Brake caliper support and brake

Abstract

The invention discloses a brake caliper support and a brake. The brake caliper support comprises a support body and a pressing plate mounting arm. The support body is provided with a box body section and a bridge body section, the box body section is used for being connected with a vehicle body, the bridge body section is connected to the box body section and provided with an avoiding gap for installing a brake disc, the bridge body section is provided with a tail end, the tail end is located on the side, away from the box body section, of the avoiding gap, and weight reduction grooves are formed in the two end faces in the thickness direction of the tail end respectively. The side, in the thickness direction, of the tail end is a pressing plate side, and the depth of the weight reduction groove close to the pressing plate side is smaller than that of the other weight reduction groove. One end of the pressing plate mounting arm is connected with the side wall of the hollow channel, and the other end extends out of the weight reducing groove close to the pressing plate side from the hollow channel. According to the scheme, the material utilization rate can be increased, the brake weight is reduced, lightweight design of the brake is conveniently achieved, and the device strength is guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of brake calipers, and in particular to a brake caliper bracket and a brake. Background Art

[0002] With the continuous development of commercial vehicle lightweight technology, the requirements for the performance parameters of functional parts of pneumatic disc brakes are also constantly increasing. Patent CN 219082124 U discloses a brake, which, when installing the pressure plate, first extends the first clamping part into the second clamping groove, then aligns the first clamping groove with the second clamping part and presses it, and then clamps the pressure plate to the third clamping groove; when removing the pressure plate, first move the pressure plate out of the third clamping groove, then move the pressure plate out of the second clamping part, and then pull the pressure plate out of the second clamping groove, so as to facilitate the maintenance and replacement of the friction plate.

[0003] However, in this patent, the second clamping part is arranged at the rear part of the brake caliper bracket, and the width dimensions on both sides of the upper and lower cold iron grooves at the rear part of the brake caliper bracket are relatively short, resulting in thick thickness on both sides and low material utilization rate; and the middle part of the cold iron groove of this scheme adopts a reinforcement rib design that is almost symmetrical up and down, and the reinforcement ribs are wider up and down, resulting in material waste and is not conducive to lightweighting of the brake. Summary of the invention

[0004] The purpose of the present invention is to overcome the above technical deficiencies and propose a brake caliper bracket to solve the technical problem that in the prior art, the middle part of the cold iron groove at the tail of the brake caliper bracket adopts a nearly vertically symmetrical reinforcing rib design, the reinforcing rib is wider up and down, the material utilization rate is not high, and it is not conducive to lightweighting the brake.

[0005] In order to achieve the above technical objectives, the present invention adopts the following technical solutions: In a first aspect, the present invention provides a brake caliper bracket, comprising: The bracket body has a box section and a bridge section, wherein the box section is used to connect to the vehicle body, the bridge section is connected to the box section, and is provided with an avoidance gap for installing the brake disc, and has a tail end, wherein the tail end is located on the side of the avoidance gap away from the box section, and both end surfaces in the thickness direction thereof are respectively provided with weight-reducing grooves, and a hollow channel connecting the two weight-reducing grooves is provided, and one side of the tail end in the thickness direction is a pressure plate side, and the groove depth of the weight-reducing groove close to the pressure plate side is less than the groove depth of the other weight-reducing groove; and A pressure plate mounting arm has one end connected to the side wall of the hollow channel and the other end extending from the hollow channel to the weight-reducing groove close to the pressure plate side.

[0006] In some embodiments, the hollow channel is located in the middle of the weight-reducing groove, and the bottom walls of the two weight-reducing grooves are formed with transverse ribs located on both sides of the hollow channel, and the cross-sectional size of the transverse ribs gradually decreases in the direction approaching the hollow channel.

[0007] In some embodiments, the pressure plate mounting arm is connected to two side walls of the hollow channel close to and away from the avoidance gap; The layout direction of the box body section and the bridge body section intersects with the extension direction of the weight-reducing grooves, and each of the weight-reducing grooves is gradually expanded from both ends to the hollow channel.

[0008] In some embodiments, the side wall of the weight-reducing groove away from the pressure plate side is cut off to form an additional weight-reducing area, and the additional weight-reducing area is located at the end of the corresponding weight-reducing groove and on the side of the corresponding weight-reducing groove away from the pressure plate side.

[0009] In some embodiments, a support plane is provided on the side wall of the avoidance gap near the tail end, and the support plane is used to support the friction plate and is configured as an integral plane, and the area not in contact with the friction plate is cut away to form a weight reduction area of ​​the support surface.

[0010] In some embodiments, the bridge body section has a bow back located between the tail end and the box body section, and the bow back is cut away in a direction away from the box body section to form a bow back weight reduction area. The cut-away area of ​​the middle part of the bow back weight reduction area is larger than the cut-away area at both end parts, and a bow back boss is formed at the two end parts.

[0011] In some embodiments, the brake caliper bracket also includes a guide pin sleeve and a connecting rib, the guide pin sleeve is connected to the connection between the box section and the bow back, and extends along the layout direction of the box section and the bridge section, the connecting rib is connected to the intersection of the bow back, the box section and the guide pin sleeve, and is integrally arranged with the bow back, the box section and the guide pin sleeve.

[0012] In some embodiments, a weight-reducing cavity is recessed on the inner wall of the box section corresponding to the guide pin sleeve.

[0013] In some embodiments, the head of the box section extends in a direction away from the bridge section to form a thickened area, and the box section is cut out on the inner side wall of the thickened area to form two head weight reduction areas, which are located at both ends of the thickened area in the lateral direction.

[0014] In a second aspect, the present invention further provides a brake, comprising a brake caliper bracket as described in any one of the above.

[0015] Compared with the prior art, in the brake caliper bracket provided by the present invention, the depth of the weight-reducing groove far from the pressure plate side is set to be greater than the depth of the weight-reducing groove close to the pressure plate side, so that the transverse ribs between the two weight-reducing grooves move upward to ensure sufficient support strength for the pressure plate, and the middle part is completely hollowed out to form a hollow channel to reduce the overall thickness; at the same time, one end of the pressure plate mounting arm is extended into the hollow channel and connected to the side wall of the hollow channel to ensure overall strength. In this way, casting defects caused by uneven cooling during casting can be prevented, while improving material utilization, reducing brake weight, facilitating the realization of brake lightweight design, and ensuring device strength. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 is a schematic diagram of a brake caliper bracket provided by an embodiment of the present invention; Figure 2 yes Figure 1 Top view of the middle brake caliper bracket; Figure 3 yes Figure 2 Cross-sectional view of the middle brake caliper bracket on plane AA; Figure 4 yes Figure 1 A partial schematic diagram of the middle brake caliper bracket; Figure 5 yes Figure 1 A partial schematic diagram of the middle brake caliper bracket at another angle; Figure 6 yes Figure 1 Schematic diagram of the middle brake caliper bracket from another angle; Figure 7 yes Figure 2 Cross-sectional view of the middle brake caliper bracket on the BB surface; Figure 8 yes Figure 7 Another cross-sectional view of the middle brake caliper bracket on the BB surface; Fig. 9 yes Figure 2 Cross-sectional view of the middle brake caliper bracket on the CC plane.

[0017] Description of reference numerals: 1. Bracket body; 11. Box section; 11a. Weight reduction cavity; 111. Thickened area; 112. Head weight reduction area; 12. Bridge section; 12a. Avoidance gap; 121. Support plane; 122. Support surface weight reduction area; 123. Bow back; 124. Bow back weight reduction area; 125. Bow back boss; 13. Tail end; 13a. Weight reduction groove; 13b. Hollow channel; 131. Pressure plate side; 132. Additional weight reduction area; 14. Transverse rib; 2. Pressure plate mounting arm; 3. Guide pin sleeve; 4. Connecting rib. DETAILED DESCRIPTION

[0018] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0019] In order to solve the technical problem that the middle part of the cold iron groove at the rear of the brake caliper bracket adopts a nearly vertically symmetrical reinforcement rib design, the reinforcement rib is wider above and below, the material utilization rate is not high, and it is not conducive to lightweighting of the brake, the present invention provides a brake caliper bracket, which can improve the material utilization rate, reduce the weight of the brake, facilitate the lightweight design of the brake, and ensure the strength of the device.

[0020] It should be noted that the brake caliper bracket described in the present invention is used for but not limited to brakes, etc. For the convenience of explanation, in the present invention, only the application of the brake caliper bracket to the brake is used as an example for explanation, and the principle of applying the brake caliper bracket to other types of equipment is essentially the same as the principle applied to the brake, which will not be repeated here.

[0021] See also Figures 1 to 3 , Figures 1 to 3 The present invention is a schematic diagram of the structure of a brake caliper bracket in an embodiment of the present invention, wherein the brake caliper bracket comprises a bracket body 1 and a pressure plate mounting arm 2; the bracket body 1 comprises a box section 11 and a bridge section 12, the box section 11 is used to connect the vehicle body, the bridge section 12 is connected to the box section 11, and is provided with an avoidance gap 12a for the installation of the brake disc, and has a tail end 13, the tail end 13 is located on the side of the avoidance gap 12a away from the box section 11, and its two end surfaces in the thickness direction are respectively provided with weight reduction grooves 13a, and a hollow channel 13b connecting the two weight reduction grooves 13a is provided, one side of the tail end 13 in the thickness direction is a pressure plate side 131, and the groove depth of the weight reduction groove 13a close to the pressure plate side 131 is less than the groove depth of the other weight reduction groove 13a; one end of the pressure plate mounting arm 2 is connected to the side wall of the hollow channel 13b, and the other end extends from the hollow channel 13b to the weight reduction groove 13a close to the pressure plate side 131.

[0022] In the brake caliper bracket provided by the present invention, the groove depth of the weight-reducing groove 13a away from the pressure plate side 131 is set to be greater than the groove depth of the weight-reducing groove 13a close to the pressure plate side 131, so that the transverse rib 14 between the two weight-reducing grooves 13a moves upward to ensure sufficient support strength for the pressure plate, and the central part is completely hollowed out to form a hollow channel 13b to reduce the overall thickness; at the same time, one end of the pressure plate mounting arm 2 is extended into the hollow channel 13b and connected to the side wall of the hollow channel 13b to ensure the overall strength. In this way, it is possible to prevent casting defects caused by uneven cooling during casting, while improving material utilization, reducing the weight of the brake, facilitating the realization of a lightweight design of the brake, and ensuring the strength of the device. It should be noted that the weight-reducing groove 13a described in this scheme is the above-mentioned cold iron groove. One end of the pressure plate mounting arm 2 extending out of the weight-reducing groove 13a is used to install the pressure plate, and it is integrally connected to the side wall of the hollow channel 13b.

[0023] In one embodiment, see Figure 2 and Figure 4 The hollow channel 13b is located in the middle of the weight-reducing groove 13a. The bottom walls of the two weight-reducing grooves 13a are formed with transverse ribs 14 located on both sides of the hollow channel 13b. The cross-sectional size of the transverse ribs 14 gradually decreases in the direction approaching the hollow channel 13b.

[0024] In this embodiment, the thickness of the transverse rib 14 between the two weight-reducing grooves 13a is reduced and shifted upward, and a variable cross-section design is adopted to ensure that the working load of the area with relatively small working stress in the middle cold iron part of the tail of the bridge section 12 in the prior art is increased while further improving the material utilization rate.

[0025] In one embodiment, the pressure plate mounting arm 2 is connected to the two side walls of the hollow channel 13b close to and away from the avoidance gap 12a; the layout direction of the box section 11 and the bridge section 12 intersects with the extension direction of the weight-reducing groove 13a, and each weight-reducing groove 13a is gradually expanded from both ends to the hollow channel 13b.

[0026] In this embodiment, the weight-reducing groove 13a is extended in the lateral direction so as to further widen the width on both sides and reduce the excess thickness on both sides; at the same time, the weight-reducing groove 13a is gradually expanded from the end to the middle. Since the pressure plate mounting arm 2 is provided in the middle part, the middle part still has sufficient strength while removing as much weight as possible.

[0027] It should be understood that the above scheme further widens the width of the cold iron grooves on both sides to reduce the excess thickness on both sides, and at the same time thins the thickness of the middle transverse rib 14 and moves it upward, adopts a variable cross-section design, and performs a full hollowing process on the middle part to reduce the overall thickness, prevent casting defects caused by uneven cooling during casting, so that the workload of the area with low working stress in the middle of the weight-reducing groove 13a in the prior art scheme is increased, and the material utilization rate is improved. It should be noted that the middle part of the weight-reducing groove 13a is the cold iron placement area.

[0028] In one embodiment, see Figure 4 The side wall of the weight-reducing groove 13a away from the pressure plate side 131 is cut off to form an additional weight-reducing area 132, which is located at the end of the corresponding weight-reducing groove 13a and on the side of the corresponding weight-reducing groove 13a away from the pressure plate side 131.

[0029] In this embodiment, the side wall of the weight-reducing groove 13 a away from the pressure plate side 131 is also cut away, so as to further reduce the weight of the brake caliper bracket without reducing the strength.

[0030] It should be noted that in the prior art, the contact plane between the side wall of the avoidance gap 12a and the outer friction plate is composed of three similar rectangular cross-section protrusions, and in order to cope with the 248mm wide friction plate, the two sides are designed to be wider to provide sufficient contact support area for the steel back of the friction plate.

[0031] In this embodiment, please refer to Figure 5 A support plane 121 is provided on the side wall of the avoidance gap 12a near the tail end 13. The support plane 121 is used to support the friction plate and is set as an integral plane. The area that does not fit the friction plate is cut off to form a support surface weight reduction area 122.

[0032] In this solution, the small plane is designed as an integral plane, and only the local positions on both sides that are not in contact with the outer friction plate after deformation are partially removed, and a friction plate with a width of 218mm is used. In order to cope with the narrow friction plate with a width of 218mm, the two sides are narrowed compared to the existing technology. At the same time, compared with the existing technology, the connection parts on both sides of the bottom of the small plane are removed at a large angle and depth to achieve the purpose of weight reduction.

[0033] It should be noted that in the prior art, the skylight of the brake caliper bracket is relatively wide, and the 248mm wide friction plate must be allowed to be smoothly removed along the skylight in the vertical direction, while the arc wall thickness of the arch back 123 extends longer to both sides.

[0034] In this embodiment, please refer to Figure 6The bridge body section 12 has a bow back 123 located between the tail end 13 and the box body section 11. The bow back 123 is cut away from the box body section 11 to form a bow back weight reduction area 124. The cut-away area of ​​the middle part of the bow back weight reduction area 124 is larger than the cut-away area of ​​the two end parts, and a bow back boss 125 is formed at the two end parts. Specifically, the bow back weight reduction area 124 is located on the outside of the bow back 123.

[0035] In this solution, considering the performance requirements of lightweight brake friction pads, the width of the skylight is narrowed to only allow 218mm width friction pads to be smoothly taken out along the skylight in the up and down directions, and the skylight of the arch back 123 is extended upward and retracted. At the same time, through the topology optimization algorithm, the wall thickness on both sides of the arch back 123 is removed in a large range along a certain inclination angle, and the lower side of the arch back 123 is removed in a large range in the up and down directions. Moreover, under the guidance of the topology algorithm, the central part of the arch back 123 is locally removed in a large range, and the ends of the arch back 123 are locally removed in a small range. The original area with low working stress on the arch back 123 of the brake caliper bracket is removed, the stress of the improved solution is more uniform, and the material utilization rate is improved.

[0036] It should be noted that in the prior art, the ends of the left-right symmetrical connecting ribs 4 at the head of the box section 11 terminate at the outer arc surface of the guide pin sleeve 3 of the brake caliper bracket, and are not connected to the transverse ribs 14 at the shoulder of the brake caliper bracket, resulting in the force flow being terminated at the intersection of the outer circle of the guide pin hole, and the transition radius of the intersection of the connecting ribs 4 and the head of the brake caliper bracket is relatively small.

[0037] In this proposal, please refer to Figure 7 and Figure 8 The brake caliper bracket also includes a guide pin sleeve 3 and a connecting rib 4. The guide pin sleeve 3 is connected to the connection between the box section 11 and the arch back 123, and extends along the layout direction of the box section 11 and the bridge section 12. The connecting rib 4 is connected to the intersection of the arch back 123, the box section 11 and the guide pin sleeve 3, and is integrally arranged with the arch back 123, the box section 11 and the guide pin sleeve 3. In addition, a weight reduction cavity 11a is recessed on the inner side wall of the box section 11 corresponding to the guide pin sleeve 3.

[0038] In this solution, the connecting rib 4 is integrated with the shoulder of the brake caliper bracket, and there is no obvious connecting rib 4 from the outside. The left and right sides of the cavity of the box section 11 are hollowed out respectively corresponding to the guide pin sleeve 3. At the same time, the processing and making way for the air chamber bolt installation surface during back milling are considered. This not only reduces the weight of the wide and thick shoulder of the brake caliper bracket in the original solution, but also further reduces the weight of the connecting ribs 4 on both sides of the original design solution. In addition, while the weight is greatly reduced, the local stress of the brake caliper bracket is not increased but optimized and improved, and the rigidity and mechanical efficiency of the brake caliper bracket are greatly improved.

[0039] It should be noted that, in the prior art, the bottom side thickness of the head of the box section 11 of the brake caliper bracket is 25.5 mm, and is not evenly distributed, resulting in serious waste of material.

[0040] In this embodiment, please refer to Figure 8 and Fig. 9 The head of the box section 11 extends in a direction away from the bridge section 12 to form a thickened area 111. The box section 11 is cut out at the inner side wall of the thickened area 111 and two head weight reduction areas 112 are formed. The two head weight reduction areas 112 are located at both ends of the thickened area 111 in the lateral direction.

[0041] In this solution, by locally thickening the bottom surface of the head of the box section 11 to about 32.5 mm and locally cutting grooves and reducing the thickness on both sides, it is ensured that the rigidity is greatly improved while having sufficient strength. At the same time, the weight is not greatly increased, and the material utilization rate is further improved.

[0042] In addition, the present invention further provides a brake, which includes a brake caliper bracket as described in any one of the above items. It should be noted that the detailed structure of the brake caliper bracket of the brake can refer to the embodiment of the above brake caliper bracket, which will not be repeated here; since the above brake caliper bracket is used in the brake of the present invention, the embodiment of the brake of the present invention includes all technical solutions of all embodiments of the above brake caliper bracket, and the technical effects achieved are also exactly the same, which will not be repeated here.

[0043] In order to better understand the present invention, the following Figures 1 to 9 The technical solution of the present invention is described in detail: In this solution, the connecting rib 4 is integrated with the shoulder of the brake caliper bracket, and the left and right sides of the cavity of the box section 11 are hollowed out respectively. There is no obvious reinforcing rib from the outside. At the same time, considering the processing concession when the air chamber bolt mounting surface is milled, not only the weight of the wide caliper shoulder of the original solution is reduced, but also the weight of the connection points on both sides of the original design is reduced. While the weight is greatly reduced, the local stress of the brake caliper bracket is not reduced but optimized and improved, and the rigidity and mechanical efficiency of the brake caliper bracket are greatly improved. The stress value of the part where fatigue fracture often occurs was reduced from about 622Mpa to 468MPa, a decrease of 25%, solving the fatigue life problem of the brake caliper bracket. The actual verification through laboratory static and dynamic fatigue tests proves that the improvement of the reinforcing ribs has indeed effectively solved the fracture problem in this part.

[0044] By narrowing the width of the skylight, the 218mm wide friction plate can be smoothly taken out along the skylight in the vertical direction, and the skylight of the arch back 123 is extended upward. At the same time, through the topological optimization algorithm, the wall thickness on both sides of the arch back 123 is removed in a large range along a certain inclination angle, and the lower side of the arch back 123 is removed in a large range in the vertical direction. Moreover, under the guidance of the topological algorithm, the central part of the arch back 123 is locally removed in a large range, and the ends of the arch back 123 are locally removed in a small range. The original area of ​​the caliper arch back 123 with low working stress is removed, the stress of the improved solution is more uniform, and the material utilization rate is improved.

[0045] By extending the tail end 13 upwards and cutting off the two sides of the bottom of the tail at a large angle. The small plane is designed as an integral plane, and only the local positions that do not fit the outer friction plate after deformation on both sides are locally cut off, and the two sides of the bottom of the small plane are cut off at a large angle and large slope. In order to cope with the narrow friction plate with a width of 218mm, the two sides are narrowed compared to the original design. The stress value of the arc part of the caliper sunroof corner is reduced from 373.5MPa in the original design to about 313.1MPa, and the local stress on the left side is increased to 378MPa, but it is far less than the tensile strength value of the casting material. By eliminating the notch set to avoid the processing screw hole, the working stress at the notch is reduced from the previous 505MPa to 301MPa, which improves the life shortcoming at the notch. The actual verification through laboratory static and dynamic fatigue tests proves that the performance and life of the caliper are greatly improved by optimizing the material layout.

[0046] By further widening the width of the weight-reducing grooves 13a on both sides to reduce the excess thickness on both sides, and at the same time thinning the thickness of the middle transverse rib 14 and moving it upward, a variable cross-section design is adopted, and the middle part is completely hollowed out to reduce the overall thickness and prevent casting defects caused by uneven cooling during casting. The workload of the area with low working stress in the middle of the original design where the cold iron is placed is increased, and the material utilization rate is improved.

[0047] By partially thickening the bottom surface of the head of the box section 11 to about 32.5mm and cutting grooves on both sides, the rigidity is greatly improved while having sufficient strength, while the weight is not greatly increased, and the material utilization rate is further improved. The actual verification through laboratory static and dynamic fatigue tests proves that by thickening the bottom of the caliper and reducing the weight on both sides, the rigidity of the caliper is greatly improved and the strength is also optimized.

[0048] Specifically, through optimization measures, this solution reduces the weight of the brake caliper from the original 19.8Kg to 14.8Kg, a reduction of 5Kg, a reduction ratio of 25.3%, while the strength and rigidity are greatly improved.

[0049] The specific implementation of the present invention described above does not constitute a limitation on the protection scope of the present invention. Any other corresponding changes and modifications made based on the technical concept of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. A brake caliper bracket, characterized in that: include: The bracket body has a box section and a bridge section, the box section is used to connect the vehicle body, the bridge section is connected to the box section, and is provided with an avoidance gap for the installation of the brake disc, and has a tail end, the tail end is located on the side of the avoidance gap away from the box section, and the two end surfaces in the thickness direction are respectively provided with weight-reducing grooves, and a hollow channel connecting the two weight-reducing grooves is provided, one side of the tail end in the thickness direction is a pressure plate side, and the groove depth of the weight-reducing groove close to the pressure plate side is less than the groove depth of the other weight-reducing groove; and A pressure plate mounting arm has one end connected to the side wall of the hollow channel and the other end extending from the hollow channel to the weight-reducing groove close to the pressure plate side.

2. The brake caliper bracket according to claim 1, characterized in that: The hollow channel is located in the middle of the weight-reducing groove, and the bottom walls of the two weight-reducing grooves are formed with transverse ribs located on both sides of the hollow channel, and the cross-sectional dimensions of the transverse ribs gradually decrease in the direction approaching the hollow channel.

3. The brake caliper bracket according to claim 2, characterized in that: The pressure plate mounting arm is connected to two side walls of the hollow channel close to and away from the avoidance gap; The layout direction of the box body section and the bridge body section intersects with the extension direction of the weight-reducing grooves, and each of the weight-reducing grooves is gradually expanded from both ends to the hollow channel.

4. The brake caliper bracket according to claim 3, characterized in that: The side wall of the weight-reducing groove away from the pressure plate side is cut off to form an additional weight-reducing area, which is located at the end of the corresponding weight-reducing groove and on the side of the corresponding weight-reducing groove away from the pressure plate side.

5. The brake caliper bracket according to claim 1, characterized in that: A support plane is provided on the side wall of the avoidance gap close to the tail end. The support plane is used to support the friction plate and is set as an integral plane. The area not in contact with the friction plate is cut away to form a weight reduction area of ​​the support surface.

6. The brake caliper bracket according to claim 1, characterized in that: The bridge body section has a bow back located between the tail end and the box body section, and the bow back is cut away in a direction away from the box body section to form a bow back weight reduction area. The cut-away area in the middle part of the bow back weight reduction area is larger than the cut-away area at both end parts, and a bow back boss is formed at the two end parts.

7. The brake caliper bracket according to claim 6, characterized in that: The brake caliper bracket also includes a guide pin sleeve and a connecting rib. The guide pin sleeve is connected to the connection between the box section and the bow back, and extends along the layout direction of the box section and the bridge section. The connecting rib is connected to the intersection of the bow back, the box section and the guide pin sleeve, and is integrally arranged with the bow back, the box section and the guide pin sleeve.

8. The brake caliper bracket according to claim 7, characterized in that: The inner side wall of the box section is recessed with a weight-reducing cavity corresponding to the guide pin sleeve.

9. The brake caliper bracket according to claim 1, characterized in that: The head of the box section extends in a direction away from the bridge section to form a thickened area. The box section is cut out on the inner side wall of the thickened area to form two head weight reduction areas, which are located at both ends of the thickened area in the lateral direction.

10. A brake, characterized in that: Comprising a brake caliper bracket as described in any one of claims 1-9.

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