Electromechanical brake caliper assembly with integrated parking locking mechanism

Abstract

This utility model relates to the field of brake calipers, and discloses an electromechanical brake caliper assembly integrating a parking lock mechanism, including a brake caliper assembly and a brake motor assembly, which are fixedly connected. The brake caliper assembly includes a caliper body, a force sensor, a ball screw assembly, and a friction pad assembly. The brake motor assembly includes a PCBA, an ECU main housing, and a lower housing arranged from top to bottom. An actuator motor is installed at the bottom of the lower housing, and a gear transmission assembly and a parking lock device are installed inside the lower housing. The actuator motor and the gear transmission assembly are linked through the parking lock device. A clamping force transmission module is provided between the PCBA and the brake caliper assembly. The PCBA's elastic contact pin is connected to the upper pin, so that the force sensor sends a signal to the PCBA through the clamping force transmission module. Compared with using an external cable to connect the force sensor and the controller to transmit signals, this utility model is simpler to assemble and the signal transmission is safer and more reliable.

Description

Technical Field

[0001] This utility model relates to the field of brake calipers, and more particularly to an electromechanical brake caliper assembly with an integrated parking locking mechanism. Background Technology

[0002] EMB (Electromechanical Brake) brake calipers use a combination of electronic and mechanical braking. They employ electrical wiring as the energy signal transmission medium and a motor-driven ball screw to actuate friction pads for braking. To achieve precise control of the braking force, a force sensor is introduced into the caliper braking system as a closed-loop control detection method. This places higher demands on how the force sensor can be conveniently and reliably connected to the ECU controller for signal transmission. For example, Chinese invention patent CN117104204A, entitled "Electromechanical Braking Device with Mounting Surface Fitting and Wiring in Vehicles," discloses an electromechanical braking device with mounting surface fitting and wiring. This device includes a driver housing and a brake housing. Each housing includes a mounting surface, and at least one mounting surface includes at least one groove. This groove is used to avoid at least one signal transmission line, which is used to electrically connect at least one circuit component housed within the driver housing or the brake housing. This connection method makes the overall structure of the caliper assembly more complex, and the limited space at the wheel end makes matching difficult. In recent years, a technical solution has emerged that directly integrates the parking ratchet-pawl mechanism to the motor output end, such as the Chinese invention patent with publication number CN 117905879 A, ​​entitled "Electromechanical Parking Self-Locking Mechanism, Control Method and Vehicle". When it is necessary to lock the brake motor, the brake motor maintains a certain braking force. The solenoid valve is energized, which pushes the pawl to the locking position through the magnetic push rod. At this time, one end of the pawl extends between two adjacent ratchet teeth. Then the brake motor is de-energized. At this time, due to the load, the brake motor will rotate in reverse, thereby driving the ratchet and pawl to lock together. Then the solenoid valve is de-energized again, realizing the locking of the brake motor. However, in this structure, when the brake motor is restricted to rotating forward in the locked state, when it is necessary to increase the braking force, it is necessary to first unlock the motor, then the brake motor rotates in reverse to increase the braking force, and then lock the brake motor again through the solenoid valve. This requires unlocking the motor, rotating in reverse to increase the braking force, and then relocking, which results in a response delay. The steps are cumbersome and also affect the goal of achieving precise control in the first time.

[0003] Therefore, the existing technology still has the following shortcomings: 1. Electromagnets require continuous power to maintain parking, resulting in high energy consumption; 2. When parking and then clamping (re-braking), the electromagnet must be repeatedly switched on and off, which is a complicated process; 3. The force sensor and the ECU are generally connected by a wiring harness. The wiring harness is easily damaged if it is external, and the slotted structure makes it easy for dust to enter, which can affect the clamp body. 4. Built-in wiring harnesses present problems such as complex assembly processes and poor reliability.

[0004] Therefore, there is an urgent need for a more compact and reliable electromechanical brake caliper assembly structure. Utility Model Content

[0005] This utility model addresses the shortcomings of existing technologies by providing an electromechanical brake caliper assembly with an integrated parking locking mechanism.

[0006] The present invention solves the above-mentioned technical problems through the following technical solution: An electromechanical brake caliper assembly with an integrated parking locking mechanism includes a brake caliper assembly and a brake motor assembly, which are fixedly connected. The brake caliper assembly includes a caliper body, a force sensor, a ball screw assembly, and a friction plate assembly. The ball screw assembly is installed in the caliper body and can drive the friction plate assembly to move. The force sensor is connected to the ball screw assembly to obtain the braking clamping force. The force sensor is installed in the caliper body, and its upper and lower mounting surfaces abut against the caliper body and the ball screw assembly respectively to detect the braking clamping force and output a signal. The brake motor assembly includes a PCBA, an ECU main housing, and a lower housing arranged from top to bottom. An actuator motor is installed at the bottom of the lower housing. A gear transmission group that is linked to the output shaft of the actuator motor is installed inside the lower housing, as well as a parking lock device for locking the output shaft of the actuator motor. A clamping force transmission module is provided between the PCBA and the brake caliper assembly. The clamping force transmission module includes an upper module and a lower module. The upper module and the lower module are respectively injection molded with upper pins and lower pins. The upper pins and the lower pins are electrically connected by a flexible flat cable. The two ends of the flexible flat cable are fixed to the upper pins and the lower pins by a flat cable fixing block. The PCBA has several PCBA elastic contact pins on its board. The force sensor is equipped with a pin module, which includes several sensor elastic pins for transmitting braking clamping force signals. The sensor elastic pins are connected to the lower pins, and the PCBA elastic contact pins are connected to the upper pins, so that the force sensor sends a signal to the PCBA through the clamping force transmission module. The parking lock device includes an electromagnet assembly and a parking pawl assembly. A parking ratchet, motor gear, and motor angle magnet are mounted on the output end of the actuator motor. The parking ratchet is mounted on the output shaft of the actuator motor and driven to rotate by the actuator motor. The electromagnet assembly includes a bidirectional self-holding electromagnet and a magnetic push rod. The bidirectional self-holding electromagnet drives the magnetic push rod to extend or retract by forward or reverse energizing. A permanent magnet built into the bidirectional self-holding electromagnet holds the magnetic push rod in the extended or retracted state. The magnetic push rod is connected to the parking pawl assembly via an elastic spring component. The parking pawl assembly is rotatably mounted on the parking pawl shaft. A pawl hook extends from one side of the parking pawl assembly for engaging with the parking ratchet. The elastic spring component deforms when the magnetic push rod extends, providing a spring force that presses the parking pawl assembly against the parking ratchet. When the magnetic push rod retracts, the deformation provides a spring force that reverses the parking pawl assembly away from the parking ratchet. The elastic connection structure in the parking lock device enables rapid response for parking and re-braking, improving system responsiveness. The clamping force transmission module uses elastic pins instead of wiring harnesses. Stable signal transmission between the force sensor and PCBA is achieved through this module, ensuring reliable signal transmission and improving braking control accuracy. This achieves efficient communication and power supply between the PCBA and the force sensor. The elastic pin design provides buffering and compensation capabilities, absorbing offsets caused by assembly tolerances and vibrations, preventing bending failures, and ensuring the continuity and stability of signal transmission. This is particularly suitable for scenarios with extremely high reliability requirements, such as automotive braking systems. The clamping force transmission module, PCBA, and force sensor are all connected via elastic pin contacts. This connection eliminates the need for precise alignment during assembly, reducing the precision requirements for related components and thus simplifying the assembly process. It also avoids losses caused by improper assembly.

[0007] Because the clamping force transmission module is connected to the PCBA and force sensor using elastic pin contacts, the reliability of signal transmission under strong vibration conditions is improved, avoiding the problem of rigid pins breaking due to long-term vehicle vibration, and extending the service life of the brake clamping force transmission module assembly.

[0008] Preferably, the mounting surface of the force sensor is parallel to the mounting surface of the PCBA, ensuring that the sensor's elastic pins are parallel to the PCBA's elastic contact pins. With the force sensor's mounting surface parallel to the PCBA and the sensor's elastic pins parallel to the PCBA's elastic contact pins, the force is evenly distributed during insertion and removal, preventing bending failure. The clamping force transmission module uses a flexible flat cable structure, connected by soldering pins between the upper and lower modules, achieving stable transmission of the clamping force signal and improving assembly efficiency and signal transmission stability.

[0009] Preferably, the electromagnet assembly also includes a Hall effect chip. The electromagnet assembly is connected to the PCBA via electromagnet pins. A position magnet is mounted on the magnetic push rod, and the position magnet moves synchronously with the magnetic push rod. The Hall effect chip detects the position status of the magnetic push rod by sensing changes in the magnetic flux of the position magnet and feeds the signal back to the ECU controller on the PCBA. This enables real-time monitoring of the electromagnet push rod's position status, improving the accuracy of the control system's judgment of the parking status; effectively preventing parking failures due to electromagnet malfunctions; and enhancing system safety and reliability, meeting functional safety requirements.

[0010] Preferably, the top of the lower housing of the brake motor assembly is provided with a mounting slot for accommodating the lower module, the bottom of the ECU main housing is provided with a gear positioning shaft, the top of the ECU main housing is fitted with an ECU cover, the bottom of the ECU main housing mates with the lower housing of the brake motor assembly, and the bottom of the ECU main housing is provided with a sealing ring groove for installing the ECU sealing ring. This design improves assembly precision and ensures module installation stability; the sealing structure design enhances dustproof and waterproof capabilities, improving system environmental adaptability; and the overall structural layout optimizes assembly efficiency.

[0011] Preferably, the ECU main housing has a male wiring harness interface on its side for connecting to an external vehicle controller. This male interface connects to the PCBA via a connector pin. The ECU main housing has a through-hole for the PCBA connector pin to pass through, and the top of the ECU main housing has a connection terminal for connecting the actuator motor power supply pin to the PCBA. This achieves efficient communication and power supply between the PCBA and the force sensor.

[0012] Preferably, the ball screw assembly includes a nut, a screw, and a self-aligning washer. The self-aligning washer is fitted onto the screw near the brake motor assembly, with the convex surface of the screw engaging with the concave surface of the self-aligning washer. The outer surface of the nut has several axially extending anti-rotation grooves circumferentially, and the clamp body has anti-rotation bolts radially positioned therefrom. The ends of the anti-rotation bolts engage with the anti-rotation grooves to restrict the rotation of the nut. This effectively prevents the ball screw assembly from rotating, improving transmission accuracy; it also ensures a stable driving force between the ball screw and the friction plate, improving the consistency and stability of the system's braking response.

[0013] Preferably, the upper end of the nut is provided with a shaft-shaped annular groove, and a buffer rubber ring is interference-fitted into the shaft-shaped annular groove. The upper end face of the buffer rubber ring has multiple spherical protrusions that cushion against the inner wall of the clamp body. The inner wall of the buffer rubber ring is provided with an annular groove, and a rubber ring skeleton is provided inside the buffer rubber ring. The buffer structure design effectively absorbs the impact caused by the collision between the screw and the nut when the ball screw rotates in the opposite direction and retracts to the zero point of the ball screw's mechanical stroke, reducing noise, improving the smoothness of system operation, preventing gear set damage caused by impact, and extending the service life of the system.

[0014] Preferably, the lower end of the nut has a nut lower end shaft-shaped annular groove, and a ball screw dust cover is interference-fitted into the nut lower end shaft-shaped annular groove; the inner wall of the ball screw dust cover has multiple support protrusions circumferentially arranged to mate with the nut; the outer wall of the ball screw dust cover has a rubber annular groove; the inner wall of the ball screw dust cover also has a dust cover hole sealing ring; and a dust cover skeleton is installed inside the ball screw dust cover. The ball screw dust cover has evenly distributed support protrusions, which elastically contact the ball screw nut to provide lateral elastic support, avoiding sensor errors caused by caliper deformation.

[0015] Preferably, the brake caliper assembly also includes a bracket for mounting the friction pad assembly. Both sides of the caliper body are connected to the bracket via sliding shafts. Sliding shaft mounting bolts secure the sliding shafts, which are located near the bracket. A dust cover is installed on the sliding shaft near the bracket. This effectively prevents dust and moisture from entering the ball screw, improving dustproof sealing performance, preventing foreign object intrusion and jamming, extending the ball screw's service life, and improving system reliability. The sliding shaft is installed in an inverted manner, effectively balancing the center of gravity of the brake motor assembly, reducing sliding resistance, improving braking drag performance, and extending the service life of the friction pads.

[0016] The elastic rebound components are a parking compression spring and a parking pawl return torsion spring. The output end of the magnetic push rod is fixedly connected to a parking spring seat, and a parking compression spring is fitted on the parking spring seat. The parking pawl assembly has a parking fork at one end that abuts against the parking compression spring, and a pawl hook at the other end that engages with the parking ratchet. The parking pawl assembly can rotate around the parking pawl pivot. The parking fork elastically abuts against the parking compression spring, and the preload of the parking compression spring on the parking fork causes the pawl hook to press down and maintain engagement with the ratchet teeth of the parking ratchet. A parking pawl return torsion spring is fitted onto the parking pawl assembly and is used to drive the parking pawl assembly to disengage from the parking ratchet. This design eliminates the need for the electromagnet assembly to operate when the vehicle is locked, ensuring that the pawl and ratchet remain in engagement throughout the process, preventing the vehicle from rolling. The parking re-braking function can be directly achieved by controlling the brake motor, ensuring that the parking pawl automatically resets after release, improving the system's automation level, and enhancing the response speed and reliability of parking locking and releasing.

[0017] Preferably, the elastic rebound component is an elastic spring, connecting the parking pawl assembly and the magnetic push rod. The output end of the magnetic push rod is fixedly connected to a pin seat, on which a radially extending pin is mounted. The elastic spring includes an integrally formed elastic buffer portion and a sleeve portion. The elastic buffer portion has continuous arc-shaped segments with opposite bending directions. One end of the elastic buffer portion is fixedly installed on the side of the parking pawl assembly away from the pawl hook, and the other end is connected to the sleeve portion. An annular hole is formed in the center of the sleeve portion, which is positioned on the pin through the annular hole and can rotate on the pin. The elastic buffer of the elastic spring and the rotational cooperation of the pin ensure that the parking pawl remains engaged with the ratchet when the bidirectional self-holding electromagnet magnetic push rod is extended. Braking force adjustment does not require an unlocking-relocking step, resulting in a short response time and solving the problem of cumbersome braking force adjustment steps in existing technologies. The elastic connection between the bidirectional self-holding electromagnet magnetic push rod and the pawl adapts to the dynamic engagement requirements of the ratchet, making the parking lock and release control process simpler and requiring lower control precision.

[0018] This utility model, by adopting the above technical solution, has significant technical effects: 1. A bidirectional self-holding electromagnet is used as the parking locking and unlocking mechanism. By changing its forward and reverse energizing directions, the position of the electromagnet push rod can be easily adjusted, and the push rod can be held in the current position by its built-in permanent magnet. The parking ratchet and pawl locking and unlocking structure is simple and reliable.

[0019] 2. The bidirectional self-holding electromagnet push rod and the parking pawl are elastically connected. In the parking state, the parking pawl is preloaded by the elastic rebound component, ensuring it remains tightly engaged with the parking ratchet. This allows the parking ratchet to rotate directly in the direction of increased parking braking force and then re-engage, without requiring the electromagnet to be energized in the reverse direction to retract the push rod and release the parking brake. After re-parking, the electromagnet is energized again in the forward direction to engage the parking pawl with the parking ratchet and lock the parking system.

[0020] 3. The parking pawl is connected to the elastic rebound component, so that when the parking is released, the parking pawl can automatically disengage from the parking ratchet by relying on the rebound force of the elastic rebound component to release the parking lock and maintain it.

[0021] 4. The brake clamping force signal transmission structure is built into the EMB caliper assembly, with no external exposed parts, reducing waterproofing and dustproofing issues. Compared to using external cables to connect the force sensor and controller for signal transmission, product assembly is simpler, signal transmission is safer and more reliable, and component versatility is better. It eliminates steps such as wire harness cutting, bundling, and splicing, optimizing space, reducing assembly time and human error, and improving the automation and efficiency of the production line.

[0022] 5. The clamping force transmission module is connected to the PCBA and force sensor using elastic pin contacts, which reduces the precision requirements for the production of related components and assembly; improves the reliability of signal transmission under strong vibration conditions, and avoids the problem of pin metal fatigue and breakage due to vibration under vibration durability conditions; no precise alignment is required when assembling the product, which makes product assembly simpler, reduces the requirements for production equipment, improves production efficiency, and avoids losses caused by improper assembly.

[0023] 6. The upper part of the ball screw assembly is designed with rubber buffer washers, which can absorb the impact generated by the collision between the screw nut and the screw, avoid the generation of impact noise, and prevent the impact from being transmitted to the gear set and causing damage to the gears.

[0024] 7. The reverse mounting design of the sliding shaft can fully balance the problem of caliper center of gravity shift caused by the weight of the brake motor assembly, so that the center of gravity of the electromechanical brake caliper braking system assembly falls on the upper part of the sliding shaft.

[0025] 8. The ball screw assembly nut is laterally elastically supported by evenly distributed support protrusions on the inner side of the dustproof part of the ball screw assembly, rather than by the inner bore of the piston in the caliper body. This avoids the ball screw assembly from deflecting along with the caliper body due to the deformation caused by the gradual increase of the braking clamping force, which could lead to inaccurate clamping force detection by the braking clamping force sensor. It also avoids frictional contact between the outer wall of the ball screw assembly and the inner bore of the piston, thus preventing increased resistance to the movement of the screw nut. Attached Figure Description

[0026] Figure 1 : Schematic diagram of the overall structure of the electromechanical brake caliper system assembly; Figure 2 Exploded view of the caliper assembly; Figure 3 : Schematic diagram of the brake motor assembly structure; Figure 4 Exploded view of the ECU main housing assembly; Figure 5 : ECU lower housing structure diagram; Figure 6 : Structure diagram of clamping force transmission module; Figure 7 Schematic diagram of clamping force signal transmission structure; Figure 8 Example 2: Structural diagram of the actuator motor and parking electromagnet assembly; Figure 9 Example 2: Structural diagram of the parking pawl assembly and parking ratchet; Figure 10 Example 2: Schematic diagram of the parking mechanism's working status; Figure 11 Example 3: Structural diagram of the actuator motor and parking electromagnet assembly; Figure 12 Example 3: Schematic diagram of the parking mechanism in operation; Figure 13 Exploded view of a ball screw assembly; Figure 14 Side sectional view of the caliper body assembly; Figure 15 : Schematic diagram of the buffer rubber ring; Figure 16 : Structure diagram of ball screw dust cover.

[0027] The names of the body parts indicated by the numbers in the attached diagrams are as follows: The forms are categorized and summarized for ease of understanding and subsequent use: 2. Brake motor assembly; 20. ECU top cover; 21. Clamping force transmission module; 211. Upper module; 212. Flexible ribbon cable; 213. Lower module; 2131. Lower pin; 214. Ribbon cable fixing block; 215. Flexible ribbon cable fixing protrusion; 22. Brake caliper assembly; 23. PCBA; 231. PCBA elastic contact pin; 24. ECU main housing; 241. Gear positioning shaft; 245. Sealing ring groove; 246. Wiring harness male terminal interface; 247. Interface connection pin; 25. ECU sealing ring; 26. Lower housing; 271. Actuator motor; 272. Parking ratchet; 273. Motor gear; 274. Motor angle magnet; 275. Parking pawl assembly; 2751. Pawl hook; 276. Parking pawl shaft; 277. Parking fork; 28. Gear drive assembly; 291. Electromagnet assembly; 292. Bidirectional self-holding electromagnet; 293. Magnetic push rod; 294. Position magnet; 295. Hall effect chip; 296. Electromagnet pin; 297. Parking compression spring; 2971. Parking spring seat; 298. Parking pawl return torsion spring; 299. Elastic spring; 2991. Elastic buffer; 2992. Sleeve; 2993. Pin seat; 2994. Pin; 3. Brake caliper assembly; 31. Caliper body; 311. Anti-rotation bolt; 312. Bracket; 313. Sliding shaft mounting bolt; 314. Sliding shaft dust cover; 32. Force sensor; 322. PIN module; 3221. Sensor elastic PIN; 34. Buffer rubber ring; 341. Spherical protrusion; 342. Annular groove; 343. Rubber ring skeleton; 35. Ball screw assembly; 351. Nut; 3511. Anti-rotation groove; 3512. Upper shaft-shaped annular groove of nut; 3513. Lower shaft-shaped annular groove of nut; 352. Screw; 353. Self-aligning washer; 36. Ball screw dust cover; 361. Support protrusion; 362. Rubber annular groove; 363. Dust cover hole sealing ring; 364. Dust cover skeleton; 38. Friction plate assembly; 39. Sliding shaft. Detailed Implementation

[0028] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. Example

[0029] Electromechanical brake caliper assemblies with integrated parking locking mechanisms, such as Figure 1 As shown, it includes a brake caliper assembly 3 and a brake motor assembly 2, which are fixedly connected. The brake motor assembly adopts a symmetrical design, which makes the left and right parts interchangeable, improves compatibility, and reduces product manufacturing and assembly costs.

[0030] like Figure 2 As shown, the brake caliper assembly 3 includes a caliper body 31, a force sensor 32, a ball screw assembly 35, and a friction plate assembly 38. The ball screw assembly 35 is installed inside the caliper body 31 and can push the friction plate assembly 38 to move. The force sensor 32 is connected to the ball screw assembly 35 to obtain the braking clamping force. The force sensor 32 is installed inside the caliper body 31, and its upper and lower mounting surfaces abut against the caliper body 31 and the ball screw assembly 35 respectively to detect the braking clamping force and output a signal. like Figure 3 As shown, the brake motor assembly 2 includes a PCBA 23, an ECU main housing 24, and a lower housing 26 arranged from top to bottom. An actuator motor 271 is installed at the bottom of the lower housing 26. A gear transmission group 28 that is linked to the output shaft of the actuator motor 271 and a parking lock device for locking the output shaft of the actuator motor 271 are installed inside the lower housing 26. A clamping force transmission module 21 is provided between the PCBA 23 and the brake caliper assembly 3. like Figure 6As shown, the clamping force transmission module 21 includes an upper module 211 and a lower module 213. The upper module 211 and the lower module 213 are respectively injection molded with an upper PIN pin 2111 and a lower PIN pin 2131. The upper PIN pin 2111 and the lower PIN pin 2131 are electrically connected through a flexible flat cable 212. The two ends of the flexible flat cable 212 are fixed to the upper PIN pin 2111 and the lower PIN pin 2131 through a flat cable fixing block 214. like Figure 7 As shown, PCBA23 has several PCBA elastic contact pins 231 on its board, and the force sensor 32 is provided with a pin module 322. The pin module 322 includes several sensor elastic pins 3221 for transmitting braking clamping force signals. The sensor elastic pins 3221 are connected to the lower pins 2131, and the PCBA elastic contact pins 231 are connected to the upper pins 2111, so that the force sensor 32 sends a signal to the PCBA23 through the clamping force transmission module 21. like Figure 8-12 As shown, the parking locking device includes an electromagnet assembly 291 and a parking pawl assembly 275. A parking ratchet 272, a motor gear 273, and a motor angle magnet 274 are mounted on the output end of the actuator motor 271. The parking ratchet 272 is mounted on the output shaft of the actuator motor 271 and is driven to rotate by the actuator motor 271. The electromagnet assembly 291 includes a bidirectional self-holding electromagnet 292 and a magnetic push rod 293. The bidirectional self-holding electromagnet 292 drives the magnetic push rod 293 to extend or retract by forward or reverse energizing. The permanent magnet built into the bidirectional self-holding electromagnet 292 maintains its magnetism. The push rod 293 is in the extended or retracted state; the magnetic push rod 293 is connected to the parking pawl assembly 275 through an elastic rebound member, the parking pawl assembly 275 is rotatably sleeved on the parking pawl shaft 276, and a pawl hook 2751 for engaging with the parking ratchet 272 extends from one side of the parking pawl assembly 275; when the magnetic push rod 293 is extended, the elastic rebound member deforms to provide the parking pawl assembly 275 with a spring force pressing against the parking ratchet 272, and when the magnetic push rod 293 is retracted, the elastic rebound member deforms to provide the parking pawl assembly 275 with a spring force reversing away from the parking ratchet 272.

[0031] The mounting surface of the force sensor 32 is parallel to the mounting surface of the PCBA 23, making the sensor's elastic PIN pin 3221 parallel to the PCBA's elastic contact PIN pin 231.

[0032] The electromagnet assembly 291 also includes a Hall chip 295. The electromagnet assembly 291 is connected to the PCBA 23 via an electromagnet pin 296. A position magnet 294 is provided on the magnetic push rod 293. The position magnet 294 moves synchronously with the magnetic push rod 293. The Hall chip 295 detects the position status of the magnetic push rod 293 by sensing the change in magnetic flux of the position magnet 294 and feeds the signal back to the ECU controller on the PCBA 23.

[0033] like Figure 4-5 As shown, the top of the brake motor assembly lower housing 26 is provided with a mounting groove 261 for accommodating the lower module 213, the bottom of the ECU main housing 24 is provided with a gear positioning shaft 241, the top of the ECU main housing 24 is provided with an ECU top cover 20, the bottom of the ECU main housing 24 is fitted with the brake motor assembly lower housing 26, and the bottom of the ECU main housing 24 is provided with a sealing ring groove 245 for installing the ECU sealing ring 25.

[0034] The ECU main housing 24 has a male terminal interface 246 for connecting to an external vehicle controller on its side. The male terminal interface 246 is connected to the PCBA 23 via an interface connection pin 247. The ECU main housing 24 has a through hole 244 for the PCBA elastic contact pin 231 to pass through. The top of the ECU main housing 24 has a connection terminal 248 for connecting the power supply pin of the actuator motor 271 to the PCBA 23.

[0035] like Figure 13-14 As shown, the ball screw assembly 35 includes a nut 351, a screw 352, and a self-aligning washer 353. The self-aligning washer 353 is sleeved on the side of the screw 352 near the brake motor assembly 2. The convex surface of the screw 352 fits against the concave surface of the self-aligning washer 353. The outer surface of the nut 351 is provided with a plurality of axially extending anti-rotation grooves 3511. The clamp body 31 is provided with anti-rotation bolts 311 radially. The end of the anti-rotation bolts 311 cooperates with the anti-rotation grooves 3511 to restrict the rotation of the nut 351.

[0036] like Figure 15 As shown, the upper end of the nut 351 is provided with a nut upper end shaft-shaped annular groove 3512, and a buffer rubber ring 34 is interference-fitted in the nut upper end shaft-shaped annular groove 3512. The upper end face of the buffer rubber ring 34 is provided with multiple spherical protrusions 341 that play a buffering role with the inner wall of the clamp body 31. The inner wall of the buffer rubber ring 34 is provided with an annular groove 342, and a rubber ring skeleton 343 is provided in the buffer rubber ring 34.

[0037] like Figure 16As shown, the lower end of the nut 351 is provided with a nut lower end shaft-shaped annular groove 3513, and a ball screw dust cover 36 is interference-fitted into the nut lower end shaft-shaped annular groove 3513; the inner wall of the ball screw dust cover 36 is provided with a plurality of support protrusions 361 that cooperate with the nut 351 in the top circumferential direction; the outer wall of the ball screw dust cover 36 is provided with a rubber annular groove 362; the inner wall of the ball screw dust cover 36 is also provided with a dust cover hole sealing ring 363; and a dust cover skeleton 364 is provided inside the ball screw dust cover 36.

[0038] The brake caliper assembly 3 also includes a bracket 312 for mounting the friction pad assembly 38. The two sides of the caliper body 31 are connected to the bracket 312 via sliding shafts 39. Sliding shaft mounting bolts 313 fix the sliding shafts 39. The sliding shaft mounting bolts 313 are located on the side closer to the bracket 312. A sliding shaft dust cover 314 is provided on the side of the sliding shaft 39 that is closer to the bracket 312.

[0039] 1. Overall Structure like Figure 1 As shown, the electromechanical brake caliper system assembly includes a brake caliper assembly 3 and a brake motor assembly 2 fixedly connected thereto.

[0040] 2. Brake caliper assembly like Figure 1-2 As shown, the brake caliper assembly includes a caliper body, a force sensor, a ball screw assembly, and a friction plate assembly. The caliper body has a ball screw mounting cavity, and the ball screw nut is fitted with an anti-rotation bolt via an anti-rotation groove to prevent rotation. A buffer rubber ring is located at the upper end of the ball screw nut, and a dust cover is located at the lower end. The force sensor is connected to the clamping force transmission module via a sensor elastic pin, enabling real-time detection of the brake clamping force.

[0041] The clamp body 31 is slidably connected to the bracket 312 via a sliding shaft 39; the sliding shaft mounting bolt 313 secures the sliding shaft 39, and the sliding shaft dust cover 314 prevents dust from entering. The ball screw assembly 35 is installed inside the clamp body 31. - The outer circumference of the nut 351 is evenly distributed with anti-rotation grooves 3511. After the anti-rotation bolt 311 is screwed into the clamp body 31, its pin end engages with the anti-rotation groove 3511 to restrict the rotation of the nut. like Figure 13-16 As shown, a buffer rubber ring 34 is press-fitted into the shaft-shaped annular groove 3512 at the upper end of the nut, and its spherical protrusion 341 is in elastic contact with the inner wall of the clamp body. - The ball screw dust cover 36 is pressed into the shaft-shaped annular groove 3513 at the lower end of the nut with an interference fit. The dust cover frame 364 provides rigidity and supports the protrusion 361 to make elastic interference contact with the outer wall of the nut. - The external spline of screw 352 meshes with the internal spline of the planetary gear carrier to transmit torque.

[0042] Force sensor 32 is installed between the clamp body support end face and the plane bearing, and its sensor elastic PIN pin 3221 is elastically pressed with the lower PIN pin 2131.

[0043] 3. Brake motor assembly 3.1 Housing and Seal like Figure 3-4 As shown, the ECU main housing 24 and the lower housing 26 are aligned with the positioning protrusion 242 and the positioning hole 262 through the positioning protrusion 242 and are fastened with nuts; the ECU sealing ring 25 is placed in the sealing ring groove 245 to achieve sealing.

[0044] 3.2 Gear Transmission Set like Figure 5 As shown, the planetary gear carrier 286 of the motor gear 273 drives the linkage gear transmission group 28, and the internal spline of the planetary gear carrier meshes with the external spline of the ball screw. The external anti-rotation part of the internal gear ring is riveted to fit the opening of the lower housing 26.

[0045] 3.3 Clamping Force Transmission Module like Figure 6-7 As shown, the upper module 211 and lower module 213 of the clamping force transmission module 21 are injection molded with upper PIN pins 2111 and lower PIN pins 2131, respectively; the flexible flat cable 212 is welded at both ends and then fixed by heat fusion through the flat cable fixing block 214. The bottom of the upper module 211 and the top of the lower module 213 are respectively provided with flexible flat cable fixing protrusions 215, and the upper and lower flat cable fixing blocks 214 are respectively provided with openings that mate with the flexible flat cable fixing protrusions 215.

[0046] 3.4 Parking Lock Device like Figure 8-12 As shown, - A parking ratchet 272, a motor gear 273, and a motor angle magnet 274 are sequentially fixed on the output shaft of the actuator 271; - A bidirectional self-holding electromagnet 292 is fixed to the lower housing 26, and a position magnet 294 is pressed onto the front end of its magnetic push rod 293; - The electromagnet assembly 291 is connected to the PCBA 23 via the electromagnet PIN pin 296; the Hall chip 295 senses the displacement of the position magnet 294 and feeds back the position signal to the ECU; - The parking pawl assembly 275 rotates around the parking pawl pivot 276, and the pawl hook 2751 engages with the parking ratchet 272; - The spring-loaded component is one or more parts, all of which are connected to the parking pawl assembly 275. At least one spring-loaded component is connected to the magnetic push rod 293.

[0047] 4. Work Process 4.1 Service Brakes The ECU drives the actuator motor 271 to rotate according to braking requirements. After deceleration and torque amplification via a gear transmission group, the ball screw nut 351 moves linearly to push the friction pad assembly 38 to clamp the brake disc. The force sensor 32 detects the clamping force in real time and feeds it back to the ECU through the clamping force transmission module 21, forming a closed-loop control. Therefore, during braking, real-time brake clamping force feedback can be obtained at any time. When the deceleration obtained by the vehicle does not match the preset brake pedal travel, the torque output of the actuator motor can be adjusted according to the brake clamping force feedback from the force sensor.

[0048] 4.2 Parking Lock After the vehicle completes its service braking, the driver or the vehicle itself triggers the parking lock command. The onboard central controller then controls the electromechanical brake caliper braking system to generate and maintain the required parking clamping force on the brake discs. The bidirectional self-holding electromagnet is first energized in the forward direction, causing the magnetic push rod to extend and engage the parking pawl with the ratchet through the transmission of the elastic rebound component.

[0049] After the vehicle completes its service braking, the parking lock command is triggered by the driver or the vehicle itself. The locking control logic has the following two modes: Control Logic 1: The onboard central controller controls the electromechanical brake caliper braking system to generate and maintain a braking clamping force on the brake disc. The brake motor is energized in the forward direction to achieve the target braking force required for vehicle parking. The magnetic push rod extends and engages the parking pawl with the ratchet via a spring-loaded mechanism. When the brake motor is de-energized, the parking pawl and ratchet are firmly pressed against the parking motor, locking it. The controller checks if the braking force feedback from the force sensor meets the requirements. If it does, the parking electromagnet assembly detects the push rod's correct position and de-energizes, completing the parking lock. If the force sensor feedback indicates the current braking force is insufficient, the brake motor is re-energized to increase the braking clamping force until it meets the requirements. The parking electromagnet assembly then detects the magnetic push rod's correct position and de-energizes, completing the parking lock.

[0050] Control Logic 2: The electromagnet assembly extends its electromagnetic push rod and engages the parking pawl with the ratchet via a spring-loaded mechanism. The brake motor is energized, causing the parking ratchet to rotate forward until the target braking force is achieved. During this process, the parking pawl remains engaged with the ratchet due to the elastic force of the spring-loaded mechanism. The controller checks if the braking force feedback from the force sensor meets the requirements. If it does, the brake motor is de-energized, and the parking pawl and ratchet tightly abut against each other, locking the motor output shaft. Finally, the parking electromagnet assembly de-energizes after detecting the correct position of the magnetic push rod, completing the parking lock.

[0051] 4.3 Parking and Re-braking When the vehicle is parked, if external factors cause insufficient braking force, the vehicle may roll backward or require increased braking force. In such cases, additional parking braking force is needed. When increased braking force is required, the ECU drives the actuator motor 271. The output shaft of the actuator motor 271 drives the parking ratchet 272 to rotate, overcoming the preload of the elastic rebound component. The parking pawl is adaptively pushed upward by the rotation of the parking ratchet 272. The elastic rebound component deforms as the parking pawl rises. Therefore, when the ratchet stops rotating, the elastic potential energy of the elastic rebound component locks the parking pawl back into the ratchet's teeth, completing re-braking. During this process of increasing parking braking force, no additional power-off and power-on adjustments to the bidirectional self-holding electromagnet are required.

[0052] 4.4 Parking Release When the driver triggers the parking release command, the on-board central controller controls the electromechanical brake caliper braking system to rotate the motor, increasing the braking torque and causing the parking ratchet and parking pawl to separate slightly. Then, the bidirectional self-holding electromagnet 292 is energized in the reverse direction, the magnetic push rod 293 retracts, and the elastic rebound component pulls the parking pawl 275 to completely disengage from the ratchet. At this time, the motor is de-energized or rotates in the reverse direction until the vehicle's braking clamping force disappears, and the vehicle completes the parking release.

[0053] Parking lock control command 1: S1. The caliper assembly controller receives the parking lock control command.

[0054] S2. The controller sends a power-on signal to the brake motor. After the brake motor is powered on, the controller controls the brake motor to drive the transmission group to rotate in the forward direction until the target braking force is reached and maintained.

[0055] S3. The controller sends an energizing signal to the electromagnet, which is energized in the positive direction. The magnetic push rod pushes the pawl from the unlocked position to the locked position through the elastic rebound component, and the parking pawl engages with the parking ratchet.

[0056] S4. The controller sends a power-off signal to the brake motor, the brake motor is de-energized, and the parking pawl and parking ratchet engage tightly to lock the motor shaft.

[0057] S5. The controller checks whether the feedback from the braking force sensor meets the requirements. If it does, proceed to S6. If it does not meet the requirements, repeat S2.

[0058] S6. The parking electromagnet assembly reports whether the push rod position is correct. If the push rod position is correct, the electromagnet assembly is de-energized to complete the parking lock. If the electromagnet push rod position is incorrect, the electromagnet push rod is controlled to repeatedly move to the correct position, the electromagnet assembly is de-energized, and the parking lock is completed.

[0059] Parking lock control command 2: S1. The caliper assembly controller receives the parking lock control command.

[0060] S2. The controller sends an energizing signal to the electromagnet, which is energized in the positive direction. The magnetic push rod pushes the pawl from the unlocked position to the locked position through the elastic rebound component, and the parking pawl engages with the parking ratchet.

[0061] S3. The controller sends a power-on signal to the brake motor. After the brake motor is powered on, the controller controls the brake motor to drive the transmission group to rotate in the forward direction until the target braking force is reached and maintained.

[0062] S4. The controller sends a power-off signal to the brake motor, the brake motor is de-energized, and the parking pawl and parking ratchet engage tightly to lock the motor shaft.

[0063] S5. The controller checks whether the feedback from the braking force sensor meets the requirements. If it does, proceed to S6; otherwise, repeat S2. S6. The parking electromagnet assembly reports whether the push rod position is correct. If the push rod position is correct, the electromagnet assembly is de-energized to complete the parking lock. If the electromagnet push rod position is incorrect, the electromagnet push rod is controlled to repeatedly move to the correct position, the electromagnet assembly is de-energized, and the parking lock is completed.

[0064] Parking re-clamp control command: S1. The caliper assembly controller receives the parking re-clamp control command.

[0065] S2. The controller sends an energizing signal to the brake motor, which drives the transmission assembly to rotate in the forward direction to achieve the target braking force.

[0066] S3. The controller sends a power-off signal to the brake motor, and the brake motor is de-energized.

[0067] S4. Check if the parking clamping force of the vehicle inspection caliper assembly meets the requirements. If it does, complete the parking process. If it does not, repeat the above steps.

[0068] S5. During the parking re-clamping process, maintain the position detection of the electromagnet assembly push rod. If the electromagnet push rod retracts unexpectedly, control the electromagnet push rod to extend again.

[0069] Parking release control command: S1. The caliper assembly controller receives the parking release control command.

[0070] S2. The controller sends an energizing signal to the electromagnet, which is energized in the reverse direction, causing the magnetic push rod to retract.

[0071] S3. The controller sends a power-on signal to the brake motor. After the brake motor is powered on, the controller controls the brake motor to drive the transmission group to rotate in the forward direction until it is slightly greater than the current parking braking force. At this time, the parking pawl is separated from the parking ratchet under the action of the return spring, releasing the brake motor output shaft.

[0072] S4. The controller checks whether the braking force sensor indicates a state of no braking force. If there is residual braking force, S3 is executed again.

[0073] S5. The controller sends a power-off signal to the brake motor, the brake motor is de-energized, and the parking brake release is completed.

[0074] 5. Other structural details The polygonal anti-rotation hole in the center of the self-aligning shim 353 cooperates with the polygonal boss of the screw to prevent rotation. The concave arc surface of the two contacts the convex arc surface of the screw, allowing the screw to be tilted at a certain angle even if the screw 352 is offset relative to the self-aligning shim 353 due to the arc surface cooperation. The self-aligning shim 353 will not tilt accordingly. The end face of the self-aligning shim 353 on the force sensor side remains flush with it, thereby improving the detection accuracy of the force sensor. The male terminal interface 246 of the wiring harness on the side of the ECU main housing 24 is soldered to the PCBA 23 through the interface connection PIN pin 247 to achieve communication with the vehicle controller. Example

[0075] Similar to Example 1, further, as Figure 8-10 As shown, the elastic rebound components are parking compression spring 297 and parking pawl return torsion spring 298. The output end of the magnetic push rod 293 is fixedly connected to the parking spring seat 2971, and the parking compression spring 297 is mounted on the parking spring seat 2971. One end of the parking pawl assembly 275 is provided with a parking fork 277 that abuts against the parking compression spring 297, and the other end is provided with a pawl hook 2751 that engages with the parking ratchet 272. The parking pawl assembly 275 can rotate around the parking pawl pivot 276. The parking fork 277 elastically abuts against the parking compression spring 297. The preload of the parking compression spring 297 on the parking fork 277 causes the pawl hook 2751 to press down and remain engaged with the ratchet teeth of the parking ratchet 272. The parking pawl return torsion spring 298 is fitted on the parking pawl assembly 275 and is used to drive the parking pawl assembly 275 to disengage from the parking ratchet 272.

[0076] 3.4 In the structure of the parking lock device, the specific structure of the elastic rebound component is as follows: One end of the parking compression spring 297 abuts against the parking spring seat 2971, and the other end abuts against the parking fork 277, providing engagement preload force; The parking pawl return torsion spring 298 has one end fixed to a protrusion in the lower housing and the other end abutting against the parking pawl assembly 275, used to disengage the pawl when released.

[0077] 4.2 During the parking lock process, the magnetic push rod extends and drives the parking pawl to engage with the ratchet through the parking compression spring; 4.3 During the parking re-braking process, the output shaft of the actuator 271 drives the parking ratchet 272 to rotate together, overcoming the preload of the parking compression spring 297. The parking pawl is adaptively pushed upwards by the rotation of the parking ratchet 272. Both the parking compression spring and the parking pawl return torsion spring deform as the parking pawl rebounds. However, during this stage, the forces they provide to the parking pawl are in opposite directions, with the parking compression spring providing a greater force. Therefore, when the ratchet stops rotating, the parking compression spring rebounds, locking the parking pawl back into the ratchet's teeth, completing the re-braking. During the above process of increasing parking braking force, no additional adjustments to the bidirectional self-holding electromagnet are required after switching it on and off.

[0078] 4.4 During the parking release locking process, the parking pawl return torsion spring 298 releases the stored elastic potential energy to pull the parking pawl 275 completely disengage from the ratchet. Example

[0079] Similar to Example 1, further, as Figure 11-12 As shown, the elastic rebound component is an elastic spring 299, which connects the parking pawl assembly 275 and the magnetic push rod 293. The output end of the magnetic push rod 293 is fixedly connected to a pin seat 2993, and a radially extending pin 2994 is provided on the pin seat 2993. The elastic spring 299 includes an integrally formed elastic buffer part 2991 and a sleeve part 2992. The elastic buffer part 2991 has continuous arc-shaped segments with opposite bending directions. One end of the elastic buffer part 2991 is fixedly installed on the side of the parking pawl assembly 275 away from the pawl hook 2751, and the other end is connected to the sleeve part 2992. An annular hole is formed in the center of the sleeve part 2992. The sleeve part 2992 is provided on the pin 2994 through the annular hole and can rotate on the pin 2994.

[0080] 3.4 In the structure of the parking lock device, the specific structure of the elastic rebound component is as follows: One end of the elastic buffer part 2991 is fixedly installed on the side of the parking pawl assembly 275 away from the pawl hook 2751, and the other end is connected to the sleeve part 2992. The sleeve part 2992 has an annular hole in the center. The sleeve part 2992 is disposed on the pin 2994 through the annular hole and can rotate on the pin 2994.

[0081] 4.2 During the parking lock process, the magnetic push rod extends and drives the parking pawl to engage with the ratchet through the elastic spring 299; 4.3 During the parking re-braking process, the output shaft of the actuator 271 drives the parking ratchet 272 to rotate together, overcoming the preload of the elastic spring 299. The parking pawl is adaptively pushed upwards by the rotation of the parking ratchet 272. The elastic spring 299 twists and deforms as the parking pawl is pushed upwards. When the elastic force provided by the elastic spring 299 stops the ratchet rotation, the elastic spring 299 releases its elastic potential energy and rebounds, locking the parking pawl back into the ratchet's tooth groove, completing the re-braking. During the above process of increasing parking braking force, no additional power-off and power-on adjustments to the bidirectional self-holding electromagnet are required.

[0082] 4.4 During the parking release locking process, the elastic spring 299 pulls the parking pawl 275 to completely disengage from the ratchet.

[0083] In the description of this utility model, it should be understood that the terms "center," "length," "width," "thickness," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0084] In summary, the above are merely preferred embodiments of this utility model. All equivalent variations and modifications made within the scope of the claims of this utility model should be covered by this utility model patent.

Claims

1. An electromechanical brake caliper assembly incorporating a park lock mechanism, characterized by: It includes a brake caliper assembly (3) and a brake motor assembly (2), which are fixedly connected; The brake caliper assembly (3) includes a caliper body (31), a force sensor (32), a ball screw assembly (35), and a friction plate assembly (38). The ball screw assembly (35) is installed inside the caliper body (31) and can push the friction plate assembly (38) to move. The force sensor (32) is installed inside the caliper body (31), and its upper and lower mounting surfaces abut against the caliper body (31) and the ball screw assembly (35) respectively to detect the brake clamping force and output a signal. The brake motor assembly (2) includes a PCBA (23), an ECU main housing (24), and a lower housing (26) arranged from top to bottom. An actuator motor (271) is installed at the bottom of the lower housing (26). A gear transmission group (28) that is linked to the output shaft of the actuator motor (271) and a parking lock device for locking the output shaft of the actuator motor (271) are installed inside the lower housing (26). A clamping force transmission module (21) is provided between the PCBA (23) and the brake caliper assembly (3). The clamping force transmission module (21) includes an upper module (211) and a lower module (213). The upper module (211) and the lower module (213) are respectively injection molded with an upper PIN pin (2111) and a lower PIN pin (2131). The upper PIN pin (2111) and the lower PIN pin (2131) are electrically connected by a flexible flat cable (212). The two ends of the flexible flat cable (212) are fixed to the upper PIN pin (2111) and the lower PIN pin (2131) by a flat cable fixing block (214). The PCBA (23) has several PCBA elastic contact pins (231) on its upper board. The force sensor (32) is provided with a pin module (322). The pin module (322) includes several sensor elastic pins (3221) for transmitting braking clamping force signals. The sensor elastic pins (3221) are connected to the lower pins (2131), and the PCBA elastic contact pins (231) are connected to the upper pins (2111), so that the force sensor (32) sends a signal to the PCBA (23) through the clamping force transmission module (21). The parking locking device includes an electromagnet assembly (291) and a parking pawl assembly (275). A parking ratchet (272), a motor gear (273), and a motor angle magnet (274) are arranged on the output end of the actuator motor (271). The parking ratchet (272) is mounted on the output shaft of the actuator motor (271) and is driven to rotate by the actuator motor (271). The electromagnet assembly (291) includes a bidirectional self-holding electromagnet (292) and a magnetic push rod (293). The bidirectional self-holding electromagnet (292) drives the magnetic push rod (293) to extend or retract by forward or reverse energization. The permanent magnet built into the bidirectional self-holding electromagnet (292) holds the magnetic push rod in place. The magnetic push rod (293) is in the extended or retracted state; the magnetic push rod (293) is connected to the parking pawl assembly (275) through an elastic rebound member, the parking pawl assembly (275) is rotatably mounted on the parking pawl shaft (276), and a pawl hook (2751) for engaging with the parking ratchet (272) extends from one side of the parking pawl assembly (275); the elastic rebound member deforms when the magnetic push rod (293) is extended to provide the parking pawl assembly (275) with a spring force pressing against the parking ratchet (272), and deforms when the magnetic push rod (293) is retracted to provide the parking pawl assembly (275) with a spring force reversing away from the parking ratchet (272).

2. The integrated parking lock mechanism electronic caliper assembly of claim 1, wherein: The electromagnet assembly (291) also includes a Hall chip (295). The electromagnet assembly (291) is connected to the PCBA (23) via an electromagnet pin (296). A position magnet (294) is provided on the magnetic push rod (293). The position magnet (294) moves synchronously with the magnetic push rod (293). The Hall chip (295) detects the position status of the magnetic push rod (293) by sensing the change in magnetic flux of the position magnet (294) and feeds the signal back to the ECU controller on the PCBA (23).

3. The integrated parking lock mechanism electronic caliper assembly of claim 1, wherein: The top of the brake motor assembly lower housing (26) is provided with a mounting groove (261) for accommodating the lower module (213), the bottom of the ECU main housing (24) is provided with a gear positioning shaft (241), the top of the ECU main housing (24) is provided with an ECU top cover (20), the bottom of the ECU main housing (24) is fitted with the brake motor assembly lower housing (26), and the bottom of the ECU main housing (24) is provided with a sealing ring groove (245) for installing the ECU sealing ring (25).

4. The integrated parking lock mechanism electronic caliper assembly of claim 1, wherein: The ECU main housing (24) has a wire harness male terminal interface (246) on its side for connecting to an external vehicle controller. The wire harness male terminal interface (246) is connected to the PCBA (23) via an interface connection pin (247). The ECU main housing (24) has a through hole (244) for the PCBA elastic contact pin (231) to pass through. The top of the ECU main housing (24) has a connection terminal (248) for connecting the power supply pin of the actuator motor (271) to the PCBA (23).

5. The integrated parking lock mechanism electronic caliper assembly of claim 1, wherein: The ball screw assembly (35) includes a nut (351), a screw (352), and a self-aligning washer (353). The self-aligning washer (353) is sleeved on the side of the screw (352) near the brake motor assembly (2). The convex surface of the screw (352) fits against the concave surface of the self-aligning washer (353). The outer surface of the nut (351) is provided with several axially extending anti-rotation grooves (3511). The clamp body (31) is provided with anti-rotation bolts (311) in the radial direction. The end of the anti-rotation bolts (311) cooperates with the anti-rotation grooves (3511) to restrict the rotation of the nut (351).

6. The integrated parking lock mechanism electronic caliper assembly of claim 5, wherein: The upper end of the nut (351) is provided with a nut upper end shaft-shaped annular groove (3512), and a buffer rubber ring (34) is interference-fitted in the nut upper end shaft-shaped annular groove (3512). The upper end face of the buffer rubber ring (34) is provided with multiple spherical protrusions (341) that buffer against the inner wall of the clamp body (31). The inner wall of the buffer rubber ring (34) is provided with an annular groove (342), and a rubber ring skeleton (343) is provided in the buffer rubber ring (34).

7. The integrated parking lock mechanism electronic caliper assembly of claim 5, wherein: The lower end of the nut (351) is provided with a nut lower end shaft-shaped annular groove (3513), and a ball screw dust cover (36) is interference-fitted into the nut lower end shaft-shaped annular groove (3513); the inner wall of the ball screw dust cover (36) is provided with multiple support protrusions (361) that cooperate with the nut (351) in the circumferential direction at the top; the outer wall of the ball screw dust cover (36) is provided with a rubber annular groove (362); the inner wall of the ball screw dust cover (36) is also provided with a dust cover hole sealing ring (363); and a dust cover skeleton (364) is provided inside the ball screw dust cover (36).

8. The integrated parking lock mechanism electronic caliper assembly of claim 1, wherein: The brake caliper assembly (3) also includes a bracket (312) for mounting the friction plate assembly (38). The two sides of the caliper body (31) are connected to the bracket (312) via sliding shafts (39). Sliding shaft mounting bolts (313) fix the sliding shaft (39). The sliding shaft mounting bolts (313) are located on the side closer to the bracket (312). A sliding shaft dust cover (314) is provided on the side of the sliding shaft (39) closer to the bracket (312).

9. The integrated parking lock mechanism electronic caliper assembly of claim 1, wherein: The elastic rebound components are a parking compression spring (297) and a parking pawl return torsion spring (298). The output end of the magnetic push rod (293) is fixedly connected to a parking spring seat (2971), and a parking compression spring (297) is fitted on the parking spring seat (2971). One end of the parking pawl assembly (275) is provided with a parking fork (277) that abuts against the parking compression spring (297), and the other end is provided with a pawl hook (2751) that engages with the parking ratchet (272). The parking fork (277) and the parking compression spring (297) elastically abut against each other. The preload of the parking compression spring (297) on the parking fork (277) causes the pawl hook (2751) to press down and remain engaged with the ratchet teeth of the parking ratchet (272). The parking pawl return torsion spring (298) is fitted on the parking pawl assembly (275) and is used to drive the parking pawl assembly (275) to disengage from the parking ratchet (272).

10. The integrated parking lock mechanism electronic caliper assembly of claim 1, wherein: The elastic rebound component is an elastic spring (299), which connects the parking pawl assembly (275) and the magnetic push rod (293). The output end of the magnetic push rod (293) is fixedly connected to a pin seat (2993), and a radially extending pin (2994) is provided on the pin seat (2993). The elastic spring (299) includes an integrally formed elastic buffer part (2991) and a sleeve part (2992). The elastic buffer part (2991) has continuous arc-shaped segments with opposite bending directions. One end of the elastic buffer part (2991) is fixedly installed on the side of the parking pawl assembly (275) away from the pawl hook (2751), and the other end is connected to the sleeve part (2992). An annular hole is formed in the center of the sleeve part (2992). The sleeve part (2992) is provided on the pin (2994) through the annular hole and can rotate on the pin (2994).

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