Electric control mechanical caliper structure with parking function

Abstract

The utility model relates to the technical field of braking systems, in particular to an electric control mechanical caliper structure with a parking function. An electric control mechanical caliper structure with a parking function comprises a caliper assembly, a gear box assembly and a controller assembly, and is characterized in that the caliper assembly, the gear box assembly and the controller assembly are assembled in series in the axial direction. Compared with the prior art, the electric control mechanical caliper structure with the parking function is provided, the axial size of the electric control caliper assembly is compact, meanwhile, the gearbox is provided with the parking structure, the parking structure is convenient to arrange through the scheme that a ratchet wheel, a pawl and an electromagnet or a direct-current motor screw and a nut are adopted, and the requirement of an automobile for the installation size of electric control calipers is met.

Description

Technical Field

[0001] The utility model relates to the technical field of braking systems, and specifically relates to an electro-mechanical caliper structure with a parking function. Background Art

[0002] To meet the space layout of the automotive brake caliper on the vehicle, it is necessary to meet the left and right turning limits and the up and down jumping limit positions of the vehicle during driving. Therefore, the shorter the axial dimension of the brake caliper is, the better. At the same time, after adding a parking function to the brake caliper, the parking function parts cannot increase the axial dimension and have a small projected area, which is suitable for the installation and layout of the whole vehicle. Summary of the Invention

[0003] In order to overcome the deficiencies of the prior art, the utility model provides an electro-mechanical caliper structure with a parking function. The axial dimension of the electro-caliper assembly is compact. At the same time, the gearbox has a parking structure, and the parking structure adopts a ratchet and pawl plus an electromagnet or a DC motor screw nut scheme, which is convenient for layout and meets the installation dimension requirements of the vehicle for the electro-caliper.

[0004] To achieve the above object, an electro-mechanical caliper structure with a parking function is designed, which includes a caliper assembly, a gearbox assembly, and a controller assembly. The characteristics are as follows: the caliper assembly, the gearbox assembly, and the controller assembly are axially assembled in series;

[0005] The caliper assembly includes a caliper cylinder block, caliper friction plates, a ball screw, a ball nut, and steel balls. A ball screw is arranged in the caliper cylinder block. The ball screw consists of a screw thread section and a screw rod body. A ball nut is sleeved outside the screw thread section of the ball screw. One end of the screw thread section of the ball screw is connected to one end of an end cover, and the other end of the end cover is connected to the caliper friction plate; several closed circulation loops are arranged on the outer edge of the screw thread section of the ball screw, and several steel balls are arranged in the circulation loops;

[0006] The gearbox assembly includes a gearbox housing, a brushless DC motor, a motor gear, an intermediate gear assembly, and a parking mechanism. An intermediate gear assembly is arranged in the gearbox housing. The input end of the intermediate gear assembly is meshed and connected to the motor gear. The motor gear is axially connected to the drive shaft of the brushless DC motor. The output end of the intermediate gear assembly is meshed and connected to a drive gear. The drive gear is axially connected to the ball screw of the caliper assembly; a parking mechanism is arranged in the gearbox housing.

[0007] A boss is connected to the outside of the ball nut, and the ball nut and the boss are of an integral structure; the boss is one or more.

[0008] A groove matching with the boss of the ball nut is arranged on the inner side of the caliper cylinder block.

[0009] A male spline structure is arranged at the end of the screw rod body of the ball screw.

[0010] The end of the screw rod body of the ball screw is provided with an internal spline hole.

[0011] A support gasket, a thrust bearing, and a flat gasket are sleeved on the ball screw between the ball screw and the ball nut, and the support gasket, the thrust bearing, and the flat gasket are located inside the ball nut.

[0012] One side of the flat gasket is provided with a force sensor, and the force sensor is supported on the inner hole step of the caliper cylinder block.

[0013] The intermediate gear assembly includes a first upper gear, a bearing support plate, a first lower gear, and a first intermediate shaft. The top of the first intermediate shaft is pivotally connected to the first upper gear, and the first upper gear and the first intermediate shaft are of an integral structure. The first lower gear is pivotally connected below the first upper gear. A bearing support plate is sleeved on the outer side of the upper part of the first lower gear, and a bearing is provided between the upper part of the first lower gear and the bearing support plate. A first ball bearing is sleeved on the first intermediate shaft below the first lower gear.

[0014] The bearing is a ball bearing or a needle bearing.

[0015] The intermediate gear assembly includes a second upper gear, a second lower gear, and a second intermediate shaft. The second upper gear and the second lower gear are pivotally connected to the second intermediate shaft from top to bottom respectively.

[0016] The second upper gear and the second lower gear are of an integral structure, and a second ball bearing is provided between the second lower gear and the second intermediate shaft.

[0017] Third ball bearings are respectively provided on the upper side of the second upper gear and the lower side of the second lower gear, and the third ball bearings are sleeved on the second intermediate shaft.

[0018] The parking mechanism includes an electromagnet assembly, a pawl, a ratchet wheel, and a push rod. One end of the push rod is provided at the output end of the electromagnet assembly. The head of the pawl is provided on one side of the other end of the push rod, and the tail of the pawl is connected to the ratchet wheel in a mating manner. After the ratchet wheel and the pawl are engaged, ratchet wheel locking is adopted to form a self-locking mechanism.

[0019] The ratchet wheel is coaxially connected to the motor gear.

[0020] The parking pinion is pivotally connected below the ratchet wheel, and the parking pinion is meshed and connected with the drive gear.

[0021] The self-locking mechanism includes a rotating shaft fixing seat, a rotating shaft, and a torsion spring. The rotating shaft is connected to the pawl through the rotating shaft fixing seat. One end of the torsion spring is connected to the rotating shaft fixing seat, and the other end of the torsion spring is connected to the head of the pawl.

[0022] The head of the pawl is of an inclined surface structure.

[0023] Compared with the prior art, the present utility model provides an electro-mechanical caliper structure with a parking function. The axial dimension of the electro-mechanical caliper assembly is compact. At the same time, the gearbox has a parking structure, and the parking structure adopts a ratchet and pawl plus an electromagnet or a DC motor screw nut solution, which is convenient for layout and meets the installation dimension requirements of the electro-mechanical caliper for automobiles. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is an exploded view of the structure of the present utility model.

[0025] Figure 2 It is a cross-sectional view of the structure of the caliper assembly in the present utility model.

[0026] Figure 3 It is a schematic diagram of the ball nut structure with a single boss.

[0027] Figure 4 It is a schematic diagram of the ball nut structure with multiple bosses.

[0028] Figure 5 It is a schematic diagram of the caliper cylinder block structure with a single groove.

[0029] Figure 6 It is a schematic diagram of the caliper cylinder block structure with multiple grooves.

[0030] Figure 7 It is a schematic diagram of the ball screw structure with a male spline structure.

[0031] Figure 8 It is a schematic diagram of the ball screw structure with an internal spline hole.

[0032] Figure 9 It is a schematic diagram of the structure of the gearbox assembly in the present utility model.

[0033] Figure 10 It is a schematic diagram of the structure of the intermediate gear assembly - Scheme 1.

[0034] Figure 11 For Figure 10 Cross-sectional view of the structure.

[0035] Figure 12 It is a cross-sectional view of the structure of the intermediate gear assembly - Scheme 2.

[0036] Figure 13 It is a schematic diagram of the structure of the intermediate gear assembly - Scheme 3.

[0037] Figure 14 For Figure 13 Cross-sectional view of the structure.

[0038] Figure 15 It is a schematic diagram of the structure of the intermediate gear assembly - Scheme 4.

[0039] Figure 16 It is a schematic structural diagram of a bearing support plate.

[0040] Figure 17 It is an assembly schematic diagram of the first parking mechanism solution.

[0041] Figure 18 It is Figure 17 the top view of

[0042] Figure 19 It is a schematic structural diagram of the first parking mechanism solution.

[0043] Figure 20 It is an assembly schematic diagram of the second parking mechanism solution.

[0044] Figure 21 It is Figure 20 the top view of

[0045] Figure 22 It is a schematic structural diagram of the second parking mechanism solution.

[0046] Refer to Figures 1 to 22 , 1 is the caliper assembly, 1-1 is the caliper friction plate, 1-2 is the caliper cylinder block, 1-3 is the ball nut, 1-4 is the thrust bearing, 1-5 is the force sensor, 1-6 is the ball screw, 1-7 is the steel ball, 1-8 is the end cover, 1-9 is the boss, 1-10 is the groove, 1-11 is the male spline structure, 2 is the gearbox assembly, 2-1 is the brushless DC motor, 2-2 is the gearbox housing, 2-3 is the motor gear, 2-4 is the intermediate gear assembly, 2-4-1 is the first upper gear, 2-4-2 is the first intermediate shaft, 2-4-3 is the bearing support plate, 2-4-4 is the first lower gear, 2-4-5 is the bearing, 2-4-6 is the first ball bearing, 2-4-7 is the second intermediate shaft, 2-4-8 is the second upper gear, 2-4-9 is the second lower gear, 2-4-10 is the second ball bearing, 2-4-11 is the third ball bearing, 2-5 is the drive gear, 2-6 is the parking mechanism, 2-6-1 is the electromagnet assembly, 2-6-2 is the ejector rod, 2-6-3 is the pawl, 2-6-4 is the ratchet, 2-7 is the parking pinion, 2-8 is the self-locking mechanism, 2-8-1 is the rotating shaft, 2-8-2 is the rotating shaft fixing seat, 2-8-3 is the torsion spring, 3 is the controller assembly. Detailed implementation manners

[0047] The following further describes the present invention with reference to the accompanying drawings.

[0048] As Figure 1 shown, an electro-mechanical caliper structure with a parking function of the present invention includes a caliper assembly, a gearbox assembly, and a controller assembly. The caliper assembly 1, the gearbox assembly 2, and the controller assembly 3 are axially serially assembled.

[0049] As shown Figures 2 to 8 in the figure, the caliper assembly 1 includes a caliper cylinder block, caliper friction pads, a ball screw, a ball nut, and steel balls. A ball screw 1-6 is provided in the caliper cylinder block 1-2. The ball screw 1-6 is composed of a screw thread section and a screw rod body. A ball nut 1-3 is sleeved outside the screw thread section of the ball screw 1-6. One end of the end of the screw thread section of the ball screw 1-6 is connected to one end of an end cover 1-8, and the other end of the end cover 1-8 is connected to the caliper friction pad 1-1. A number of closed circulation circuits are provided on the outer edge of the screw thread section of the ball screw 1-6, and a number of steel balls 1-7 are provided in the circulation circuits.

[0050] A boss 1-9 is connected to the outside of the ball nut 1-3, and the ball nut 17 and the boss 19 are of an integral structure; the boss 1-9 is one or more.

[0051] A groove 1-10 matching with the boss 1-9 of the ball nut 1-3 is provided on the inner side of the caliper cylinder block 1-2.

[0052] A male spline structure 1-11 is provided at the end of the screw rod body of the ball screw 1-6.

[0053] An internal spline hole is provided at the end of the screw rod body of the ball screw 1-6.

[0054] A support gasket, a thrust bearing 1-4, and a flat gasket are sleeved on the ball screw 1-6 between the ball screw 1-6 and the ball nut 1-3, and the support gasket, the thrust bearing 1-4, and the flat gasket are located inside the ball nut 1-3.

[0055] A force sensor 1-5 is provided on one side of the flat gasket, and the force sensor 1-5 is supported on the inner hole step of the caliper cylinder block 1-2.

[0056] The ball screw 1-6 directly pushes the caliper friction pad 1-1; one or more bosses 1-9 are provided on the ball nut 1-3, and one or more grooves 1-10 are provided in the inner hole of the caliper cylinder block 1-2. The two cooperate to limit the rotation of the ball nut 1-3.

[0057] The balls (i.e., the steel balls 1-7) roll in a cycle on the ball screw 1-6. When the ball screw 1-6 rotates, the ball nut 1-3 moves back and forth. The thrust bearing 1-4 is inside the ball nut 1-3, and the caliper cylinder block 1-2 may or may not be provided with the force sensor 1-5.

[0058] The tail of the ball screw 1-6 is provided with a male spline, or the middle of the ball screw 1-6 is provided with an internal spline hole. The advantage is to reduce the combined height of the caliper assembly 1 and the gearbox assembly 2 and reduce the axial dimension.

[0059] As Figure 9As shown in the figure, the gearbox assembly 2 includes a gearbox housing, a brushless DC motor, a motor gear, an intermediate gear assembly, and a parking mechanism. An intermediate gear assembly 2-4 is provided inside the gearbox housing 2-2. The input end of the intermediate gear assembly 2-4 is meshed and connected to the motor gear 2-3. The motor gear 2-3 is axially connected to the drive shaft of the brushless DC motor 2-1. The output end of the intermediate gear assembly 2-4 is meshed and connected to the drive gear 2-5. The drive gear 2-5 is axially connected to the ball screw 1-6 of the caliper assembly 1.

[0060] As Figure 10 , Figure 11 shown, it is a schematic structural diagram of the first solution of the intermediate gear assembly.

[0061] The intermediate gear assembly 2-4 includes a first upper gear, a bearing support plate, a first lower gear, and a first intermediate shaft. The top of the first intermediate shaft 2-4-2 is axially connected to the first upper gear 2-4-1, and the first upper gear 2-4-1 and the first intermediate shaft 2-4-2 are of an integral structure. The first lower gear 2-4-4 is axially connected below the first upper gear 2-4-1. A bearing support plate 2-4-3 is sleeved on the outer side of the upper part of the first lower gear 2-4-4, and a bearing 2-4-5 is provided between the upper part of the first lower gear 2-4-4 and the bearing support plate 2-4-3. A first ball bearing 2-4-6 is sleeved on the first intermediate shaft 2-4-2 below the first lower gear 2-4-4. The bearing 2-4-5 is a ball bearing.

[0062] It is connected to the gearbox housing 2-2 through the first ball bearing 2-4-6 at the lower part, and the outer ring of the ball bearing in the middle position is connected to the gearbox housing 2-2 through a bearing support plate 2-4-3, forming the positioning of the intermediate gear set.

[0063] As Figure 12 shown, it is a schematic structural diagram of the second solution of the intermediate gear assembly.

[0064] The intermediate gear assembly 2-4 includes a first upper gear, a bearing support plate, a first lower gear, and a first intermediate shaft. The top of the first intermediate shaft 2-4-2 is axially connected to the first upper gear 2-4-1, and the first upper gear 2-4-1 and the first intermediate shaft 2-4-2 are of an integral structure. The first lower gear 2-4-4 is axially connected below the first upper gear 2-4-1. A bearing support plate 2-4-3 is sleeved on the outer side of the upper part of the first lower gear 2-4-4, and a bearing 2-4-5 is provided between the upper part of the first lower gear 2-4-4 and the bearing support plate 2-4-3. A first ball bearing 2-4-6 is sleeved on the first intermediate shaft 2-4-2 below the first lower gear 2-4-4. The bearing 2-4-5 is a needle bearing.

[0065] It is connected to the gearbox housing 2-2 through the first ball bearing 2-4-6 at the lower part, and the outer ring of the needle bearing in the middle position is connected to the gearbox housing 2-2 through a bearing support plate 2-4-3, forming the positioning of the intermediate gear set.

[0066] As Figure 13 , Figure 14 shown, it is a schematic structural diagram of the third solution of the intermediate gear assembly.

[0067] The intermediate gear assembly 2-4 includes a second upper gear, a second lower gear, and a second intermediate shaft. The second upper gear 2-4-8 and the second lower gear 2-4-9 are axially connected to the second intermediate shaft 2-4-7 from top to bottom. The second upper gear 2-4-8 and the second lower gear 2-4-9 are of an integral structure, and a second ball bearing 2-4-10 is provided between the second lower gear 2-4-9 and the second intermediate shaft 2-4-7.

[0068] A second intermediate shaft 2-4-7 is used for positioning connection with the gearbox housing 2-2. A second ball bearing 2-4-10 is arranged on the inner side of the lower part of the gear set (i.e., the integral structure of the second upper gear 2-4-8 and the second lower gear 2-4-9). The outer ring of the second ball bearing 2-4-10 is connected to the gear set, the inner ring of the second ball bearing 2-4-10 is connected to the second intermediate shaft 2-4-7, and the upper part of the gear set has a clearance fit with the second intermediate shaft 2-4-7, forming a sliding fit. A positioning hole is arranged inside the controller assembly 3 to support the upper part of the second intermediate shaft 2-4-7.

[0069] As Figure 15 shown, it is a schematic structural diagram of the fourth solution of the intermediate gear assembly.

[0070] The intermediate gear assembly 2-4 includes a second upper gear, a second lower gear, and a second intermediate shaft. The second upper gear 2-4-8 and the second lower gear 2-4-9 are axially connected to the second intermediate shaft 2-4-7 from top to bottom. Third ball bearings 2-4-11 are respectively arranged on the upper side of the second upper gear 2-4-8 and the lower side of the second lower gear 2-4-9, and the third ball bearings 2-4-11 are sleeved on the second intermediate shaft 2-4-7.

[0071] It is supported by the third ball bearings 2-4-11 at the uppermost and lowermost positions.

[0072] As Figures 17 to 19 shown, it is a schematic structural diagram of the first solution of the intermediate gear assembly and the parking mechanism.

[0073] The parking mechanism 2-6 is arranged inside the gearbox housing 2-2. The parking mechanism 2-6 includes an electromagnet assembly, a pawl, a ratchet wheel, and a push rod. One end of the push rod 2-6-2 is provided at the output end of the electromagnet assembly 2-6-1. On one side of the other end of the push rod 2-6-2, the head of the pawl 2-6-3 is provided. The tail of the pawl 2-6-3 is connected to the ratchet wheel 2-6-4 in a mating manner. After the ratchet wheel 2-6-4 and the pawl 2-6-3 are engaged, the ratchet wheel 2-6-4 is used for locking to form a self-locking mechanism 2-8.

[0074] The ratchet wheel 2-6-4 is coaxially connected to the motor gear 2-3.

[0075] The self-locking mechanism 2-8 includes a rotating shaft fixing seat, a rotating shaft, and a torsion spring. The rotating shaft 2-8-1 is connected to the pawl 2-6-3 through the rotating shaft fixing seat 2-8-2. One end of the torsion spring 2-8-3 is connected to the rotating shaft fixing seat 2-8-2 located on the shaft fixing seat, and the other end of the torsion spring 2-8-3 is connected to the head of the pawl 2-6-3.

[0076] The head of the pawl 2-6-3 is a bevel structure.

[0077] The first parking function solution is as follows: An independent ratchet wheel 2-6-4 is arranged on the drive shaft of the brushless DC motor 2-1. The pawl 2-6-3 that cooperates with the ratchet wheel 2-6-4, and a rotating shaft 2-8-1 is arranged in the middle of the pawl 2-6-3. It is fixed on the gearbox housing 2-2 through the rotating shaft fixing seat 2-8-2, so that the pawl 2-6-3 can rotate along the rotating shaft 2-8-1. At the same time, a torsion spring 2-8-3 is arranged on the rotating shaft fixing seat 2-8-2 on the rotating shaft 2-8-1. One end of the torsion spring 2-8-3 presses on the head of the pawl 2-6-3, so that the pawl 2-6-3 contacts the ratchet wheel 2-6-4 to form a self-locking structure and realize the parking function. The other end of the pawl 2-6-3 is set as a bevel structure. By using the output end of the electromagnet assembly 2-6-1 to drive the push rod 2-6-2 to make a reciprocating motion (or the reciprocating motion formed by a DC motor plus a screw nut), the bevel structure at the end of the pawl 2-6-3 is pushed to overcome the spring force of the torsion spring 2-8-3, so that the pawl 2-6-3 is away from the ratchet wheel 2-6-4, and the brushless DC motor 2-1 can move freely to realize the driving braking function.

[0078] When the head of the push rod 2-6-2 is in the retracted state, one end of the torsion spring 2-8-3 presses on the pawl 2-6-3, so that the pawl 2-6-3 and the ratchet wheel 2-6-4 are engaged, restricting the rotation of the motor shaft of the brushless DC motor 2-1 to realize the parking function.

[0079] When the head of the push rod 2-6-2 is pushed out, it pushes the pawl 2-6-3 to rotate a certain angle along the rotating shaft 2-8-1. The pawl 2-6-3 is separated from the ratchet wheel 2-6-4, and the motor shaft of the brushless DC motor 2-1 can rotate freely to realize the driving braking function.

[0080] Advantages of this solution: The head of the ejector rod 2-6-2 can be arranged in a direction parallel to the motor shaft of the brushless DC motor 2-1, which is convenient for the layout of the gearbox assembly 2 structure.

[0081] As Figures 20 to 22 shown, it is a schematic structural diagram of the intermediate gear assembly and the parking mechanism solution 1.

[0082] The parking mechanism 2-6 is provided inside the gearbox housing 2-2. The parking mechanism 2-6 includes an electromagnet assembly, a pawl, a ratchet wheel, and an ejector rod. One end of the ejector rod 2-6-2 is provided at the output end of the electromagnet assembly 2-6-1. On one side of the other end of the ejector rod 2-6-2, the head of the pawl 2-6-3 is provided. The tail of the pawl 2-6-3 is connected to the ratchet wheel 2-6-4 in a mating manner; a self-locking mechanism 2-8 is connected below the pawl 2-6-3.

[0083] The ratchet wheel 2-6-4 is axially connected to a parking pinion 2-7 below. The parking pinion 2-7 is meshed and connected with the driving gear 2-5.

[0084] The self-locking mechanism 2-8 includes a rotating shaft fixing seat, a rotating shaft, and a torsion spring. The rotating shaft 2-8-1 is connected to the pawl 2-6-3 through the rotating shaft fixing seat 2-8-2. One end of the torsion spring 2-8-3 is connected to the rotating shaft fixing seat 2-8-2 located on the shaft fixing seat, and the other end of the torsion spring 2-8-3 is connected to the head of the pawl 2-6-3.

[0085] The head of the pawl 2-6-3 is a bevel structure.

[0086] The parking function solution 2 is as follows: An independent parking pinion 2-7 is fixed together with the ratchet wheel 2-6-4. The parking pinion 2-7 is directly meshed with the driving gear 2-5 and can be arranged at any suitable position on the circumference of the driving gear 2-5. A pawl 2-6-3 that is fixed on the gearbox housing 2-2 but can rotate is provided and cooperates with the ratchet wheel 2-6-4. At the same time, a torsion spring 2-8-3 is arranged on the rotating shaft fixing seat 2-8-2 on the rotating shaft 2-8-1. One end of the torsion spring 2-8-3 presses on the head of the pawl 2-6-3, making the pawl 2-6-3 contact with the ratchet wheel 2-6-4 to form a self-locking structure, restricting the rotation of the parking pinion 2-7 and realizing the parking function. The head of the pawl 2-6-3 is also provided with a bevel structure. By using the output end of the electromagnet assembly 2-6-1 to drive the ejector rod 2-6-2 to make reciprocating motion (or the reciprocating motion formed by a DC motor and a screw nut), the bevel structure at the end of the pawl 2-6-3 is pushed to overcome the spring force of the torsion spring 2-8-3, making the pawl 2-6-3 away from the ratchet wheel 2-6-4, and the parking pinion 2-7 can move freely, and the driving torque is applied by the motor to realize the driving braking function.

[0087] When the head of the ejector rod 2-6-2 is in the retracted state, one end of the torsion spring 2-8-3 presses against the pawl 2-6-3, causing the pawl 2-6-3 to engage with the ratchet wheel 2-6-4, restricting the rotation of the parking pinion 2-7 engaged with the drive gear 2-5, and realizing the parking function.

[0088] When the head of the ejector rod 2-6-2 ejects, it pushes the pawl 2-6-3 to rotate a certain angle along the rotating shaft 2-8-1. The pawl 2-6-3 is separated from the ratchet wheel 2-6-4, and the drive gear 2-5 and the parking pinion 2-7 can rotate freely, realizing the driving braking function.

[0089] Advantages of this solution: The head of the ejector rod 2-6-2 can be arranged in a direction parallel to the motor shaft of the brushless DC motor 2-1. At the same time, the parking pinion 2-7 can be arranged at any position on the circumference of the drive gear 2-5, facilitating the arrangement of the structure of the gearbox assembly 2.

Claims

1. An electronically controlled mechanical caliper structure with a parking function, comprising a caliper assembly, a gear box assembly, and a controller assembly, characterized in that: The caliper assembly (1), the gear box assembly (2), and the controller assembly (3) are axially assembled in series; The caliper assembly (1) comprises a caliper cylinder, a caliper friction plate, a ball screw, a ball nut, and a steel ball. A ball screw (1-6) is arranged in the caliper cylinder (1-2). The ball screw (1-6) is composed of a screw thread section and a screw rod body. A ball nut (1-3) is sleeved on the outer side of the screw thread section of the ball screw (1-6). The end of the screw thread section of the ball screw (1-6) is connected to one end of an end cover (1-8), and the other end of the end cover (1-8) is connected to the caliper friction plate (1-1). A plurality of closed circulation loops are arranged at the outer edge of the screw thread section of the ball screw (1-6), and a plurality of steel balls (1-7) are arranged in the circulation loops. The gearbox assembly (2) comprises a gearbox housing, a brushless DC motor, a motor gear, an intermediate gear assembly, and a parking mechanism. An intermediate gear assembly (2-4) is arranged inside the gearbox housing (2-2). The input end of the intermediate gear assembly (2-4) is meshedly connected to the motor gear (2-3). The motor gear (2-3) is axially connected to the drive shaft of the brushless DC motor (2-1). The output end of the intermediate gear assembly (2-4) is meshedly connected to the drive gear (2-5). The drive gear (2-5) is axially connected to the ball screw (1-6) of the caliper assembly (1). The parking mechanism (2-6) is arranged inside the gearbox housing (2-2).

2. The electronically controlled mechanical caliper structure with parking function according to claim 1, characterized in that: The outer side of the ball nut (1-3) is connected to the boss (1-9), and the ball nut (1-3) and the boss (1-9) are an integrated structure; the boss (1-9) is one or more.

3. The electronically controlled mechanical caliper structure with parking function according to claim 1, characterized in that: The inner side of the caliper cylinder body (1-2) is provided with a groove (1-10) which matches with the boss (1-9) of the ball nut (1-3).

4. The electronically controlled mechanical caliper structure with parking function according to claim 1, characterized in that: The end of the screw rod body of the ball screw (1-6) is provided with a male spline structure (1-11).

5. The electronically controlled mechanical caliper structure with parking function according to claim 1, characterized in that: An inner spline hole is provided at the end of the screw rod body of the ball screw (1-6).

6. The electronically controlled mechanical caliper structure with parking function according to claim 1, characterized in that: A support washer, a thrust bearing (1-4) and a flat washer are sleeved on the ball screw (1-6) between the ball screw (1-6) and the ball nut (1-3), and the support washer, the thrust bearing (1-4) and the flat washer are located inside the ball nut (1-3).

7. The electronically controlled mechanical caliper structure with parking function according to claim 6, characterized in that: A force sensor (1-5) is provided on one side of the flat gasket, and the force sensor (1-5) is supported on an inner hole step of a caliper cylinder body (1-2).

8. The electronically controlled mechanical caliper structure with parking function according to claim 1, characterized in that: The intermediate gear assembly (2-4) comprises a first upper gear, a bearing support plate, a first lower gear and a first intermediate shaft; the top of the first intermediate shaft (2-4-2) is axially connected to the first upper gear (2-4-1), and the first upper gear (2-4-1) and the first intermediate shaft (2-4-2) are of an integrated structure; the bottom of the first upper gear (2-4-1) is axially connected to the first lower gear (2-4-4); the outer side of the upper portion of the first lower gear (2-4-4) is sleeved with a bearing support plate (2-4-3), and a bearing (2-4-5) is provided between the upper portion of the first lower gear (2-4-4) and the bearing support plate (2-4-3); and the first intermediate shaft (2-4-2) located below the first lower gear (2-4-4) is sleeved with a first ball bearing (2-4-6).

9. The electronically controlled mechanical caliper structure with parking function according to claim 8, characterized in that: The bearing (2-4-5) is a ball bearing or a needle bearing.

10. The electronically controlled mechanical caliper structure with parking function according to claim 1, characterized in that: The intermediate gear assembly (2-4) comprises a second upper gear, a second lower gear, and a second intermediate shaft, and the second intermediate shaft (2-4-7) is axially connected to the second upper gear (2-4-8) and the second lower gear (2-4-9) from top to bottom.

11. The electronically controlled mechanical caliper structure with parking function according to claim 10, characterized in that: The second upper gear (2-4-8) and the second lower gear (2-4-9) are of an integrated structure, and a second ball bearing (2-4-10) is provided between the second lower gear (2-4-9) and the second intermediate shaft (2-4-7).

12. The electronically controlled mechanical caliper structure with parking function according to claim 10, characterized in that: A third ball bearing (2-4-11) is provided on the upper side of the second upper gear (2-4-8) and the lower side of the second lower gear (2-4-9), respectively, and the third ball bearing (2-4-11) is sleeved on the second intermediate shaft (2-4-7).

13. The electronically controlled mechanical caliper structure with parking function according to claim 1, characterized in that: The parking mechanism (2-6) comprises an electromagnet assembly, a pawl, a ratchet wheel, and a push rod; the output end of the electromagnet assembly (2-6-1) is provided with one end of the push rod (2-6-2); the other end of the push rod (2-6-2) is provided with a head of a pawl (2-6-3); the tail of the pawl (2-6-3) is connected to the ratchet wheel (2-6-4); after the ratchet wheel (2-6-4) and the pawl (2-6-3) are engaged, the ratchet wheel (2-6-4) is used to lock, thereby forming a self-locking mechanism (2-8).

14. The electronically controlled mechanical caliper structure with parking function according to claim 13, characterized in that: The ratchet wheel (2-6-4) is coaxially connected to the motor gear (2-3).

15. The electronically controlled mechanical caliper structure with parking function according to claim 13, characterized in that: The lower shaft of the ratchet wheel (2-6-4) is connected to a parking pinion (2-7), and the parking pinion (2-7) is meshingly connected with the driving gear (2-5).

16. The electronically controlled mechanical caliper structure with parking function according to claim 13, characterized in that: The self-locking mechanism (2-8) comprises a rotating shaft fixing seat, a rotating shaft, and a torsion spring. The rotating shaft (2-8-1) is connected to the ratchet (2-6-3) via the rotating shaft fixing seat (2-8-2). One end of the torsion spring (2-8-3) is connected to the shaft fixing seat (2-8-2), and the other end of the torsion spring (2-8-3) is connected to the head of the ratchet (2-6-3).

17. An electronically controlled mechanical caliper structure with parking function according to claim 13 or 16, characterized in that: The head of the ratchet pawl (2-6-3) is an inclined surface structure.

Images