Brake caliper for disc brake

Abstract

A brake caliper (1) for a disc brake (2), the brake caliper (1) comprising: a caliper body (4) comprising two side walls (3) spaced apart from each other and delimiting, with respect to the two side walls (3), a disc space for accommodating a portion of a brake disc; a connection structure extending across the disc space and connecting the side walls (3) to each other; at least one pad accommodating part which is formed in each side wall of the side walls (3) and is suitable for accommodating at least one pad (5); a transmission receptacle (6) extending between a front wall of the transmission receptacle (6) and an opposite rear wall of the transmission receptacle (6) wherein the transmission receptacle (6) is connected to the caliper body (4) such that the front wall of the transmission receptacle (6) faces the disc space; thrust means adapted to bias the pad (5) against the brake disc along an actuation axis (12) transverse to the side wall (3), said thrust means being housed at least partially within the transmission housing (6); a control receptacle (7) connected to the transmission receptacle (6) at a rear wall of the transmission receptacle (6), where the control receptacle (7) supports and accommodates: an electric motor (8) comprising a drive shaft (11), where the electric motor (8) is configured to generate mechanical power and to transmit the mechanical power through the drive shaft (11) to a thrust device, where the thrust device is configured to drive the electric motor (8) to rotate; the electric motor (8) is at least partially accommodated inside a motor receptacle (9) formed by the control receptacle (7); a brake control unit configured to control the electric motor (8), the brake control unit being housed within a control chamber (10) defined by the control housing (7); wherein the electric motor (8) is electrically connected to a brake control unit, in which the drive shaft (11) extends in a direction parallel to the actuation axis (12) and protrudes from a front side of the electric motor (8) facing the caliper body (4), in which the brake control unit comprises at least one electronic board (13), and in which the drive shaft (11) extends in a direction parallel to the actuation axis (12) and protrudes from a rear side of the electric motor (8) facing the caliper body (4). The at least one electronic board (13) extends in a transverse direction with respect to the actuation axis (12).

Description

Technical Field

[0001] The invention relates to a brake caliper for a disc brake, in particular for an electromechanical disc brake, and also to a disc brake provided with such a brake caliper. Background Art

[0002] Brake calipers for electromechanical disc brakes are known which comprise a gear motor associated with an actuator which converts the torque generated by the gear motor into a braking force against the disc brake pads.

[0003] These brake calipers are also connected to an electronic control unit ("ECU"), also called a brake control unit ("BCU"), which is configured to receive signals and power from the vehicle on which the brake calipers are mounted, and which is configured to command and control the actuation of the electrical / electronic components of the brake calipers.

[0004] The BCU may be a component external to the brake caliper, or may be integrated within the brake caliper itself.

[0005] The integration of the BCU inside the brake caliper brings several technical advantages, including ensuring simplified management of the brake caliper due to the fact that the BCU is not a separate component installed on the vehicle, but is directly integrated into the brake caliper.

[0006] An additional advantage that can be achieved by integrating the BCU into the brake caliper lies in the fact that the power entering the BCU is direct current, while the power output from the BCU and entering the electrical / electronic components of the brake caliper (including the electric motor) is three-phase current. The wires between the BCU and the electric motor generate strong electromagnetic fields, which may cause interference to additional electronic components installed in the vehicle. This disadvantage can be avoided by integrating the BCU into the brake caliper, which allows to limit the electromagnetic radiation generated by the three-phase supply current to the electrical / electronic components of the brake caliper in the caliper assembly.

[0007] Additional advantages that can be achieved by integrating the BCU in the brake caliper are the overall optimization of the brake system, taking into account the high integration of the electrical / electronic components of the brake system in the brake caliper and the overall reduction of system elements compared to a configuration in which the BCU is installed separately from the brake caliper in the vehicle.

[0008] However, the integration of the BCU inside the brake caliper brings about several technical problems.

[0009] A first technical problem is the high degree of overheating experienced by the brake calipers due to the brake power dissipation, which can have an impact on the operation of the BCU, which is particularly sensitive to thermal loads.

[0010] Additional technical issues are due to the high vibrations and mechanical stresses to which the brake calipers mounted on the vehicle wheels are subjected, which is critical for the electrical interconnection of the BCU.

[0011] An additional technical problem is that the BCU usually consists of one or more electronic boards having a large and thin surface area, which is difficult to incorporate into the brake caliper volume due to the limited space inside the wheel. Summary of the invention

[0012] The object of the present invention is to provide a brake caliper for a disc brake having characteristics so as to obviate at least some of the disadvantages of the prior art.

[0013] A specific object of the present invention is to provide a brake caliper for a disc brake, wherein the BCU is integrated into the brake caliper having small overall dimensions.

[0014] A further specific object of the invention is to provide a brake caliper for a disc brake, wherein the BCU is less subject to mechanical stresses.

[0015] A further specific object of the invention is to provide a brake caliper for a disc brake, wherein the BCU is less affected by thermal loads.

[0016] These and other objects are achieved by a brake caliper for a disc brake according to claim 1 .

[0017] The dependent claims relate to preferred and advantageous embodiments of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to better understand the present invention and appreciate the advantages of the present invention, some non-limiting embodiments will be described below with reference to the accompanying drawings, in which:

[0019] - Figure 1 is an elevation view of a brake caliper for a disc brake according to an embodiment of the present invention;

[0020] - Figure 2 yes Figure 1 A further elevational view of a brake caliper for a disc brake as depicted in ;

[0021] - Figure 3 yes Figure 1 A side view of a brake caliper for a disc brake as depicted in;

[0022] - Figure 4 yes Figure 1 An upper view of a brake caliper for a disc brake as depicted in ;

[0023] - Figure 5 yes Figure 4 A cross-sectional view of a brake caliper for a disc brake as depicted in ;

[0024] - Figure 6 yes Figure 4 A further cross-sectional view of a brake caliper for a disc brake as depicted in ;

[0025] - Figure 7 yes Figure 4 A longitudinal cross-sectional view of a brake caliper for a disc brake as depicted in ;

[0026] - Figure 8 yes Figure 4 A further longitudinal cross-sectional view of a brake caliper for a disc brake as depicted in ;

[0027] - Fig. 9 yes Figure 1 A front view of a brake caliper for a disc brake as depicted in ;

[0028] - Fig.10 yes Fig. 9 A longitudinal cross-sectional view of a brake caliper for a disc brake as depicted in ;

[0029] - Fig.11 yes Fig. 9 A further longitudinal cross-sectional view of a brake caliper for a disc brake as depicted in ;

[0030] - Fig.12 is a rear elevation view of a brake caliper for a disc brake according to an embodiment of the present invention, showing visible details and non-visible details;

[0031] - Fig.13 is a schematic diagram of a brake caliper for a disc brake according to an embodiment of the present invention;

[0032] - Fig.14 is an exploded view of components of a brake caliper for a disc brake according to an embodiment of the present invention;

[0033] - Fig.15 yes Fig.14 Additional exploded views of the components depicted in a partially assembled configuration. DETAILED DESCRIPTION

[0034] In the following description, unless otherwise specified, the term "front" orientation refers to the orientation of the side, face, surface, etc. in the forward (braking) direction of the thrust device, and the term "rear" orientation refers to the orientation of the side, face, surface, etc. in the retraction direction of the thrust device. "Electrical link" and "electrical connection" mean a connection for transmission of electric power and / or electric signals.

[0035] Referring to the drawings, a brake caliper 1 for a disc brake 2 includes a caliper body 4. The caliper body 4 includes two side walls 3 spaced apart from each other and defining a disc space for accommodating a portion of a brake disc.

[0036] The caliper body 4 also comprises a connecting structure extending across the disc space and connecting the side walls 3 to each other.

[0037] The caliper body 4 further comprises at least one pad receiving portion which is formed in each of the side walls 3 and which is adapted to accommodate at least one pad 5 .

[0038] The brake caliper 1 furthermore comprises a transmission receptacle 6 .

[0039] The transmission housing 6 extends between a front end of the transmission housing 6 and a rear end of the transmission housing 6 .

[0040] The transmission accommodating portion 6 is connected to the caliper body 4 such that a front wall of the transmission accommodating portion 6 faces the disc space.

[0041] The brake calliper 1 also comprises thrust means constrained to one or both side walls 3 and adapted to bias the pad 5 against the brake disc along an actuation axis 12 transverse to the side walls 3 .

[0042] The thrust device is at least partially accommodated inside the transmission accommodation portion 6 .

[0043] The brake caliper 1 further comprises a control housing 7 which is connected to the transmission housing 6 at its rear wall.

[0044] The control housing 7 supports and houses the electric motor 8 and a brake control unit (“BCU”).

[0045] The electric motor 8 includes a drive shaft 11. Furthermore, the electric motor 8 is configured to generate mechanical power and transmit the mechanical power through the drive shaft 11 to the thrust device.

[0046] The electric motor 8 is at least partially accommodated within a motor receptacle 9 formed by the control receptacle 7 .

[0047] The brake control unit is configured to control the electric motor 8 .

[0048] Furthermore, a brake control unit is accommodated in a control chamber 10 defined by the control chamber 7 .

[0049] The electric motor 8 is electrically connected to the brake control unit.

[0050] The drive shaft 11 extends in a direction parallel to the drive axis 12 and protrudes from the front side of the electric motor 8 toward the caliper body 4 .

[0051] The brake control unit comprises at least one electronic board 13 .

[0052] At least one electronic board 13 extends in a transverse direction relative to the actuation axis 12 .

[0053] Advantageously, the configuration described above allows the brake control unit to be integrated into a brake caliper having relatively small overall dimensions.

[0054] With the additional advantage, the control housing 7 configured in this way, in which the electric motor 8 and the brake control unit are accommodated, can be assembled and tested as a subassembly independent of the brake caliper 1 and can then be connected to the brake caliper 1 .

[0055] According to an embodiment of the present invention, the electric motor 8 is completely accommodated inside the motor accommodation portion 9. Preferably, the electric motor 8 is welded to the control accommodation portion 7 and is located inside the motor accommodation portion 9.

[0056] According to an embodiment, the motor housing portion 9 is substantially cylindrical in shape, which shape is defined by the motor housing portion wall 14 .

[0057] Preferably, the motor accommodation wall 14 is cylindrical in shape and is coaxial with the drive shaft 11 .

[0058] The electric motor 8 comprises a rotor and a stator. According to an embodiment, the stator and the motor housing wall 14 are made in one piece, preferably by molding. In particular, the control housing 7, the motor housing wall 14 and the stator of the electric motor 8 are made in one piece by a single coating. Advantageously, this allows obtaining structural continuity between the electric motor 8 and the control housing 7, thereby avoiding discontinuities due to welding and in particular avoiding the creation of welds between adjacent plastic materials.

[0059] According to one embodiment, the motor accommodation wall 14 of the control accommodation 7 extends through the rear wall of the gear accommodation 6 into the gear accommodation 6 .

[0060] According to this embodiment, the electric motor 8 is positioned within the transmission housing 6 .

[0061] Advantageously, this configuration reduces the overall size of the brake caliper, since the electric motor housed in the control housing is incorporated into the transmission housing.

[0062] Control housing 7

[0063] According to an embodiment, the control housing 7 is a distinct component separate from the transmission housing 6. The control housing 7 is connected to the transmission housing 6, preferably by a screw connection.

[0064] According to an embodiment, at least a portion of at least one electronic board 13 faces a rear side of the electric motor 8 opposite to a front side of the electric motor 8 from which the drive shaft 11 extends.

[0065] According to this embodiment, an electrical connector 15 extends from the rear side of the electric motor 8 to the at least one electronic board 13 in order to electrically connect the electric motor 8 to the at least one electronic board 13 .

[0066] According to an embodiment, the control housing 7 comprises a main electrical connector 16. According to an embodiment, the main electrical connector 16 is a male type connector.

[0067] The main electrical connector 16 is configured to be accessible from the outside of the brake caliper 1 to receive power and signals from an electronic control unit installed in the vehicle and to transmit power and signals to the brake control unit.

[0068] According to an embodiment, the main electrical connector 16 is positioned on the rear side of the control accommodation 7 facing away from the transmission accommodation 6 .

[0069] According to an embodiment, the main electrical connector 16 faces the side of the at least one electronic board 13 opposite to the side of the electronic board 13 electrically connected to the electric motor 8. Alternatively, the main electrical connector 16 faces the edge of the at least one electronic board 13 at a position substantially coplanar with the plane defined by the at least one electronic board 13.

[0070] According to an embodiment, the main electrical connector 16 comprises a terminal positioned on the outer side of the brake caliper 1 facing the wiring with the vehicle. According to an embodiment, the terminal is positioned in a direction perpendicular to the at least one electronic board 13 or in a direction parallel to the at least one electronic board 13. Alternatively, the terminal may be located in any direction, depending on the structural requirements of the brake caliper 1 or the shape of the control housing 7.

[0071] According to a further embodiment, the transmission housing 6 is made of a material having a higher thermal conductivity than the material from which the control housing 7 is made.

[0072] Advantageously, this configuration reduces the thermal load on the electrical / electronic components inside the control housing 7 , since the thermal load from the transmission housing 6 is impeded by the lower thermal conductivity of the control housing 7 .

[0073] According to a preferred embodiment, the control housing 7 is made of a polymer material.

[0074] According to a preferred embodiment, the transmission receiving portion is made of a metal material.

[0075] According to the embodiment, the control chamber 10 of the control accommodation 7 is open at the rear side of the control accommodation 7 .

[0076] According to an embodiment, the brake caliper 1 includes a metal cover 17 connected to the control housing 7 to close the rear side of the control housing 7 .

[0077] The metal cover 17 is configured to dissipate heat from the control accommodation 7 to the outside of the brake caliper 1 .

[0078] The metal cover 17 is made of a material having a higher thermal conductivity than the material from which the control housing 7 is made.

[0079] Advantageously, the metal cover 17 enables effective dissipation of the heat of the control housing 7 , so as to reduce the thermal load to which the electrical / electronic components inside the control housing 7 , such as the at least one electronic board 13 , are subjected.

[0080] With additional advantage, the metal cover 17 ensures sealing of the electrical / electronic components located within the control housing 7 .

[0081] According to an embodiment, the control housing 7 is shaped in such a way as to prevent contact between the metal cover 17 and the transmission housing 6 .

[0082] Advantageously, the lack of contact between the metal cover 17 and the transmission housing 6 prevents the transmission housing 6 from transferring heat to the metal cover 17 by means of thermal conduction and thus allows the metal cover 17 to dissipate heat from the control housing 7 more effectively.

[0083] With additional advantage, according to this configuration, the control housing 7, which has a lower thermal conductivity than the transmission housing 6 and the metal cover 17, acts as a thermal insulator between the transmission housing 6 and the metal cover 17, thereby promoting the effective dissipation of its heat by means of the metal cover 17. In fact, the control housing 7 helps to keep the metal cover cooler by isolating it from the heat flow from the transmission housing 6, so as to promote more effective cooling of the electrical / electronic components inside the control housing 7 by means of the metal cover 17.

[0084] According to an embodiment, the metal cover 17 is connected to the control accommodation portion 7 such that the metal cover 17 is in direct contact with the brake control unit.

[0085] Alternatively, the metal cover 17 is in indirect contact with the brake control unit, and a high heat conduction device is placed between the metal cover 17 and the brake control unit. The high heat conduction device can be, for example, a heat conductive paste or a pad made of a high thermal conductivity material, also called a "thermal pad".

[0086] According to an embodiment, the drive shaft 11 includes a rear drive shaft end 19, which protrudes from the rear side of the electric motor 8 in a direction opposite to the direction in which the transmission housing 6 is located, that is, the rear drive shaft end 19 protrudes from a direction opposite to the front side of the electric motor 8.

[0087] According to an embodiment, the rear drive shaft end 19 extends through the at least one electronic board 13 .

[0088] Specifically, the rear drive shaft end 19 extends through a through hole formed in at least one electronic board 13 .

[0089] According to an embodiment, the brake caliper 1 comprises a position sensor 24 which is configured to detect the angular position of the electric motor 8 .

[0090] According to an embodiment, the position sensor 24 is positioned inside the control accommodation 7 and the position sensor 24 is electrically connected to the brake control unit. Preferably, the position sensor 24 is positioned inside the control chamber 10.

[0091] Preferably, the position sensor 24 is positioned at the rear drive shaft end 19, which is placed between the electric motor 8 and the at least one electronic board 13. According to an embodiment, the position sensor 24 is mounted to the at least one electronic board 13 at the rear drive shaft end 19. According to an embodiment, the position sensor 24 comprises a detector element and a target, for example a magnetic ring. The detector element is configured to detect the target. According to this embodiment, the detector element is integrated in the at least one electronic board 13, and the target is mounted to the rear drive shaft end 19.

[0092] Advantageously, this configuration reduces overall size due to the placement of the position sensor.

[0093] Furthermore, given the proximity of the position sensor 24 to the rear drive shaft end 19 of the electric motor 8 , this configuration improves the effectiveness of detecting the angular positioning of the electric motor 8 .

[0094] With additional advantage, this configuration simplifies the brake caliper 1 , since a number of electrical / electronic components, such as the electric motor 8 and the position sensor 24 , are electrically connected to the BCU itself, which is integrated in the brake caliper 1 .

[0095] According to an embodiment, the control housing 7 includes a motor control board, which is integrated in the electric motor 8. The motor control board is interconnected with the brake control unit and the motor control board is configured to control the electric motor 8. According to this embodiment, the position sensor 24 is mounted to the motor control board. Specifically, the position sensor 24 is accommodated inside the motor housing 9.

[0096] According to an embodiment, the brake caliper 1 comprises an electromechanical parking brake 18 .

[0097] The electromechanical parking brake 18 is accommodated within the control chamber 10 of the control housing 7 .

[0098] The electromechanical parking brake 18 is electrically connected to a brake control unit of the control accommodation 7 .

[0099] Advantageously, such a configuration simplifies the brake caliper 1 , since a plurality of electrical / electronic components, such as the electric motor 8 , the electromechanical parking brake 18 and / or the position sensor 24 , are electrically connected to the BCU itself, which is integrated in the brake caliper 1 .

[0100] According to an embodiment, the electromechanical parking brake 18 comprises a toothed wheel 21 which is integrally fixed to the rear drive shaft end 19 .

[0101] According to an embodiment, the toothed wheel 21 comprises at least one tooth. According to an embodiment, the number of teeth of the toothed wheel 21 is between 1 and 30. Preferably, the number of teeth is between one and eight. According to an embodiment, the toothed wheel 21 has four teeth.

[0102] Furthermore, the electromechanical parking brake 18 comprises an electromechanical actuator 20. The electromechanical actuator 20 is configured to translate in the direction of the teeth of the toothed wheel 21 transversely to the axis of rotation of the toothed wheel 21, i.e. transversely to the drive shaft 11.

[0103] In particular, the electromechanical actuator is configured to translate in a plane transverse to the drive shaft 11 and parallel to a plane extending from at least one electronic board 13 of the brake control unit.

[0104] The electromechanical actuator 20 is configured to sandwich itself between the teeth of the toothed wheel 21 upon command to the brake control unit to prevent the toothed wheel 21 from rotating and thereby lock the rotation of the drive shaft 11 .

[0105] Advantageously, the electromechanical actuator 20 allows the locking of the vehicle wheels carried out by the parking brake 18 to be retained.

[0106] With the additional advantage, this embodiment allows the parking brake 18 to be integrated into a brake caliper 1 having smaller overall dimensions and in particular allows the parking brake 18 to be integrated into the control receptacle 7 .

[0107] According to an embodiment, the electromechanical actuator 20 comprises a coupling element configured to elastically bias said electromechanical actuator 20 against the toothed wheel 21 so as to engage between the teeth of the toothed wheel 21 and lock the rotation of the toothed wheel 21 .

[0108] The teeth of the toothed wheel 21 and the coupling element are shaped such that the coupling element allows the toothed wheel 21 to rotate in one rotational direction, while preventing the toothed wheel 21 from rotating in the opposite rotational direction f.

[0109] In addition, the electromechanical actuator 20 includes a selector element 22, which can slide between a first position and a second position. In the first position, the selector element 22 biases the connecting element to a connecting position between the teeth of the toothed wheel 21, and in the second position, the selector element 22 biases the connecting element to a decoupling position spaced apart from the teeth of the toothed wheel 21.

[0110] According to an embodiment, the electromechanical actuator 20 comprises a cam member configured to allow the selector element 22 to slide into the first position, and the cam member is configured to allow the selector element 22 to actuate a mechanical lock that prevents the selector element 22 from returning to the second position, and the cam member is configured to allow the selector element 22 to maintain the parking brake. According to an embodiment, the electromechanical parking brake 18 comprises an electromechanical device for releasing the mechanical lock realized by the cam member, by means of which the selector element 22 can return to the second position, thereby releasing the parking brake.

[0111] Advantageously, such a cam member renders the movement of the selector element 22 irreversible in order to lock the electromechanical actuator 20 in the locking position of the toothed wheel 21 , ie in order to maintain the parking brake effected by the electromechanical parking brake 18 even without electrical power supply.

[0112] According to this embodiment, the electromechanical parking brake 18 is activated by actuating the electric motor 8 in a rotational direction suitable for pushing at least one pad 5 against the brake disc until a braking force value suitable for parking braking is reached. In addition, the rotation of the electric motor 8 causes the toothed wheel 21 to rotate in the same rotational direction. The selector element 22 then translates to bias the coupling element against the toothed wheel 21 to lock the rotation of the toothed wheel 21. Optionally, after this engagement, the electric motor 8 rotates in the opposite direction to adapt and ensure full engagement between the coupling element and the teeth of the toothed wheel 21. The actuation of the electric motor 8 is then interrupted.

[0113] According to an embodiment, the toothed wheel 21 comprises a plurality of teeth distributed along the periphery of the toothed wheel 21 equidistant from one another according to a pitch having a predetermined value. According to an embodiment, the teeth of the toothed wheel 21 are substantially identical to one another.

[0114] According to an embodiment, the electromechanical parking brake 18 is electrically connected to the brake control unit by means of a conductive track 23. The conductive track 23 is a coated copper sheet that has been cut and folded. Preferably, the conductive track 23 is overmolded onto the control housing 7.

[0115] According to a preferred embodiment, the conductive track 23 is electrically connected to the electromechanical actuator 20 of the parking brake 18 .

[0116] Transmission housing 6

[0117] According to an embodiment, the brake caliper 1 comprises an actuating device 25 and a transmission system 26 .

[0118] The actuating device 25 is included in the thrust means.

[0119] The transmission system 26 is configured to transmit the torque generated by the electric motor 8 to the actuation device 25 .

[0120] The actuation device 25 is configured to convert a torque received from the transmission system 26 into a braking force on the pad 5 along the actuation axis 12 .

[0121] According to an embodiment, the transmission housing 6 defines a housing chamber in which the actuating device 25 , the transmission system 26 and the electric motor 8 inserted into the motor housing 9 of the control housing 7 extending through the transmission housing 6 are housed.

[0122] In an alternative embodiment, the transmission receiving portion 6 defines a first receiving chamber 27 and a second receiving chamber 28 .

[0123] The first receiving chamber 27 and the second receiving chamber 28 are parallel to each other and the first receiving chamber 27 and the second receiving chamber 28 extend in a direction parallel to the actuation axis 12 .

[0124] According to this embodiment, the electric motor 8 accommodated inside the control accommodation portion 7 is positioned inside the first accommodation chamber 27 .

[0125] Specifically, the electric motor accommodation wall 14 defining the motor accommodation 9 accommodating the electric motor 8 is inserted into the first accommodation chamber 27 of the transmission accommodation 6 .

[0126] A transmission system 26 , which is also connected to the electric motor 8 , is positioned inside the first accommodation chamber 27 .

[0127] Specifically, the transmission system 26 is connected to the drive shaft 11 of the electric motor 8 .

[0128] Furthermore, the actuating device 25 is positioned inside the second receiving chamber 28 .

[0129] The first receiving chamber 27 is in communication with the second receiving chamber 28 , so that the transmission system 26 can be connected to the actuating device 25 .

[0130] Advantageously, this configuration greatly reduces the overall size of the transmission housing 1 .

[0131] According to an embodiment, the first accommodation chamber 27 is generally cylindrical in shape and is coaxial with the drive shaft 11 .

[0132] Furthermore, the second accommodation chamber 28 is substantially cylindrical in shape and is coaxial with the drive axis 12 .

[0133] According to an embodiment, the first receiving chamber 27 and the second receiving chamber 28 are placed side by side and both at least partially face at least one pad 5. Specifically, the second receiving chamber 28 faces the pad 5 and the first receiving chamber 27 at least partially faces the pad 5.

[0134] According to one embodiment, the transmission receptacle 6 comprises a force sensor 29 .

[0135] A force sensor 29 is connected to the actuating device 25 on its rear side facing the control receptacle 7 .

[0136] The force sensor 29 is configured to detect the braking force applied by the actuation device 25 .

[0137] Specifically, the force sensor 29 is configured to receive and detect a reaction force released from the pad 5 onto the actuation device 25 along the actuation axis 12 that is opposite to the force applied by the actuation device 25 .

[0138] Furthermore, the force sensor 29 is electrically connected to the brake control unit.

[0139] Advantageously, this configuration simplifies the brake caliper 1 , since a number of electrical / electronic components, such as the electric motor 8 , the electromechanical parking brake 18 and / or the position sensor 24 and / or the force sensor 29 , are electrically connected to the BCU itself integrated in the brake caliper 1 .

[0140] According to an embodiment, a front side of the force sensor 29 faces the actuation device 25 and an opposite rear side of the force sensor 29 faces at least a portion of the at least one electronic board 13 .

[0141] According to this embodiment, the electrical connector 15 extends through the interface between the transmission housing 6 and the control housing 7 between the force sensor 29 and the at least one electronic board 13 .

[0142] Advantageously, this configuration reduces the overall size of the force sensor 29 integrated in the brake caliper 1 .

[0143] According to an embodiment, the brake control unit comprises at least one auxiliary electronic board 34. The auxiliary electronic board 34 is an addition to the at least one electronic board 13 previously described.

[0144] At least one auxiliary electronic board 34 is accommodated within the control accommodation 7 in a lateral position relative to the at least one electronic board 13 .

[0145] In particular, at least one auxiliary electronic board 34 extends in a plane parallel to the actuation axis 12 .

[0146] Preferably, the auxiliary electronic board 34 extends at least partially above the transmission housing 6 .

[0147] Preferably, the auxiliary electronic device 34 extends at least partially above the transmission housing 6 and adjacent to the connecting structure of the brake caliper 1 .

[0148] According to this embodiment, the control accommodation portion 7 defines an auxiliary control chamber 35 .

[0149] The control accommodation 35 extends in a substantially transverse direction relative to the control chamber 10 .

[0150] At least one auxiliary electronic board 34 is housed in an auxiliary control chamber 35 .

[0151] According to an embodiment, at least one auxiliary electronic board 34 is connected to at least one electronic board 13 at an edge of the at least one electronic board 13 , preferably at least one auxiliary electronic board 34 is electrically connected to at least one electronic board 13 at an edge of the at least one electronic board 13 .

[0152] Therefore, the brake control unit including at least one electronic board 13 and at least one auxiliary electronic board 34 is substantially “L”-shaped.

[0153] According to an embodiment, at least one electronic board 13 is a power board and at least one auxiliary electronic board 34 is a logic board.

[0154] Advantageously, such a configuration minimizes the overall dimensions of the brake control unit and allows reducing the thermal and mechanical stresses to which the at least one electronic board 13 and the at least one auxiliary electronic board 34 are subjected.

[0155] Actuation device 25

[0156] According to an embodiment, the actuator device 25 includes a recirculating ball screw-nut threaded part assembly 30 and a thrust bearing 31 .

[0157] The recirculating ball screw-nut threading assembly 30 includes a threaded shaft that is externally threaded onto a threaded shaft.

[0158] The threaded shaft and the nut threaded portion extend in the direction of an actuation axis coaxial with the threaded shaft.

[0159] The threaded shaft 32 extends between a front end of the threaded shaft 32 and a rear end of the threaded shaft 32 .

[0160] According to one aspect of the invention, the nut screw part 33 is configured to receive torque generated by the gear motor, and rotation of the nut screw part 33 relative to the threaded shaft 32 causes the threaded shaft 32 to translate relative to the nut screw part 33 in the direction of the actuation axis.

[0161] Furthermore, the thrust bearing 31 forms a reaction rest for the nut screwing 33 in the direction of the actuation axis.

[0162] Furthermore, a thrust bearing 31 is positioned within the extension of the threaded shaft 32 and between the front and rear ends of the threaded shaft 32 .

[0163] Advantageously, the actuating device 25 thus constructed has a small axial dimension. In fact, applying the torque of the gear motor to the nut screwing 33 avoids placing the system 26 for transmitting this torque at the rear end of the threaded shaft 32, thereby reducing the axial dimension.

[0164] With the additional advantage, since the thrust bearing 31 is positioned within the axial extension of the threaded shaft 32 and between the front and rear ends of the threaded shaft 32, the axial dimensions of the threaded shaft 32 and the thrust bearing 31 at least partially overlap, thereby reducing the axial dimensions of the entire actuating device 25.

[0165] According to an embodiment of the invention, a threaded shaft 32 is positioned through the thrust bearing 31 .

[0166] Advantageously, this configuration eliminates the axial dimension of the thrust bearing 31 , as it is completely contained within the axial dimension of the threaded shaft 32 .

[0167] According to an embodiment, the thrust bearing 31 comprises a first ring and an opposite second ring.

[0168] In the operating configuration, the first ring rotates relative to the threaded shaft 32 , while the second ring does not rotate relative to the threaded shaft 32 .

[0169] According to an embodiment, the first ring-shaped piece of the thrust bearing 31 is formed in one piece with the nut threading portion 33 .

[0170] Advantageously, this configuration also reduces the axial dimensions of the actuating device 25 , since the dimensions caused by positioning a specific rotating ring, opposite to the second ring, between the nut screw 33 and the second ring are avoided.

[0171] Specifically, the thrust bearing 31 includes a rolling member enclosed between two rolling tracks, a first of which is defined by a first ring and a second of which is defined by a second ring.

[0172] According to this embodiment, the nut threading portion 33 defines a first rolling track.

[0173] Alternatively, the thrust bearing 31 is distinct from the nut threading portion 33 . Therefore, the first ring of the thrust bearing 31 is distinct from the nut threading portion 33 and is positioned abutting against the nut threading portion 33 .

[0174] According to an embodiment, the thrust bearing 31 is a ball bearing. Alternatively, the thrust bearing 31 is a roller bearing.

[0175] According to an embodiment, the nut threading portion 33 forms external teeth configured to receive torque from the gear motor.

[0176] According to an embodiment, the actuation device 25 comprises a force sensor 29 .

[0177] The force sensor 29 is configured to detect the braking force applied by the actuation device 25 .

[0178] Specifically, the force sensor 29 is configured to detect a force applied by the actuation device 25 in the axial direction.

[0179] According to an embodiment, the force sensor 29 is positioned on the threaded shaft 32 in an at least partially overlapping manner in the axial direction.

[0180] Advantageously, this configuration also reduces the axial dimension of the actuation device 25 because the respective axial dimensions of the threaded shaft 32 and the force sensor 29 at least partially overlap.

[0181] According to a preferred embodiment, the force sensor 29 is generally annular in shape. According to an embodiment, a threaded shaft 32 is positioned through the force sensor 29 .

[0182] Advantageously, this configuration eliminates the axial dimension of the force sensor 29 because the force sensor 29 is completely overlapped over the axial dimension of the threaded shaft 32 .

[0183] According to an embodiment, the force sensor 29 is positioned adjacent to the thrust bearing 31 in a direction opposite to the nut threading portion 33 .

[0184] Specifically, the force sensor 29 is adjacent to the second ring of the thrust bearing 31 .

[0185] According to the present embodiment, the force sensor 29 is configured to detect the reaction force acting on the thrust bearing 31 .

[0186] Advantageously, by detecting the force acting on the thrust bearing 31 , the force sensor 29 is able to determine the braking force applied by the actuating device 25 .

[0187] According to an alternative embodiment, the force sensor 29 is positioned at the rear of the threaded shaft 32 and is located at the rear end of the threaded shaft 32 .

[0188] According to an embodiment, the force sensor 29 is generally cylindrical, disc-shaped, or axisymmetric in shape.

[0189] According to an embodiment, the actuation device 25 comprises a spacer.

[0190] The spacer is positioned coaxially with the threaded shaft 32 and is interposed between the force sensor 29 and the thrust bearing 31 .

[0191] According to the present embodiment, the spacer is configured to release the reaction force acting on the thrust bearing 31 to the force sensor 29 .

[0192] Advantageously, the force sensor 29 is able to determine the braking force applied by the actuation device 25 by detecting the forces coming from the thrust bearing 31 and acting on the spacer.

[0193] According to an embodiment, the spacer is substantially cylindrical in shape.

[0194] According to an embodiment, the spacer defines an accommodation groove, and the thrust bearing 31 is accommodated in the accommodation groove of the spacer.

[0195] According to an embodiment, the actuating device 25 comprises a thrust plate.

[0196] The thrust plate is operably connected to the front end of the threaded shaft 32 .

[0197] The thrust plate is configured to receive a braking force from the threaded shaft 32 .

[0198] The braking force is generated by the translation of the threaded shaft 32 caused by the rotation of the nut threading part 33.

[0199] Furthermore, the thrust plate is configured to release this braking force to the disc brake pad to apply the braking force.

[0200] Preferably, the thrust plate is made of steel. According to an alternative embodiment, the thrust plate is made of aluminum or its alloys or other light alloys.

[0201] According to an embodiment, the actuation device 25 comprises an engagement portion interposed between the threaded shaft 32 and the thrust plate.

[0202] The barrel is configured to transfer force between the threaded shaft 32 and the thrust plate.

[0203] Furthermore, the joint is configured to permit and accommodate rotational and / or translational displacement of the thrust plate relative to the threaded shaft 32 .

[0204] Advantageously, when the actuation device 25 is actuated to apply a braking force, the engagement portion allows the thrust plate to be in full contact with the disc brake pad, even if the disc brake caliper is deflected under the force applied by the actuation device 25 .

[0205] With the added advantage, the joint avoids the creation of unbalanced loads on the recirculating ball screw 30 -nut threading assembly 33 which would otherwise cause the disc brake caliper to deform under braking forces.

[0206] According to an embodiment, the thrust plate forms a front plate wall and a rear plate wall.

[0207] The front plate wall faces the disc actuating pad and the rear plate wall faces the threaded shaft 32 .

[0208] The threaded shaft 32 forms a front shaft wall which faces the rear plate wall of the thrust plate.

[0209] According to this embodiment, the junction is placed between the rear plate wall and the front axle wall.

[0210] According to an embodiment, the engagement portion is formed with a conical wall or frusto-conical wall abutting against the thrust plate and an opposing planar wall abutting against the threaded shaft 32 .

[0211] According to an embodiment, the rear panel wall defines a joint receiving portion in which the joint is positioned.

[0212] According to an embodiment, the engagement portion receiving portion defines a concave surface relative to the engagement portion.

[0213] According to a preferred embodiment, the engagement portion receiving portion defines a spherical partial surface.

[0214] Advantageously, the geometric connection between the conical wall or truncated conical wall of the joint and the spherical portion surface of the joint accommodating portion reduces the radial load acting on the circulating ball screw 30-nut screw assembly 33 and allows relative rotation and movement between the threaded shaft 32 and the thrust plate and / or between the thrust plate and the joint.

[0215] According to an embodiment, the front shaft wall and the plane wall of the joint are made so that, when the actuation device 25 is actuated to apply a braking force, the static friction force generated between the front shaft wall and the plane wall is smaller than the static friction force generated between the thrust plate and the disc brake pad, or the static friction force generated between the front shaft wall and the plane wall is smaller than the static friction force generated between the thrust plate and the conical wall or the truncated conical wall of the joint.

[0216] Advantageously, the low friction between the front shaft wall and the planar wall reduces radial stresses acting on the recirculating ball screw 30 -nut threading assembly 33 .

[0217] In effect, this low friction causes the joint to act as a separator between the threaded shaft 32 and the thrust plate in the event of a radial load peak resulting from contact between the thrust plate and the disc brake pad.

[0218] According to this configuration, during the application of braking force, the disc brake pad cannot be supported by the threaded shaft 32, but is always supported by the disc brake caliper. Therefore, the tangential force applied by the brake disc to the pad is released to the disc brake caliper, thereby allowing the radial load acting on the front axle wall to be reduced.

[0219] According to an embodiment, the actuating device 25 comprises a radial bearing.

[0220] The radial bearing is configured to bear radial stress acting on the actuating device 25 and radial stress generated by torque transmission from the gear motor to the actuating device 25 .

[0221] According to a preferred embodiment, the radial bearing is connected externally to the nut threading 33 .

[0222] Even more preferably, the radial bearing is located adjacent to the thrust bearing 31 on the side facing the thrust plate.

[0223] Advantageously, this configuration reduces the axial dimensions of the actuating device 25 .

[0224] Preferably, the radial bearing is a "roller" type bearing. Alternatively, the radial bearing is a ball bearing.

[0225] According to an embodiment, the threaded shaft 32 is at least partially hollow in the axial direction and forms an inner wall. The inner wall defines a through cavity. Alternatively, the inner wall defines an open blind cavity at the front shaft wall.

[0226] According to an embodiment, the through cavity extends between a front opening defined at the front axial wall and a rear opening defined at the rear axial wall.

[0227] According to an embodiment, the inner wall of the threaded shaft 32 is formed with a backing step portion.

[0228] According to an embodiment, the backing step defines a front cavity portion extending between the backing step and the front opening and a rear cavity portion extending between the backing step and the rear opening.

[0229] The front cavity portion has a radial cross-section that is smaller than a radial cross-section of the rear cavity portion.

[0230] According to an embodiment, the actuation device 25 comprises a retaining screw configured to connect the threaded shaft 32 to the thrust plate in the axial direction. Thus, by means of the retaining screw, the retraction of the threaded shaft 32 corresponds to the retraction of the thrust plate. Thus, the retaining screw ensures the separation of the thrust plate from the disc brake pad, thereby reducing any residual braking torque acting on the brake disc during non-operation of the actuation device 25.

[0231] Furthermore, the retaining screw forms a screw head and a threaded shank.

[0232] According to an embodiment, the screw head is connected to the threaded shaft 32 and the screw head is positioned inside the through cavity and the screw head has an axial clearance relative to the backing step, and the threaded rod extends through the front cavity portion and the threaded rod is connected to the thrust plate. Advantageously, the axial clearance of the screw head relative to the backing step allows the degree of freedom granted by the joint to be preserved. The retaining screw is configured to ensure that retraction of the threaded shaft 32 also results in retraction of the thrust plate.

[0233] According to an embodiment, the retaining screw has an axial clearance and a radial clearance relative to the inner wall of the threaded shaft 32 .

[0234] Advantageously, such a gap is configured to allow rotational and / or translational displacement of the retaining screw and therefore of the thrust plate screwed thereto relative to the threaded shaft 32 .

[0235] This effect is particularly advantageous if the thrust plate is fully adhered to the disc brake pad during deformation of the disc brake caliper under braking forces.

[0236] According to an alternative embodiment, the actuating device 25 comprises a snap-on retaining connection configured to connect the threaded shaft 32 to the thrust plate in the axial direction.

[0237] The snap-fit ​​retaining connector comprises a threaded shaft and a snap-fit ​​connection head.

[0238] The threaded rod is connected to the thrust plate and the snap-on head is snap-on connected to the threaded shaft 32 .

[0239] According to an embodiment, the snap-fit ​​retaining connection is configured to be insertable into the blind cavity by means of the snap-fit ​​retaining connection such that the snap-fit ​​retaining connection resists a force of being extracted from the blind cavity.

[0240] According to an embodiment, the snap-on connection head is positioned inside the blind cavity.A threaded rod extends through the blind cavity, the threaded rod exits from the front axle wall and the threaded rod is connected to the thrust plate.

[0241] The snap-retaining connection is configured to ensure that retraction of the threaded shaft 32 results in retraction of the thrust plate. Thus, by means of the snap-retaining connection, retraction of the threaded shaft 32 corresponds to retraction of the thrust plate. Thus, the snap-retaining connection ensures separation of the thrust plate from the disc brake pad, thereby reducing any residual braking torque acting on the brake disc during non-operation of the actuating device 25.

[0242] According to a preferred embodiment, the snap-connection head comprises a plurality of petals extending at least partially radially relative to the rod.

[0243] The petal is configured to be elastically biased when the petal approaches the axis of the threaded rod. The snap-fit ​​connection head and the petal can therefore be inserted into the blind cavity. Specifically, they can be inserted beyond the backing step.

[0244] Once the petal is successfully inserted into the blind cavity, the petal is configured to extend away from the axis of the threaded rod to form a snap connection with the threaded rod 32. Specifically, when the petal passes the backing step, the petal releases its elastic potential energy, thereby extending again at least partially in the radial direction relative to the threaded rod.

[0245] Advantageously, this configuration of the snap-retaining connection accommodates any rotational and / or translational displacement of the snap-retaining connection and, therefore, of the thrust plate screwed thereto, relative to the threaded shaft 32 .

[0246] According to another alternative embodiment, the actuating device 25 comprises a retaining pin configured to connect the threaded shaft 32 to the thrust plate in the axial direction.

[0247] The retaining pin includes a threaded shank and a pin head.

[0248] According to an embodiment, the pin head is coated with a polymer material.Preferably, the pin head is coated with a rubber overmoulding.

[0249] According to an embodiment, the pin head defines at least one ventilation hole passing through the pin head in a direction parallel to the threaded shank.

[0250] Preferably, the pin head defines a plurality of ventilation holes.

[0251] Advantageously, by means of the ventilation holes, the pin head coated with polymer material acts as a suction cup. Thus, the retaining pin can be connected to the threaded shaft 32 by means of a "suction cup" effect (ie, by vacuum adhesion) through the pin head thus constructed.

[0252] Advantageously, this configuration of the retaining pin accommodates any rotational and / or translational displacement of the retaining pin and, therefore, of the thrust plate screwed thereto relative to the threaded shaft 32 .

[0253] According to an embodiment, the pin head is positioned inside the blind cavity. A threaded rod extends through the blind cavity, the threaded rod exits from the front axle wall and the threaded rod is connected to the thrust plate. According to this configuration, the pin head adheres to the inner wall defining the blind cavity using a suction cup effect.

[0254] The retaining pin is configured to ensure that retraction of the threaded shaft 32 results in retraction of the thrust plate. Thus, by means of the retaining pin, retraction of the threaded shaft 32 corresponds to retraction of the thrust plate. Thus, the retaining pin connection ensures separation of the thrust plate from the disc brake pad, thereby reducing any residual braking torque acting on the brake disc during non-operation of the actuating device 25.

[0255] According to an embodiment, the rear plate wall forms a nut screwing portion 33 extending axially in the direction of the threaded shaft 32 .

[0256] According to this embodiment, the threaded rod-shaped member is screwed to the nut screwing portion 33 of the thrust plate.

[0257] Specifically, a threaded rod-shaped member of a retaining screw, a threaded rod-shaped member of a snap-retaining connector, or a threaded rod-shaped member of a retaining pin is screwed to the nut screwing portion 33 of the thrust plate.

[0258] According to a preferred embodiment, the nut screwing portion 33 extends through the front opening of the threaded shaft 32 into the front cavity portion.

[0259] According to an embodiment, the engagement portion defines a through hole extending between the conical wall or the frustoconical wall and the planar wall, and the nut screwing portion 33 of the thrust plate extends through such through hole.

[0260] According to an embodiment, the actuation device 25 comprises a plug positioned inside the inner wall of the threaded shaft 32 .

[0261] The plug is configured to seal a through cavity defined by the inner wall.

[0262] Advantageously, the plug prevents dust, moisture, liquids or external contaminants from entering through the gap between the retaining screw and the inner wall of the threaded shaft 32, or the gap between the snap-fit ​​retaining connection and the inner wall, or the gap between the retaining pin and the inner wall, which would otherwise damage the components of the actuating device 25 located at the rear shaft wall.

[0263] According to a preferred embodiment, the plug-like member is positioned inside the rear cavity portion of the through hole.

[0264] According to an embodiment, the predetermined plug-shaped member is positioned behind the threaded shaft 32 , at the rear wall of the threaded shaft 32 , inside the bushing, and is configured to seal the rear wall of the threaded shaft 32 .

[0265] Advantageously, the plug prevents dust, moisture, liquids or external contaminants from entering through the gap between the retaining screw and the inner wall of the threaded shaft 32, or the gap between the snap-fit ​​retaining connection and the inner wall, or the gap between the retaining pin and the inner wall, which would otherwise damage the components of the actuating device 25 located at the rear shaft wall.

[0266] According to an embodiment, the actuating device 25 comprises a dynamic seal positioned at the thrust plate outside the nut threading 33 .

[0267] The dynamic seal is configured to achieve fluid sealing between the nut threading portion 33 and the thrust plate.

[0268] According to another preferred embodiment, the dynamic seal is a "lip" type seal.

[0269] According to an embodiment, the actuation device 25 comprises a static seal connected to the thrust plate and extending radially outwards from the thrust plate.

[0270] The static seal is configured to achieve a fluid seal between the actuation device 25 and the disc brake pad.

[0271] Advantageously, the static seal protects the mechanical components of the actuation device 25 from contact with dust, moisture or other contaminants.

[0272] According to an embodiment, the nut screwing portion 33 defines a circumferential receiving portion. The circumferential receiving portion is placed between the external teeth and the thrust plate.

[0273] A static seal is positioned in the circumferential housing.

[0274] According to an embodiment, the thrust plate defines a circumferential groove extending inwardly from the thrust plate in a radial direction.

[0275] According to this embodiment, the static seal is positioned in the circumferential accommodation portion, and one end portion of the static seal is inserted into the circumferential groove.

[0276] According to another preferred embodiment, the static seal is a "bellows" type seal.

[0277] According to an embodiment, the actuation portion 25 comprises a locking ring.

[0278] The lock ring is positioned outside the nut threading part 33. The lock ring is inserted between the static seal and the outer teeth portion 36 of the nut threading part 33 and contacts the static seal and the outer teeth portion 36 of the nut threading part 33.

[0279] The locking ring is configured to retain the actuating device 25 in a predetermined position inside the disc brake caliper.

[0280] According to an embodiment, one end of the locking ring is positioned in abutment against the external teeth. Advantageously, such end in abutment against the external teeth prevents any disassembly of the actuating device 25 due to vibrations generated by the actuating device 25 during operation.

[0281] According to a preferred embodiment, the locking ring has an "S"-shaped profile or a "Z"-shaped profile in an axial section parallel to the actuation axis. According to this embodiment, one end of the locking ring abuts against the static seal, while the opposite end of the locking ring abuts against the external teeth.

[0282] According to an embodiment, the actuating device 25 comprises anti-rotation means.

[0283] The anti-rotation device is configured to allow the threaded shaft 32 to translate in the axial direction and prevent the threaded shaft 32 from rotating about the axial direction.

[0284] Thus, the anti-rotation device is configured to prevent rotation of the nut threading portion 33 from rotating the threaded shaft 32 .

[0285] According to an embodiment, the anti-rotation means comprises an anti-rotation pin which engages on the threaded shaft 32 .

[0286] According to an embodiment, the anti-rotation device further comprises a bushing. The bushing is connected to the disc brake caliper by an interference coupling.

[0287] The bushing is connected to the threaded shaft 32. Specifically, the bushing is connected to the threaded shaft 32 at its rear wall.

[0288] The bushing defines a bushing slot extending radially therethrough and in an axial direction.

[0289] According to this embodiment, the anti-rotation pin engages on the threaded shaft 32 and passes through the bushing slot.

[0290] According to an embodiment, the bushing is made of aluminum.

[0291] According to an embodiment, the thrust bearing 31 and / or the force sensor 29 are connected to the bushing.

[0292] Preferably, the bushing is positioned externally around the threaded shaft 32 at the rear end of the threaded shaft 32 .

[0293] According to an embodiment, the recirculating ball screw 30 -nut spindle assembly 33 , the retaining screw and the anti-rotation pin are made of steel.

[0294] According to a further aspect of the invention, a disc brake comprises a caliper comprising two side walls spaced apart from each other and defining a disc space for accommodating a portion of a brake disc; a device for fixing the caliper to a vehicle; a connecting structure extending across the disc space and connecting the side walls to each other; at least one pad receiving portion formed in each of the side walls and adapted to receive at least one pad; a thrust device constrained to one or both side walls and adapted to bias the pad against the brake disc to clamp the pad, wherein the thrust device comprises an actuating device 25 as described above.

[0295] Furthermore, the disc brake includes a gear motor and a transmission system 26 configured to transmit mechanical power generated by the gear motor to a nut screwing portion 33 of the actuating device 25 .

[0296] According to an embodiment, the transmission system 26 comprises a gear which meshes with the external toothing of the nut threading part 33 .

[0297] It will be apparent that those skilled in the art will be able to make changes or modifications to the present invention without departing from the scope of the appended claims.

[0298] Reference numerals list

[0299] 1. Brake calipers

[0300] 2. Disc brakes

[0301] 3. Sidewall

[0302] 4. Caliper body

[0303] 5. Pad

[0304] 6. Transmission housing

[0305] 7. Control the accommodating part

[0306] 8. Electric Motor

[0307] 9. Motor housing

[0308] 10. Control Room

[0309] 11. Drive shaft

[0310] 12. Actuation axis

[0311] 13. Electronic board

[0312] 14. Motor housing wall

[0313] 15.Electrical connector

[0314] 16. Main electrical connector

[0315] 17.Metal Covering

[0316] 18. Electromechanical parking brake

[0317] 19. Rear end of the drive shaft

[0318] 20. Electromechanical actuators

[0319] 21. Toothed wheel

[0320] 22. Selector Component

[0321] 23. Conductive track

[0322] 24. Position Sensor

[0323] 25. Actuation equipment

[0324] 26. Transmission system

[0325] 27. First storage room

[0326] 28. Second storage room

[0327] 29. Force Sensor

[0328] 30. Circulating ball screw-nut screwing assembly

[0329] 31.Thrust bearing

[0330] 32. Threaded shaft

[0331] 33. Nut screwing part

[0332] 34. Auxiliary electronic board

[0333] 35. Auxiliary control room.

Claims

1. A brake caliper (1) for a disc brake (2), the brake caliper (1) comprising: - a caliper body (4), the caliper body (4) comprising: - two side walls (3) spaced apart from each other, the two side walls (3) spaced apart from each other delimiting a disc space for accommodating a portion of a brake disc; - a connecting structure extending across the disc space and connecting the side walls (3) to each other; - at least one gasket receiving portion, formed in each of the side walls (3) and adapted to receive at least one gasket (5); - a transmission housing (6) extending between a front wall of the transmission housing (6) and a rear wall opposite the transmission housing (6), wherein the transmission housing (6) is connected to the caliper body (4) so ​​that the front wall of the transmission housing (6) faces the disc space; - thrust means adapted to bias the pad (5) against the actuation disk along an actuation axis (12) transverse to the side wall (3), the thrust means being at least partially housed in the transmission housing (6); - a control housing (7) connected to the transmission housing (6) at the rear wall of the transmission housing (6), Wherein, the control accommodation portion (7) supports and accommodates the following: - an electric motor (8), comprising a drive shaft (11), wherein the electric motor (8) is configured to generate mechanical power and transmit the mechanical power to the thrust device via the drive shaft (11), the electric motor (8) being at least partially accommodated inside a motor housing (9) formed by the control housing (7); - a brake control unit, which is configured to control the electric motor (8), and is accommodated in a control chamber (10) defined by the control accommodation portion (7); wherein the electric motor (8) is electrically connected to the brake control unit, The drive shaft (11) extends in a direction parallel to the actuation axis (12), and the drive shaft (11) protrudes from the front side of the electric motor (8) toward the caliper body (4). The brake control unit comprises at least one electronic board (13), And wherein the at least one electronic board (13) extends in a transverse direction relative to the drive axis (12).

2. The brake caliper (1) according to claim 1, wherein: The electric motor (8) is completely accommodated in the electric motor accommodation portion (9), and / or wherein the electric motor (8) is welded to the control housing (7) and is located inside the electric motor housing (9), and / or wherein the electric motor accommodation portion (9) has a generally cylindrical shape, the cylindrical shape being defined by a motor accommodation portion wall (14), the motor accommodation portion wall (14) having a cylindrical shape and being coaxial with the drive shaft (11), and wherein the electric motor accommodation portion wall (14) of the control accommodation portion (7) extends into the transmission accommodation portion (6) through the rear wall of the transmission accommodation portion (6), And, optionally, the electric motor (8) comprises a rotor and a stator, and the stator and the motor housing wall (14) are made into an integral piece, preferably, the stator and the motor housing wall (14) are made into an integral piece by molding.

3. The brake caliper (1) according to claim 1 or 2, wherein: at least a portion of the at least one electronic board (13) faces a rear side of the electric motor (8) opposite to the front side of the electric motor (8), the drive shaft (11) extending from the front side of the electric motor (8), And wherein an electrical connector (15) extends from the rear side of the electric motor (8) to the at least one electronic board (13) to electrically connect the electric motor (8) to the at least one electronic board (13).

4. Brake caliper (1) according to any one of the preceding claims, wherein: The control housing (7) comprises a main electrical connector (16) which is configured to be accessible from the outside of the brake caliper (1) to receive power and signals from an electronic control unit installed in the vehicle and to transmit the power and signals to the brake control unit, Optionally, the main electronic connector (16) is positioned on a rear side of the control housing (7) facing away from the transmission housing (6). and / or wherein the main electronic connector (16) faces the side of the at least one electronic board (13) opposite to the side of the electronic board (13) electrically connected to the electric motor (8), Or wherein the main electronic connector (16) faces an edge of the at least one electronic board (13) at a position substantially coplanar with a plane defined by the at least one electronic board (13).

5. Brake caliper (1) according to any one of the preceding claims, wherein: The transmission housing (6) is made of a material having a higher thermal conductivity than the material used to make the control housing (7). And wherein, optionally, the control housing (7) is made of a polymer material and the transmission housing (6) is made of a metal material.

6. Brake caliper (1) according to any one of the preceding claims, wherein: The control chamber (10) of the control accommodating portion (7) is open at the rear side of the control accommodating portion (7), The brake caliper (1) comprises a metal cover (17), wherein the metal cover (17) is connected to the control housing (7) to seal the rear side of the control housing (7). wherein the metal cover (17) is configured to dissipate heat from the control housing (7) to the outside of the brake caliper (1), And wherein the metal cover (17) is made of a material having a higher thermal conductivity than the thermal conductivity of the material used to make the control housing (7).

7. The brake caliper (1) according to claim 6, wherein: The control housing (7) is shaped to prevent contact between the metal cover (17) and the transmission housing (6), and / or wherein the metal cover (17) is connected to the control housing (7) so that the metal cover (17) is in direct contact with the brake control unit, Alternatively, the metal cover (17) is in indirect contact with the brake control unit, and a high heat conduction device is placed between the metal cover (17) and the brake control unit.

8. Brake caliper (1) according to any one of the preceding claims, wherein: The drive shaft (11) comprises a drive shaft rear end portion (19), the drive shaft rear end portion (19) protruding from the rear side of the electric motor (8) in a direction opposite to the direction in which the transmission accommodation portion (6) is located. The brake caliper (1) comprises a position sensor (24) which is configured to detect the angular position of the electric motor (8). wherein the position sensor (24) is positioned in the control housing (7) and the position sensor (24) is electrically connected to the brake control unit, wherein, preferably, the position sensor (24) is positioned inside the control chamber (10), and wherein the position sensor (24) is positioned at the rear end (19) of the drive shaft, the rear end (19) of the drive shaft being interposed between the electric motor (8) and the at least one electronic board (13), Or wherein the position sensor (24) is mounted on at least one circuit board (13), Or wherein the control housing (7) includes a motor control board, which is integrated into the electric motor (8), the motor control board is interconnected with the brake control unit and is configured to control the electric motor (8), and wherein the position sensor (24) is mounted on the motor control board.

9. Brake caliper (1) according to any one of the preceding claims, wherein: The drive shaft (11) comprises a drive shaft rear end portion (19), the drive shaft rear end portion (19) protruding from the rear side of the electric motor (8) in a direction opposite to the direction in which the transmission accommodation portion (6) is located. The brake caliper (1) comprises an electromechanical parking brake (18), The electromechanical parking brake (18) is accommodated inside the control chamber (10) of the control accommodation portion (7). Wherein, the electromechanical parking brake (18) is electrically connected to the brake control unit of the control housing (7).

10. The brake caliper (1) according to claim 9, wherein: The rear end portion (19) of the drive shaft extends through the at least one electronic board (13) in a through hole opened in the at least one electronic board 13, The electromechanical parking brake (18) comprises a toothed wheel (21), wherein the toothed wheel (21) is integrally fixed to the rear end portion (19) of the drive shaft. The toothed wheel (21) comprises at least one tooth. Preferably, the toothed wheel (21) comprises one to eight teeth. The electromechanical parking brake (18) comprises an electromechanical actuator (20), which is configured to translate in the direction of the teeth of the toothed wheel (21), the direction of the teeth of the toothed wheel (21) being transverse to the rotation axis of the toothed wheel (21), The electromechanical actuator (20) is configured to sandwich the electromechanical actuator (20) itself between the teeth of the toothed wheel (21) according to the control of the brake control unit, so as to prevent the toothed wheel (21) from rotating and stop the rotation of the drive shaft (11).

11. The brake caliper (1) according to claim 10, wherein: The electromechanical actuator (20) comprises a coupling element configured to resiliently bias the electromechanical actuator (20) against the toothed wheel (21) to engage between the teeth of the toothed wheel (21) and stop the rotation of the toothed wheel (21), wherein the teeth of the toothed wheel (21) and the coupling element are shaped such that the coupling element allows the toothed wheel (21) to rotate in one rotational direction and prevents the toothed wheel (21) from rotating in the opposite rotational direction, wherein the electromechanical actuator (20) comprises a selector element (22) which is slidable between a first position in which the selector element (22) biases the coupling element into a coupled position between the teeth of the toothed wheel (21) and a second position in which the selector element (22) biases the coupling element into a decoupled position spaced apart from the teeth of the toothed wheel (21), wherein, optionally, the electromechanical actuator (20) comprises a cam member configured to allow the selector element (22) to slide into the first position, and the cam member is configured to allow the selector element (22) to actuate a mechanical lock, the mechanical lock preventing the selector element (22) from returning to the second position, and the cam member is configured to allow the selector element (22) to maintain parking brake operation, and / or wherein the toothed wheel (21) comprises a plurality of teeth, the plurality of teeth being distributed along the periphery of the toothed wheel (21), the plurality of teeth being equidistant from one another according to a tooth pitch having a predetermined value, and / or wherein the teeth of the toothed wheel (21) are substantially equal to one another, And / or wherein the electromechanical parking brake (18) is electrically connected to the brake control unit via a conductive track (23), wherein the conductive track (23) is overmolded on the control housing (7), wherein the conductive track (23) is electrically connected to the electromechanical actuator (20) of the parking brake (18).

12. Brake caliper (1) according to any one of the preceding claims, the actuated caliper (1) comprising an actuating device (25) and a transmission system (26), in, The transmission system (26) is configured to transmit the torque generated by the electric motor (8) to the actuating device (25), wherein the actuation device (25) is configured to convert a torque received from the transmission system (26) into a braking force against the pad (5) along the actuation axis (12), wherein the transmission housing (6) defines a first housing chamber (27) and a second housing chamber (28), wherein the first accommodating chamber (27) and the second accommodating chamber (28) are parallel to each other and the first accommodating chamber (27) and the second accommodating chamber (28) extend in a direction parallel to the actuating axis (12), The electric motor (8) contained in the control housing (7) is positioned inside the first housing chamber (27). wherein the transmission system (26) connected to the electric motor (8) is positioned inside the first receiving chamber (27), wherein the actuating device (25) is positioned inside the second receiving chamber (28), and wherein the first receiving chamber (27) is in communication with the second receiving chamber (28) so that the transmission system (26) can be connected to the actuating device (25), And wherein, optionally, the first accommodating chamber (27) has a generally cylindrical shape and is coaxial with the drive shaft (11), and the second accommodating chamber (28) has a generally cylindrical shape and is coaxial with the actuating axis (12).

13. The brake caliper (1) according to claim 12, wherein: The transmission receiving portion (6) comprises a force sensor (29), wherein the force sensor (29) is connected to the drive device (25) on a rear side of the drive device (25) facing the control housing (7), wherein the force sensor (29) is configured to detect the braking force applied by the actuating device (25), And wherein the force sensor (29) is electrically connected to the brake control unit.

14. The brake caliper (1) according to claim 13, wherein: The front side of the force sensor (29) faces the actuation device (25), and the opposite rear side of the force sensor (29) faces at least a part of the at least one electronic board (13), And wherein the electrical connector (15) extends between the force sensor (29) and the at least one electronic board (13) through the interface between the transmission housing (6) and the control housing (7).

15. Brake calliper (1) according to any one of the preceding claims, wherein: The brake control unit comprises at least one auxiliary electronic board (34), wherein the at least one auxiliary electronic board (34) is accommodated inside the control accommodation portion (7) transversely relative to the at least one electronic board (13), The auxiliary electronic board (34) at least partially extends above the transmission housing (6) and adjacent to the brake caliper connecting structure (1). The control housing (7) defines an auxiliary control chamber (35), wherein the auxiliary control chamber (35) extends in a generally transverse direction relative to the control chamber (10), and wherein said at least one auxiliary electronic board (34) is housed inside said auxiliary control room (35), wherein, optionally, the at least one auxiliary electronic board (34) is connected to the at least one electronic board (13) at an edge of the at least one electronic board (13), so that the brake control unit including the at least one electronic board (13) and the at least one auxiliary electronic board (34) is substantially in an "L" shape, And wherein, optionally, the at least one electronic board (13) is a power board and the at least one auxiliary electronic board (34) is a logic board.

16. A disc brake (2) comprising a brake caliper (1) according to any one of the preceding claims.

Images