rectangular sealing ring is not needed, and the low dragging requirement is realized.

The outer gasket and the rotation stopping gasket are matched with the force sensor through end surfaces, during transmission, the screw rod rotates to generate axial thrust on the screw rod shaft collar, the thrust bearing rotates, the axial thrust acts on the rotation stopping gasket, so that bearing positive pressure is generated on the force sensor, and the generated pressure is output through the force sensor; the thrust bearing is matched with the rotation stopping gasket and rotates on the end face of the rotation stopping gasket, the rotation stopping gasket can generate a rotation trend under the action of rotation friction force, and the rotation stopping gasket is matched with the rotation stopping bolt arranged on the shell through the rotation stopping groove arranged on the rotation stopping gasket so as to prevent the rotation of the rotation stopping gasket in the transmission process.

The piston is in a hollow cylinder shape with an opening at one side on the whole and sleeved outside the ball screw assembly, and the inner part of the piston is processed into a concave spherical surface matched with the convex spherical surface at the edge of the bottom of the screw nut at the corresponding position of the convex spherical surface;

The rectangular sealing ring is arranged between the shell and the piston, provides the rubber damping effect, and reduces the impact noise and collision;

The dust cover is arranged at a position close to the bottom of the piston and is designed into a fold shape, and the dust-proof requirement under all working conditions is met through fold design.

And the extension line of the spline stress surface of the screw rod passes through the center of the circle, or the extension line of the stress surface is in the area with the center of phi 1.5 mm.

The utility model also provides a braking method by using the brake, which comprises the following steps:

Step one, driving a gear box assembly by a driving motor to amplify torque;

Step two, the gear box assembly drives the ball screw assembly to rotate through the meshed spline;

Step three, the ball screw assembly converts the torque of the gear box assembly into axial thrust along a shell cylinder hole and generates positive pressure on a piston;

Step four, the piston generates displacement towards the direction of the friction plate;

and fifthly, continuously increasing the displacement and the force of the piston under the action of the gear box assembly, and enabling the friction plate to press the brake disc to generate the pressure required by braking, so that the braking function is realized.

The beneficial effects of the utility model include:

1. And the whole vehicle braking system structure is simplified.

2. The braking is electrically controlled, and a foundation is provided for automatic driving and the like.

3. The braking efficiency is improved.

4. The energy loss generated by vehicle dragging is reduced, and the duration of the vehicle is improved.

Drawings

In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the utility model, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is an overall construction view of an electromechanical brake according to the present utility model.

FIG. 2 is a schematic illustration of the internal disassembled structure of the caliper assembly of the present utility model.

Fig. 3 is a front view of the electromechanical brake of the present utility model and a sectional view taken along the A-A plane, from top to bottom, respectively.

Fig. 4 is a schematic overall structure of the force feedback unit according to the present utility model, and a schematic exploded structure thereof.

Fig. 5 is a bottom view of the electromechanical brake of the present utility model and a sectional view taken along the B-B plane, respectively, from left to right.

Fig. 6 is a front view and a front view, respectively, of the ball screw assembly and the piston portion structure of the present utility model, taken along the C-C plane.

Fig. 7 is a schematic diagram of the disassembly of the nut, the clamp spring and the piston and a specific schematic diagram of the structure of the clamp spring, the nut and the piston.

Fig. 8 is a schematic diagram of a prior art transmission configuration.

Fig. 9 is a schematic view of spherical structures between a screw and a screw collar, and between a screw sleeve and a piston in the ball screw assembly of the present utility model.

FIG. 10 is a schematic cross-sectional view of a lead screw spline machined on a lead screw shaft in a ball screw assembly of the present utility model, with the lead screw spline stress surface extension being over center or the stress surface extension being tangent to a circle having a center of 1.5 mm.

Fig. 11 is a schematic diagram and a practical structural diagram of radial sealing between a caliper and an MGU in the prior art, respectively, from left to right.

Fig. 12 is a schematic diagram and a practical block diagram of the axial seal between the caliper and the MGU of the present utility model, respectively, from left to right.

Fig. 13 is a block diagram of the MGU seal installed in the housing of the gearbox assembly and the housing, MGU seal, gearbox assembly, respectively, from left to right.

Fig. 14 is a schematic view showing the structures of the ball screw unit, the screw collar and the screw nut from left to right.

Fig. 15 is a schematic structural diagram of the MGU seal ring, the rotation-stopping bolt, the rotation-stopping gasket, the rectangular seal ring and the dust cover from left to right.

Fig. 16 is a top view of the connection between the housing and the bracket, and a cross-sectional view along the plane E-E, from left to right.

FIG. 17 is a schematic view of the jaw and cylinder bore position during a loaded or unloaded condition of the housing, and the left view of the jaw and cylinder bore position during an unloaded condition of the housing; the right diagram is that the claw is not perpendicular to the cylinder hole when the shell is in a loading working condition.

In the figures, the 1-drive motor, 2-gearbox assembly, 2.1-MGU seal ring, 3-caliper assembly, 3.1-snap ring, 3.2-housing, 3.2.1-rotation stopping hole, 3.3-force feedback unit, 3.3.1-outer shim, 3.3.2-force sensor, 3.3.3-rotation stopping shim, 3.3.3.1-rotation stopping slot, 3.4-thrust bearing, 3.5-snap ring, 3.6-ball screw assembly, 3.6.1-lead screw, 3.6.1.1-lead screw optical axis, 3.6.1.2-lead screw inner shaft, 3.6.1.3-lead screw spline, 3.6.2-lead screw collar, 3.6.2.1-inner spline, 3.6.2.2-collar boss feature, 3.6.3-screw, 3.6.3.1-screw boss feature, 3.7-piston, 3.7.1-snap ring mounting slot, 3.8-rectangular seal ring, 3.9-dust cap, 3.10-rotation stopping bolt, 4-brake bracket, 5-friction plate, 5.1-friction plate outer plate, 5.2-friction plate, 6-MGU screw flange.

Detailed Description

The present utility model will be described in further detail with reference to the following specific examples and drawings. The procedures, conditions, experimental methods, etc. for carrying out the present utility model are common knowledge and common knowledge in the art, except for the following specific references, and the present utility model is not particularly limited.

The utility model provides an electromechanical brake, as shown in figure 1, a driving motor 1 outputs a torque, the torque is amplified and transmitted through a gear box assembly 2, the gear box assembly 2 transmits the torque to a ball screw assembly 3.6, the ball screw assembly 3.6 converts the torque into axial movement, and the extension of a piston 3.7 is controlled, so that the clamping function of a caliper in a brake bracket is realized.

The electromechanical brake comprises a driving motor 1, a gear box assembly 2, a caliper assembly 3, a brake bracket 4 and a friction plate 5; the friction plate further comprises a friction plate outer plate 5.1 and a friction plate inner plate 5.2;

The axis of the driving motor 1 is parallel to the axis of the caliper assembly 3 and is used for realizing the driving and stopping of a brake;

The gear box assembly 2 comprises a gear transmission system, and the driving motor 1 provides torque required for braking;

The caliper assembly 3 is a main body structure of the brake, provides shell protection and converts torque of the gearbox assembly 2 into axial movement;

The gear box assembly 2 is mounted on the caliper assembly 3 through MGU screws 6; an MGU sealing ring 2.1 is further arranged between the gear box assembly 2 and the caliper assembly 3, specifically, an MGU sealing ring groove is formed in the shell of the caliper, and the MGU sealing ring 2.1 is arranged in the MGU sealing ring groove and used for water and oil proofing sealing between the gear box assembly and the caliper; the caliper assembly 3 is connected with the brake bracket 4 through a flange bolt 7;

As shown in fig. 2, the caliper assembly 3 further includes a snap ring 3.1, a housing 3.2, a force feedback unit 3.3, a thrust bearing 3.4, a snap spring 3.5, a ball screw assembly 3.6, a piston 3.7, a rectangular sealing ring 3.8, a dust cover 3.9, and a rotation stopping bolt 3.10;

The installation position of the clamping ring 3.1 is shown in fig. 3, and the clamping ring is assembled together through the inner ring and the screw rod optical axis part by interference fit press fit. The purpose of the method is to prevent the screw spline 3.6.1.3 at the top end of the screw shaft and the mating spline in the gear box from falling out. The screw shaft and the screw sleeve share possible motion states in 3 when the calipers are released, the first screw shaft moves towards the screw sleeve, the second screw shaft moves towards the screw shaft together with the screw, the third screw sleeve moves towards the screw shaft, under the first and second conditions, the screw shaft can generate larger displacement, the top spline engagement part has the risk of disengaging, the purpose of the clamping ring 3.1 is to limit the movement of the screw shaft, and the situation is changed into a required third working condition.

The shell 3.2 is integrally formed, and a shell cylinder hole for accommodating the ball screw assembly 3.6 is formed in the middle; during operation, the positions of the driving motor 1, the gear box assembly 2 and the shell 3.2 are kept relatively fixed, and the driving motor 1, the gear box assembly 2 and the shell 3.2 can move relative to the brake bracket 4; the shell 3.2 is also provided with a rotation stopping hole 3.2.1 for inserting a rotation stopping bolt 3.10;

As shown in fig. 14, the ball screw assembly 3.6 further includes a screw 3.6.1, a screw collar 3.6.2, a nut 3.6.3;

Wherein the screw 3.6.1 is further divided into two parts, one part is a screw optical axis 3.6.1.1 with a screw spline 3.6.1.3 at the top, and the other part is a screw inner shaft 3.6.1.2 with threads; the screw shaft collar 3.6.2 is annular as a whole, an inner spline 3.6.2.1 is arranged in the middle of the screw shaft collar, the size of the inner spline 3.6.2.1 is larger than the diameter of the screw shaft optical axis 3.6.1.1 and smaller than the diameter of the screw shaft inner shaft 3.6.1.2, the screw shaft collar 3.6.2 is sleeved on the screw shaft optical axis 3.6.1.1, and the contact position of the screw shaft collar 3.6.2 and the screw shaft 3.6.1 is processed into a concave spherical surface; the screw shaft collar 3.6.2 is used as a bearing platform and is used for bearing axial thrust; the nut 3.6.3 is in a hollow cylinder shape which is penetrated up and down on the whole and sleeved on the screw rod inner shaft 3.6.1.2, and the outer edge of the bottom is processed into a convex spherical surface which corresponds to the concave spherical surface processed and arranged in the piston 3.7; the positions of the screw shaft collar 3.6.2 opposite to the screw 3.6.3 are respectively provided with a right triangle boss feature, namely a shaft collar boss feature 3.6.2.2 and a screw boss feature 3.6.3.1, and two vertical right angle sides of the shaft collar boss feature 3.6.2.2 and the screw boss feature 3.6.3.1 can be attached to each other through adjusting the angle of an internal spline 3.6.2.1 of the screw shaft collar; if the boss features are not used, the starting torque is large, and the risk of jamming exists;

Fig. 6 is a front view and a front view, respectively, of the ball screw assembly and the piston portion structure of the present utility model, taken along the C-C plane.

Further, the position on the lead screw inner shaft 3.6.1.2 that interfaces with the lead screw optical axis 3.6.1.1 is designed as a convex sphere that matches the concave sphere of the lead screw collar 3.6.2.

The middle opening of the force feedback unit 3.3 is positioned and installed on the screw optical axis 3.6.1.1 and is in clearance fit with the screw optical axis 3.6.1.1, so that clamping force can be fed back to a control system in real time, and the force feedback unit 3.3 does not rotate in the transmission process; as shown in fig. 4, the force feedback unit comprises an outer gasket 3.3.1, a force sensor 3.3.2 and a rotation stopping gasket 3.3.3; the anti-rotation gasket is also provided with an anti-rotation groove 3.3.3.1, and the anti-rotation gasket 3.3.3 can be prevented from rotating by inserting the anti-rotation bolt 3.10; fig. 5 is a bottom view of the electromechanical brake of the present utility model and a sectional view taken along the B-B plane, respectively, from left to right.

A thrust bearing 3.4 is also arranged between the force feedback unit 3.3 and the screw shaft collar 3.6.2;

The thrust bearing 3.4 is used for bearing the axial thrust generated by the brake during operation and reducing the friction between the screw shaft collar 3.6.2 and the anti-rotation gasket 3.3.3.

The clamp spring 3.5 is arranged between the screw 3.6.3 and the piston 3.7, specifically is positioned in a clamp spring mounting groove 3.7.1 of the piston 3.7, the screw 3.6.3 and the piston 3.7 are fixed together, the piston 3.7 and the screw 3.6.3 are relatively fixed, and therefore the piston 3.7 can return through the ball screw assembly 3.6, and the return of the rectangular sealing ring 3.8 is not needed, so that the requirement of low dragging is truly realized; fig. 7 is a schematic diagram of the disassembly of the nut, the clamp spring and the piston and a specific schematic diagram of the structure of the clamp spring, the nut and the piston.

The outer gasket 3.3.1 and the rotation stopping gasket 3.3.3 are matched with the force sensor 3.3.2 through end surfaces, during transmission, the screw rod 3.6.1 rotates, axial thrust is generated on the screw rod shaft collar 3.6.2, the thrust bearing 3.4 rotates, and the axial thrust acts on the rotation stopping gasket 3.3.3, so that bearing positive pressure is generated on the force sensor 3.3.2, and the generated pressure is output through the force sensor 3.3.2; the thrust bearing 3.4 is matched with the anti-rotation gasket 3.3.3 and rotates on the end face of the anti-rotation gasket 3.3.3, the anti-rotation gasket 3.3.3 generates a rotation trend under the action of rotation friction force, and the anti-rotation gasket 3.3.3 is matched with the anti-rotation bolt 3.10 arranged on the shell 3.2 through an anti-rotation groove 3.3.3.1 arranged on the anti-rotation gasket to prevent the rotation of the anti-rotation gasket 3.3.3 in the transmission process.

In the prior art, as shown in fig. 8, the shaft sleeve is arranged outside the screw, the shaft sleeve and the screw are in clearance fit with small clearance, and the lower nut and the piston are matched with clearance fit to complete circumferential positioning, and compared with a ball screw structure, the linear section is too short to form reliable circumferential positioning; in the utility model, the matching size of the piston 3.7 and the nut 3.6.3 is adjusted, and the piston 3.7 is used for positioning the nut 3.6.3 in the circumferential direction. The reason for using the ball screw assembly 3.6 is that the ball screw can withstand a larger axial force than the existing screw structure (fig. 8), after using the ball screw, the ball screw can substantially fill the piston 3.7, and the screw 3.6.3 has a longer straight line contact section with the piston 3.7, so that the piston 3.7 can be directly used for axial positioning, but the design of the existing screw structure and the large gap between the pistons require a lot of materials for circumferential positioning, which is not particularly economical. Therefore, the thread structure adopts a mode of installing the shaft sleeve on the shell, and the circumferential positioning is realized through the contact of the shaft sleeve and the nut. In summary, the present utility model reduces the use of bushings in the prior art.

The piston 3.7 is integrally hollow cylindrical with an opening at one side and sleeved outside the ball screw assembly 3.6, and the inner part of the piston 3.7 is processed into a concave spherical surface matched with the convex spherical surface at the corresponding position of the convex spherical surface at the bottom edge of the screw 3.6.3; and a clamp spring mounting groove 3.7.1 for mounting a clamp spring is further formed in the piston 3.7.

The rectangular sealing ring 3.8 can prevent water and oil from being discharged, is arranged between the shell 3.2 and the piston 3.7, provides the function of rubber damping, and reduces impact noise and collision.

The dust cover 3.9 is arranged at a position close to the bottom of the piston and is designed into a fold shape, and the dust-proof requirement under all working conditions is met through fold design.

The friction plate 5 is arranged in the brake bracket 4, and further comprises a friction plate inner plate 5.2 and a friction plate outer plate 5.1, wherein the inner friction plate and the outer friction plate generate opposite movement and clamp a brake disc during braking, so that vehicle braking torque is generated.

In the present utility model, 2 spherical compensation is used (see fig. 9), the first is the position where the nut 3.6.3 and the piston 3.7 contact, and the second is the connection position of the screw shaft collar 3.6.2 and the screw optical axis 3.6.1.1 and the screw inner shaft 3.6.1.2. When the piston 3.7 and the screw 3.6.1 are perpendicular to the friction plate 5 in design, but the back of the caliper bridge is single-sided, the caliper must deform when clamped, namely, a shell cylinder hole is not perpendicular to a claw (the claw contacts the friction plate) of the shell under a loading working condition, as shown in fig. 17, the screw 3.6.1 can be subjected to a large shearing force when the piston 3.7 and the screw 3.6.1 are not perpendicular to the friction plate 5, the spherical compensation effect is shown, and the shearing force can be absorbed through slight rotation of a spherical surface at 2 positions, so that the ball screw assembly 3.6 cannot easily fail.

The lead screw spline 3.6.1.3 of the lead screw 3.6.1 adopts the form of an external spline, the strength of the external spline is higher than that of the internal spline, and the special external spline form is adopted in the utility model, and the extension line of the spline stress surface passes through the circle center (see figure 10), so that the direction of force applied to the meshing point of the spline is the tangential direction of the circle, and no additional component force is used for reducing the transmission of torque. Theoretically, the mode with highest transmission efficiency; alternatively, the extension line of the stress surface of the screw spline 3.6.1.3 may be tangent to a circle with a center diameter of 1.5mm of the screw spline 3.6.1.3, as shown in fig. 10.

An axial sealing mode (see figure 12) is adopted between the caliper assembly and the gear box assembly. Compared with the conventional radial seal (see fig. 11), the axial space utilization rate is higher, machining of one shell is saved, the radial seal is transferred to the gearbox assembly shell, the gearbox assembly shell is molded by the mold, the cost is not increased basically, and the radial seal is more economical, but the axial seal mode is only applicable to projects with large cylinder diameter. The MGU seal ring groove is integrated on the shell of the gear box assembly in a common radial seal mode, and is formed by injection molding; furthermore, in the radial seal mode, limited by the MGU seal groove on the housing, the height may be higher than the axial seal. In radial seals, machining is required to achieve slotting, in the axial direction, a die is required to ensure slotting, and in the case of mass production, the cost of axial seals can be more advantageous.

Fig. 13 is a block diagram of the MGU seal installed in the housing of the gearbox assembly and the housing, MGU seal, gearbox assembly, respectively, from left to right.

Fig. 15 is a schematic structural diagram of the MGU seal ring, the rotation-stopping bolt, the rotation-stopping gasket, the rectangular seal ring and the dust cover from left to right.

Fig. 16 is a top view of the connection between the housing and the bracket, and a cross-sectional view along the plane E-E, from left to right.

The protection of the present utility model is not limited to the above embodiments. Variations and advantages that would occur to one skilled in the art are included within the utility model without departing from the spirit and scope of the inventive concept, and the scope of the utility model is defined by the appended claims.

Claims (10)

1. An electromechanical brake, characterized in that the brake comprises: the brake device comprises a driving motor (1), a gear box assembly (2), a caliper assembly (3), a brake bracket (4) and a friction plate (5);

The axis of the driving motor (1) is parallel to the axis of the caliper assembly (3) and is used for realizing the driving and releasing of a brake;

The gear box assembly (2) comprises a gear transmission system, and torque required for braking is provided by the driving motor (1);

the caliper assembly (3) is a main body structure of the brake, provides shell protection and converts torque of the gear box assembly (2) into axial movement;

The caliper assembly comprises a clamping ring (3.1), a shell (3.2), a force feedback unit (3.3), a thrust bearing (3.4), a clamping spring (3.5), a ball screw assembly (3.6), a piston (3.7), a sealing ring (3.8), a dust cover (3.9) and a rotation stopping bolt (3.10);

The ball screw assembly (3.6) comprises a screw (3.6.1), a screw shaft collar (3.6.2) and a screw nut (3.6.3); the screw comprises a screw optical axis (3.6.1.1) with a screw spline (3.6.1.3) at the top and a screw inner shaft (3.6.1.2) with threads;

The position of the screw shaft collar (3.6.2) contacted with the screw shaft (3.6.1) is processed into a concave spherical surface; the nut (3.6.3) is integrally in a hollow cylinder shape which is penetrated up and down, is sleeved on the screw inner shaft (3.6.1.2), and the outer edge of the bottom is processed into a convex spherical surface which corresponds to a concave spherical surface processed and arranged in the piston (3.7);

The position of the lead screw inner shaft (3.6.1.2) which is in boundary with the lead screw optical axis (3.6.1.1) is designed into a convex spherical surface matched with the concave spherical surface of the lead screw shaft collar (3.6.2);

The friction plate (5) is arranged in the brake bracket (4) and comprises a friction plate inner plate (5.2) and a friction plate outer plate (5.1), and the inner friction plate and the outer friction plate are used for generating opposite movement and clamping a brake disc in the braking process, so that the vehicle braking torque is generated.

2. Brake according to claim 1, characterized in that the gearbox assembly (2) is mounted on the caliper assembly (3) by means of MGU screws (6); the caliper assembly (3) is connected with the brake bracket (4) through flange bolts (7).

3. A brake as defined in claim 1, wherein,

The clamping ring (3.1) is assembled together through an inner ring and a screw optical axis (3.6.1.1) part of the clamping ring by interference fit and is used for preventing a screw spline (3.6.1.3) at the top end of the screw shaft from being separated from a mating spline in the gear box;

The shell (3.2) is integrally formed, and a shell cylinder hole for accommodating the ball screw assembly (3.6) is formed in the middle; during operation, the positions of the driving motor (1), the gear box assembly (2) and the shell (3.2) are kept relatively fixed, and the driving motor (1), the gear box assembly (2) and the shell (3.2) can move relative to the brake bracket (4); the shell (3.2) is also provided with a rotation stopping hole (3.2.1) for inserting a rotation stopping bolt (3.10).

4. A brake according to claim 3, characterized in that the screw collar (3.6.2) is ring-shaped as a whole, with an internal spline (3.6.2.1) arranged in the middle, the internal spline (3.6.2.1) being of a size larger than the diameter of the screw optical axis (3.6.1.1) and smaller than the diameter of the screw inner axis (3.6.1.2), the screw collar (3.6.2) being sleeved on the screw optical axis (3.6.1.1).

5. A brake according to claim 3, characterized in that the screw collar (3.6.2) is provided with right triangle shaped boss features, collar boss feature (3.6.2.2) and nut boss feature (3.6.3.1), respectively, in a position opposite the nut (3.6.3), the two vertical right angle sides of the collar boss feature (3.6.2.2) and nut boss feature (3.6.3.1) being able to ensure the vertical face abutment of the two by adjusting the angle of the internal spline (3.6.2.1) of the screw collar.

6. A brake according to claim 3, characterized in that the force feedback unit (3.3) is mounted with a central opening positioned on the screw optical axis (3.6.1.1) and is in clearance fit with the screw optical axis (3.6.1.1) so as to feed back the clamping force to the control system in real time, and the force feedback unit (3.3) does not rotate during transmission; the force feedback unit (3.3) comprises an outer gasket (3.3.1), a force sensor (3.3.2) and a rotation stopping gasket (3.3.3); the anti-rotation gasket (3.3.3) is also provided with an anti-rotation groove (3.3.3.1) which can enable the anti-rotation gasket (3.3.3) to stop rotation through the insertion and the extraction of the anti-rotation bolt (3.10).

7. A brake according to claim 4, characterized in that a thrust bearing (3.4) is also mounted between the force feedback unit (3.3) and the screw collar (3.6.2), the thrust bearing (3.4) being intended to bear the axial thrust generated by the brake during operation, reducing the friction between the screw collar (3.6.2) and the anti-rotation washer (3.3.3);

The snap spring (3.5) is installed between the screw nut (3.6.3) and the piston (3.7), the screw nut (3.6.3) and the piston (3.7) are fixed together, the piston (3.7) and the screw nut (3.6.3) are relatively fixed, and accordingly the piston (3.7) can return through the ball screw assembly (3.6), and the requirement of low dragging is achieved without depending on the return of the rectangular sealing ring (3.8).

8. A brake according to claim 6, characterized in that the outer pad (3.3.1) and the anti-rotation pad (3.3.3) cooperate with the force sensor (3.3.2) through end surfaces, during which the screw (3.6.1) rotates, an axial thrust is generated on the screw collar (3.6.2), the thrust bearing (3.4) is brought into rotation, and the axial thrust is applied to the anti-rotation pad (3.3.3), so that a bearing positive pressure is generated on the force sensor (3.3.2), and the generated pressure is output through the force sensor (3.3.2); thrust bearing (3.4) and the rotation stopping gasket (3.3.3) are joined in marriage and rotate on the end face of the rotation stopping gasket (3.3.3), rotation stopping gasket (3.3.3) can produce rotatory trend under the effect of rotatory frictional force, rotation stopping gasket (3.3.3) is through setting up rotation stopping groove (3.3.3.1) on the rotation stopping gasket and the rotation stopping bolt (3.10) that sets up on casing (3.2) cooperate in order to prevent that the transmission from stopping the rotation of rotating gasket (3.3.3).

9. The brake according to claim 7, characterized in that the piston (3.7) is in a hollow cylindrical shape with one side open and sleeved outside the ball screw assembly (3.6), and the inner part of the piston (3.7) is processed into a concave spherical surface matched with the convex spherical surface at the corresponding position of the convex spherical surface at the bottom edge of the screw nut (3.6.3);

The rectangular sealing ring (3.8) is arranged between the shell (3.2) and the piston (3.7) to provide rubber damping effect and reduce impact noise and collision;

the dustproof cover (3.9) is arranged at a position close to the bottom of the piston (3.7) and is designed into a corrugated shape, and the dustproof requirement under all working conditions is met through corrugated design.

10. A brake according to claim 3, characterized in that the extension of the force-bearing surface of the screw spline (3.6.1.3) is over-centered or the extension of the force-bearing surface is in the region of 1.5mm of the center.