A parking brake caliper for wheel-side drive

Abstract

This invention relates to the field of parking caliper technology and discloses a parking brake caliper for wheel-side drive, comprising a caliper housing, a side-mounted drive motor, and a protrusion. A caliper body bracket is provided in the upper part of the caliper housing with a pre-reserved space. Two guide pins are inserted through the upper middle part of the caliper housing. A lower reducer housing is connected to the bottom of the caliper housing, and a brake output pusher is fixedly installed at the bottom end of the lower reducer housing. A brake piston is inserted through the bottom middle part of the caliper housing. This invention achieves zero intermediate transmission loss, rapid response, and stable parking locking force output through a direct-drive transmission component of the brake adjustment unit coaxially connected to the side-mounted drive motor. The buffer rod in the brake actuator provides flexible contact, absorbing rigid impacts. Structural coupling and parking self-locking are achieved through a transmission linkage unit. These three components work together to solve the problems of spatial interference, large transmission torque loss, and dynamic failure in traditional motor-driven parking calipers.

Description

Technical Field

[0001] This invention relates to the field of parking caliper technology, and more specifically to a parking brake caliper for wheel-side drive. Background Technology

[0002] With the rapid iteration of new energy vehicle technology, wheel-side drive, as the core drive form for commercial vehicles, special-purpose electric vehicles, and heavy-duty electric vehicles, has been widely used due to its high transmission efficiency, flexible layout, and excellent space utilization. The parking brake system, as a core component of vehicle safety, directly determines the parking reliability and driving safety of wheel-side drive vehicles. Currently, electronic parking brakes have become the mainstream parking solution for passenger cars and commercial vehicles. This type of caliper uses a motor-driven actuator to lock and release the parking brake, replacing traditional mechanical and hydraulic parking structures. It has advantages such as fast response, precise control, and high integration. However, when motor-controlled parking brake calipers are applied to wheel-side drive scenarios, some limitations still exist: For example, the wheel-side drive assembly has a very compact space and a high degree of integration of the drive motor, reducer, and wheel hub mechanism. The motor layout and transmission structure of conventional electric drive parking calipers interfere with the wheel-side drive components, making them unsuitable for the installation layout requirements of wheel-side drives. Therefore, a parking brake caliper for wheel-side drives is needed. Summary of the Invention

[0003] This invention provides a parking brake caliper for wheel-side drive. By embedding a side-mounted drive motor into the side of the caliper housing and setting a brake adjustment part, an adapter mounting part, and a transmission linkage part, it achieves direct motor drive, spatial adaptation, and mechanical self-locking, solving the problems of spatial interference, large transmission loss, and easy parking failure of parking calipers in wheel-side drive scenarios.

[0004] To solve the above-mentioned technical problems, the technical solution of the present invention is as follows: Firstly, a parking brake caliper for wheel-side drive includes a caliper housing, a side-mounted drive motor, and a protrusion. A caliper body bracket is provided in the upper part of the caliper housing with a pre-reserved space. Two guide pins are provided through the upper middle part of the caliper housing. A lower reducer housing is connected to the bottom of the caliper housing. A brake output pusher is fixedly installed at the bottom end of the lower reducer housing. A brake piston is provided through the lower middle side of the caliper housing. A closed motor cavity is integrally recessed inward on the side of the caliper housing. The side-mounted drive motor is embedded in the motor cavity. The outer peripheral wall of the side-mounted drive motor is flush with the outer wall of the caliper housing without any protrusion. A wheel-side dedicated mounting base is integrally cast at the bottom of the caliper housing. The caliper housing also includes: The brake adjustment unit is located inside the caliper housing cavity and between the output end of the side drive motor and the brake terminal, and is used to realize direct drive of the side drive motor and stable output of parking locking force. The brake adjustment unit includes a direct drive component and a brake actuator. The direct drive component is located inside the lower housing of the reducer and at the output shaft end of the side drive motor facing the internal cavity of the caliper housing. It is coaxially and directly connected to the side drive motor. The brake actuator is threadedly connected to the direct drive component and drives linearly along the axial direction of the caliper housing. The brake actuator is located in the brake cylinder cavity and the push rod guide channel of the brake output push body inside the caliper housing. The adapter mounting part is arranged around the outer periphery of the caliper housing and installed inside the base and in the assembly gap between the caliper housing and the wheel drive assembly. It is used to eliminate static and dynamic spatial interference, achieve assembly in the only correct direction, and prevent reverse installation. The adapter mounting part includes a spatial adapter and a mounting positioning component. The spatial adapter is integrally formed with the caliper housing and is arranged around the outer periphery of the caliper housing and inside the side-mounted drive motor cavity. The spatial adapter is connected to the mounting positioning component, which is embedded in the mounting base and above the caliper body bracket and uniquely positioned and engaged with the wheel-side drive interface. The transmission linkage unit connects the brake adjustment unit and the adapter mounting unit. Part of it is located inside the lower housing of the reducer and part is hinged to the outer wall of the caliper housing. It is used to coordinate the brake adjustment unit and the adapter mounting unit to realize the coupling linkage between the motor layout and the transmission structure, complete the self-locking in the parking state, and prevent the caliper housing from disengaging, failing, or interfering. The transmission linkage includes a mechanical linkage component and a self-locking retaining component. The mechanical linkage component is disposed in the lower housing of the reducer and is connected in cooperation with the direct drive component. The self-locking retaining component is hinged to the outer wall of the caliper housing and is detachably engaged with a protrusion on the caliper body bracket to achieve self-locking.

[0005] Furthermore, the direct drive component includes: The lead screw is located inside the lower housing of the reducer; The outer casing is installed inside the lower housing of the reducer; A coaxial positioning block is coaxially fixed to the input end of the lead screw; The spline block is coaxially and integrally protruding from the center of the coaxial positioning block, and the lead screw is connected to the spline block through the coaxial positioning block.

[0006] Furthermore, the direct drive component also includes: The lead screw is arranged horizontally along the axial direction of the caliper housing, and the coaxial positioning block is coaxially fixed at the input end of the lead screw; The spline hole is coaxially opened on the outside of the output shaft of the side-mounted drive motor. The spline block and the spline hole are plugged into each other to achieve backlash-free direct drive.

[0007] Furthermore, the braking actuator includes: The brake piston is coaxially sleeved on the output end of the lead screw and is threadedly connected to the lead screw. The buffer rod is coaxially and elastically abutted between the brake piston and the brake output thrust body, and is located between the lower housing of the reducer and the mounting base to achieve flexible abutment transmission; The brake output thrust extends linearly along the caliper housing to achieve braking.

[0008] Furthermore, the space adapter includes: The side-mounted drive motor has a closed wire harness storage slot on one side. The wire harness storage slot has a spiral structure and works with a blocking block at the top of the wire harness storage slot to hide and store the wire harness. Thin, contoured heat dissipation fins are recessed into the outer wall of the caliper housing and tilted along the rotation direction of the wheel to form a guide airflow channel. Multiple rotating blocks are provided inside the wire harness storage slot, and a rotating joint is provided at the top for auxiliary storage and concealment of the wire harness. There are two retractable claws, symmetrically arranged at the top of the rotating block and located inside the wire harness storage slot; A magnetic chuck is positioned at the top of each retractable claw to slowly attract and close the two claws to wrap the cable. An elastic deformation compensation structure is also provided at the rear of the caliper housing to adapt to and compensate for deformation forces in a timely manner.

[0009] Furthermore, the elastic deformation compensation structure includes: Metal bushings are located behind the caliper housing; A rubber pad layer is positioned on the outer side above the metal bushing; The thin, contoured heat dissipation fins are recessed into the outer wall of the caliper housing and are inclined along the rotation direction of the wheel.

[0010] Furthermore, the mounting positioning element includes: A disc spring, located on the outer side of the middle of the guide pin, is used to buffer the rigid impact between the caliper housing and the caliper bracket; A telescopic spring, located on the outer side of the top of the guide pin, is used to buffer vibration and impact between the spring and the structural reinforcing shell. The tapered pin, comprising two locating pins asymmetrically distributed circumferentially, is positioned above the clamp body support, allowing only one angle of assembly; A structural reinforcement shell is installed between the caliper housing and the caliper body support, and is located outside the tapered pin, to reinforce the caliper body support; Dust covers for guide pins are installed on the outer periphery of the guide pins. The guide pin is arranged at an eccentric angle, allowing the caliper housing to float unidirectionally along the wheel edge radially.

[0011] Furthermore, the mechanical linkage includes: The motor cavity limiting boss is wedge-shaped and is located on the inner side above the lower housing of the reducer. The drive electronic disk is located at the connection point between the output end of the side-mounted drive motor and the direct drive component, below the limiting boss of the motor cavity; An elastic clamping block is set on the top of the limiting boss in the motor cavity. The limiting boss and the axial elastic clamping block cooperate to fix the side-mounted drive motor so that it does not move. The caliper housing has a tool-free quick-release maintenance window at the rear, which faces the side-mounted drive motor terminal to enable quick wiring. The pull-out plate, with its elastic clips, connects to the tool-free quick-release maintenance window on the caliper housing, enabling rapid maintenance in confined spaces.

[0012] Furthermore, the self-locking retainer includes: The flexible self-locking plate is hinged to the rear of the caliper housing, with its free end facing the caliper support. The protrusion is fixedly installed above the clamp body bracket and adjacent to the side of the tapered pin; The free end of the elastic self-locking plate can be detachably engaged with the protrusion to achieve self-locking in the parking brake state.

[0013] The above-described solution of the present invention has at least the following beneficial effects: The brake adjustment unit is directly connected to the side-mounted drive motor via a direct drive component, achieving backlash-free direct drive with no intermediate transmission loss, resulting in rapid response and stable parking locking force output. The buffer rod in the brake actuator provides flexible contact to absorb rigid impacts. Furthermore, the metal bushing and rubber pad automatically compress and avoid the wheel-side deformation under heavy load, ensuring stable operation of the caliper under strong vibration and heavy load conditions. Finally, the transmission linkage unit achieves structural coupling and parking self-locking. The three work together to solve the problems of spatial interference, large transmission torque loss, and easy dynamic failure of traditional motor-driven parking calipers. Attached Figure Description

[0014] The invention will now be further described with reference to the accompanying drawings.

[0015] Figure 1 This is a schematic diagram of the overall three-dimensional structure provided in an embodiment of the present invention; Figure 2 A three-dimensional structural diagram of the combination of caliper housing, disc spring, guide pin and telescopic spring is provided for embodiments of the present invention; Figure 3 An exploded perspective view of the assembly of the brake piston, buffer rod, and motor cavity limiting boss provided for embodiments of the present invention; Figure 4This is a schematic diagram of the assembly of the brake piston, buffer rod, reducer lower housing, and brake output thruster provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of the combined structure of the protrusion, the elastic self-locking plate, and the disc spring provided in an embodiment of the present invention; Figure 6 This is provided by the embodiments of the present invention. Figure 5 Enlarged schematic diagram of a local structure at point A; Figure 7 This is provided by the embodiments of the present invention. Figure 2 Enlarged schematic diagram of the local structure at point C; Figure 8 This is a schematic diagram of the assembly structure of the reducer lower housing, buffer rod, and metal bushing provided in an embodiment of the present invention; Figure 9 This is a schematic diagram of the combined structure of rubber pad, metal bushing, and elastic self-locking plate provided in an embodiment of the present invention; Figure 10 This is a schematic diagram of the combined structure of spline hole, limiting thread, and housing provided in an embodiment of the present invention; Figure 11 This is a schematic diagram of the conductive coil disk and electronic component shaft combination structure provided in an embodiment of the present invention; Figure 12 This is provided by the embodiments of the present invention. Figure 8 Enlarged schematic diagram of the structure at point B in the middle; Figure 13 This is a schematic diagram of the combination of a side-mounted drive motor, caliper housing, and brake output thruster structure provided in an embodiment of the present invention; Figure 14 This is a schematic diagram of the structural combination of rotating block, retractable claw, and thin sheet conformal heat dissipation fin provided in an embodiment of the present invention; Figure 15 This is provided by the embodiments of the present invention. Figure 14 A magnified schematic diagram of the local structure at point D.

[0016] In the diagram: 1. Caliper housing; 2. Caliper body bracket; 3. Guide pin; 4. Guide pin dust cover; 5. Lower housing of reducer; 6. Brake output pusher; 7. Brake piston; 8. Side-mounted drive motor; 9. Structural reinforcement shell; 10. Motor cavity limiting boss; 11. Drive electronic disk; 12. Buffer connecting rod; 13. Tapered pin; 14. Protrusion block; 15. Elastic self-locking plate; 16. Pull-out plate; 17. Disc spring; 18. Telescopic spring; 19. Metal bushing; 20. Rubber pad; 22. Lead screw; 23. Housing housing; 24. Coaxial positioning block; 25. Spline hole; 27. Spline block; 28. Conductive coil disk; 29. ​​Electronic component shaft; 30. Main plug; 31. Elastic plug; 32. Rotating block; 33. Retractable claw; 34. Connecting magnetic plate; 35. Thin sheet conformal heat dissipation fin; 36. Elastic clamping block. Detailed Implementation

[0017] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of the invention and to fully convey the scope of the invention to those skilled in the art.

[0018] like Figures 1 to 15 As shown, a parking brake caliper for wheel-side drive includes a caliper housing 1, a side-mounted drive motor 8, and a protrusion 14. A caliper bracket 2 is installed in a pre-reserved space in the upper part of the caliper housing 1. Two guide pins 3 are inserted through the upper middle part of the caliper housing 1. A lower reducer housing 5 is connected to the bottom of the caliper housing 1. A brake output pusher 6 is fixedly installed at the bottom end of the lower reducer housing 5. A brake piston 7 is inserted through the bottom middle part of the caliper housing 1. A closed motor cavity is integrally recessed inward on the side of the caliper housing 1. The side-mounted drive motor 8 is embedded in the motor cavity. The outer peripheral wall of the side-mounted drive motor 8 is flush with the outer wall of the caliper housing 1 without any protrusion. A wheel-side dedicated mounting base is integrally cast at the bottom of the caliper housing 1. The caliper housing 1 also includes: The brake adjustment unit is located in the internal cavity of the caliper housing 1 and between the output end of the side drive motor 8 and the brake terminal, and is used to realize the direct drive of the side drive motor 8 and the stable output of the parking locking force. The brake adjustment unit includes a transmission direct drive component and a brake actuator. The transmission direct drive component is located inside the lower housing 5 of the reducer and at the output shaft end of the side drive motor 8 facing the internal cavity of the caliper housing 1. It is coaxially and directly connected to the side drive motor 8. The brake actuator is threadedly connected to the transmission direct drive component and drives linearly along the axial direction of the caliper housing 1. The brake actuator is located in the brake cylinder cavity and the push rod guide channel of the brake output push body 6 inside the caliper housing 1. The adapter mounting part is arranged around the outer periphery of the caliper housing 1, inside the mounting base and in the assembly gap between the caliper housing 1 and the wheel drive assembly. It is used to eliminate static and dynamic spatial interference, achieve assembly in the only correct direction, and prevent reverse installation. The adapter installation part includes a space adapter and an installation positioning part. The space adapter is integrally formed with the caliper housing 1 and is arranged around the outer periphery of the caliper housing 1 and inside the cavity of the side-mounted drive motor 8. The space adapter is connected to the installation positioning part, which is embedded in the mounting base and above the caliper bracket 2, and is uniquely positioned and engaged with the wheel-side drive interface. The transmission linkage unit connects the brake adjustment unit and the adapter mounting unit. Part of it is located inside the lower housing 5 of the reducer and part of it is hinged to the outer wall of the caliper housing 1. It is used to coordinate the brake adjustment unit and the adapter mounting unit to realize the coupling linkage between the motor layout and the transmission structure, complete the self-locking in the parking state, and prevent the caliper housing 1 from disengaging, failing, or interfering. The transmission linkage includes a mechanical linkage component and a self-locking retaining component. The mechanical linkage component is located inside the lower housing 5 of the reducer and is connected in conjunction with the direct drive component. The self-locking retaining component is hinged to the outer wall of the caliper housing 1 and is detachably engaged with the protrusion 14 on the caliper bracket 2 to achieve self-locking.

[0019] Specifically, the brake output pusher 6 extends upward into the push rod guide channel inside the lower housing 5 of the reducer, used to stably output the internal parking brake force outward, realizing the parking brake push operation; the top of the brake piston 7 extends upward into the brake cylinder cavity inside the caliper housing 1, and the bottom of the brake piston 7 is elastically connected to the top of the brake output pusher 6, used to convert the internal rotational driving force into linear parking brake thrust, realizing the smooth execution and buffering of the parking brake; it is used to vertically guide and limit the internal moving parts of the caliper housing 1, preventing the internal moving parts from lateral deviation or front-back jamming during movement, ensuring the smooth movement of the internal parts; during assembly... The mounting positioning component of the adapter has an asymmetrical structure that forms a unique positioning fit with the wheel drive assembly interface, allowing the caliper to be assembled in only one correct direction to avoid reverse or misalignment. The space adapter fits around the outer contour of the wheel drive assembly, eliminating the static assembly gap between the caliper and the wheel drive components, while reserving dynamic movement clearance space to eliminate static and dynamic spatial interference at the source. The dedicated wheel mounting base rigidly fixes the caliper in the designated position of the wheel drive assembly. The side-mounted drive motor 8 is hidden inside the closed motor cavity with an embedded structure. Its outer peripheral wall is flush with the caliper housing 1 without protrusion, so it does not occupy external space and does not interfere with any moving parts. In practical applications, when the vehicle needs to use the parking brake, the side-mounted drive motor 8 is powered on and starts. Its output shaft rotates and directly drives the transmission direct drive component of the brake adjustment unit to rotate synchronously. Since the transmission direct drive component is coaxially and directly connected to the motor output shaft, there is no transmission gap or intermediate loss components between the two, and the motor power is 100% directly driven to ensure accurate and efficient power input. The direct drive component rotates and drives the brake actuator to move linearly along the caliper axis. The brake actuator pushes the brake piston 7 to move linearly synchronously along the brake cylinder cavity. The brake piston 7 pushes the brake output pusher 6 downward, so that the brake output pusher 6 extends outward stably along the push rod guide channel, presses and clamps the brake disc, and completes the parking brake locking action. This ensures that the entire braking process is smooth, without impact or deviation, and the parking locking force is output stably. When the brake actuator moves to the parking lock position, the self-locking retainer of the transmission linkage automatically engages with the protrusion 14 on the caliper bracket 2 under its own elasticity, realizing rigid mechanical self-locking between the caliper housing and the caliper bracket, forming a mechanical self-locking engagement; by locking the relative position of the caliper housing and the caliper bracket, the brake actuator cannot retract or loosen, and even if the side drive motor 8 is de-energized and stops working, the parking brake locking state is still stably maintained, so as to eliminate the risk of parking failure and loosening; During vehicle operation, the mechanical linkage components coordinate the motion of the direct drive components with the adaptation structure of the space adapter in real time, ensuring that the internal transmission motion and the external space adapter structure are synchronized and that the caliper housing 1 does not experience disengagement, failure, or interference. The space adapter avoids the dynamic motion trajectory of the wheel-side drive assembly in real time, continuously eliminating dynamic space interference and ensuring that the caliper remains stable under strong vibration and heavy load conditions. When the vehicle needs to release the parking brake, the side-mounted drive motor 8 reverses and drives the direct drive components to rotate in the opposite direction. The brake actuator retracts axially under the action of threaded transmission, and the elastic self-locking plate 15 and the protrusion 14 in the self-locking retainer automatically disengage to complete the self-locking and unlocking. The brake actuator, brake piston 7, and brake output pusher 6 reset synchronously, the brake friction components release the brake disc, the parking brake is released, and the vehicle returns to normal driving status. Finally, the internal coordination and automatic self-locking of the parking brake are achieved through the transmission linkage, adapting to the heavy load, strong vibration, and confined space usage scenarios of wheel-side drive vehicles, improving the efficiency of stable, reliable, failure-free, and interference-free parking brake operation.

[0020] like Figure 5 , Figures 9 to 11 The direct drive components include: The lead screw 22 is located inside the lower housing 5 of the reducer; The outer casing 23 is installed inside the lower casing 5 of the reducer; The coaxial positioning block 24 is positioned above the coaxial spline block 27; Spline block 27 is coaxially and integrally protruding from the center of coaxial positioning block 24, and lead screw 22 is connected to spline block 27 through coaxial positioning block 24. The conductive ring disc 28 is disposed inside the brake piston 7; Multiple electronic component shafts 29 are disposed inside the conductive ring disk 28.

[0021] The lead screw 22 is arranged horizontally along the axis of the caliper housing 1, and the coaxial positioning block 24 is coaxially fixed to the input end of the lead screw 22. The spline hole 25 is coaxially opened on the outside of the output shaft of the side-mounted drive motor 8. The spline block 27 is inserted into the spline hole 25 to achieve backlash-free direct drive.

[0022] The braking actuator includes: The buffer rod 12 is coaxially and elastically abutted between the brake piston 7 and the brake output thrust body 6, and is located between the lower housing 5 of the reducer and the mounting base to achieve flexible abutment transmission; The buffer rod 12 is coaxially and elastically abutted between the brake piston 7 and the brake output push body 6. The brake output push body 6 extends linearly along the axial direction of the caliper housing 1 to realize brake execution. The brake piston 7 is coaxially sleeved on the output end of the lead screw 22 and is threadedly connected to the lead screw 22.

[0023] Specifically, the lead screw 22 is horizontally inserted along the caliper housing 1 into the center of the lower housing 5 of the reducer, and is the core power transmission shaft of the entire direct drive transmission component; the housing 23 seals and covers the entire outer circumference of the lead screw 22, and the outer wall is in close contact with the inner wall of the lower housing 5 of the reducer, which is used to seal and protect the lead screw 22 and prevent external mud, water and dust from entering the interior and causing wear and jamming of the lead screw 22; the buffer rod 12 is precisely set in the axial gap between the brake piston 7 and the brake output push body 6 at the bottom center of the lower housing 5 of the reducer, one end of which is coaxially elastically abutting the output end of the brake piston 7, and the other end is coaxially elastically abutting the input end of the brake output push body 6, which is used to buffer the linear thrust of the brake piston 7 and prevent the brake piston 7 from directly and rigidly impacting the brake output push body 6, which would cause deformation and breakage of the parts; The coaxial positioning block 24 and the spline block 27 cooperate with each other. The coaxial positioning block 24 is coaxially fixed at the center of the input end of the outermost end of the lead screw 22. The spline block 27 is coaxially and integrally protruding outward at the center of the coaxial positioning block 24, and is precisely inserted into the spline hole 25 of the output shaft of the side drive motor 8 without gaps or slippage. This is to ensure that the power of the side drive motor 8 is directly driven to the lead screw 22. The conductive ring disk 28 is coaxially and sealed and embedded in the center of the brake piston 7. Multiple electronic component shafts 29 are evenly and vertically distributed along the circumference on the inner side of the conductive ring disk 28. The two cooperate to collect the axial displacement and output pressure signal of the brake piston 7 in real time and transmit it to the vehicle control system to realize accurate monitoring and closed-loop control of the braking status. In practical applications, when the parking brake is applied, the side-mounted drive motor 8 is powered on and started. Its output shaft, through the spline hole 25 and the spline block 27, transmits power seamlessly to the coaxial positioning block 24. The coaxial positioning block 24 synchronously drives the lead screw 22 at the end to rotate. Under the limiting protection of the housing 23, the lead screw 22 rotates stably along the caliper housing 1, completing the initial power transmission. Afterward, the rotating lead screw 22 drives the coaxially sleeved brake piston 7 to move linearly along the caliper housing 1 through the threaded transmission. During the upward movement of the brake piston 7, it squeezes the buffer rod 12 between them. The buffer rod 12 generates elastic deformation, absorbing the rigid impact during the transmission process and ensuring the smoothness of the transmission. The buffer rod 12 smoothly transmits the axial thrust to the brake output push body 6, pushing the brake output push body 6 to extend linearly along the caliper housing 1, completing the braking action. At the same time, the conductive ring 28 inside the brake piston 7, in conjunction with multiple electronic component shafts 29 on the inner side, collects the braking stroke and pressure data in real time, realizing real-time monitoring of the braking process. Finally, the side-mounted drive motor 8 is de-energized and reverses, causing the lead screw 22 to rotate in the opposite direction. The brake piston 7 retracts in the opposite direction along the axial direction, and the buffer rod 12 is elastically reset, pulling the brake output push body 6 back. The spline block 27 rotates synchronously with the coaxial positioning block 24, and the power is reversed to complete the reset, releasing the braking state.

[0024] like Figure 2 , Figure 7 , Figure 8 , Figure 9 , Figure 14 , Figure 15 As shown, the space adapter includes: A closed wire harness storage slot is provided on one side of the side-mounted drive motor 8. The wire harness storage slot has a spiral structure and works with the blocking block at the top of the wire harness storage slot to hide and store the wire harness. Thin, contoured heat dissipation fins 35 are recessed into the outer wall of the caliper housing 1 and are inclined along the rotation direction of the wheel to form a guide air duct; Multiple rotating blocks 32 are provided inside the wire harness storage slot, and a rotating joint is provided at the top for auxiliary storage and concealment of the wire harness. There are two retractable claws 33, which are symmetrically arranged on the top of the rotating block 32 and located in the wire harness storage slot. A magnetic suction plate 34 is provided at the top of each retractable claw 33 to slowly attract and close the two claws to wrap the cable. The elastic deformation compensation structure includes: Metal bushing 19 is located behind caliper housing 1; Rubber pad 20 is disposed on the outer side above the metal bushing 19; Thin, contoured heat dissipation fins 35 are recessed into the outer wall of the caliper housing 1 and are inclined along the rotation direction of the wheel edge; it should be noted that the elastic deformation compensation structure is a stepped shape, used to adapt and compensate for deformation forces in a timely manner.

[0025] The mounting and positioning components include: A disc spring 17 is located on the outer side of the middle part of the guide pin 3 to buffer the rigid impact between the caliper housing 1 and the caliper bracket 2. A telescopic spring 18 is provided on the top outer side of the guide pin 3 to reduce the impact with the outer side of the structural reinforcing shell 9; The tapered pin 13 includes two locating pins that are asymmetrically distributed along the circumference and are positioned above the clamp body bracket 2, allowing only one angle of assembly; The structural reinforcement shell 9 is disposed between the caliper housing 1 and the caliper body support 2, and is located outside the tapered pin 13, for reinforcing the caliper body support 2; Dust cover 4 for guide pin is installed on the outer periphery of guide pin 3; The guide pin 3 is arranged at an eccentric angle, which only allows the caliper housing 1 to float unidirectionally along the wheel edge radial direction.

[0026] Specifically, multiple rotating blocks 32 are evenly hinged along the inner circumferential side of the wire harness storage slot, and the top rotating joint is movably connected to the retractable claw 33 to provide flexible support for wire harness storage; two retractable claws 33 are symmetrically hinged to the top of the rotating block 32, and the magnetic suction plate 34 is fixed to the free ends of the two retractable claws 33 respectively, and automatically adsorbs and closes by magnetic attraction, which, together with the rotating block 32, tightly binds the wire harness; thin-film conformal heat dissipation fins 35 are integrally formed inward on the outer wall of the caliper housing 1 without any outward protrusion structure, and are arranged at an angle along the rotation direction of the wheel, forming a guide air channel between adjacent heat dissipation fins, using the airflow from the wheel rotation to accelerate the heat dissipation of the caliper; A stepped elastic deformation compensation structure is located on the outer wall of the caliper housing 1, directly opposite the deformation position of the wheel-side reducer. A metal bushing 19 is embedded and fixed as a rigid support layer, and a rubber pad layer 20 is bonded and covered above the outer side of the metal bushing 19. The two layers work together to absorb the heavy-load deformation force of the wheel-side. A structural reinforcing shell 9 fills the gap between the caliper housing 1 and the caliper body bracket 2, and surrounds the outside of the tapered pin 13, rigidly connecting the two into one, improving the load-bearing strength of the caliper body bracket 2, and preventing deformation under stress. The tapered pin 13 forms a unique fit with the positioning hole of the wheel-side drive assembly, allowing only... The system allows for single-angle assembly to prevent misalignment; the guide pin 3, with an eccentric angle, penetrates the caliper bracket 2 and the caliper housing 1, allowing the caliper housing 1 to float unidirectionally along the wheel edge radially, preventing axial movement; the disc spring 17 is coaxially sleeved on the outer side of the middle of the guide pin 3 and located between the caliper housing 1 and the caliper bracket 2, buffering the rigid impact between the two; the telescopic spring 18 abuts against the outer side of the structural reinforcement shell 9, providing double buffering of wheel edge vibration; the guide pin dust cover 4 seals and engages the caliper bracket 2 and the caliper housing 1 at both ends, preventing mud, water, and dust from entering the guide mating surface; In practical applications, when caliper housing 1 is assembled, the asymmetric tapered pin 13 cooperates with the stepped stop of the mounting base to achieve a unique direction of misalignment with the wheel-side drive assembly. The structural reinforcement shell 9 strengthens the overall structural rigidity and avoids deformation under assembly stress. During vehicle operation, the eccentric guide pin 3 limits the caliper to float only in one direction along the radial direction of the wheel. The disc spring 17 and the telescopic spring 18 form a double elastic buffer to offset the impact of road vibration. The guide pin dust cover 4 continuously protects the guide mechanism to ensure smooth floating without jamming. The wiring harness of the side-mounted drive motor 8 is stored in the spiral wiring harness storage groove. The rotating block 32, the retracting claw 33 and the docking magnetic suction plate 34 automatically hold the wiring harness together, with no exposed wires or scratches throughout the process. The thin-film conformal heat dissipation fins 35 use the airflow from the rotating wheel to form a guide air duct, which quickly dissipates the working heat of the caliper. When the wheel rim deforms under heavy load, the stepped elastic deformation compensation structure composed of the metal bushing 19 and the rubber pad 20 automatically compresses and deforms, absorbs the deformation force, and avoids the caliper and wheel rim components from jamming and interfering. The overall structure has no outward protrusion and no interference, and is fully adaptable to the harsh working conditions of wheel rim drive in narrow space, strong vibration and heavy load deformation, ensuring stable and reliable operation of the caliper.

[0027] like Figure 5 , Figures 7 to 9 , Figure 12 As shown, the mechanical linkage components include: The motor cavity limiting boss 10 is wedge-shaped and is located on the inner side above the lower housing 5 of the reducer, at the bottom of the closed motor cavity. It is used to circumferentially limit the bottom of the side-mounted drive motor 8 to prevent circumferential rotation when the motor is running. The drive electronic disk 11 is located at the connection between the output end of the side-mounted drive motor 8 and the transmission direct drive component, below the motor cavity limiting boss 10, and is used to monitor the motor transmission status and braking stroke. The elastic clamping block 36 is set on the top of the motor cavity limiting boss 10 and tightly abuts against the rear end of the side-mounted drive motor 8 along the axial direction. It forms a double cooperation with the wedge-shaped motor cavity limiting boss 10 to fix the side-mounted drive motor 8 so that it does not move or shift under vibration conditions. A pull-out plate 16 is set on one side of the elastic self-locking plate 15. The pull-out plate 16 is elastically snapped to the caliper housing 1, enabling the window to be opened and closed quickly, and is suitable for maintenance in narrow spaces near the wheel. The main insert plate 30 is located on the side of the elastic self-locking plate 15 near the caliper housing 1; Two flexible plugs 31 are symmetrically arranged on both sides of the main plug plate 30. A tool-free quick-release maintenance window is provided at the rear of the caliper housing 1, facing the wiring terminal of the side-mounted drive motor 8, providing an operating channel for quick wiring and maintenance in confined spaces.

[0028] The self-locking retainer includes: The elastic self-locking plate 15 is hinged to the rear of the outer side of the caliper housing 1, with its free end facing the caliper bracket 2. The protrusion 14 is fixedly mounted above the clamp body bracket 2 and located beside the tapered pin 13; The free end of the elastic self-locking plate 15 and the protrusion 14 form a detachable snap-fit ​​engagement, and the elastic self-locking plate 15 automatically snaps onto the protrusion 14 to achieve rigid self-locking in the parking brake state. The outer edge of the caliper housing 1 is transitioned with a large radius avoidance arc, and the mounting base is provided with a stepped asymmetrical positioning stop that can only be in one direction to avoid interference with dynamic friction during assembly; Specifically, the main insert plate 30 is fixed to the side of the elastic self-locking plate 15 near the caliper housing 1. Two elastic plugs 31 are symmetrically arranged on both sides of the main insert plate 30, forming a quick and elastic connection with the wiring terminal of the side-mounted drive motor 8, ensuring stable wiring and convenient assembly and disassembly. The free end of the elastic self-locking plate 15 faces the caliper bracket 2, relying on its own elasticity to achieve locking and unlocking actions. The protrusion 14 is a static locking structure, forming a precise locking fit with the free end of the elastic self-locking plate 15. A large radius avoidance arc... The caliper housing 1 is integrally formed on all the outer edges to avoid moving parts of the wheel drive assembly and prevent dynamic scratches. It should be noted that the protrusion 14 is a rigid locking boss, which is fixedly installed on the upper surface of the caliper body bracket 2 and is arranged next to the tapered pin 13 to keep it fixed. The elastic self-locking plate 15 is an elastic metal plate, whose fixed end is hinged to the rear of the outer side of the caliper housing 1, and the free end extends towards the caliper body bracket 2. The free end is formed with a locking structure that matches the protrusion 14.

[0029] In practical applications, the side-mounted drive motor 8 is embedded in the closed motor cavity, and the wedge-shaped motor cavity limiting boss 10 hugs the bottom of the motor from the circumferential direction. The elastic clamping block 36 clamps the rear end of the motor along the axial direction. The two work together to achieve double fixation of the motor, ensuring that the motor does not move or shift under heavy vehicle load and strong vibration conditions, and ensuring that the motor output shaft and the transmission direct drive component are always coaxially aligned. When wiring the motor, the tool-free quick-release maintenance window can be opened by directly prying open the pull-out plate 16. The motor wiring operation can be completed quickly through the main plug plate 30 and the flexible plug 31 without disassembling the calipers and wheels, which is suitable for maintenance needs in narrow wheel-side spaces. When the parking brake is locked in place, the caliper housing 1 floats radially along the guide pin 3 to the locking position. Under the action of its own elastic restoring force, the free end of the elastic self-locking plate 15 automatically forms a snap-fit ​​engagement with the protrusion 14, rigidly locking the caliper housing 1 and the caliper bracket 2. The elastic self-locking plate 15 automatically snaps onto the caliper bracket 2 by its own elasticity, realizing a purely mechanical self-locking in the parking state. Even if the side-mounted drive motor 8 is de-energized, it can still stably maintain the parking lock state without loosening or failure. When the parking brake is released, the brake output push body 6 retracts and drives the caliper housing 1 to reset. The protrusion 14 squeezes the free end of the elastic self-locking plate 15 to produce elastic deformation, and the snap-fit ​​engagement is automatically disengaged. The self-locking state is released, and all components of the caliper are smoothly reset. When the parking brake is released, the brake output pusher 6 retracts axially, and the protrusion 14 moves synchronously and squeezes the elastic self-locking plate 15, causing the elastic self-locking plate 15 to deform elastically and disengage from the protrusion 14. The brake output pusher 6 is successfully reset, and the parking brake is released. At the same time, the large radius avoidance arc of the outer edge of the caliper housing 1 continuously avoids the wheel-side moving parts, and the stepped asymmetric positioning stop of the mounting base ensures that the assembly direction is unique. From assembly to driving, static and dynamic scratches and interference between the caliper and the wheel-side drive assembly are avoided.

[0030] Working principle: This device is powered solely by the side-mounted drive motor 8. It uses the shortest direct drive transmission path to extend the braking components to complete parking. The device is then kept locked in place by a purely mechanical self-locking structure. When the vehicle vibrates, the device uses an elastic floating component to adaptively avoid the vibrations. When parking is released, the motor reverses to reset all components. The entire process is free of redundant transmission, power loss, and collision interference. After receiving the parking control signal, the side-mounted drive motor 8 is powered on and starts. The motor output shaft rotates smoothly at a fixed speed, providing the sole power source for the entire parking action. The motor housing is encased and fixed by the limiting structure inside the caliper housing 1, so the vibration of the vehicle will not cause the motor to deviate or move, ensuring stable power output without deviation. The motor output shaft directly drives the lead screw 22 to rotate synchronously. There are no gears, belts, or multi-stage transmissions. Power is transmitted 100% directly from the motor to the lead screw 22. The lead screw 22 is limited by the support structure inside the caliper housing 1 and can only rotate in place. There will be no axial movement or radial vibration, ensuring the precision and stability of subsequent braking and pushing actions. The rotation of the lead screw 22 drives the brake piston 7 to move horizontally in a straight line along the guide rail inside the caliper. When the brake piston 7 moves, it directly pushes the brake output pusher 6 to extend outward synchronously. The brake output pusher 6 extends smoothly along the brake channel of the caliper housing 1 and directly presses against the brake pads, allowing the brake pads to grip the brake disc and complete the parking brake locking. The entire pushing process is rigidly direct, without flexible loss or action delay, and the parking locking force meets the requirements of heavy-duty wheel-side use. When the brake output pusher 6 extends into place and completes the parking brake locking, the elastic self-locking plate 15 inside the caliper automatically swings and forms a purely mechanical locking with the protrusion 14 on the caliper body bracket 2. This self-locking structure does not rely on motor power supply or electronic control signals. Even if the motor is de-energized, the vehicle is turned off, or the whole vehicle is de-energized, it can still maintain the parking lock state without loosening, failure, or rebound, achieving permanent mechanical pressure maintenance in the parking state. When the vehicle vibrates, bumps, or shakes during operation, the caliper housing 1 is limited by two parallel guide pins 3 to float only in a small unidirectional direction along the wheel side radial direction. At the same time, the disc spring 17 and the telescopic spring 18, which are mounted on the outside of the guide pins 3, compress and rebound synchronously, adaptively buffering and absorbing the vibration impact force, avoiding dynamic collision, hard jamming, wear and damage between the caliper housing 1 and the wheel side motor, reducer, wheel and other components, and ensuring that the caliper works stably under strong vibration conditions. When the vehicle is under heavy load or long-term parking conditions, the wheel-side reducer will undergo slight deformation and displacement. The metal bushing 19 and rubber pad 20 of the elastic deformation avoidance structure corresponding to the deformation position of the reducer in the caliper housing 1 will automatically compress, deform and avoid the reducer at the same time, leaving enough space for the deformation of the reducer, and preventing hard jamming, suffocation and squeezing damage, ensuring that the caliper will not fail or be damaged under heavy load and long-term use conditions. When the vehicle needs to release the parking brake and resume driving, the side-mounted drive motor 8 receives the release signal and starts in reverse. The motor output shaft rotates in reverse, driving the lead screw 22 to rotate in reverse synchronously. The power is transmitted in reverse to provide reverse power for releasing the parking brake and resetting the components. The screw 22 rotates in the opposite direction, causing the brake piston 7 and the brake output pusher 6 to retract synchronously in a straight line, disengaging from the brake pads. When the brake output pusher 6 retracts, the elastic self-locking plate 15 and the protrusion 14 automatically disengage and unlock, releasing the mechanical self-locking state. At the same time, the disc spring 17 and the telescopic spring 18 rebound and reset synchronously, pushing the caliper housing 1 back to the initial installation position. All components return to their original state before parking and starting, with no jamming, no offset, and no residual locking force. Parking is released, and the vehicle can be driven normally.

[0031] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A parking brake caliper for wheel-side drive, comprising a caliper housing, a side-mounted drive motor, and a protrusion, wherein a caliper body bracket is provided in a pre-reserved space at the upper part of the caliper housing, two guide pins are provided through the upper middle part of the caliper housing, a lower housing of a reducer is connected to the bottom of the caliper housing, a brake output pusher is fixedly installed at the bottom end of the lower housing of the reducer, a brake piston is provided through the bottom middle part of the caliper housing, a closed motor cavity is integrally recessed inward on the side of the caliper housing, the side-mounted drive motor is embedded in the motor cavity, the outer peripheral wall of the side-mounted drive motor is flush with the outer wall of the caliper housing without protrusion, and a wheel-side dedicated mounting base is integrally cast at the bottom of the caliper housing, characterized in that... Also includes: The brake adjustment unit is located inside the caliper housing cavity and between the output end of the side drive motor and the brake terminal, and is used to realize direct drive of the side drive motor and stable output of parking locking force. The brake adjustment unit includes a direct drive component and a brake actuator. The direct drive component is located inside the lower housing of the reducer and at the output shaft end of the side drive motor facing the internal cavity of the caliper housing. It is coaxially and directly connected to the side drive motor. The brake actuator is threadedly connected to the direct drive component and drives linearly along the axial direction of the caliper housing. The brake actuator is located in the brake cylinder cavity and the push rod guide channel of the brake output push body inside the caliper housing. The adapter mounting part is arranged around the outer periphery of the caliper housing, inside the mounting base, and in the assembly gap between the caliper housing and the wheel drive assembly. It is used to eliminate static and dynamic spatial interference, achieve assembly in the only correct direction, and prevent reverse installation. The adapter mounting part includes a spatial adapter and a mounting positioning component. The spatial adapter is integrally formed with the caliper housing and is arranged around the outer periphery of the caliper housing and inside the side-mounted drive motor cavity. The spatial adapter is connected to the mounting positioning component, which is embedded in the mounting base and above the caliper body bracket and uniquely positioned and engaged with the wheel-side drive interface. The transmission linkage unit connects the brake adjustment unit and the adapter mounting unit. Part of it is located inside the lower housing of the reducer and part is hinged to the outer wall of the caliper housing. It is used to coordinate the brake adjustment unit and the adapter mounting unit to realize the coupling linkage between the motor layout and the transmission structure, complete the self-locking in the parking state, and prevent the caliper housing from disengaging, failing, or interfering. The transmission linkage includes a mechanical linkage component and a self-locking retaining component. The mechanical linkage component is disposed in the lower housing of the reducer and is connected in cooperation with the direct drive component. The self-locking retaining component is hinged to the outer wall of the caliper housing and is detachably engaged with a protrusion on the caliper body bracket to achieve self-locking.

2. A parking brake caliper for wheel-side drive according to claim 1, characterized in that, The direct drive component includes: The lead screw is located inside the lower housing of the reducer; The outer casing is installed inside the lower housing of the reducer; A coaxial positioning block is coaxially fixed to the input end of the lead screw; The spline block is coaxially and integrally protruding from the center of the coaxial positioning block, and the lead screw is connected to the spline block through the coaxial positioning block.

3. A parking brake caliper for wheel-side drive according to claim 2, characterized in that: The direct drive component also includes: The lead screw is arranged horizontally along the axial direction of the caliper housing, and the coaxial positioning block is coaxially fixed at the input end of the lead screw; The spline hole is coaxially opened on the outside of the output shaft of the side-mounted drive motor. The spline block and the spline hole are plugged into each other to achieve backlash-free direct drive.

4. A parking brake caliper for wheel-side drive according to claim 3, characterized in that: The braking actuator includes: The brake piston is coaxially sleeved on the output end of the lead screw and is threadedly connected to the lead screw. The buffer rod is coaxially and elastically abutted between the brake piston and the brake output thrust body, and is located between the lower housing of the reducer and the mounting base to achieve flexible abutment transmission; The brake output thrust extends linearly along the caliper housing to achieve braking.

5. A parking brake caliper for wheel-side drive according to claim 4, characterized in that: The space adapter includes: The side-mounted drive motor has a closed wire harness storage slot on one side. The wire harness storage slot has a spiral structure and works with a blocking block at the top of the wire harness storage slot to hide and store the wire harness. Thin, contoured heat dissipation fins are recessed into the outer wall of the caliper housing and tilted along the rotation direction of the wheel to form a guide airflow channel. Multiple rotating blocks are provided inside the wire harness storage slot, and a rotating joint is provided at the top for auxiliary storage and concealment of the wire harness. There are two retractable claws, symmetrically arranged at the top of the rotating block and located inside the wire harness storage slot; A magnetic chuck is positioned at the top of each retractable claw to slowly attract and close the two claws to wrap the cable. An elastic deformation compensation structure is also provided at the rear of the caliper housing to adapt to and compensate for deformation forces in a timely manner.

6. A parking brake caliper for wheel-side drive according to claim 5, characterized in that: The elastic deformation compensation structure includes: Metal bushings are located behind the caliper housing; A rubber pad layer is positioned on the outer side above the metal bushing; The thin, contoured heat dissipation fins are recessed into the outer wall of the caliper housing and are inclined along the rotation direction of the wheel.

7. A parking brake caliper for wheel-side drive according to claim 6, characterized in that: The mounting and positioning components include: A disc spring, located on the outer side of the middle of the guide pin, is used to buffer the rigid impact between the caliper housing and the caliper bracket; A telescopic spring, located on the outer side of the top of the guide pin, is used to buffer vibration and impact between the spring and the structural reinforcing shell. The tapered pin, comprising two locating pins asymmetrically distributed circumferentially, is positioned above the clamp body support, allowing only one angle of assembly; A structural reinforcement shell is installed between the caliper housing and the caliper body support, and is located outside the tapered pin, to reinforce the caliper body support; Dust covers for guide pins are installed on the outer periphery of the guide pins. The guide pin is arranged at an eccentric angle, allowing the caliper housing to float unidirectionally along the wheel edge radially.

8. A parking brake caliper for wheel-side drive according to claim 7, characterized in that: The mechanical linkage component includes: The motor cavity limiting boss is wedge-shaped and is located on the inner side above the lower housing of the reducer. The drive electronic disk is located at the connection point between the output end of the side-mounted drive motor and the direct drive component, below the limiting boss of the motor cavity; An elastic clamping block is set on the top of the limiting boss in the motor cavity. The limiting boss and the axial elastic clamping block cooperate to fix the side-mounted drive motor so that it does not move. The caliper housing has a tool-free quick-release maintenance window at the rear, which faces the side-mounted drive motor terminal to enable quick wiring. The pull-out plate, with its elastic clips, connects to the tool-free quick-release maintenance window on the caliper housing, enabling rapid maintenance in confined spaces.

9. A parking brake caliper for wheel-side drive according to claim 8, characterized in that: The self-locking retainer includes: The flexible self-locking plate is hinged to the rear of the caliper housing, with its free end facing the caliper support. The protrusion is fixedly installed above the clamp body bracket and adjacent to the side of the tapered pin; The free end of the elastic self-locking plate can be detachably engaged with the protrusion to achieve self-locking in the parking brake state.

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