Brake calipers with integrated brake booster

Abstract

The present invention relates to the field of automobile braking, and in particular discloses a brake caliper integrated with a brake booster, comprising a caliper body and a brake cylinder arranged in the caliper body, wherein a caliper piston, a transmission assembly and a rotating member are arranged in the brake cylinder, wherein the transmission assembly comprises a pushing member that can move along the braking direction and push the caliper piston, wherein at least one of the front and rear sides of the rotating member is provided with a plurality of first arc surfaces arranged around the surface of the rotating member, a second arc surface is arranged opposite to the first arc surface, and a ball is arranged between each pair of the first arc surfaces and the second arc surface, wherein the ball is limited by the first arc surface and the second arc surface and can slide relatively along the ramp therein and drive the rotating member to move linearly along the braking direction; the present invention overcomes the limitations of the above-mentioned solution by further reducing the demand for hydraulic installation and the number of components, while retaining the possibility of arranging primary, secondary or tertiary redundancy in the control device without incurring significant costs.

Description

Technical Field

[0001] The invention relates to the field of automobile braking, and in particular to a brake caliper integrated with a brake booster. Background Art

[0002] Due to the growing demand for higher performance and higher levels of autonomous driving, the braking system is required to develop in the direction of strengthening safety redundancy and reducing the causes of failures. At the same time, the market does not allow additional costs to be incurred. The current passenger car braking system still uses brake fluid as a transmission material to transmit the braking demand to the wheel-end caliper. Although the use of brake fluid has many benefits, it also brings difficulties to the current network layout of vehicles, and has a high installation cost and is prone to wear and even damage of parts in long-term use. In addition, in the prior art, fixed calipers tend to be selected to achieve better performance, but when using fixed calipers, the driving force should be transmitted to the outside of the caliper, and the installation space is very limited.

[0003] The solution described in WO2021019380 solves the problem of electromechanical execution of fixed calipers, but this solution is not sufficient for braking of service brakes. In addition, the repeated motors and transmission mechanisms cause considerable additional costs, and the resulting redundancy is difficult to fully utilize; EP1818235 attempts to reduce the complexity of the braking system by allocating an independent pressure-building module to each caliper, thereby reducing the hydraulic network. However, since the pressure building module is separate from the caliper, it still needs to be installed, and if the brake fluid filling needs to be repeated for each wheel, the installation will be more complicated; the braking system described in CN110099824 further simplifies the layout of the hydraulic network by introducing a purely electromechanical actuator on the rear wheel, while the front wheel is braked by an independent electro-hydraulic actuator. Redundancy is provided by independent front and rear controllers and a hydraulic pedal feel simulator that can provide pressure to the front wheels in the event of a power failure. Although the front wheel brake device can be placed closer to the wheel, hydraulic installation is still required, and the additional solenoid valve will increase the cost of the pedal feel simulator; the invention in CN109249916 eliminates installation complexity by integrating the brake booster, the body stability control module, and the hydraulic connection between them. However, since the number of control actuators remains unchanged, the possibility of failure is high, and basic redundancy is lost due to integration; if a power failure occurs, no electronic control device can be operated in the entire braking system; CN106246764 provides a solution for efficient braking of the caliper piston, making it possible to perform pure mechanical braking in a non-self-locking manner, however, this solution limits the electromechanical braking used for the parking brake function, while the service brake still uses the hydraulic pressure of the brake fluid to generate the clamping force.

[0004] The invention overcomes the limitations of the above solutions by further reducing the need for hydraulic installations and the number of components, while retaining the possibility of arranging primary, secondary or tertiary redundancy in the control device without incurring significant costs. Summary of the invention

[0005] The present invention aims at the disadvantages of the prior art and provides a brake caliper integrated with a brake booster.

[0006] In order to solve the above technical problems, the present invention is solved by the following technical solutions:

[0007] A brake caliper with an integrated brake booster comprises a caliper body and a brake cylinder arranged in the caliper body, a caliper piston, a transmission assembly and a rotating member are arranged in the brake cylinder, the caliper piston moves back and forth along the inner wall of the brake cylinder, the inner surface of the rotating member is connected to the front surface of the brake cylinder, the rotating member is connected to a power source by transmission and rotates under the drive of the power source; the transmission assembly is respectively in contact with the rotating member and the caliper piston, the transmission assembly comprises a pushing member that can move along the braking direction and push the caliper piston, at least one of the front and rear sides of the rotating member is provided with a plurality of first arc surfaces arranged around the surface of the rotating member, a second arc surface is arranged at a position opposite to the first arc surface, the second arc surface is arranged on the front surface of the caliper body or on a contact member fixed outside the caliper body or on a surface of the transmission assembly facing the rotating member, at least one of the first arc surface and the second arc surface is a ramp, and a ball is arranged between each pair of the first arc surface and the second arc surface, the ball is limited by the first arc surface and the second arc surface and can slide relatively along the ramp therein and drive the rotating member to move linearly along the braking direction. A ball ramp transmission device driven by a power source generates a clamping force on the caliper piston, wherein the linear motion generated by the rotation of the ball ramp rotating member is transmitted to the caliper piston via a force transmission material arranged between the caliper piston and the ball ramp rotating member, thereby reducing transmission losses therein.

[0008] Preferably, the transmission assembly is a disc edge gap adjustment mechanism, which includes an adjustment nut, an adjustment screw and an adjustment spring arranged outside the adjustment nut, the pusher is an adjustment screw, the adjustment nut is connected to the rotating member and rotates synchronously with the rotating member, the adjustment screw cooperates with the adjustment nut, the adjustment spring is arranged on the outer wall of the adjustment nut and applies radial pressure to the adjustment nut to change the clamping force between the adjustment nut and the adjustment screw, and an elastic retaining ring is arranged between the adjustment screw and the caliper piston, the role of the elastic retaining ring is to provide thrust to keep the adjustment nut in the piston so that it can return to its original position when reset. The disc edge gap adjustment mechanism is a prior art in this field, and how to operate it will not be described in detail here.

[0009] Preferably, the transmission assembly is a hydraulic actuator, which includes a booster piston and incompressible brake fluid. The brake fluid is distributed in the brake cylinder. The brake cylinder is provided with a brake fluid inlet. The pushing member is the booster piston. The booster piston is provided with at least one bypass channel. The bypass channel connects the chambers on the front and rear sides of the booster piston or connects the front side of the booster piston and one side of the caliper outlet. A ball or rolling bearing is provided between the booster piston and the rotating member. The booster piston and the rotating member can rotate relative to each other and move synchronously in the braking direction.

[0010] Preferably, the power source is also connected to a reduction transmission member, through which the power source is connected to the rotating member; the reduction transmission member includes a first gear connected to the power source and a second gear connected to the rotating member, the first gear and the second gear are linked, an elastic sealing ring is provided between the caliper piston and the brake cylinder, and a rotating member seal is provided between the rotating member and the brake cylinder. The reduction transmission member can transmit the rotation of the power source to the rotating member, and then through the transmission of the ball ramp, the motor torque and size can be better matched with the size and rotational torque of the driven rotating member.

[0011] Preferably, if one of the first curved surface and the second curved surface is a ramp, and the other curved surface is a spherical curved surface for accommodating balls, the rotation angle of the rotating member does not exceed 360° divided by the number of balls, and if both the first curved surface and the second curved surface are ramps, the rotation angle of the rotating member does not exceed 720° divided by the number of balls. In order to convert a certain rotation angle of the rotating member into an accurate stroke of the caliper piston in the braking direction, the rotating member can be connected to the ball ramp in the direction of the caliper body, or connected to the ball ramp in the direction of the caliper piston, or connected to the ball ramp in both directions. If there are ball ramps in both directions, the stroke is twice that of the structure with a ball ramp on one side.

[0012] Preferably, a limiting protrusion is provided on the rotating member and rotates synchronously with the rotating member. The component where the second arc surface is located has a contact surface with the rotating member. A stop block is provided on the contact surface. The relative cooperation between the limiting protrusion and the stop block is used to limit the rotation angle of the rotating member.

[0013] Preferably, a check valve is provided in the bypass channel to control the flow of brake fluid from the high side to the low pressure side. The bypass channel of the boost piston can be provided with a check valve, and pressure is generated by closing the check valve instead of using the seal of the boost piston to eliminate the idle stroke of the pressure building piston.

[0014] Preferably, the caliper body is also connected to a low-pressure reservoir, the outlet of the low-pressure reservoir is connected to the brake cylinder, a reservoir spring is arranged in the low-pressure reservoir, one end of the reservoir spring abuts against the inner wall of the low-pressure reservoir, and the other end is connected to the reservoir piston or diaphragm. The brake fluid inlet can be connected to a low-pressure reservoir, which is composed of a reservoir piston or diaphragm and a reservoir spring, and can be filled with brake fluid when the initial position of the caliper piston changes due to the wear of the friction plate. If the reservoir spring force is less than the friction force of the caliper piston seal, the pressure generated by the reservoir spring is not enough to push the caliper piston, thereby avoiding accidental braking.

[0015] Preferably, the caliper body is further provided with an external fluid inlet, which is arranged between the brake fluid inlet and the low-pressure fluid reservoir, and a channel selection valve is arranged at the connection between the brake fluid inlet and the low-pressure fluid reservoir, and the channel selection valve is linked to the rotating member. The connection part between the low-pressure fluid reservoir and the oil inlet may have an external fluid inlet leading to a conventional brake master cylinder, so that the pedal can be simulated through the reservoir spring, and when the motor fails in an unexpected situation, the caliper piston can be operated by the brake master cylinder by inputting brake fluid to prevent accidents. The connection part between the low-pressure fluid reservoir and the oil inlet may have a channel selection valve, so that the brake master cylinder connected to the external fluid inlet can choose to be connected to the low-pressure fluid reservoir or the caliper slave cylinder. This valve can be operated by the rotating member, so that the caliper slave cylinder is connected to the brake master cylinder when the rotating member is in the zero position, so that the brake master cylinder can be operated under special circumstances. The state of the valve can be changed when the rotating member is in a non-zero position, so that the external fluid inlet is connected to the low-pressure fluid reservoir, so that the connected brake master cylinder can simulate the pedal.

[0016] Preferably, a fluid outlet is provided on the side of the brake cylinder, and the fluid outlet is connected to other brake cylinders of the same caliper or another caliper or a pressure sensor. The caliper cylinder may have at least one fluid outlet, and the pressurization chamber of the caliper cylinder is connected to other cylinders in the brake caliper, so as to realize the linkage between the cylinders of the multi-cylinder caliper, or to link other pistons in the brake caliper of other wheels to simplify braking or realize braking of other wheels in special scenarios, or to connect the pressurization chamber of the caliper cylinder to a pressure sensor, and support the control ECU through the information about the clamping force, thereby greatly improving the emergency response capability of the car in various situations and improving the safety performance of the braking system.

[0017] The present invention has significant technical effects due to the adoption of the above technical solution:

[0018] The invention overcomes the limitations of the above solutions by further reducing the need for hydraulic installations and the number of components, while retaining the possibility of arranging primary, secondary or tertiary redundancy in the control device without incurring significant costs;

[0019] A ball ramp transmission device driven by a caliper caliper generates a clamping force, wherein the linear motion generated by the rotation of the ball ramp rotating member is transmitted to the caliper piston through a transmission assembly arranged between the caliper piston and the ball ramp rotating member, and can also be transmitted to the rotating ball ramp member through a reduction transmission member to transmit the rotation of the power source through a certain transmission ratio to the rotating ball ramp member, so that the power source torque and size are matched with the device;

[0020] The pressurized chamber of the caliper slave cylinder is connected to other slave cylinders in the brake caliper to achieve linkage between the slave cylinders of the multi-slave caliper, or to link other pistons in the brake calipers of other wheels to simplify braking or achieve braking of other wheels in special scenarios, or the pressurized chamber of the caliper slave cylinder is connected to a pressure sensor to support the control ECU through information about the clamping force, thereby greatly improving the emergency response capability of the vehicle in various situations and improving the safety performance of the braking system. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a structural schematic diagram of the present invention.

[0022] Figure 2 It is a schematic diagram of the structure of the present invention in which a reduction transmission member is arranged.

[0023] Figure 3 It is a transverse cross-sectional view of the rotating part when ramps are provided on both sides of the ball.

[0024] Figure 4 It is a longitudinal cross-sectional view of the contact between the rotating member, the ball, and the caliper master cylinder when ramps are set on both sides of the ball.

[0025] Figure 5 It is a transverse cross-sectional view of the contact surface when ramps are set on both sides of the ball.

[0026] Figure 6 It is a transverse cross-sectional view of the rotating part when only the second curved surface is a ramp.

[0027] Figure 7 It is a longitudinal cross-sectional view of the rotating part, the ball, and the contact surface when only the second arc surface is a ramp.

[0028] Figure 8 It is a transverse cross-sectional view of the contact surface when only the second curved surface is a ramp.

[0029] Fig. 9 It is a transverse cross-sectional view of the rotating part when only the first curved surface is a ramp.

[0030] Fig.10 It is a longitudinal cross-sectional view of the rotating part, the ball and the contact surface when only the first arc surface is a ramp.

[0031] Fig.11It is a transverse cross-sectional view of the contact surface when only the first curved surface is a ramp.

[0032] Fig.12 It is a structural schematic diagram of the transmission assembly of the present invention as a disc edge gap adjustment mechanism.

[0033] Fig.13 It is a structural schematic diagram of the present invention in which a rolling bearing is arranged between the booster piston and the rotating member, and a ball is arranged between the rotating member and the caliper body.

[0034] Fig.14 It is a structural schematic diagram of the present invention in which a ball is arranged between the boosting piston and the rotating member, and a rolling bearing is arranged between the rotating member and the caliper body.

[0035] Fig.15 It is a structural schematic diagram of a rotating member of the present invention having first arc surfaces on both the front and rear sides.

[0036] Fig.16 It is a structural schematic diagram of an external low-pressure liquid storage tank of the present invention.

[0037] Fig.17 It is a schematic structural diagram of the present invention in which an external liquid inlet is arranged.

[0038] Fig.18 It is a structural schematic diagram of the present invention in which an external liquid inlet and a channel selection valve are arranged.

[0039] Fig.19 It is a schematic diagram of the structure of the liquid outlet provided in the present invention.

[0040] Fig. 20 It is a structural schematic diagram of the present invention in which a check valve is arranged. DETAILED DESCRIPTION

[0041] The present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. Example

[0042] like Figure 1 As shown, in the brake caliper, the caliper piston 1 is arranged in the brake cylinder 21 in the caliper body 2, and the caliper is integrated with a single-cylinder, double-cylinder or even multi-cylinder piston to power the caliper. This piston is generally called a wheel cylinder, or a wheel cylinder. The ball ramp transmission mechanism is composed of a rotating member 3 with a first arc surface 31, 32 and a corresponding ball 51. A contact member 8 is fixed outside the caliper body, and another second arc surface 84, 85 is formed inside the contact member 8. The rotating member 3 is driven by a power source 6 and rotates. The power source here can be a motor or an element with a rotating bearing that is driven by a motor to rotate. When the rotating member 3 rotates, the rotation is converted into a linear motion of the rotating member through the mutual movement between the ball and the ramp. This linear motion is transmitted to the caliper piston 1 through the transmission assembly 4, thereby driving the caliper piston to move linearly.

[0043] like Figure 2 As shown, a reduction device can be arranged between the power source and the rotating member, and a reduction transmission member 71, 72 is arranged between the rotating member 3 and the power source 6. The reduction transmission member 71, 72 includes a first gear 71 connected to the power source 6 and a second gear 72 connected to the rotating member 3. The first gear is linked to the second gear. The function of the reduction transmission member 71, 72 is to adjust the output torque and speed of the power source to the torque and speed required by the rotating member 3.

[0044] like Figure 3-5 As shown, the first arc surface provided on the rotating member 3 is the ramp 31a, 32a, 33a, and the second arc surface is the ramp 84a, 85a, 86a. When the balls 51, 52, 53 roll along the ramps 31a, 32a, 33a, 84a, 85a, 86a, the length they pass is twice the maximum length of the single ramp profile, and at the same time, this rolling motion promotes the linear motion of the rotating member 3 under the action of the balls. When the balls pass through the head and tail length of a single ramp, the rotating member 3 rotates 360° divided by the number of balls, which means that the maximum rotation angle of the rotating member 3 can be 720° divided by the number of balls. In order to prevent the rotating member 3 from rotating beyond this range, a limiting protrusion 38 is arranged on the rotating member 3, and a stopper 82, 83a is arranged on the front surface 31 of the caliper master cylinder 3. The limiting protrusion 38 contacts the stopper 82, 83a when rotating, so that the rotating member 3 is locked by the cooperation of the limiting protrusion and the stopper to prevent the rotating member 3 from rotating beyond the range, thereby controlling the rotation angle. For example, three balls are arranged in the figure, and each time the rotating member 3 rotates at an angle of 240°, Figure 3 The left and right states are states in which the limiting protrusion 38 contacts the stoppers 82 and 83a at both ends respectively during the rotation process.

[0045] like Figure 6-8 As shown, the second arc surface on the contact surface 81 is a ramp 84a, 85a, 86a, and the sliding bearings 31b, 32b, 33b arranged in the rotating member 3 guide the balls 51, 52, 53. The balls can roll in the sliding bearings, but radial relative sliding cannot occur. The balls 51, 52, 53 roll along the ramps 84a, 85a, 86a respectively, and the length they pass is the maximum length of a single profile, that is, 360° divided by the number of balls, while generating the linear motion of the rotating member 3. This means that the maximum rotation angle of the rotating member 3 can be 360° divided by the number of balls. In order to prevent the rotating member 3 from rotating beyond this range, a limiting protrusion 38 is arranged on the rotating member 3, and a stopper 82, 83b is provided on the contact surface 81 of the contact member 8. The limiting protrusion 38 contacts the stopper 82, 83b respectively to lock the rotating member 3 to prevent the rotating member 3 from rotating beyond the range.

[0046] like Figure 9-11As shown, the first arc surface in the rotating member 3 is a ramp 31a, 32a, 33a, and the sliding bearings 84b, 85b, 86b guide the balls 51, 52, 53. The balls 51, 52, 53 roll along the ramps 31a, 32a, 33a, and the length they pass is the maximum length of a single profile, that is, 360° divided by the number of balls, while generating the linear motion of the rotating member 3. This means that the maximum rotation angle of the rotating member 3 can be 360° divided by the number of balls. In order to prevent the rotating member 3 from rotating beyond this range, a limit protrusion 38 is arranged on the rotating member 3, and the limit protrusion 38 locks the rotating member 3 by contacting the corresponding stopper 82, 83b arranged on the contact surface 81 of the contact member 8 to prevent the rotating member 3 from rotating beyond the range.

[0047] like Fig.12 As shown, a disc clearance adjustment mechanism 4a is arranged between the caliper piston 1 and the rotating member 3 as a transmission component 4. In the brake cylinder 21, an elastic sealing ring 23 is arranged between the caliper piston 1 and the brake cylinder 21. Through the rotation of the rotating member 3, the adjusting nut 4a3 rotates accordingly and generates a linear movement of the adjusting screw 4a4, and an elastic retaining ring 4a5 is connected between the adjusting screw 4a4 and the caliper piston 1. The preload force applied by the adjusting spring 4a2 of the spring cover 4a1 generates a friction force. When sufficient clamping force is generated to overcome the rotational friction between the adjusting nut 4a3 and the rotating member 3, the linear movement of the adjusting screw will stop. The relative movement between the adjusting nut 4a3 and the rotating member 3 will be adjusted as needed to compensate for the increase in the disc clearance caused by the wear of the friction plate.

[0048] like Fig.13 As shown, a rolling bearing 4b2 is arranged between the booster piston 4b3 and the rotating member 3, so that the booster piston 4b3 is connected to the rotating member 3, and the linear movement of the rotating member 3 can drive the linear movement of the booster piston. A booster piston seal 24 is arranged between the booster piston 4b3 and the brake cylinder 21, and a bypass channel 4b4 is arranged in the booster piston 4b3. When the booster piston 4b3 moves to the caliper piston 1 through the rotating member 3, the bypass channel 4b4 is just blocked by the booster piston seal 24. The brake cylinder 21 is filled with incompressible brake fluid 4b1 entering through the liquid inlet 26 connected to the external fluid storage tank. In this figure, the second arc surface and the contact surface 81 are arranged on the caliper body 2, and a rotating member seal 25 is arranged between the rotating member 3 and the brake cylinder 21.

[0049] like Fig.14 As shown, on the basis of setting the booster piston 4b3, the second arc surface and the contact surface are set on the booster piston 4b3, the rotating member 3 is provided with a first arc surface, and the booster piston 4b3 is provided with a second arc surface 84, 85 opposite to the first arc surface. A rolling bearing 4b2 is provided between the rotating member 3 and the caliper body 2.

[0050] like Fig.15 As shown, both the front and rear sides of the rotating member 3 are provided with first arc surfaces, the balls 51 and 54 on both sides are arranged in the first arc surfaces, one of the calipers 2 is provided with a second arc surface, and the boosting piston 4b3 is also provided with a second arc surface, and the two second arc surfaces are respectively opposite to the first arc surface on one side of the rotating member 3. With this arrangement, when the rotating member 3 rotates at the same rotation angle, the stroke of the boosting piston 4b3 can be doubled.

[0051] like Fig.16 As shown, the low-pressure reservoir 9 is arranged at the liquid inlet 26 of the brake cylinder 21, so that the brake fluid can enter through the force of the reservoir spring 92 acting on the reservoir piston 91 or the diaphragm. When designing, the force of the reservoir spring 92 should be smaller than the return friction force of the booster piston seal 24 to avoid the booster piston 4b3 being unable to return and being accidentally clamped.

[0052] like Fig.17 As shown, an additional external inlet 93 is arranged at the connection between the inlet 26 of the brake cylinder 21 and the reservoir piston 91. The external inlet 93 is used to connect the brake master cylinder. The pedal feel is simulated through at least one reservoir spring 92. When the power source 6 cannot work, the driver pushes the caliper piston 1 through the inlet to generate a clamping force. The initial position of the reservoir piston 91 is determined by the outer shell of the reservoir 9. The reservoir spring 92 presses the reservoir piston 91 to provide sufficient feedback force to the driver. The outer shell of the reservoir 9 makes the reservoir piston 91 stop at a position where the spring force of the reservoir spring 92 has a certain pre-pressure. In this way, the driver needs to overcome this initial force first, and then overcome the force of the reservoir spring 92 to push the reservoir piston 91. If there is no such piston and spring, even if the driver applies a small force to the pedal, he will feel that the pressure-building piston 4b3 has a large force on the pedal. Since the reservoir spring 92 is relatively soft, the driver can easily step on the pedal stroke he wants. In addition, the liquid storage tank piston 91 has a pre-pressure so that the pedal can overcome the influence of vehicle vibration or the influence of the pedal's own gravity, and remain stable at the origin position without unnecessary braking.

[0053] like Fig.18As shown, a channel selection valve 94 is arranged at the connection between the liquid inlet 26 of the brake cylinder 21 and the reservoir piston 91. The channel selection valve 94 is used to control the connection between the external liquid inlet 93 and the brake cylinder 21 or the connection between the external liquid inlet 93 and the low-pressure reservoir 9. The channel selection valve 94 is connected to the rotating member 3. The rotation angle of the rotating member 3 can drive the channel selection valve 94 to change the control mode. In this embodiment, when the rotating member 3 is at the zero position, the channel selection valve 94 controls the external liquid inlet 93 to be connected to the brake cylinder 21, so that the brake fluid inlet can be passed into the brake fluid to drive the caliper piston 1. When the rotating member 3 rotates under the drive of the power source, the channel selection valve 94 connects the low-pressure reservoir 9 with the external liquid inlet 93, so as to use the low-pressure reservoir 9 to provide feedback force to simulate the pedal feel.

[0054] like Fig.19 As shown, at least one liquid outlet 27 is provided on the side wall of the brake cylinder 21, and the liquid outlet 27 can pass the brake fluid 4b1 into other cylinders of the same caliper or another caliper or a pressure sensor. Because the fixed caliper has limited space, one or more cylinders can be provided on the outside of the brake cylinder 21 in the figure, and the liquid outlet 27 presses out the brake fluid 4b1. The hydraulic pressure distribution in other cylinders in the same caliper supports the application of the present invention on the fixed caliper. For the caliper provided separately, it can be provided with one cylinder or a caliper provided with multiple cylinders, such as 4 or 6 cylinders. The brake fluid 4b1 can be pressed into the caliper through the liquid outlet 27, and the circulation of the brake fluid can also be achieved between the cylinders in the caliper in the same way. The liquid outlet can be connected to another caliper to simplify the control of the entire brake system, or this connection can be controlled, for example: it is enabled only when the control of other calipers fails. In order to control the operation of the power source 6, a pressure sensor can be arranged at the liquid outlet 27 to test the size of the clamping force.

[0055] like Fig. 20 As shown, the bypass channel 4b4 of the booster piston 4b3 is provided with a booster piston seal 24 independent of the booster piston 4b3, and a check valve 4b5 is provided in the bypass channel, and the check valve 4b5 can close the high-pressure side during the pressure building period of the booster piston 4b3. The check valve 4b5 can be arranged in such a way that the rotating member 3 contacts the check valve 4b5 at a certain rotation angle. For example, when the rotating member 3 is at the zero position, the check valve 4b5 is kept in an open state by the rotating member 3 to ensure that even if the brake fluid is in the pressurization chamber of the brake cylinder 21, it cannot flow to the other side to provide pressure to the booster piston 4b3, and the pressure is kept balanced in the non-braking state.

[0056] In the description of the present invention, it should be understood that the terms "center", "length", "width", "thickness", "up", "down", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined.

[0057] In conclusion, the above is only a preferred embodiment of the present invention, and all equivalent changes and modifications made according to the scope of the patent application of the present invention should fall within the scope of the patent of the present invention.

Claims

1. A brake caliper with an integrated brake booster, comprising a caliper body and a brake cylinder arranged in the caliper body, wherein a caliper piston, a transmission assembly and a rotating member are arranged in the brake cylinder, wherein the caliper piston moves back and forth along the inner wall of the brake cylinder, wherein the inner surface of the rotating member is connected to the front surface of the brake cylinder, and the rotating member is connected to a power source and rotates under the drive of the power source; characterized in that: The transmission assembly is in contact with and connected to the rotating member and the caliper piston respectively, and the transmission assembly includes a pushing member that can move along the braking direction and push the caliper piston. At least one of the front and rear sides of the rotating member is provided with a plurality of first arc surfaces arranged around the surface of the rotating member, and a second arc surface is arranged opposite to the first arc surface. The second arc surface is arranged on the front surface of the caliper body or on a contact member fixed outside the caliper body or on the surface of the transmission assembly facing the rotating member. At least one of the first arc surface and the second arc surface is a ramp, and a ball is arranged between each pair of the first arc surface and the second arc surface. The ball is limited by the first arc surface and the second arc surface and can slide relatively along the ramp therein and drive the rotating member to move linearly along the braking direction; the transmission assembly is a hydraulic actuator, and the hydraulic actuator includes a booster pump A plug and incompressible brake fluid, the brake fluid is distributed in the brake cylinder, the brake cylinder is provided with a brake fluid inlet, the pushing member is a booster piston, the booster piston is provided with at least one bypass channel, the bypass channel connects the chambers on the front and rear sides of the booster piston or connects the front side of the booster piston and one side of the caliper outlet, a ball or rolling bearing is provided between the booster piston and the rotating member, the booster piston and the rotating member can rotate relative to each other and move synchronously in the braking direction; if one of the first arc surface and the second arc surface is a ramp, and the other arc surface is a spherical arc surface for accommodating balls, the rotation angle of the rotating member does not exceed 360° divided by the number of balls, and if both the first arc surface and the second arc surface are ramps, the rotation angle of the rotating member does not exceed 720° divided by the number of balls.

2. The brake caliper with integrated brake booster according to claim 1, characterized in that: The power source is also connected to a reduction transmission member, through which the power source is connected to the rotating member; the reduction transmission member includes a first gear connected to the power source and a second gear connected to the rotating member, the first gear is linked to the second gear, an elastic sealing ring is arranged between the caliper piston and the brake cylinder, and a rotating member seal is arranged between the rotating member and the brake cylinder.

3. The brake caliper with integrated brake booster according to claim 1, characterized in that: The rotating member is provided with a limiting protrusion which rotates synchronously with the rotating member. The component where the second arc surface is located has a contact surface which contacts the rotating member. A stopper is provided on the contact surface. The relative cooperation between the limiting protrusion and the stopper is used to limit the rotation angle of the rotating member.

4. The brake caliper with integrated brake booster according to claim 1, characterized in that: A check valve is provided in the bypass channel to control the flow of brake fluid from the high pressure side to the low pressure side.

5. The brake caliper with integrated brake booster according to claim 1, characterized in that: The caliper body is also connected to a low-pressure fluid storage tank, the outlet of which is connected to the brake cylinder, a fluid storage tank spring is arranged in the low-pressure fluid storage tank, one end of the fluid storage tank spring abuts against the inner wall of the low-pressure fluid storage tank, and the other end is connected to the fluid storage tank piston or diaphragm.

6. The brake caliper with integrated brake booster according to claim 1, characterized in that: The caliper body is also provided with an external fluid inlet, which is arranged between the brake fluid inlet and the low-pressure fluid storage tank. A channel selection valve is arranged at the connection between the brake fluid inlet and the low-pressure fluid storage tank, and the channel selection valve is linked with the rotating member.

7. The brake caliper with integrated brake booster according to claim 1, characterized in that: A fluid outlet is provided on the side of the brake cylinder, and the fluid outlet is connected to other brake cylinders of the same caliper or another caliper or a pressure sensor.

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