Automobile split brake caliper

Abstract

The present invention relates to the technical field of brakes, and in particular to a split brake caliper for automobiles, comprising a brake disc, a caliper body, a friction plate, a primary friction block, and a secondary friction block; a hydraulic drive assembly is provided between the friction plate and the caliper body; a plurality of primary slide grooves are provided on the side wall of the friction plate close to the brake disc; the primary friction block is rotatably arranged in the primary slide groove; a plurality of secondary slide grooves are provided on the end surface of the primary braking end of the primary friction block; and the secondary friction block is rotatably arranged in the secondary slide groove. When the end of the brake disc or the secondary friction block away from the brake disc is severely worn, the primary friction block and the secondary friction block are driven by the pressure between the brake disc and the secondary friction block to rotate to a certain extent, so as to realize automatic compensation of the wear amount, so that the contact between the secondary braking end of the secondary friction block and the brake disc is always maintained in surface contact, so as to avoid the reduction of the fit between the secondary braking end of the secondary friction block and the brake disc due to wear.

Description

Technical Field

[0001] The invention relates to the technical field of brakes, and in particular to a split-type brake caliper for an automobile. Background Art

[0002] Brakes are the main components of the automobile braking system and one of the main safety components of the automobile. With the continuous improvement of vehicle performance and the continuous increase in vehicle speed, higher requirements are also placed on the vehicle's braking system. Therefore, disc brakes with better braking effects are becoming more and more widely used in cars and commercial vehicles.

[0003] In the prior art, for example, the Chinese patent with the announcement number CN211820482U, which is named a split brake caliper, states that the brake caliper includes a caliper body, a cylinder body, a caliper bracket, and a brake mechanism for pressing the brake friction pad against the brake disc. A sliding mechanism for connecting the caliper body and the caliper bracket is provided between the caliper body and the caliper bracket, and a connecting structure is provided between the cylinder body and the caliper body. The caliper body is detachably connected to the cylinder body, thereby forming a split structure, so that the caliper body and the cylinder body can be combined for application. When the car needs to brake, under the action of the brake fluid pressure, the piston slides in the cylinder body, so that the brake friction pressing pad moves toward one side of the brake disc until the brake disc is pressed. At the same time, under the action of the brake friction pressing pad and the reaction force of the brake disc, the caliper body slides on the sliding column to produce a displacement relative to the caliper bracket, so that the friction pad on the other side presses the brake disc, and the generated friction force is used to stop the vehicle.

[0004] However, on the brake disc, the linear velocity of the outer ring area of ​​the brake disc (the area far away from the center of the circle) when in contact with the brake friction pressure plate is greater than the linear velocity of the inner ring area of ​​the moving disc (the area close to the center of the circle) when in contact with the brake friction pressure plate, resulting in more serious wear on the outer ring area, reducing the fit between the brake friction pressure plate and the brake disc, thereby causing uneven pressure on the inner and outer rings of the brake disc, further aggravating the wear between the brake disc and the brake friction pressure plate and reducing the braking effect. Summary of the invention

[0005] The present invention provides a split-type brake caliper for an automobile to solve the above-mentioned problem.

[0006] The invention discloses a split-type brake caliper for automobile, which adopts the following technical scheme: the split-type brake caliper for automobile comprises a brake disc, a caliper body, a friction plate, a primary friction block and a secondary friction block.

[0007] The brake disc is coaxially fixedly mounted on the wheel hub.

[0008] There are two caliper bodies; the two caliper bodies are distributed along the axis of the brake disc and are symmetrically arranged on both sides of the brake disc; the caliper body is fixed to the frame; the caliper body is arranged at the upper end of the brake disc; a connecting block is provided on the side wall of the caliper body close to the brake disc; the connecting block is arranged above the brake disc and fixed on the caliper body on the same side of the brake disc; the connecting blocks of the two caliper bodies are abutted and detachably fixedly connected through a connecting assembly.

[0009] The friction plate is arranged between the caliper body and the brake disc, and is parallel to the brake disc; a hydraulic drive assembly is arranged between the friction plate and the caliper body; the hydraulic drive assembly is used to drive the friction plate to approach the brake disc; a plurality of primary slide grooves are arranged on the side wall of the friction plate close to the brake disc; the plurality of primary slide grooves are spaced apart along the circumference of the brake disc; the opening of the primary slide grooves faces the brake disc.

[0010] The primary friction block is rotatably arranged in the primary slide groove, and the end close to the brake disc is set as the primary braking end; the primary braking end is a plane and extends out of the primary slide groove; a plurality of secondary slide grooves are arranged on the end face of the primary braking end of the primary friction block; the plurality of secondary slide grooves are distributed along the radial direction of the brake disc; the secondary slide groove opening faces the brake disc; the plurality of primary friction blocks are distributed at intervals on the friction plate for easy disassembly and replacement, and at the same time, the gaps between adjacent primary friction blocks provide a channel for the dissipation of heat generated by friction, and the heat dissipation effect is better than the contact of the entire surface during traditional braking.

[0011] The secondary friction block is rotatably arranged in the secondary slide groove, and one end close to the brake disc is set as the secondary braking end; the secondary braking end is a plane and extends out of the secondary slide groove.

[0012] During braking, the hydraulic drive assembly drives the friction plate to move toward the brake disc, and the friction plate drives the primary friction block and the secondary friction block to move toward the brake disc. The secondary braking end of the secondary friction block presses against the brake disc, and a braking force is generated on the brake disc through friction and pressure. When the brake disc or the end of the secondary friction block away from the brake disc is severely worn, the primary friction block and the secondary friction block rotate to a certain extent under the pressure between the brake disc and the secondary friction block, so as to automatically compensate for the wear, so that the contact between the secondary braking end of the secondary friction block and the brake disc is always maintained as surface contact, avoiding the reduction of the fit between the secondary braking end of the secondary friction block and the brake disc due to wear; at the same time, the primary friction block and the secondary friction block adapt to the unevenness caused by wear between the secondary friction block or the brake disc through self-rotation, reducing the pressure difference between the inner and outer rings of the brake disc, thereby reducing the wear during braking and ensuring the braking effect.

[0013] When the secondary braking end of the secondary friction block is worn to be flush with the primary braking end of the primary friction block, the primary braking end of the primary friction block abuts against the brake disc, compensating for the friction coefficient of the secondary braking end of the secondary friction block that is reduced due to wear, so that the friction coefficient when braking the brake disc remains at a high value, extending the time period for replacing wearing parts and improving the safety factor.

[0014] Further, one end of the primary friction block away from the brake disc is set as a primary matching wall; the primary matching wall is arc-shaped; the groove wall of the primary slide groove away from the brake disc is set as a primary groove wall; the primary groove wall is arc-shaped; the axis of the primary groove wall is perpendicular to the radial direction of the brake disc and parallel to the friction plate; the primary groove wall and the primary matching wall are rotationally matched;

[0015] The end of the secondary friction block away from the brake disc is set as a secondary matching wall; the secondary matching wall is arc-shaped; the groove wall of the secondary slide groove away from the brake disc is set as a secondary groove wall; the secondary groove wall is arc-shaped; the axis of the secondary groove wall is perpendicular to the radial direction of the brake disc and parallel to the friction plate; the secondary groove wall and the secondary matching wall are rotationally matched.

[0016] Furthermore, a primary guide structure is provided between the primary groove wall and the primary matching wall; a secondary guide structure is provided between the secondary groove wall and the secondary matching wall; the primary guide structure and the secondary guide structure are used to stabilize the rotation of the primary friction block and the secondary friction block.

[0017] Further, the primary guide structure includes a primary slide rail and a primary guide groove; the primary slide rail is arc-shaped and has a T-shaped cross section; the primary slide rail is fixed on the primary matching wall of the primary friction block; the primary guide groove is arc-shaped and has a T-shaped cross section; the primary slide rail is arranged on the primary groove wall; the primary slide rail and the primary guide groove are slidably matched;

[0018] The secondary guide structure includes a secondary slide rail and a secondary guide groove; the secondary slide rail is arc-shaped and has a T-shaped cross section; the secondary slide rail is fixed on the secondary matching wall of the secondary friction block; the secondary guide groove is arc-shaped and has a T-shaped cross section; the secondary slide rail is opened on the secondary groove wall; the secondary slide rail and the secondary guide groove are slidably matched.

[0019] Furthermore, the hydraulic drive assembly includes a sliding hole; the sliding hole is arranged on the end face of the caliper body close to the brake disc; the axis of the sliding hole is arranged along the axis direction of the brake disc; a piston column is slidably installed in the sliding hole; one end of the piston column close to the brake disc is fixedly connected to the friction plate; the piston column blocks the sliding hole to form a hydraulic cavity; the hydraulic cavity is filled with hydraulic oil; the hydraulic cavities in the two caliper bodies are connected through a hydraulic synchronization structure.

[0020] Furthermore, the hydraulic synchronization structure includes an oil pipe and an oil pump; the oil pipe connects the hydraulic chambers in the two caliper bodies; and the middle of the oil pipe is connected to the oil outlet of the oil pump.

[0021] Furthermore, two secondary sliding grooves are provided on the end surface of the primary braking end of each primary friction block.

[0022] Furthermore, the connecting assembly includes a connecting bolt; the connecting bolt is rotationally matched with one of the caliper bodies and threadedly matched with the other caliper body.

[0023] Furthermore, the connection assembly also includes an auxiliary structure; when the caliper bodies are installed, the auxiliary structure is used to place the two caliper bodies in a preset correct position to facilitate the installation of the connecting bolts.

[0024] Furthermore, there are two auxiliary structures, including auxiliary holes and auxiliary rods; the auxiliary holes are through holes provided on the caliper body; the auxiliary rods are provided along the axis direction of the brake disc, and the auxiliary rods are slidably inserted into the auxiliary holes; the auxiliary rods are provided with latches; the latches are provided on the side of the caliper body away from the brake disc. When installing the caliper body, the auxiliary rods are inserted into the corresponding auxiliary holes, so that the two caliper bodies are in the correct installation position, and then the latches are inserted into the auxiliary rods to temporarily fix the two caliper bodies, and then the connecting bolts are tightened.

[0025] The beneficial effects of the present invention are:

[0026] 1. When the brake disc or the end of the secondary friction block away from the brake disc is severely worn, the primary friction block and the secondary friction block will rotate to a certain extent under the pressure between the brake disc and the secondary friction block, so as to automatically compensate for the wear, so that the contact between the secondary braking end of the secondary friction block and the brake disc is always maintained in surface contact, avoiding the reduction of the fit between the secondary braking end of the secondary friction block and the brake disc due to wear.

[0027] 2. The primary friction block and the secondary friction block adapt to the unevenness caused by wear between the secondary friction block or the brake disc by self-rotation, reducing the pressure difference between the inner and outer rings of the brake disc, thereby reducing wear during braking and ensuring the braking effect.

[0028] 3. When the secondary braking end of the secondary friction block is worn to be flush with the primary braking end of the primary friction block, the primary braking end of the primary friction block abuts against the brake disc, compensating for the friction coefficient of the secondary braking end of the secondary friction block that decreases due to wear, so that the friction coefficient when braking the brake disc remains at a high value, extending the time period for replacing wearing parts and improving the safety factor.

[0029] 4. Multiple primary friction blocks are spaced apart on the friction plate to facilitate disassembly and replacement. At the same time, the gaps between adjacent primary friction blocks provide a channel for the dissipation of heat generated by friction. Compared with the contact of the entire surface during traditional braking, the heat dissipation effect is better. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0031] Figure 1 It is a structural schematic diagram of an embodiment of a split-type brake caliper for an automobile according to the present invention;

[0032] Figure 2 It is a schematic diagram of an embodiment of a split brake caliper for an automobile of the present invention after the brake disc is removed;

[0033] Figure 3 A side view of an embodiment of a split brake caliper for an automobile according to the present invention with the brake disc removed;

[0034] Figure 4 An exploded view of an embodiment of a split-type brake caliper for an automobile according to the present invention after the brake disc is removed;

[0035] Figure 5 A top view of an embodiment of a split-type brake caliper for an automobile according to the present invention;

[0036] Figure 6 for Figure 5 Sectional view at AA in the middle;

[0037] Figure 7 A schematic diagram of a friction plate, a primary friction block, and a secondary friction block of an embodiment of a split-type brake caliper for an automobile of the present invention;

[0038] Figure 8 An exploded view of a friction plate, a primary friction block, and a secondary friction block of an embodiment of a split-type brake caliper for an automobile of the present invention;

[0039] Fig. 9 The figure is a schematic diagram of a caliper body of an embodiment of a split-type brake caliper for an automobile according to the present invention.

[0040] In the figure: 100, brake disc; 200, caliper body; 210, connecting bolt; 220, auxiliary rod; 230, connecting block; 300, friction plate; 310, primary slide groove; 311, primary guide groove; 400, primary friction block; 410, primary slide rail; 420, secondary slide groove; 421, secondary guide groove; 500, secondary friction block; 510, secondary slide rail; 610, sliding hole; 620, piston rod; 630, oil pipe. DETAILED DESCRIPTION

[0041] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0042] An embodiment of a split-type brake caliper for an automobile according to the present invention is as follows: Figures 1 to 9 As shown: a split brake caliper for automobile, comprising a brake disc 100, a caliper body 200, a friction plate 300, a primary friction block 400, and a secondary friction block 500; the brake disc 100 is coaxially fixedly mounted on the wheel hub.

[0043] There are two caliper bodies 200; the two caliper bodies 200 are distributed along the axis of the brake disc 100 and are symmetrically arranged on both sides of the brake disc 100; the caliper body 200 is fixed to the vehicle frame; the caliper body 200 is arranged at the upper end of the brake disc 100; a connecting block 230 is provided on the side wall of the caliper body 200 close to the brake disc 100; the connecting block 230 is arranged above the brake disc 100 and fixed on the caliper body 200 on the same side of the brake disc 100; the connecting blocks 230 of the two caliper bodies 200 are abutted and detachably fixedly connected through a connecting assembly.

[0044] The connecting assembly includes a connecting bolt 210 and an auxiliary structure; the connecting bolt 210 is rotationally matched with one of the caliper bodies 200, and is threadedly matched with the other caliper body 200. When installing the caliper body 200, the auxiliary structure is used to put the two caliper bodies 200 in the preset correct position, which is convenient for the installation of the connecting bolt 210. There are two auxiliary structures, including an auxiliary hole and an auxiliary rod 220; the auxiliary hole is a through hole provided on the caliper body 200; the auxiliary rod 220 is arranged along the axis direction of the brake disc 100, and the auxiliary rod 220 is slidably inserted into the auxiliary hole; the auxiliary rod 220 is provided with a latch; the latch is arranged on the side of the caliper body 200 away from the brake disc 100. When installing the caliper body 200, the auxiliary rod 220 is inserted into the corresponding auxiliary hole to put the two caliper bodies 200 in the correct installation position, and then the latch is inserted into the auxiliary rod 220 to temporarily fix the two caliper bodies 200, and then the connecting bolt 210 is tightened.

[0045] The friction plate 300 is arranged between the caliper body 200 and the brake disc 100 and is parallel to the brake disc 100; a hydraulic drive assembly is arranged between the friction plate 300 and the caliper body 200; the hydraulic drive assembly is used to drive the friction plate 300 to approach the brake disc 100; the hydraulic drive assembly includes a sliding hole 610; the sliding hole 610 is arranged on the end surface of the caliper body 200 close to the brake disc 100; the axis of the sliding hole 610 is arranged along the axis direction of the brake disc 100; a piston rod 620 is slidably installed in the sliding hole 610; one end of the piston rod 620 close to the brake disc 100 is fixedly connected to the friction plate 300; the piston rod 620 blocks the sliding hole 610 as a hydraulic cavity; the hydraulic cavity is filled with hydraulic oil; the hydraulic cavities in the two caliper bodies 200 are connected through a hydraulic synchronization structure. The hydraulic synchronization structure includes an oil pipe 630 and an oil pump; the oil pipe 630 connects the hydraulic cavities in the two caliper bodies 200; the middle part of the oil pipe 630 is connected to the oil outlet of the oil pump.

[0046] A plurality of primary grooves 310 are provided on the side wall of the friction plate 300 close to the brake disc 100; the plurality of primary grooves 310 are spaced apart along the circumference of the brake disc 100; the opening of the primary grooves 310 faces the brake disc 100; the primary friction block 400 is rotatably arranged in the primary groove 310, and one end close to the brake disc 100 is set as the primary braking end; the primary braking end is a plane and extends out of the primary groove 310; a plurality of secondary grooves 420 are provided on the end face of the primary braking end of the primary friction block 400; two secondary grooves 420 are provided on the end face of the primary braking end of each primary friction block 400.

[0047] A plurality of secondary chutes 420 are distributed along the radial direction of the brake disc 100; the opening of the secondary chutes 420 faces the brake disc 100; a plurality of primary friction blocks 400 are distributed at intervals on the friction plate 300, which is convenient for disassembly and replacement. At the same time, the gaps between adjacent primary friction blocks 400 provide a channel for the heat generated by friction to be dissipated, which has a better heat dissipation effect than the contact of the entire surface during traditional braking. The secondary friction block 500 is rotatably arranged in the secondary chutes 420, and the end close to the brake disc 100 is set as the secondary braking end; the secondary braking end is a plane and extends out of the secondary chutes 420.

[0048] The end of the primary friction block 400 away from the brake disc 100 is set as a primary matching wall; the primary matching wall is in an arc shape; the groove wall of the primary chute 310 away from the brake disc 100 is set as a primary groove wall; the primary groove wall is in an arc shape; the axis of the primary groove wall is perpendicular to the radial direction of the brake disc 100 and parallel to the friction plate 300; the primary groove wall and the primary matching wall are rotationally matched; the end of the secondary friction block 500 away from the brake disc 100 is set as a secondary matching wall; the secondary matching wall is in an arc shape; the groove wall of the secondary chute 420 away from the brake disc 100 is set as a secondary groove wall; the secondary groove wall is in an arc shape; the axis of the secondary groove wall is perpendicular to the radial direction of the brake disc 100 and parallel to the friction plate 300; the secondary groove wall and the secondary matching wall are rotationally matched. A primary guide structure is provided between the primary groove wall and the primary matching wall; a secondary guide structure is provided between the secondary groove wall and the secondary matching wall; the primary guide structure and the secondary guide structure are used to stabilize the rotation of the primary friction block 400 and the secondary friction block 500. The primary guide structure includes a primary slide rail 410 and a primary guide groove 311; the primary slide rail 410 is arc-shaped and has a T-shaped cross-section; the primary slide rail 410 is fixed on the primary matching wall of the primary friction block 400; the primary guide groove 311 is arc-shaped and has a T-shaped cross-section; the primary slide rail 410 is opened on the primary groove wall; the primary slide rail 410 and the primary guide groove 311 are slidingly matched; the secondary guide structure includes a secondary slide rail 510 and a secondary guide groove 421; the secondary slide rail 510 is arc-shaped and has a T-shaped cross-section; the secondary slide rail 510 is fixed on the secondary matching wall of the secondary friction block 500; the secondary guide groove 421 is arc-shaped and has a T-shaped cross-section; the secondary slide rail 510 is opened on the secondary groove wall; the secondary slide rail 510 and the secondary guide groove 421 are slidingly matched.

[0049] During braking, the hydraulic drive assembly drives the friction plate 300 to move toward the brake disc 100, and the friction plate 300 drives the primary friction block 400 and the secondary friction block 500 to move toward the brake disc 100. The secondary braking end of the secondary friction block 500 presses against the brake disc 100, and a braking force is generated on the brake disc 100 through friction and pressure. When the end of the brake disc 100 or the secondary friction block 500 away from the brake disc 100 is severely worn, the primary friction block 400 and the secondary friction block 500 are driven by the pressure between the brake disc 100 and the secondary friction block 500. 0 generates a certain rotation to realize automatic compensation of wear, so that the contact between the secondary braking end of the secondary friction block 500 and the brake disc 100 is always maintained in surface contact, avoiding the reduction of the degree of fit between the secondary braking end of the secondary friction block 500 and the brake disc 100 due to wear; at the same time, the primary friction block 400 and the secondary friction block 500 adapt to the unevenness caused by wear between the secondary friction block 500 or the brake disc 100 through self-rotation, reducing the pressure difference between the inner and outer rings of the brake disc 100, thereby reducing the wear during braking and ensuring the braking effect.

[0050] When the secondary braking end of the secondary friction block 500 is worn to be flush with the primary braking end of the primary friction block 400, the primary braking end of the primary friction block 400 abuts against the brake disc 100, compensating for the friction coefficient of the secondary braking end of the secondary friction block 500 that is reduced due to wear, so that the friction coefficient when braking the brake disc 100 is maintained at a high value, extending the time period for replacing wearing parts and improving the safety factor.

[0051] In combination with the above embodiments, the use principle and working process of the present invention are as follows: during braking, the oil pump drives the piston rod 620 through the oil pipe 630 to drive the friction plate 300 to move toward the brake disc 100, and the friction plate 300 drives the primary friction block 400 and the secondary friction block 500 to move toward the brake disc 100. The secondary braking end of the secondary friction block 500 presses against the brake disc 100, and the brake disc 100 is subjected to a braking force by friction and pressure. When the end of the brake disc 100 or the secondary friction block 500 away from the brake disc 100 is severely worn, the pressure between the brake disc 100 and the secondary friction block 500 drives the brake disc 100 to move. Under the condition that the primary friction block 400 and the secondary friction block 500 rotate to a certain extent, the wear amount is automatically compensated, so that the contact between the secondary braking end of the secondary friction block 500 and the brake disc 100 is always maintained in surface contact, so as to avoid the reduction of the fit between the secondary braking end of the secondary friction block 500 and the brake disc 100 due to wear; at the same time, the primary friction block 400 and the secondary friction block 500 adapt to the unevenness caused by wear between the secondary friction block 500 or the brake disc 100 through self-rotation, so as to reduce the pressure difference between the inner and outer rings of the brake disc 100, thereby reducing the wear during braking and ensuring the braking effect.

[0052] When the secondary braking end of the secondary friction block 500 is worn to be flush with the primary braking end of the primary friction block 400, the primary braking end of the primary friction block 400 abuts against the brake disc 100, compensating for the friction coefficient of the secondary braking end of the secondary friction block 500 that is reduced due to wear, so that the friction coefficient when braking the brake disc 100 is maintained at a high value, extending the time period for replacing wearing parts and improving the safety factor.

[0053] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A split brake caliper for an automobile, characterized in that: It includes a brake disc, a caliper body, a friction plate, a primary friction block, and a secondary friction block; The brake disc is coaxially fixedly mounted on the wheel hub; There are two calipers; the two calipers are distributed along the axis of the brake disc and are symmetrically arranged on both sides of the brake disc; the calipers are fixed to the frame; the calipers are arranged at the upper end of the brake disc; a connecting block is arranged on the side wall of the caliper close to the brake disc; the connecting block is arranged above the brake disc and fixed to the caliper on the same side of the brake disc; the connecting blocks of the two calipers are abutted and detachably fixedly connected through a connecting assembly; The friction plate is arranged between the caliper body and the brake disc and is parallel to the brake disc; a hydraulic drive assembly is arranged between the friction plate and the caliper body; the hydraulic drive assembly is used to drive the friction plate to approach the brake disc; a plurality of primary slide grooves are arranged on the side wall of the friction plate close to the brake disc; the plurality of primary slide grooves are spaced and distributed along the circumference of the brake disc; the opening of the primary slide grooves faces the brake disc; The primary friction block is rotatably arranged in the primary chute, and one end close to the brake disc is set as the primary braking end; the primary braking end is a plane and extends out of the primary chute; a plurality of secondary chute are arranged on the end surface of the primary braking end of the primary friction block; the plurality of secondary chute are distributed along the radial direction of the brake disc; the secondary chute opening faces the brake disc; The secondary friction block is rotatably arranged in the secondary slide groove, and one end close to the brake disc is set as the secondary braking end; the secondary braking end is a plane and extends out of the secondary slide groove.

2. The automobile split brake caliper according to claim 1, characterized in that: The end of the primary friction block away from the brake disc is set as a primary matching wall; the primary matching wall is in an arc shape; the groove wall of the primary slide groove away from the brake disc is set as a primary groove wall; the primary groove wall is in an arc shape; the axis of the primary groove wall is perpendicular to the radial direction of the brake disc and parallel to the friction plate; the primary groove wall and the primary matching wall are rotationally matched; The end of the secondary friction block away from the brake disc is set as a secondary matching wall; the secondary matching wall is arc-shaped; the groove wall of the secondary slide groove away from the brake disc is set as a secondary groove wall; the secondary groove wall is arc-shaped; the axis of the secondary groove wall is perpendicular to the radial direction of the brake disc and parallel to the friction plate; the secondary groove wall and the secondary matching wall are rotationally matched.

3. The automobile split brake caliper according to claim 2, characterized in that: A primary guide structure is provided between the primary groove wall and the primary matching wall; a secondary guide structure is provided between the secondary groove wall and the secondary matching wall; the primary guide structure and the secondary guide structure are used to stabilize the rotation of the primary friction block and the secondary friction block.

4. The automobile split brake caliper according to claim 3, characterized in that: The primary guide structure comprises a primary slide rail and a primary guide groove; the primary slide rail is in an arc shape and has a T-shaped cross section; the primary slide rail is fixed on the primary matching wall of the primary friction block; the primary guide groove is in an arc shape and has a T-shaped cross section; the primary slide rail is arranged on the primary groove wall; the primary slide rail and the primary guide groove are slidably matched; The secondary guide structure includes a secondary slide rail and a secondary guide groove; the secondary slide rail is arc-shaped and has a T-shaped cross section; the secondary slide rail is fixed on the secondary matching wall of the secondary friction block; the secondary guide groove is arc-shaped and has a T-shaped cross section; the secondary slide rail is opened on the secondary groove wall; the secondary slide rail and the secondary guide groove are slidably matched.

5. The automobile split brake caliper according to claim 4, characterized in that: The hydraulic drive assembly includes a sliding hole; the sliding hole is arranged on the end face of the caliper body close to the brake disc; the axis of the sliding hole is arranged along the axis direction of the brake disc; a piston rod is slidably installed in the sliding hole; one end of the piston rod close to the brake disc is fixedly connected to the friction plate; the piston rod blocks the sliding hole to form a hydraulic cavity; the hydraulic cavity is filled with hydraulic oil; the hydraulic cavities in the two caliper bodies are connected through a hydraulic synchronization structure.

6. The automobile split brake caliper according to claim 5, characterized in that: The hydraulic synchronization structure includes an oil pipe and an oil pump; the oil pipe connects the hydraulic chambers in the two caliper bodies; and the middle part of the oil pipe is connected to the oil outlet of the oil pump.

7. The automobile split brake caliper according to claim 6, characterized in that: Two secondary sliding grooves are arranged on the end surface of the primary braking end of each primary friction block.

8. The automobile split brake caliper according to claim 1, characterized in that: The connecting assembly comprises a connecting bolt; the connecting bolt is rotationally matched with one of the pliers bodies and threadably matched with the other pliers body.

9. The automobile split brake caliper according to claim 8, characterized in that: The connection assembly also includes an auxiliary structure; when the pliers are installed, the auxiliary structure is used to place the two pliers in a preset correct position to facilitate the installation of the connecting bolts.

10. The automobile split brake caliper according to claim 9, characterized in that: There are two auxiliary structures, including an auxiliary hole and an auxiliary rod; the auxiliary hole is a through hole arranged on the caliper body; the auxiliary rod is arranged along the axis direction of the brake disc, and the auxiliary rod is slidably inserted in the auxiliary hole; the auxiliary rod is provided with a pin; the pin is arranged on the side of the caliper body away from the brake disc.

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