In-wheel drive system disc brake device

Abstract

A disc brake device for an in-wheel drive system may include: an in-wheel drive unit having a rotor and a stator, disposed inside a wheel; a first torque member mounted on the stator and configured to support one side portion of a pair of brake pads; a second torque member formed separately from the first torque member and configured to support the other side portion of the brake pads; and a caliper body having one side portion engaged with the first torque member and the other side portion engaged with the second torque member, and configured to press the brake pads against the wheel disc. The disc brake device for an in-wheel drive system according to this disclosure further enhances the design freedom of the central portion of the in-wheel module.

Description

Technical Field

[0001] Exemplary embodiments of this disclosure relate to disc brake devices for in-wheel drive systems, and more specifically, to a disc brake device for an in-wheel drive system having a structure in which a drive device configured to provide power for driving the wheel and a braking device for pressing brake pads against the wheel disc are mounted inside the wheel. Background Technology

[0002] Generally, a vehicle's disc brake system refers to a braking system that generates braking force by pressing brake pads against either side of a disc-shaped brake disc that rotates with the wheel. Typically, the brake disc has a central portion that is fixed to the center of the wheel via a hub. Therefore, the braking device, including the brake pads, is mounted on the outer diameter portion of the brake disc.

[0003] Traditional disc brake systems extend from the outer diameter of the brake disc towards its inner diameter. Therefore, the surface pressure between the brake disc (hereinafter referred to as the "disc") and the brake pads (hereinafter referred to as "friction pads") is applied more consistently to the outer diameter of the disc than to the inner diameter. In other words, the surface pressure applied to the outer diameter of the disc is higher than the surface pressure applied to the inner diameter.

[0004] The outer diameter portion of the disc has a higher linear velocity than the inner diameter portion. Therefore, the surface pressure applied to the outer diameter portion of the adjacent disc is not only greater than the surface pressure applied to the inner diameter portion, but also acts over a longer distance. Consequently, the outer diameter portion of the disc experiences more wear and heating than the inner diameter portion, making it difficult to achieve uniform frictional performance and increasing the likelihood of noise generation.

[0005] Furthermore, in-wheel drive systems are used in environmentally friendly vehicles, such as electric vehicles and hybrid vehicles. Therefore, there is a need to develop a disc brake system that can be installed efficiently in terms of space while avoiding interference with in-wheel motors, reducers, etc., which have various specifications and configurations.

[0006] The related technology disclosed herein is in Korean Patent No. 1682248, registered on November 28, 2016, entitled "In-Wheel Drive System". Summary of the Invention

[0007] Various embodiments relate to a disc brake device for an in-wheel drive system that can be installed efficiently in terms of space while avoiding interference with other components in the limited space inside the wheel.

[0008] In one embodiment, a disc brake device for an in-wheel drive system may include: an in-wheel drive device having a rotor and a stator disposed inside a wheel; a first torque member mounted on the stator and configured to support one side portion of a pair of brake pads; a second torque member formed separately from the first torque member and configured to support the other side portion of the brake pads; and a caliper body having one side portion engaged with the first torque member and the other side portion engaged with the second torque member, and configured to press the brake pads against the disc.

[0009] The first torque member may include: a caliper body engagement portion engaged with the caliper body; one or more brake pad support portions connected to the caliper body, adjacent to the brake pad, and separately formed from the second torque member; and a stator engagement portion connected to the caliper body engagement portion or the brake pad support portion, and engaged with the stator.

[0010] The caliper body engagement portion may have a hole structure or a groove structure, and a guide pin engages with the hole structure or groove structure. The guide pin is used to movably support the caliper body in the axial direction.

[0011] The brake pad support portion may include: a first brake pad support portion connected to one side portion of the caliper body engagement portion and configured to support one of the pair of brake pads; and a second brake pad support portion connected to the other side portion of the caliper body engagement portion and configured to support the other of the pair of brake pads.

[0012] The stator engagement portion may include: a first stator engagement portion, which engages with one side portion of the stator; and a second stator engagement portion, which engages with the other side portion of the stator at a position spaced apart from the first stator engagement portion.

[0013] The brake pad support may include: a first brake pad support, connected to one side of the caliper body engagement portion and configured to support one of the pair of brake pads; and a second brake pad support, connected to the other side of the caliper body engagement portion and configured to support the other of the pair of brake pads. The first stator engagement portion may be connected to the first brake pad support portion, and the second stator engagement portion may be connected to the second brake pad support portion.

[0014] The first stator engagement and the second stator engagement may be formed at mismatched locations to engage different fastening members along the axial direction.

[0015] The first stator joint and the second stator joint can be arranged on the same extension line along the axial direction.

[0016] The first stator joint and the second stator joint can be connected together to one of the plurality of brake pad support portions.

[0017] The first torque component and the second torque component can be symmetrically arranged relative to the brake pad and the caliper body.

[0018] The stator may include: a stator body portion disposed inside the rotor; and a torque member engagement portion formed on the stator body portion and engaged with the first torque member.

[0019] The torque member engagement portion may include: a first torque member engagement portion formed on one side of the stator body portion and engaged with the first torque member; and a second torque member engagement portion formed on the other side of the stator body portion and engaged with the second torque member at a position spaced apart from the first torque member engagement portion.

[0020] The torque member engagement portion may include: a protrusion formed on the inner diameter portion of the stator body; and a fastening portion formed on the protrusion, such that a fastening member for connecting the first torque member to the protrusion is fastened to the fastening portion.

[0021] The stator may further include a bracket, one side of which is fixed to the stator body, and the other side of which is engaged with the first torque member at a position spaced apart from the torque member engagement portion.

[0022] According to this disclosure, the disc brake device has a structure in which the brake pads are supported by two torque members corresponding to the first torque member and the second torque member. That is, compared with conventional torque members, the disc brake device has a structure that omits the main beam and tie rod. Furthermore, compared with conventional torque members, the first torque member and the second torque member can be engaged and fixed to the stator, rather than the steering knuckle.

[0023] Therefore, the disc brake can avoid interference with other components located in the central portion of the in-wheel module because, compared to the conventional structure that fixes the in-wheel module to the steering knuckle via the main beam, there is no need to consider fastening the in-wheel module to the steering knuckle. Thus, the disc brake can further increase the design freedom of the central portion of the in-wheel module. Furthermore, it can eliminate potential layout deficiencies that may arise as the internal space of the wheel decreases further.

[0024] Furthermore, since the in-wheel module is assembled to the wheel and the steering knuckle, and the first torque member and the second torque member are mounted and fixed to the stator, the disc brake can eliminate the problem left over when the caliper is not fixed during the assembly of the in-wheel module, thereby further improving assembly performance and productivity.

[0025] Furthermore, in the disc brake system, the portion of the torque component corresponding to the main beam and the tie rod, which accounts for two-thirds or more of the weight of the torque member, can be removed compared to a conventional torque member fixed to the steering knuckle by the main beam. Therefore, the weight of the disc brake system can be significantly reduced, thereby lowering costs.

[0026] Compared to conventional torque members fastened to the steering knuckle via the main beam, the disc brake system can further shorten the radial distance between the portion supporting the braking force of the brake pads and the portion mounting and securing the brake pads. Therefore, the internal stress applied to the torque member can be further reduced. Attached Figure Description

[0027] Figure 1 This is a perspective view schematically showing the installation state of the disc brake device of the in-wheel drive system according to the first embodiment of the present disclosure.

[0028] Figure 2 yes Figure 1 The front view.

[0029] Figure 3 This is a perspective view showing the main parts of the disc brake device of the in-wheel drive system according to a first embodiment of the present disclosure.

[0030] Figure 4 This is a front view showing the installation state of the main parts of the disc brake device of the in-wheel drive system according to the first embodiment of the present disclosure.

[0031] Figure 5 This is a front view showing another example of a stator according to a first embodiment of the present disclosure.

[0032] Figure 6 This is a perspective view showing a first torque member according to a first embodiment of the present disclosure.

[0033] Figure 7 This shows how it is viewed from different directions. Figure 6 At that time, a perspective view of the first torque member according to the first embodiment of the present disclosure.

[0034] Figure 8 This is a perspective view showing the main parts of the disc brake device of the in-wheel drive system according to a second embodiment of the present disclosure.

[0035] Figure 9 This is a perspective view schematically showing the installation state of the disc brake device of the in-wheel drive system according to a third embodiment of the present disclosure.

[0036] Figure 10 yes Figure 9 The front view.

[0037] Figure 11 This is a perspective view showing the main parts of the disc brake device of the in-wheel drive system according to a third embodiment of the present disclosure.

[0038] Figure 12 This is a perspective view showing a first torque member according to a third embodiment of the present disclosure.

[0039] Figure 13 This shows how it is viewed from different directions. Figure 12 At that time, a perspective view of the first torque member according to the third embodiment of the present disclosure.

[0040] Figure 14 This is a conceptual diagram illustrating how to avoid interference with other components when a disc brake device of an in-wheel drive system according to an embodiment of the present disclosure is applied.

[0041] Figure 15 This is a conceptual diagram illustrating the reduction of load applied to the fixing portion of the torque member when a disc brake device of an in-wheel drive system according to an embodiment of the present disclosure is applied. Detailed Implementation

[0042] In the following description, a disc brake device for an in-wheel drive system will be illustrated with reference to the accompanying drawings and various exemplary embodiments. It should be noted that the drawings are not drawn to exact scale and that the thickness of lines or the dimensions of components may be exaggerated for ease of description and clarity only. Furthermore, the terminology used herein is defined in view of the functionality of the invention and may be changed according to the user's or operator's habits or intentions. Therefore, the definitions of terminology should be based on the overall disclosure set forth herein.

[0043] Figure 1 This is a perspective view schematically showing the installation state of the disc brake device of the in-wheel drive system according to the first embodiment of the present disclosure, and Figure 2 yes Figure 1 The front view.

[0044] refer to Figure 1 and Figure 2According to the first embodiment of the present disclosure, the disc brake device 1 of the in-wheel drive system includes an in-wheel drive device 10, a first torque member 20 / 20A, a second torque member 30 / 30A, and a caliper body 40, and the disc brake device 1 is disposed inside the wheel 2.

[0045] The in-wheel drive device 10 includes a rotor 11 and a stator 12, and the in-wheel drive device 10 is configured to face the inner diameter portion of the wheel 2. In other words, the in-wheel drive device 10 is disposed in the wheel 2 to overlap with the wheel 2 in the radial direction. The rotor 11 is adjacent to the inner diameter portion of the wheel 2, and the stator 12 has a hollow cylindrical shape and is disposed inside the rotor 11.

[0046] The rotor 11 is mounted on the same rotational axis C as the wheel 2 and rotates with the wheel 2, while the stator 12 remains stationary and does not rotate. Since the rotor 11 rotates through electromagnetic interaction with the stator 12, and its structure and function are well known, a detailed description thereof will be omitted here.

[0047] The first torque member 20 / 20A and the second torque member 30 / 30A are components that support the brake pad 3 on their respective sides, and are separate from each other, respectively joined and fixed to one side and the other side of the stator 12. The first torque member 20 / 20A is joined and fixed to one side of the stator 12 to support one side of the brake pad 3. The second torque member 30 / 30A is formed separately from the first torque member 20 / 20A, and is joined and fixed to the other side of the stator 12 to support the other side of the brake pad 3.

[0048] The first torque member 20 / 20A and the second torque member 30 / 30A are spaced apart from each other, and the brake pad 3 is inserted between them. Typically, the brake pad 3 has a symmetrical shape in the circumferential direction. Based on the symmetrical shape of the brake pad 3, the first torque member 20 / 20A and the second torque member 30 / 30A are formed and arranged symmetrically with respect to the brake pad 3 in the circumferential direction.

[0049] The first torque member 20 / 20A and the second torque member 30 / 30A are respectively disposed in a pair of left and right spaces, and are formed in the circumferential direction (or tangential direction) between the two sides of the stator 12 and the caliper body 40. The circumferential direction is based on the disc 4 having a disc shape.

[0050] In the description of this disclosure, when the relative positions of components are based on Figure 1 and Figure 2 When the states shown are represented, the circumferential direction or tangential direction is also called the left-right direction, the radial direction or the direction of the rotation center (reverse radial direction) is also called the up-down direction, and for ease of description, the axial direction is also called the front-back direction.

[0051] Figure 1 and Figure 2 In this configuration, the first torque member 20 / 20A is disposed in the space formed between the stator 12 and the right side of the clamp body 40, fixed to the right side of the stator 12, and does not extend towards the bottom of the clamp body 40, but faces the rotation center of the wheel 4. The second torque member 30 / 30A is disposed in the space formed between the stator 12 and the left side of the clamp body 40, positioned independently of the first torque member 20 / 20A, fixed to the left side of the stator 12, and does not extend towards the bottom of the clamp body 40, but faces the rotation center of the wheel 4.

[0052] In this way, the first torque member 20 / 20A and the second torque member 30 / 30A can be compactly arranged only in a pair of spaces formed between the stator 12 and the two side portions of the caliper body 40. Furthermore, the first torque member 20 / 20A and the second torque member 30 / 30A do not extend towards the rotation center of the wheel disc 4 (i.e., the hub bearing 5 and the steering knuckle 6). Therefore, the first torque member 20 / 20A and the second torque member 30 / 30A can be arranged without overlapping or interfering with the hub bearing 5 and the steering knuckle 6. Therefore, the design freedom can be further increased when arranging other components in the space between the caliper body 40 and the hub bearing 5 and the steering knuckle 6, or when considering the size, shape, number, position, and orientation of components arranged in the wheel 2 (e.g., the hub bearing 5 and the steering knuckle 6).

[0053] The caliper body 40 is used to press a pair of brake pads 3 against the wheel disc 4. One side of the caliper body 40 is engaged with a first torque member 20 / 20A, and the other side is engaged with a second torque member 30 / 30A. The left and right sides of the caliper body 40 are connected to the first torque member 20 / 20A and the second torque member 30 / 30A respectively via guide pins 41, which movably support the caliper body 40 in the axial direction.

[0054] When the assembly process is complete, a pair of brake pads 3 are positioned so that their two surfaces face the disc 4 in the axial direction (front-to-back direction). The left and right sides of the brake pads 3 and the left and right sides of the caliper body 40 have a symmetrical structure relative to the center of the brake pads 3 and the caliper body 40, which allows for the stable application of frictional force to the disc-shaped disc 4. The first torque member 20 / 20A and the second torque member 30 / 30A are symmetrically arranged relative to each other based on the center of the brake pads 3 and the caliper body 40 in the circumferential direction, thereby supporting the two sides of the caliper body 40 in a balanced manner along the circumferential direction.

[0055] Figure 3 This is a perspective view showing the main parts of the disc brake device of the in-wheel drive system according to a first embodiment of the present disclosure. Figure 4 This is a front view showing the installation state of the main parts of the disc brake device of the in-wheel drive system according to the first embodiment of the present disclosure. Figure 5 This is a front view showing another example of a stator according to a first embodiment of the present disclosure.

[0056] refer to Figure 3 and Figure 4 According to the first embodiment of the present disclosure, the stator 12 includes a stator body portion 13 and a torque member engagement portion 14.

[0057] The stator body portion 13 is the main body of the stator 12, has a hollow cylindrical shape, and is disposed inside the rotor 11 for rotating the rotor 11 through electromagnetic interaction with the rotor 11. The torque member engagement portion 14 engages with the first torque member 20 / 20A and is formed on the inner diameter portion of the stator body portion 13, protruding toward the first torque member 20 / 20A and the second torque member 30 / 30A.

[0058] According to a first embodiment of this disclosure, the torque member engagement portion 14 includes a first torque member engagement portion 15 engaged with a first torque member 20 / 20A and a second torque member engagement portion 18 engaged with a second torque member 30 / 30A at a position away from the first torque member engagement portion 15. More specifically, the first torque member engagement portion 15 is formed on one side (right side) of the stator body portion 13, located on one side (right side) of the caliper body 40 in the circumferential direction, and the second torque member engagement portion 18 is formed on the other side (left side) of the stator body portion 13, located on the other side (left side) of the caliper body 40 in the circumferential direction.

[0059] According to the first embodiment of this disclosure, the first torque member engagement portion 15 is provided as a pair of first torque member engagement portions, which are spaced apart from each other in the axial direction and respectively engage with the first stator engagement portion 26 and the second stator engagement portion 27 of the first torque member 20 / 20A. The first stator engagement portion 26 and the second stator engagement portion 27 will be described below. Hereinafter, for ease of explanation, the pair of first torque member engagement portions 15 will be referred to as 15a and 15b to distinguish them.

[0060] The inner diameter portion of the stator body 13 has depth in the axial direction. One of the two first torque member joints 15, 15a, is located on one side of the inner diameter portion of the stator body 13 in the axial direction (i.e., the outer side of the vehicle), and the other of the two first torque member joints 15, 15b, is located on the other side of the inner diameter portion of the stator body 13 in the axial direction (i.e., the inner side of the vehicle).

[0061] The first torque member joint 15 and the second torque member joint 18 have symmetrical shapes and arrangements in the circumferential direction. Since the second torque member joint 18 has a structure that is symmetrical and corresponding to the first torque member joint 15, the description of the second torque member joint 18 (18a and 18b) will be omitted here and replaced with the description of the first torque member joint 15.

[0062] According to a first embodiment of this disclosure, the first torque member engagement portion 15 includes a protrusion 16 and a fastening portion 17. The protrusion 16 is for supporting the first torque member 20 / 20A and is formed on the inner diameter portion of the stator body portion 13 so as to protrude inward toward the first torque member 20 / 20A. The fastening portion 17 is a component to which a fastening member 9 for connecting the first torque member 20 / 20A to the protrusion 16 is fastened, and the fastening portion 17 is formed by passing through the protrusion 16 in the axial direction.

[0063] The fastening part 17 has a hole-like structure through which the bolt-like fastening member 9 can pass. The fastening member 9 with the bolt structure is fastened to the fastening part 17 by the first torque member 20 / 20A, thereby connecting and fixing the first torque member 20 / 20A to the fastening part 17. As the first torque member 20 / 20A is fixed to the fastening part 17, the load applied to the first torque member 20 / 20A is transmitted and distributed to the stator body part 13 through the protrusion 16.

[0064] According to a first embodiment of this disclosure, the first torque member engagement 15 has a structure including a protrusion 16 and a fastening portion 17, and is provided as a plurality of first torque member engagements that individually support the first stator engagement 26 and the second stator engagement 27 at different positions in the axial direction. Therefore, the plurality of first torque member engagements 15 can distribute the load applied to the first stator engagement 26 and the second stator engagement 27 based on the stator body portion 13, thereby stably supporting the first stator engagement 26 and the second stator engagement 27.

[0065] refer to Figure 5 In addition to the stator body portion 13 and the torque member joint portion 14, the stator 12 according to this disclosure may also include a bracket 19.

[0066] The bracket 19 is used to adjust the connection between the stator body 13 and the first torque member 20 / 20A, and the bracket 19 is positioned in a location that does not interfere with the engagement portion 15 of the first torque member. One side of the bracket 19 has a structure that can be connected and fixed to the stator body 13, and the other side of the bracket 19 has a structure that can extend toward and engage with the first torque member 20 / 20A (e.g., the structure corresponding to the fastening portion 17).

[0067] The bracket 19 is not limited to a specific structure and shape or a known structure and shape, as long as the bracket 19 can adjust the connection between the cylindrical stator body 13 and the first torque member 20 / 20A disposed within the stator body 13. Therefore, a detailed description thereof will be omitted herein. When the bracket 19 is additionally applied, one of the first stator engagement portion 26 and the second stator engagement portion 27 of the first torque member 20 / 20A can engage with the first torque member engagement portion 15, while the other of the first stator engagement portion 26 and the second stator engagement portion 27 can engage with the bracket 19.

[0068] More specifically, the first stator engagement 26 can be engaged with the first torque member engagement 15 protruding from the inner diameter portion of the stator body 13, and the second stator engagement 27 can be engaged with the axial end of the stator body 13 via the bracket 19.

[0069] Since the torque member joint 14 protrudes from the inner diameter portion of the stator body 13, the number, position, and thickness of the torque member joint 14 can be limited by the thickness of the wheel 4 or the depth of the stator body 13 in the axial direction. Furthermore, it may be difficult to provide multiple protrusions 16 and fasteners 17 in the axial direction during manufacturing and assembly. Moreover, even when the depth of the stator body 13 in the axial direction is less than the distance between the first stator joint 26 and the second stator joint 27, it is difficult to apply multiple torque member joints 14.

[0070] In this case, for example, even when only one torque member joint 14 is formed, a bracket 19 may be additionally applied to stably fix and support both the first stator joint 26 and the second stator joint 27 to the stator 12.

[0071] Figure 6 This is a perspective view showing a first torque member according to a first embodiment of the present disclosure. Figure 7 This shows how it is viewed from different directions. Figure 6 At that time, a perspective view of the first torque member according to the first embodiment of the present disclosure.

[0072] According to this disclosure, the first torque member 20 and the second torque member 30 have shapes and arrangements that are symmetrical with respect to the brake pad 3. Since the second torque member 30 has a structure that is symmetrical and corresponding to the first torque member 20, the description of the second torque member 30 will be omitted herein and replaced with the description of the first torque member 20.

[0073] refer to Figure 6 and Figure 7According to the first embodiment of the present disclosure, the first torque member 20 / 20A has the following structure: wherein the caliper body engagement portion 21, a pair of front and rear brake pad support portions 22 and a pair of front and rear stator engagement portions 25 are connected as a whole.

[0074] The caliper body engagement 21 is engaged with the caliper body 40 via a guide pin 41. The guide pin 41 is a pin, bolt, or rod-shaped component that movably supports the caliper body 40 in the axial direction. The caliper body engagement 21 has a hole, slot, or hub structure extending in the axial direction to engage with the guide pin 41. A guide pin 41 can be fastened and secured to the caliper body engagement 21 via one of the left and right portions of the caliper body 40.

[0075] The brake pad support portion 22 supports the right side portion of a pair of brake pads 3 and is connected to the caliper body engagement portion 21 and integrated into one unit. According to a first embodiment of this disclosure, the brake pad support portion 22 includes a first brake pad support portion 23 and a second brake pad support portion 24.

[0076] The first brake pad support 23 is integrally connected to one side of the caliper body engagement 21 in the axial direction and supports one of the pair of brake pads 3. The second brake pad support 24 is integrally connected to the other side of the caliper body engagement 21 in the axial direction and supports the other of the pair of brake pads 3.

[0077] refer to Figure 4 The first brake pad support portion 23 and the second brake pad support portion 24 can support and constrain the brake pad 3 at a preset position through the brake pad liner 50. The brake pad liner 50 is used to elastically connect the brake pad 3 to the first torque member 20 / 20A and the second torque member 30 / 30A respectively, and is symmetrically arranged on both sides of the brake pad 3 in the circumferential direction. The brake pad liner 50 is mounted on four brake pad support portions 22, which are respectively formed on the first torque member 20 / 20A and the second torque member 30 / 30A, and the brake pad liner 50 elastically supports a pair of brake pads 3.

[0078] As the contact portions of the first brake pad support 23 and the second brake pad support 24 with the brake pad 3 and the brake pad liner 50, various embodiments can be applied depending on the shape and structure of the brake pad 3. The contact portions are not limited to specific structures and shapes or known structures and shapes, as long as the contact portions can support the brake pad 3.

[0079] The brake pad support 22 can extend downward from the caliper body 40 toward the right side portion of the brake pad 3, and the brake pad support 22 has a length to support the right side portion of the brake pad 3. That is, the brake pad support 22 does not need to extend below the brake pad 3, for example, between the brake pad 3 and the steering knuckle 6.

[0080] The brake pad support portion 22 is the portion of the first torque member 20 / 20A closest to the second torque member 30 / 30A. Therefore, the brake pad support portion 22 does not extend below the brake pad 3, and is thus clearly separated and spaced apart from the second torque member 30 / 30A.

[0081] The stator engagement portion 25 is a component that engages with the stator 12 and is integrally connected to the caliper body engagement portion 21 or the brake pad support portion 22. According to a first embodiment of this disclosure, the stator engagement portion 25 includes a first stator engagement portion 26 and a second stator engagement portion 27.

[0082] refer to Figure 4 and Figure 5 The first stator engagement 26 and the second stator engagement 27 are engaged with the right side portion of the stator 12 at spaced-apart positions along the axial direction or in the front-rear direction. The first stator engagement 26 and the second stator engagement 27 can be engaged with a pair of first torque member engagements 15a and 15b, respectively, or with a first torque member engagement 15 and a bracket 19, respectively. Both the first stator engagement 26 and the second stator engagement 27 have a hole or hub shape to allow the bolt-shaped fastening member 9 to pass through.

[0083] When the first stator engagement portion 26 and the second stator engagement portion 27 are respectively disposed at positions corresponding to the plurality of first torque member engagement portions 15, or respectively disposed at positions corresponding to the first torque member engagement portion 15 and the bracket 19, the first stator engagement portion 26 and the second stator engagement portion 27 can be integrated with the caliper body engagement portion 21 or the brake pad support portion 22. However, according to the first embodiment of the present disclosure, the first stator engagement portion 26 and the second stator engagement portion 27 are connected to the first brake pad support portion 23 and the second brake pad support portion 24 and are integrated with the first brake pad support portion 23 and the second brake pad support portion 24 respectively.

[0084] When the first stator engagement portion 26 and the second stator engagement portion 27 are integrated with the first brake pad support portion 23 and the second brake pad support portion 24 respectively, the first stator engagement portion 26 and the second stator engagement portion 27 are naturally disposed at positions corresponding to a pair of front brake pads 3 and rear brake pads 3 respectively. Therefore, compared with embodiments where the first stator engagement portion 26 and the second stator engagement portion 27 are formed at different positions, the load applied to the pair of brake pads 3 can be supported directly and effectively at a closer position.

[0085] Furthermore, when the first brake pad support 23 and the first stator joint 26 are formed as a single unit, and the second brake pad support 24 and the second stator joint 27 are formed as a single unit, the amount of material required can be significantly reduced compared to embodiments where the first brake pad support 23 and the first stator joint 26 are individually connected to the stator body 13, and the second brake pad support 24 and the second stator joint 27 are individually connected to the stator body 13. In this case, the weight and cost of the product can be reduced through structural simplification, while productivity, rigidity, and ease of maintenance can be improved.

[0086] When the first stator engagement portion 26 is integrally formed with the first brake pad support portion 23 on the right side of the brake pad 3, the first stator engagement portion 26 can be disposed on the right side of the first brake pad support portion 23, facing the stator 12. In this structure, the entire first torque member 20 / 20A is located only in the space formed between the stator 12 and the right side of the caliper body 40, which improves space utilization compared to the embodiment where the first stator engagement portion 26 is formed at the bottom of the first brake pad support portion 23.

[0087] Furthermore, when the first stator engagement portion 26 is located on the right side of the first brake pad support portion 23, it indicates that compared to the embodiment where the first stator engagement portion 26 is formed at the bottom of the first brake pad support portion 23, the first stator engagement portion 26 is located closer to the center of the brake pad 3 (or more specifically, Figure 4 and Figure 5 The first stator engagement portion 26 is located on the circumferential line or tangential line of the brake pad 3 (the middle part of the brake pad 3 in the vertical direction). That is to say, it indicates that as the brake pad 3 extends in the left and right direction, the first stator engagement portion 26 is located on the extension line of the brake pad 3 in the left and right direction. Therefore, when braking force is applied to the rotating wheel 4, the load applied to the brake pad 3 in the circumferential or tangential direction can be supported more stably.

[0088] refer to Figures 3 to 5 According to the first embodiment of the present disclosure, the first stator engagement portion 26 and the second stator engagement portion 27 are provided at positions that do not match each other in at least one of the radial and circumferential directions, such that different fastening members 9, or more specifically, the first fastening member 91 and the second fastening member 92 can engage in the axial direction without interfering with each other.

[0089] When the first stator joint 26 and the second stator joint 27 are arranged on different axes, the first fastening member 91 and the second fastening member 92 on the different axes support a first torque member 20. Therefore, the movement or rotation of the first torque member 20 can be significantly restricted relative to the stator 12 or the fastening member 9.

[0090] refer to Figure 4According to the first embodiment of this disclosure, the first stator engagement portion 26 is disposed to the right of the second stator engagement portion 27 and is located at a higher horizontal position than the second stator engagement portion 27. Therefore, although the first stator engagement portion 26 and the second stator engagement portion 27 are respectively positioned to correspond to a pair of first torque member engagement portions 15a and 15b, in order to assemble the first torque member 20 to the stator 12, when viewed from the front in the axial direction by the operator, the first stator engagement portion 26 is not covered by the first torque member engagement portion 15b located in front of the first stator engagement portion 26, but is exposed to the outside of the stator 12.

[0091] Therefore, depending on the operating environment or convenience, the operator can use the first fastening member 91 on one side (front) and both sides in the axial direction to engage the first stator engagement 26 to the rear first torque member engagement 15a, and then use the second fastening member 92 to engage the second stator engagement 27 to the front first torque member engagement 15b.

[0092] Figure 8 This is a perspective view showing the main parts of the disc brake device of the in-wheel drive system according to a second embodiment of the present disclosure.

[0093] refer to Figure 8 The first torque member 20 / 20B and the second torque member 30 / 30B according to the second embodiment of this disclosure have a structure that, compared to the first torque member 20A and the second torque member 30A according to the first embodiment of this disclosure, wherein the first stator engagement portion 26 and the second stator engagement portion 27 are disposed on the same extension line in the axial direction. In describing the second embodiment of this disclosure, repeated descriptions of components that are the same as or similar to those in the first embodiment of this disclosure, or components corresponding to those in the first embodiment of this disclosure, will not be repeated here.

[0094] When the first stator joint 26 and the second stator joint 27 are arranged on the same extension line along the axial direction, the first stator joint 26, the second stator joint 27, and a pair of first torque member joints 15a and 15b can be connected and fastened to each other by a fastening member 9. Therefore, compared with the first embodiment of this disclosure, the process of assembling the first torque member 20 / 20B and the second torque member 30 / 30B to the stator 12 can be performed more simply and quickly.

[0095] Figure 9 This is a perspective view schematically showing the installation state of the disc brake device of the in-wheel drive system according to the third embodiment of the present disclosure. Figure 10 yes Figure 9 The front view, and Figure 11This is a perspective view showing the main parts of the disc brake device of the in-wheel drive system according to a third embodiment of the present disclosure.

[0096] refer to Figures 9 to 11 Compared to the first embodiment of this disclosure, the disc brake device 1 of the in-wheel drive system according to the third embodiment of this disclosure has a structure in which the first stator engagement portion 26 and the second stator engagement portion 27 of the first torque member 20 / 20C or the second torque member 30 / 30C are integrated with a pair of front and rear brake pad supports 22 (e.g., the second brake pad support portion 24). In describing the third embodiment of this disclosure, repeated descriptions of components that are the same as or similar to those in the first embodiment of this disclosure, or components corresponding to those in the first embodiment of this disclosure, will not be repeated here.

[0097] That is, the first stator joint 26 and the second stator joint 27 are arranged at the same position along the axial direction. In this connection, the first torque member joint 15 of the stator 12 has a structure in which two fastening parts 17 are formed parallel to each other on a protrusion 16. These two fastening parts 17 are formed at positions corresponding to the first stator joint 26 and the second stator joint 27, respectively, and are engaged to the first stator joint 26 and the second stator joint 27 by the first fastening member 91 and the second fastening member 92, respectively. The second torque member joint 18 has the same structure.

[0098] Figure 12 This is a perspective view showing a first torque member according to a third embodiment of the present disclosure. Figure 13 This shows how it is viewed from different directions. Figure 12 At that time, a perspective view of the first torque member according to the third embodiment of the present disclosure.

[0099] refer to Figure 12 and Figure 13 According to the third embodiment of this disclosure, the first torque member 20 / 20C has a structure in which the caliper body engagement portion 21, a pair of front and rear brake pad supports 22, and a pair of left and right stator engagement portions 25 are connected as a whole. The pair of front and rear brake pad supports 22 refers to the first brake pad support portion 23 and the second brake pad support portion 24, and the pair of left and right stator engagement portions 25 refers to the first stator engagement portion 26 and the second stator engagement portion 27.

[0100] The first brake pad support portion 23 and the second brake pad support portion 24 are respectively integrated with one end and the other end of the caliper body engagement portion 21, which has a groove, hole or hub shape and extends in the axial direction, and the first stator engagement portion 26 and the second stator engagement portion 27 are integrated with the right side portion of the second brake pad support portion 24.

[0101] The first stator joint 26 and the second stator joint 27 can be provided in the circumferential direction along the inner diameter portion of the stator body 13. According to this structure, as... Figure 10 and Figure 11 As shown, when viewed from the front, the second brake pad support 24, the first stator joint 26, and the second stator joint 27 are generally formed in an arc shape.

[0102] In this connection, the first torque member engagement 15 has a structure in which two fastening portions 17 are disposed in a protrusion 16 in a circumferential direction. According to this structure, a first torque member engagement 15 can protrude to extend in a circumferential direction, thereby supporting the pair of first stator engagement portions 26 and second stator engagement portions 27.

[0103] According to a third embodiment of this disclosure, the first stator joint 26 and the second stator joint 27 are jointly formed on one of the first brake pad support 23 and the second brake pad support 24, and can be jointly supported by a first torque member joint 15. Therefore, the third embodiment of this disclosure can be implemented with a simpler structure than the first embodiment of this disclosure. Thus, the simpler structure can improve productivity, rigidity, and ease of maintenance.

[0104] According to a third embodiment of this disclosure, when the degree of protrusion of the portion of the first torque member engagement 15 corresponding to the first stator engagement 26 and the second stator engagement 27 (i.e. the portion forming the two fastening portions 17) is set, the degree of protrusion can be reduced to be sufficient to fasten the first fastening member 91 and the second fastening member 92, which makes it possible to minimize the stress applied to the first torque member engagement 15.

[0105] Furthermore, portions of the two fastening portions 17 formed in the first torque member joint 15 along the circumferential direction can be located at the same distance from the inner diameter portion of the stator body portion 13. Therefore, the loads applied to the first fastening member 91 and the second fastening member 92 can be supported with uniform stiffness and stably transmitted and distributed to the stator body portion 13.

[0106] As described above, when the first stator joint 26 and the second stator joint 27 are integrated with the right side portion of the second brake pad support portion 24, the first stator joint 26 and the second stator joint 27 can be provided not only in the circumferential direction, but also in the left-right direction or the up-down direction along the inner diameter portion of the stator body portion 13, and such arrangements can be combined.

[0107] When the first stator engagement 26 and the second stator engagement 27 are integrated with the right side portion of the second brake pad support 24, the first torque member 20 / 20C is located only in the additional space formed between the stator 12 and the right side portion of the caliper body 40. Therefore, space efficiency can be further improved compared to the embodiment in which the first stator engagement 26 and the second stator engagement 27 are formed at the bottom of the second brake pad support 24.

[0108] Since the first stator joint 26 and the second stator joint 27 are located on the same or closer circumferential line or tangent line as the center portion of the brake pad 3, the load applied to the brake pad 3 can be supported more stably in the circumferential or tangential direction.

[0109] Figure 14 This is a conceptual diagram illustrating how to avoid interference with other components when a disc brake device of an in-wheel drive system according to an embodiment of this disclosure is applied. Figure 15 This is a conceptual diagram illustrating the reduction of load applied to the fixing portion of the torque member when a disc brake device of an in-wheel drive system according to an embodiment of the present disclosure is applied.

[0110] In related technologies, when viewed from the front, the torque member of the caliper (partially shown) has a structure in which its left and right sides are integrated with the lower part (hereinafter referred to as "main beam 81"). Therefore, the torque member has an overall U-shape. More specifically, the main beam 81 has a shape extending in the left-right direction and is fastened to the steering knuckle 6 at two locations corresponding to its left and right sides. The left and right sides of the torque member are integrally connected to the main beam 81 by tie rods (not shown) arranged parallel to each other at the rear of the main beam 81.

[0111] When an in-wheel drive system is used, the rotor 11 and stator 12 are additionally installed inside the wheel 2 compared to a structure without an in-wheel drive system. This further reduces the internal space of the wheel 2, and the position of the caliper is also moved toward the rotation center axis C due to the thickness of the rotor 11 and stator 12.

[0112] Therefore, when conventional calipers are applied to in-wheel drive systems, the position of the torque member's tie rod and main beam 81 moves toward the rotation center axis C, and the tie rod and main beam 81 of the torque member inevitably interfere with other components (such as the wheel hub bearing 5) already installed inside the wheel 2 in related technologies. Furthermore, due to the further reduction in the internal space of the wheel 2, interference between components is difficult to avoid, thus increasing the design burden.

[0113] Furthermore, when a conventional caliper structure is applied to an in-wheel drive system, the caliper is mounted on the circumference of the wheel disc 4, temporarily assembled into the in-wheel drive device 10 so as not to be fixed, and then assembled into the wheel 2 and steering knuckle 6. In the following text, the module obtained by assembling or temporarily assembling the in-wheel drive device 10, the caliper, and the wheel disc 4 will be referred to as an "in-wheel module".

[0114] Therefore, when the in-wheel module is moved, special care must be taken to prevent the calipers from separating. Furthermore, when the torque member is fastened to the steering knuckle 6, an inconvenient process of adjusting and aligning the temporarily placed and unsecured torque member with the steering knuckle 6 is required.

[0115] The disc brake device 1 according to this disclosure has a structure in which the brake pad 3 is supported by two torque members corresponding to the first torque member 20 and the second torque member 30. That is, compared with conventional torque members, the disc brake device 1 has a structure that omits the main beam 81 and the tie rod. In addition, compared with conventional torque members, the first torque member 20 and the second torque member 30 can be engaged and fixed to the stator 12 instead of the steering knuckle 6.

[0116] Therefore, the disc brake device 1 according to this disclosure can avoid interference with other components located in the central portion of the in-wheel module, because compared with the conventional structure that fixes the in-wheel module to the steering knuckle 6 via the main beam 81, there is no need to consider fastening the in-wheel module to the steering knuckle 6. Therefore, the disc brake device 1 can further increase the design freedom of the central portion of the in-wheel module. Furthermore, it can eliminate layout deficiencies that may occur as the internal space of the wheel 2 is further reduced.

[0117] Furthermore, since the in-wheel module is assembled to the wheel 2 and the steering knuckle 6, and the first torque member 20 and the second torque member 30 are mounted and fixed to the stator 12, the disc brake device 1 according to this disclosure can eliminate the problem left over when the caliper is not fixed during the assembly of the in-wheel module, thereby further improving assembly performance and productivity.

[0118] Furthermore, in the disc brake device 1 according to this disclosure, the portion of the torque member corresponding to the main beam 81 and tie rod, which accounts for 2 / 3 or more of the weight of the torque member, can be removed compared to a conventional torque member fixed to the steering knuckle 6 by the main beam 81. Therefore, the weight of the disc brake device 1 can be significantly reduced, thereby lowering costs.

[0119] refer to Figure 15, relative to the brake pad support portion 22 (to which the load of the brake pad 3 is transmitted), the conventional torque member has a distance d2 to the knuckle fastening portion 82 (which is fastened to the knuckle 6), and the first torque member 20 according to the present disclosure has a distance d1 (<d2) to the stator engagement portion 25. At this time, a tangential or circumferential load F1 is applied to the brake pad support portion 22, and a load F2 is applied to the stator engagement portion 25.

[0120] The stress applied to the torque member during braking is affected by the radial distance d1 or d2 between the portion of the torque member that supports the braking force of the brake pad 3 and the portion that mounts and fixes the torque member. As the distance decreases, the torque generated by the same braking force decreases to reduce the internal stress applied to the torque member.

[0121] Therefore, compared with the conventional torque member fastened to the knuckle 6 through the main beam 81, the disc brake device 1 according to the present disclosure can further shorten the radial distance between the portion that supports the braking force of the brake pad 3 (corresponding to the brake pad support portion 22) and the portion that mounts and fixes the brake pad 3 (corresponding to the stator engagement portion 25). Therefore, the internal stress applied to the torque member can be further reduced.

[0122] Although the exemplary embodiments of the present disclosure are disclosed for illustrative purposes, those skilled in the art will understand that various modifications, additions, and substitutions are possible without departing from the scope and spirit of the present disclosure defined in the appended claims. Therefore, the true technical scope of the present disclosure should be defined by the technical solutions.

Claims

1. A disc brake device for an in-wheel drive system, comprising: An in-wheel drive device, having a rotor and a stator, is located inside the wheel; A first torque member is mounted on the stator and configured to support one side portion of a pair of brake pads; The second torque member is formed separately from the first torque member and is configured to support the other side portion of the brake pad; and The caliper body, with one side engaging with the first torque member and the other side engaging with the second torque member, is configured to press the brake pads against the wheel disc. The first torque member and the second torque member are formed and arranged symmetrically in the circumferential direction relative to the brake pad. The first torque component includes: The caliper body engagement portion is engaged with the caliper body via a guide pin; One or more brake pad supports are connected to the caliper body, abutting the brake pad, and separately formed from the second torque member, wherein the brake pad supports extend downward from the caliper body toward the right side portion of the brake pad and have a length that supports the right side portion of the brake pad; and The stator engagement portion is connected to the caliper body engagement portion or the brake pad support portion and is engaged with the stator.

2. The disc brake device of the in-wheel drive system according to claim 1, wherein the caliper body engagement portion has a hole structure or a groove structure, a guide pin engages with the hole structure or groove structure, and the guide pin is used to movably support the caliper body in the axial direction.

3. The disc brake device of the in-wheel drive system according to claim 1, wherein the brake pad support portion comprises: The first brake pad support portion is connected to one side of the caliper body engagement portion and is configured to support one of the pair of brake pads; and The second brake pad support is connected to the other side of the caliper body engagement portion and is configured to support the other of the pair of brake pads.

4. The disc brake device of the in-wheel drive system according to claim 1, wherein the stator engagement portion comprises: The first stator joint is engaged with one side portion of the stator; and The second stator engagement portion is engaged with the other side portion of the stator at a position spaced apart from the first stator engagement portion.

5. The disc brake device of the in-wheel drive system according to claim 4, wherein the brake pad support portion comprises: A first brake pad support portion is connected to one side portion of the caliper body engagement portion and is configured to support one of the pair of brake pads; and The second brake pad support is connected to the other side of the caliper body engagement portion and is configured to support the other of the pair of brake pads. The first stator joint is connected to the first brake pad support, and the second stator joint is connected to the second brake pad support.

6. The disc brake device of the in-wheel drive system according to claim 5, wherein the first stator engagement portion and the second stator engagement portion are formed at mismatched positions to engage different fastening members in the axial direction.

7. The disc brake device of the in-wheel drive system according to claim 5, wherein the first stator engagement portion and the second stator engagement portion are arranged on the same extension line in the axial direction.

8. The disc brake device of the in-wheel drive system according to claim 4, wherein the first stator engagement portion and the second stator engagement portion are jointly connected to one of the brake pad support portions.

9. The disc brake device of the in-wheel drive system according to claim 1, wherein the first torque member and the second torque member are symmetrically arranged with respect to the brake pads and the caliper body.

10. A disc brake device for an in-wheel drive system, comprising: An in-wheel drive device, having a rotor and a stator, is located inside the wheel; A first torque member is mounted on the stator and configured to support one side portion of a pair of brake pads; The second torque member is formed separately from the first torque member and is configured to support the other side portion of the brake pad; and The caliper body, with one side engaging with the first torque member and the other side engaging with the second torque member, is configured to press the brake pads against the wheel disc. The first torque member and the second torque member are formed and arranged symmetrically in the circumferential direction relative to the brake pad. The stator includes: The stator body is disposed inside the rotor; and A torque member engagement portion is formed on the stator body portion and engages with the first torque member. The torque member engagement portion includes: A first torque member engagement portion is formed on one side portion of the stator body and engages with the first torque member; and The second torque member engagement portion is formed on the other side of the stator body portion and is engaged with the second torque member at a position spaced apart from the first torque member engagement portion.

11. The disc brake device of the in-wheel drive system according to claim 10, wherein the torque member engagement portion comprises: A protrusion is formed on the inner diameter portion of the stator body; and A fastening portion is formed on the protrusion such that one or more fastening members for connecting the first torque member to the protrusion are fastened to the fastening portion.

12. The disc brake device of the in-wheel drive system according to claim 10, wherein the stator further includes a bracket, one side portion of which is fixed to the stator body portion, and the other side portion of which is engaged with the first torque member at a position spaced apart from the torque member engagement portion.

Images