KR20210005532A - Electro-mechanical brake system - Google Patents

Abstract

Disclosed is an electromechanical brake system capable of having a compact arrangement and structure. According to an aspect of the present invention, an electromechanical brake system comprises: a piston installed in a caliper housing so as to move forward and backward; a motor which provides rotational force to move the piston; a power transmission unit which decelerates and transmits the rotational force of the motor; a screw assembly which receives the rotational force transmitted from the power transmission unit and converts it into a linear motion to enable the axial movement of the piston; a housing for accommodating the power transmission unit; and an ECU which controls the operation of the electromechanical brake system.

Description

Electromechanical brake system {ELECTRO-MECHANICAL BRAKE SYSTEM}

The present invention relates to an electromechanical brake system, and more particularly, to an electromechanical brake system capable of implementing a braking function by operation of a motor.

In general, an electro-mechanical brake is a next-generation brake concept that senses the driver's braking intention and then uses an electric motor such as a motor to adjust the braking pressure of the front and rear wheels.

Electromechanical brakes are all intelligent, ranging from general braking functions, anti-lock brake system (ABS), electronic stability control (ESC), vehicle dynamic control (VDC) functions, as well as automatic braking functions required by intelligent constant speed driving systems in the future. It enables the braking role.

Such an electromechanical brake uses a motor and a speed reducer to generate an appropriate clamping pressure in the caliper, and performs the service brake and parking brake functions through the clamping pressure. In order to generate such an appropriate clamping pressure, not only the specification of the motor, but also the selection of an appropriate reducer type and specification plays an important role, and compactness of the brake system is required to install the brake system in a narrow space of the vehicle.

Korean Patent Registration No. 10-1511437 (announced on April 10, 2015)

The electromechanical brake system according to an exemplary embodiment of the present invention can have an arrangement and structure that can achieve compactness.

According to an aspect of the present invention, a carrier in which a pair of pad plates disposed on both sides of a disk is installed; A caliper housing slidably installed on the carrier; A piston installed in the caliper housing so as to move forward and backward; A screw assembly for implementing braking of the vehicle by pushing the piston forward and backward to press the pair of pad plates toward the disk; A motor providing rotational force to the piston; A power transmission unit provided with a reduction unit to reduce the rotational force of the motor and transmit it to the screw assembly, wherein the reduction unit is provided between a first reduction unit connected to the motor and the first reduction unit and the screw assembly And a second reduction unit that is configured to be, and the second reduction unit provides an electromechanical brake system including a bevel gear assembly.

The first reduction unit may include a first helical gear coupled to a drive shaft of a motor and a second helical gear meshed with the first helical gear.

The second helical gear engaged with the first helical gear may change the rotation direction of the drive shaft of the motor to a right angle.

The second reduction unit may include a first bevel gear that rotates according to the rotation of the second helical gear, and a second bevel gear that meshes with the first bevel gear.

The rotation shaft of the second bevel gear may be disposed parallel to the driving shaft of the motor.

The gear teeth of the second bevel gear may be arranged to face the screw assembly.

The first bevel gear may be disposed between the screw assembly and the second bevel gear.

It may further include a force sensor provided between the power transmission unit and the screw assembly to detect a load applied to the caliper housing.

The screw assembly includes a nut provided inside the piston, a spindle that rotates by receiving rotational force from the power transmission unit to advance and retreat the nut, and an inner ring fixed to the spindle to receive thrust when the pad plate is pressed against the disk. And, a thrust bearing installed at the rear of the inner ring, and the force sensor may be installed at the rear of the thrust bearing.

The screw assembly further includes an outer ring formed with an accommodation space between the inner ring and the thrust bearing, and the force sensor may be installed on a rear surface of the outer ring.

A housing having a power transmission unit accommodating portion for accommodating the power transmission unit, a cover coupled to the housing to close the power transmission unit accommodating portion, and an electronic control unit coupled to the rear surface of the cover to control the operation of the motor (ECU), wherein the electronic control unit may include an ECU substrate installed on the cover, and an ECU cover that is coupled to the cover to divide a space for accommodating the ECU substrate therein.

The electronic control unit further includes a connector part mounted on the ECU board to connect power to the ECU board, and the ECU cover may include a hollow connector coupling part so that the connector part is inserted.

The circumference of the connector part and the circumference of the connector coupling part may be sealed to each other.

The electromechanical brake system according to an embodiment of the present invention uses a helical gear and a bevel gear as a power transmission unit without an additional reduction gear to simultaneously perform power transmission and deceleration, thereby enabling a compact arrangement.

In addition, by forming the cover covering the power transmission unit of the helical gear and the bevel gear to be stepped, the element arrangement of the ECU on the cover can be made compact.

1 is an exploded perspective view of an electromechanical brake system according to an embodiment of the present invention.
2 is a cross-sectional view of an electromechanical brake system according to an embodiment of the present invention.
3 is a perspective view of a power transmission unit of an electromechanical brake system according to an embodiment of the present invention.
4 is a partial cross-sectional view of an electromechanical brake system according to another embodiment of the present invention.
5 and 6 are partial exploded perspective views of an electromechanical brake system according to another embodiment of the present invention.
7 is an enlarged perspective view of an ECU cover of an electromechanical brake system according to another embodiment of the present invention.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings. The following examples are presented in order to sufficiently convey the spirit of the present invention to those of ordinary skill in the art to which the present invention pertains. The present invention is not limited to the exemplary embodiments presented here, but may be embodied in other forms. In the drawings, in order to clarify the present invention, portions not related to the description may be omitted, and sizes of components may be slightly exaggerated to aid understanding.

1 is an exploded perspective view of an electromechanical brake system according to an embodiment of the present invention, FIG. 2 is a cross-sectional view of an electromechanical brake system according to an embodiment of the present invention, and FIG. 3 is an exploded perspective view of an electromechanical brake system according to an embodiment of the present invention. It is a perspective view of the power transmission unit of the electromechanical brake system.

1 to 3, the electromechanical brake system 1 according to an embodiment of the present invention includes a pair of pad plates 11 and 12 to press the disk D rotating together with the wheel of the vehicle. The installed carrier 10, a caliper housing 20 that is slidably installed on the carrier 10 to operate a pair of pad plates 11, 12, and a piston installed in the caliper housing 20 so as to move forward and backward. (30), a motor 40 that provides rotational force for moving the piston 30, a power transmission unit 60 that decelerates the rotational force of the motor 40 and transmits it to the screw assembly 50, and power The screw assembly 50 that enables the axial movement of the piston 30 by receiving the rotational force transmitted from the transmission unit 60 and converting it into linear motion, the housing 70 accommodating the power transmission unit 60, and It includes an ECU 80 that controls the operation of the electromechanical brake system.

A pair of pad plates 11 and 12 are installed on the carrier 10, and friction pads 13 and 14 are attached to the inner surfaces of the pad plates 11 and 12, respectively. A pair of pad plates 11 and 12 are arranged so that their outer surface is in contact with the inner pad plate 11 and the outer surface is in contact with the finger part 21 of the caliper housing 20 It consists of an outer pad plate 12 that is slidably installed on the carrier 10.

The caliper housing 20 includes a finger portion 21 for operating the outer pad plate 12 and a cylinder 22 in which the piston 30 is installed, and is slidably fastened to the carrier 10. Accordingly, the caliper housing 20 slides from the carrier 10 and moves to the right by the reaction force caused by the movement of the piston 30 during the braking action, and the outer pad plate by the finger portion 21 (11, 12) is pushed toward the disk (D) to press the disk (D).

In the present embodiment, a floating type caliper is described as an example, but the present invention can be applied to other types of caliper other than the floating type.

The piston 30 is provided in a cup shape with one side open, and is slidably inserted into the cylinder 22.

The piston 30 presses the inner pad plates 11 and 12 toward the disk D by the axial force of the screw assembly 50 receiving the rotational force of the power transmission unit 60.

The motor 40 is provided to receive power from a power device (not shown) such as a battery of a vehicle to generate and provide power required for braking of the vehicle. The motor 40 may include a drive shaft 41 for transmitting power to the outside, and the drive shaft 41 may be disposed parallel to the axial direction of the spindle 51.

The power transmission unit 60 transmits rotational force from the motor 40 to the screw assembly 50. The power transmission unit 60 decelerates the rotational force of the motor 40 and transmits it to the rear end, and the rotational force decelerated by the first reduction unit 61 is secondarily reduced to the spindle 51. It includes a second reduction unit 62 for transmitting.

The first reduction unit 61 includes a first helical gear 61a coupled to the drive shaft 41 of the motor 40 and a second helical gear 61b meshing with the first helical gear 61a.

The first helical gear 61a rotates with its center coupled to the drive shaft 41 of the motor 300, and the second helical gear 61b engaged with the first helical gear 61a changes the rotation direction of the motor 40 It rotates while switching in a direction perpendicular to the drive shaft 41 of the. Changing the rotation direction using a helical gear can significantly reduce noise because it has a better biting rate than a spur gear, and can be used as a deceleration function when adjusting the gear ratio. In this embodiment, a helical gear is described as an example, but other types of gears such as spur gears may be used, and the scope of the present invention is not limited to the helical gear.

The power transmission unit 60 further includes a power transmission shaft 63 connecting the first reduction unit 61 and the second reduction unit 62.

The power transmission shaft 63 includes a bearing part 64 rotatably supporting the power transmission shaft 63, and the bearing part 64 includes a second helical gear 61b and a first bevel gear 62a to be described later. ) May be disposed between and supported by the housing 70 by a bracket (not shown).

The second reduction unit 62 may be provided as a bevel gear assembly. The second reduction unit 62 has a first bevel gear 62a having one end provided at the other end of the power transmission shaft 63 provided with the second helical gear 61b and rotating according to the rotation of the second helical gear 61b. , It includes a second bevel gear (62b) meshing with the first bevel gear (62a) to transmit the rotational force to the spindle (51).

The first bevel gear 62a may be provided by forming a gear tooth outside the other end of the power transmission shaft 63. Accordingly, the first bevel gear 62a rotates in the same rotational direction as the power transmission shaft 63 and transmits the rotational force to the second bevel gear 62b. In this case, the first bevel gear 62a is shown and described as being formed to have a conical shape by processing a gear tooth on the outside of the power transmission shaft 63, but is not limited thereto, and the power transmission shaft 63 ) Can also be combined.

The second bevel gear 62b rotates while being engaged with the first bevel gear 62a, and changes the rotation direction to a vertical direction, for example, parallel to the motor 40. On one side of the second bevel gear 62b, a gear tooth that meshes with the first bevel gear 62a is formed along the edge so as to mesh with the first bevel gear 62a, and an output shaft 62c connected to the spindle 51 at the center Is prepared. The other surface of the second bevel gear 62b is formed with a fixing protrusion 62d to be fixed to a cover 90 to be described later, and between the fixing protrusion 62d and the cover 90, the second bevel gear 62b is rotatable. A bearing 71 for fixing is provided.

The gear teeth of the second bevel gear 62b are arranged to face the spindle 51 side, and the first bevel gear 62a can be installed closer to the caliper housing 20 than the second bevel gear 62b. 2 The thickness of the reduction part 62 can be made comeback.

Although not shown in the drawings, a ratchet unit (not shown) for parking braking may be provided on the power transmission shaft 63.

The ratchet unit includes a solenoid driving unit and a pawl rotatably provided by the operation of the solenoid driving unit, and a ratchet wheel whose rotation is restricted in any one direction by the pawl.

The solenoid drive unit is coupled to one side of the housing and includes a plunger that advances and retreats to supply power.

The pole includes a rotation shaft, a connection part provided on one side of the rotation shaft and connected to the plunger, and a hook part provided on the other side of the rotation shaft and engaged with the ratchet wheel.

The torsion spring is coupled to the rotating shaft. The torsion spring has one end fixed to the connection portion and the other end fixed to the housing to provide an elastic force in a direction in which the hook portion is separated from the ratchet wheel.

The ratchet wheel is provided on the power transmission shaft coaxially with the first bevel gear. In this embodiment, a ratchet wheel is provided on the power transmission shaft as an example, but it may be installed at any position of the power transmission unit as long as parking braking is possible.

Due to this configuration, in a state in which the parking braking signal is not applied, the hook portion of the pole is kept separated from the ratchet wheel by the elastic force of the torsion spring.

At this time, when the parking braking signal is applied, the solenoid is driven so that the plunger pulls the connection part, and the pawl rotates about the rotation axis so that the hook part engages the ratchet wheel to maintain the parking braking state.

In this state, even when the power supply to the solenoid is released, since the hook part is engaged with the ratchet wheel, a pressing force is applied to the hook part by the ratchet wheel, preventing the hook part from being separated from the ratchet wheel and maintaining the braking state. .

Accordingly, current is applied to the solenoid only when the parking braking signal is applied, and the parking braking state is maintained even when no current is applied to the solenoid, thereby minimizing power consumption.

When the parking brake is released, that is, when the motor is driven, when the ratchet wheel rotates counterclockwise, the pawl rotates around the rotation axis in the direction in which the hook part is separated from the ratchet wheel, and the hook part is separated from the ratchet wheel by the elastic force of the torsion spring. It is fixed in the state and parking brake is released.

The housing 70 is fixedly installed on the caliper housing 20 and is provided to accommodate the motor 40 and the power transmission unit 60 inside. The housing 70 may include a motor receiving unit 72 accommodating the motor 40 and a power transmission unit accommodating unit 73 accommodating the power transmission unit 60. At least one damping member (not shown) is interposed between the housing 70 and the motor 40 in the motor receiving unit 72 to reduce the transmission of vibration and noise generated by the operation of the motor 40. .

The motor accommodating part 72 has a depth to accommodate the motor 40 and may be formed in a cylindrical shape with an open top. Accordingly, the motor 40 may be inserted and mounted through the open upper portion of the motor receiving portion 72.

The power transmission unit receiving unit 73 may be provided at a position adjacent to the motor receiving unit 72 in the horizontal direction from the open upper side and the upper side. The first reduction unit 61, the power transmission shaft 63, and the second reduction unit 62 may be sequentially disposed in the power transmission unit receiving unit 73 in the horizontal direction. That is, a space for accommodating the first deceleration unit 61 is provided above the motor accommodating unit 72, and a space for accommodating the power transmission shaft 63 in the horizontal direction of the first deceleration unit 61 is It is provided, and a space capable of accommodating the second reduction unit 62 may be provided at the side thereof.

The power transmission unit accommodating portion 73 may be formed to be stepped so that the space accommodating the second deceleration unit 62 has a narrower width than the space accommodating the first deceleration unit 61.

Through this configuration, the motor 40 is disposed on the side of the cylinder 22 protruding from the caliper housing 20 to the rear, and a space for accommodating the wide first reduction unit 61 is located at the rear of the motor 40. In the horizontal direction, a space for accommodating the second reduction unit 62 having a relatively narrow width is located at the rear of the cylinder 22 so that the brake system can be compact.

In this embodiment, a motor accommodating portion is provided in the housing as an example, but one surface on which the drive shaft of the motor is formed may be directly fixed to the housing (outer surface of the first reduction unit accommodating space) without the configuration of the motor accommodating portion. At this time, the body of the motor may be exposed to the outside.

The housing 70 is provided in an open shape in which the motor accommodating part 72 and the power transmission unit accommodating part 73 are formed, and the upper part of the open housing 70 is closed by a cover 90.

The cover 90 is provided in the form of a box with an open lower part to form a space therein while being combined with the housing 70. The cover 90 is provided with a bearing receiving portion 91, and the bearing 71 is equipped with the bearing receiving portion 91, so that the second bevel gear 62b can be rotatably fixed.

The side on which the first deceleration part 61 is located and the side where the second deceleration part 62 is located on the outer surface of the cover 90 are stepped, and the width of the first deceleration part 61 is the second reduction part ( It is formed wider than the width of 62) side. The side where the first reduction unit 61 is located is formed with an accommodation space that can accommodate a part of the first reduction unit 61, and extends in the horizontal direction to rotatably fix the second bevel gear 62b. A bearing receiving portion 91 is formed.

Since the cover 90 and the housing 70 can be made of synthetic resin, a bracket (not shown) and a power transmission unit 60 are fixedly installed on the housing 70, and the cover 90 is then ultrasonically and laser welded. The inside of the housing 70 can be easily sealed by bonding to the housing 70 in a manner such as.

A connector part (not shown) for supplying power to the motor 40 is formed in the housing 70, and when the motor 300 is installed in the housing 70, the power terminal (not shown) of the motor 40 is connected to the connector. It may be provided to be connected to a negative terminal terminal (not shown).

The ECU can be coupled to the outer surface of the cover. The surface on which the device is mounted on the substrate of the ECU may be disposed in a direction facing the cover 90, and the device having a relatively long length may cover the outer surface of the cover 90 where the second reduction unit 62 is disposed. An element that is disposed toward and has a relatively short length may be disposed toward the outer surface of the cover 90 of the portion where the first reduction unit 61 is disposed. Through this arrangement, the arrangement of the housing of the brake system and the ECU can be made compact.

The ECU 80 may include an ECU cover, and the ECU 80 disposed therebetween may be sealed by sealing the cover 90 and the ECU cover of the housing 70. A connector unit (not shown) for supplying power or the like may be formed in the ECU 80.

The screw assembly 50 serves to press the piston 30 toward the inner pad plates 11 and 12 by receiving rotational force from the power transmission unit 60.

The screw assembly 50 includes a nut 52 that is disposed inside the piston 30 to move forward and backward, and a spindle 51 and a nut that rotates by receiving rotational force from the power transmission unit 60 to move the nut 52 forward and backward. It includes a plurality of balls (not shown) interposed between the 52 and the spindle 51. The screw assembly 50 may be a ball screw type linear moving device that converts rotational motion into linear motion, but it goes without saying that various mechanisms for converting rotational motion into linear motion may be employed.

In addition, the screw assembly 50 has an outer ring 54 disposed on the cylinder 22 with the front part open, and an inner ring 56 provided on the spindle 51 to contact the inner circumferential surface of the outer ring 54 And a thrust bearing 58 provided between the inner ring 56 and the outer ring 54.

The outer ring 54 is provided in a cylindrical shape in which a front part is opened to form an inner receiving space, and a hollow is formed in the rear part so that the spindle 51 penetrates. The outer ring 54 is formed so that its outer surface corresponds to the inner shape of the cylinder 22 and is seated on the rear wall of the cylinder 22.

The inner ring 56 is installed on the spindle 51 so as to rotate together with the spindle 51. The inner ring 56 is formed to have a substantially cylindrical shape and is disposed in the receiving space of the outer ring 54.

As the inner ring 56 is installed so as to rotate with the spindle 51, the screw assembly 50 is operated and the thrust generated when the inner pad plates 11 and 12 are pressed against the disk D through the piston 30 Will be delivered.

The thrust bearing 71 is installed in the receiving space of the outer ring 54 so as to be interposed between the inner ring 56 and the outer ring 54.

A force sensor 59 is provided on the rear surface of the outer ring 54.

The force sensor 59 may be provided by screwing on the side of the caliper housing 20 where the output shaft 62c of the second bevel gear 62b enters. The force sensor 59 is provided by screwing on the other surface, which is the opposite side of the one surface on which the spindle 51 and the nut 52 are installed on the caliper housing 20, thereby simplifying the structure and assembly process of the brake system, and manufacturing cost. And improve productivity.

The force sensor 59 senses the braking force of the brake system, and deformation occurs on the other side of the caliper housing 20 due to the repulsive force against the adhesion between the brake pads 13 and 14 and the disk D when the vehicle is braking. , As the force sensor 59 is mounted on the portion where the load applied to the caliper housing 20 is largest, the braking force of the wheel may be more accurately detected. The force sensor 59 can transmit the detected braking force to the ECU 80 (electronic control unit), and the ECU 80 independently controls the braking of each wheel based on the braking force received from the force sensor 59 You may.

In order to maintain and stabilize the detection performance of the force sensor 59, the force sensor 59 is screwed onto the caliper housing 20 until it reaches a preset tightening torque value when assembling the force sensor 59. When the tightening torque value is exceeded, screwing is stopped to complete the assembly process of the force sensor 59.

Hereinafter, the operation of the electric brake system according to the present embodiment will be described.

When the driver wants to perform the service brake while the vehicle is running or the parking brake for parking the vehicle, the motor 40 operates by receiving the braking intention of the vehicle as an electrical signal, and the drive shaft of the motor 40 ( 41) rotates in one direction.

At this time, the first helical gear 61a coupled to the drive shaft 41 of the motor 40 rotates together, thereby rotating the second helical gear 61b engaged with the first helical gear 61a.

The power transmission shaft 63 rotates together with the second helical gear 61b, and the second bevel gear 612 engaged with the gear teeth of the first bevel gear 62a formed on the power transmission shaft 63 rotates.

The output shaft 62c of the second bevel gear 62b rotates the spindle 51, and the nut 52 provided on the spindle 51 moves forward, so that the brake pads 13 and 14 are in close contact with the disk D. Vehicle braking can be implemented. The braking force of the vehicle, that is, the adhesion force generated between the brake pad and the disk may be detected by the force sensor 59, and the force sensor 59 may transmit the detected braking force to the ECU 80.

In the case of releasing the braking of the vehicle, the motor 40 is operated by receiving the intention of releasing the braking of the vehicle as an electrical signal, and the drive shaft 41 of the motor 40 rotates in the other direction. The rotational force of the drive shaft 41 is transmitted to the spindle 51 via the power transmission unit 60 to cause rotation of the spindle 51 in the other direction. The nut 52 is retracted by the rotation of the spindle 51 in the other direction, whereby the brake pads 13 and 14 are spaced apart from the disk D to implement brake release of the vehicle.

Hereinafter, another embodiment of the present invention will be described in detail. The description of the same parts of the electromechanical brake system according to the other embodiments as in the first embodiment will be omitted, and description will be made focusing on the different configurations.

4 is a partial cross-sectional view of an electromechanical brake system according to another embodiment of the present invention, and FIGS. 5 and 6 are partially exploded perspective views of an electromechanical brake system according to another embodiment of the present invention.

An electromechanical brake system according to another embodiment includes a carrier 10 on which a pair of pad plates 11 and 12 disposed on both sides of a disk D are installed, and a caliper installed to be slidably movable on the carrier 10 The housing 20, the piston 30 installed in the caliper housing 20 so as to move forward and backward, and the piston 30 advance and retreat to press the pair of pad plates 11 and 12 toward the disk D A screw assembly 50 that implements the braking of the screw assembly 50, a power transmission unit 160 that transmits power to the screw assembly 50, and a motor that provides rotational force to the piston 30 by combining with the power transmission unit 160 ( 40), and a housing 170 having a power transmission unit accommodating portion 172 for accommodating the power transmission unit 160, and a cover coupled to the housing 170 to close the power transmission unit accommodating portion 172 ( 180 and an electronic control unit (ECU) 80 coupled to the rear surface of the cover 180 and controlling the operation of the motor 40.

The motor 40 includes a drive shaft 41 for transmitting power to the outside, and a first helical gear 141 for transmitting power to the first reduction unit 161 is formed on the drive shaft 41, and the drive shaft ( A first bearing 142 for rotatably fixing 41) is coupled.

The power transmission unit 160 decelerates the rotational force of the motor 40 and transmits it to the rear end, and the rotational force decelerated by the first reduction unit 161 is reduced to the spindle 51. It includes a second reduction unit 162 to transmit.

The first reduction unit 161 includes a first gear shaft portion 161a, a second helical gear 161b coupled to the first gear shaft portion 161a to mesh with the first helical gear 141, and a second helical gear A second bearing 161d that includes a third helical gear 161c coupled coaxially with the 161b, and rotatably fixes the first reduction unit 161 at both ends of the first gear shaft part 161a. Installed.

The second reduction unit 162 includes a second gear shaft portion 162a and a fourth helical gear 162b meshing with the third helical gear 161c, and second gear shaft portions 162a are provided at both ends of the second gear shaft portion 162a. A third bearing (162c) for rotatably fixing the reduction unit 162 is installed.

The rotational force of the motor 40 is transmitted to the drive shaft 41, the first reduction unit 161, and the second reduction unit 162, and is driven by the second gear shaft 162a of the second reduction unit 162 51).

Although not shown in the drawings, the ratchet unit provided in one embodiment may be provided in the same manner in another embodiment.

The housing 170 is fixedly installed on the caliper housing 20, but the motor 40 is mounted and provided to accommodate the power transmission unit 160. The housing 170 includes a motor coupling part 171 provided on one surface to accommodate the motor 40, and a power transmission unit receiving part 172 provided on the other surface opposite to one surface to accommodate the power transmission unit 160. I can.

A drive shaft 41, a first reduction unit 161 and a second reduction unit 162 may be sequentially disposed in the power transmission unit receiving unit 172, and the first reduction unit 161 and the second reduction unit ( A first bearing receiving groove 173 in which the first and second bearings 161d and 162c of 162 can be accommodated is formed.

The housing 170 is provided in an open shape in which the power transmission unit accommodating portion 172 is formed, and the upper portion of the open housing 170 is closed by the cover 180.

The cover 180 forms a space therein while being combined with the housing 170. The cover 180 is provided with a second bearing receiving groove 181 accommodating the first and second bearings 161d and 162c, and the first and second bearings 161d and 162c are provided with the second bearing receiving groove 181 ) Is mounted so that the first reduction unit and the second reduction unit 162 may be rotatably fixed.

On the outer surface of the cover 180, a board mounting part 182 to which the ECU board 200 of the electronic control unit 80 to be described later can be mounted is provided. In addition, a first fastening part 183 for coupling with an ECU cover 220 to be described later is formed on the side of the cover 180.

A first screw hole 184 for screw coupling with the ECU substrate 200 is formed in the substrate mounting portion 182.

The power transmission unit 160 is fixedly installed in the housing 170, and a plurality of bearings 161d and 162c are inserted in the bearing receiving groove 173, and the cover 180 is screwed to the housing 170. (170) The interior can be easily sealed.

The electronic control unit 80 is coupled to the outer surface of the cover 180.

The electronic control unit 80 includes an ECU board 200 in which the element 201 is mounted, an ECU cover 220 that is combined with the cover 180 to divide a space for accommodating the ECU board 200 therein, and a motor. It may include a connector unit 210 mounted on the ECU substrate 200 to connect power and/or signals to the ECU substrate 200 and 40.

The ECU substrate 200 is fixedly installed on the substrate mounting portion 182 formed on the outer surface of the cover 180, and the elements 201 of various sizes are mounted, and at least a part of the elements 201 faces the cover 180 Can be placed as

A second screw hole 202 is formed at the edge of the ECU substrate 200 to correspond to the first screw hole 184 of the cover 180 for screwing with the cover 180.

The ECU cover 220 includes a hollow connector coupling part 221 therein so that the connector part 210 is inserted, and after fixing the connector part 210 through the connector coupling part 221, the connector part 210 ) And the contact area of the connector coupling part 221 are sealedly coupled.

A second fastening part 223 is provided on the side of the ECU cover 220 to correspond to the first fastening part 183 of the cover 180 for coupling with the cover 180. The first fastening part 183 and the second fastening part 223 may be provided in the form of a hook for hooking and the other for hooking, and other coupling methods such as screw coupling may be employed. Of course.

The ECU cover 220 may include an air vent 225 for removing heat from the ECU substrate 200 to the outside.

The air vent 225 is formed between the air vent hole 226 formed in the ECU cover 220, the stopper 227 coupled to the air vent hole 226, and the air vent hole 226 and the stopper 227 It may include a sealing 228 provided in the ECU to prevent the fluid from flowing into the substrate 200.

In the ECU cover 220, a plurality of device receiving portions 222 having different heights are formed to accommodate the devices 201 at different heights, so that the elements of the ECU substrate 200 are placed in the device receiving portion 222. Is accepted.

The connector unit 210 includes a signal unit 211 and a power supply unit 213, and the body of the connector unit 210 is mounted on the ECU substrate 200.

The connector unit 210 is mounted on the ECU board 200 and the ECU board 200 is coupled to the cover 180. After that, the ECU cover 220 is connected to the cover 180 by passing through the connector coupling unit 221 so that the connector unit 210 protrudes to the outside. Can be assembled.

Since the cover 180, the housing 170, and the ECU cover 220 may be made of a synthetic resin material, a combination method such as ultrasonic fusion or bonding may be applied to each other for assembly.

As described above, although the present invention has been described by the limited embodiments and drawings, the present invention is not limited thereto, and the technical idea of the present invention and the following by those of ordinary skill in the art to which the present invention pertains. It goes without saying that various modifications and variations are possible within the equivalent range of the claims to be described.

10: carrier 20: caliper housing
30: piston 40: motor
50: screw assembly 60: power transmission unit
70: housing 80: ECU
90: cover

Claims (13)

A carrier on which a pair of pad plates disposed on both sides of the disk is installed;
A caliper housing slidably installed on the carrier;
A piston installed in the caliper housing so as to move forward and backward;
A screw assembly for implementing braking of the vehicle by pushing the piston forward and backward to press the pair of pad plates toward the disk;
A motor providing rotational force to the piston;
Including; a power transmission unit that is provided with a reduction unit to reduce the rotational force of the motor and transmit it to the screw assembly,
The reduction unit includes a first reduction unit connected to the motor and a second reduction unit provided between the first reduction unit and the screw assembly,
The second reduction unit includes a bevel gear assembly. The method of claim 1,
The electromechanical brake system including a first helical gear coupled to the drive shaft of the motor and a second helical gear meshing with the first helical gear. The method of claim 2,
The second helical gear engaged with the first helical gear is an electromechanical brake system for converting a rotational direction of a drive shaft of the motor into a right angle direction, The method of claim 2,
The second reduction unit includes a first bevel gear that rotates according to the rotation of the second helical gear, and a second bevel gear that meshes with the first bevel gear. The method of claim 4,
An electromechanical brake system in which the rotation shaft of the second bevel gear is disposed parallel to the drive shaft of the motor. The method of claim 5,
The electromechanical brake system is arranged so that the gear teeth of the second bevel gear face the screw assembly. The method of claim 5,
The first bevel gear is an electromechanical brake system disposed between the screw assembly and the second bevel gear. The method of claim 1,
Electromechanical brake system further comprising a force sensor provided between the power transmission unit and the screw assembly to detect a load applied to the caliper housing. The method of claim 8,
The screw assembly includes a nut provided inside the piston, a spindle that rotates by receiving rotational force from the power transmission unit to advance and retreat the nut, and an inner ring fixed to the spindle to receive thrust when the pad plate is pressed against the disk And, a thrust bearing installed at the rear of the inner ring,
The force sensor is an electromechanical brake system installed at the rear of the thrust bearing. The method of claim 9,
The screw assembly further includes an outer ring having an accommodation space formed between the inner ring and the thrust bearing,
The force sensor is an electromechanical brake system installed on the rear surface of the outer ring. The method of claim 1,
A housing having a power transmission unit accommodating portion for accommodating the power transmission unit; a cover coupled to the housing to close the power transmission unit accommodating portion; Including (ECU),
The electronic control unit includes an ECU board installed on the cover, and an ECU cover that is combined with the cover to divide a space for accommodating the ECU board therein. The method of claim 11,
The electronic control unit further includes a connector unit mounted on the ECU board to connect power to the ECU board,
The ECU cover is an electromechanical brake system including a hollow connector coupling portion so that the connector portion is inserted. The method of claim 12,
An electromechanical brake system in which the circumference of the connector part and the circumference of the connector coupling part are sealed to each other.

Images