Reset device of floating caliper type disc brake and design method of reset device

Abstract

The invention provides a reset device of a floating caliper type disc brake and a design method of the reset device, and relates to the field of braking, according to the adopted scheme, the reset device comprises a mounting base used for being mounted on a brake shell, and further comprises an outer reset assembly and an inner reset assembly, the outer reset assembly is used for resetting an outer brake block assembly, and the inner reset assembly is used for resetting an inner brake block assembly; the inner reset assembly is used for resetting the inner brake block assembly, the outer reset assembly and the inner reset assembly are symmetrically arranged on the mounting base, each of the outer reset assembly and the inner reset assembly comprises a touch piece and a driving module, the two touch pieces abut against the outer brake block assembly and the inner brake block assembly respectively, and during braking, the driving modules store energy and drive the outer brake block assembly to reset. The two touch pieces can move oppositely in the installation base, when braking is relieved, the two driving modules release energy, the driving modules push the corresponding touch pieces to move reversely, and resetting of the outer brake block assembly and the inner brake block assembly is achieved. After braking is relieved, the brake block assembly is rapidly reset, and the braking dragging force is greatly reduced.

Description

Technical Field

[0001] This invention relates to the field of braking, and more particularly to a reset device for a floating caliper disc brake and its design method. Background Technology

[0002] Air disc brakes are widely used in the wheel-end braking systems of medium and heavy-duty commercial vehicles. Their basic structure includes a brake disc rigidly connected to and rotating with the wheel, a brake caliper assembly that slides relative to the axle, inner and outer brake pad assemblies housed within the caliper, and a pushing mechanism driven by an air-pressure brake chamber. The brake pad assembly typically consists of friction pads and a backing plate, which generate friction with the brake disc during braking to achieve vehicle deceleration or stopping.

[0003] In the pneumatic floating caliper disc brakes widely used in existing commercial vehicles, during braking, the pneumatic brake chamber drives the piston, axially pushing the inner brake block assembly near the piston to one side of the brake disc. The inner brake block forms frictional contact with the brake disc. When the thrust is continued, the thrust is transmitted through the brake caliper bracket and guide structure, causing the floating brake caliper to slide in the opposite direction relative to the bracket, and pressing the outer brake block assembly against the other side of the brake disc, thereby achieving brake disc clamping and braking. When the driver releases the brake, the jumping of the brake disc surface and the pushing force generated by the frictional contact between the brake disc and the two brake block assemblies cause the two brake block assemblies to gradually disengage from the brake disc, achieving clearance restoration.

[0004] When the above technical solution is adopted, during the separation process of the brake disc and brake pad assembly, on the one hand, there is friction between the two brake pad assemblies and the brake disc, which generates braking drag force. On the other hand, the outer brake pad assembly is set on the floating caliper, and the movement of the caliper is affected by friction, which further hinders the rapid separation of the brake pad assembly and the brake disc. All of the above factors make it impossible for the brake pad assembly and the brake disc to separate quickly after the brake pressure is released. The existence of braking drag force caused by friction leads to short-term drag and increased wheel end rotation resistance, which has a certain impact on the overall vehicle fuel consumption. Summary of the Invention

[0005] To address the technical problem of braking drag force in the existing pneumatic floating caliper disc brake, this invention provides a reset device and its design method for a floating caliper disc brake, which enables the brake block assembly to quickly reset after the brake is released, greatly reducing braking drag force.

[0006] In a first aspect, the present invention provides a reset device for a floating caliper disc brake to solve the above-mentioned technical problems. The device includes a mounting base for mounting on a brake housing, and further includes an outer reset assembly and an inner reset assembly. The outer reset assembly is used for resetting the outer brake block assembly, and the inner reset assembly is used for resetting the inner brake block assembly. The outer and inner reset assemblies are symmetrically arranged on the mounting base. Each of the outer and inner reset assemblies includes an actuating piece and a driving module. The two actuating pieces respectively abut against the outer and inner brake block assemblies. When braking, the two actuating pieces can move towards each other within the mounting base. When braking is released, the two driving modules release energy, and the driving modules push the corresponding actuating pieces to move in the opposite direction, thereby resetting the outer and inner brake block assemblies.

[0007] This invention adds a symmetrical reset device consisting of a mounting base, a trigger plate, and a drive module, which actively releases the energy accumulated during braking when the brake is released. This synchronously and quickly pushes the inner and outer brake block assemblies away from the brake disc, effectively eliminating braking drag, reducing wheel end rotational resistance, and reducing the waste of vehicle energy.

[0008] Furthermore, the drive module includes a positioning pin and a spring. The spring and the actuating piece are sleeved on the positioning pin. The actuating piece can move along the positioning pin. One end of the positioning pin is connected to the mounting block in the middle of the mounting base. The other end of the positioning pin is provided with a limit block. One end of the spring abuts against the mounting block, and the other end of the spring abuts against the end face of the actuating piece.

[0009] This invention specifically configures the drive module as consisting of a positioning pin and a spring mounted on it. The positioning pin provides precise guidance and limitation for the spring, ensuring smooth and unbiased movement of the spring during compression and release, thereby providing a stable and reliable axial return force. At the same time, this structure uses the mounting block as the fixed end, and the spring thrust acts directly on the sliding contact piece. The force transmission path is simple and efficient, resulting in a rapid reset response, low energy loss, and a simple and compact structure, combining the advantages of high reliability and low manufacturing cost.

[0010] Furthermore, the spring constant of the outer reset assembly is u1, and the spring constant of the inner reset assembly is u2, where u1 > u2.

[0011] This invention achieves differentiated configuration of the reset force of the inner and outer brake blocks by setting u1 and u2. The reset of the outer brake block requires the entire caliper to slide, which has greater resistance. Therefore, a more rigid spring (u1>u2) is used to provide a greater initial thrust to overcome this resistance, thereby ensuring that the inner and outer brake blocks can separate from the brake disc synchronously and quickly, avoiding the dragging torque caused by the lag in the reset of the outer side, and making the overall reset action more balanced and efficient.

[0012] Furthermore, the lower end of the actuating piece abuts against the upper end of the spring of the outer brake block assembly or the inner brake block assembly. The actuating piece is inclined on the positioning pin, and the inclination angle of the actuating piece is α, where 2°≤a≤10°. When not in contact with the spring, the upper ends of the two actuating pieces are close to each other.

[0013] This invention, through its design, sets an angle α between the axis of the actuating piece mounting hole and its end face, ensuring that the actuating piece maintains as perpendicular contact as possible with the spring plate of the brake block when in contact with it. This guarantees that the actuating piece remains as perpendicular to the spring plate as possible after being acted upon by the spring plate. When the end face of the actuating piece and the surface of the spring plate are kept as perpendicular as possible (i.e., the angle α can be kept within the ideal range in actual operation), the axial thrust released by the spring can act perpendicularly on the spring plate. This allows all the spring force to be converted into an effective normal force that pushes the brake block back to its position, resulting in the highest force transmission efficiency.

[0014] Secondly, the present invention also provides a design method for a reset device of a floating caliper disc brake, for use in the aforementioned reset device of a floating caliper disc brake, comprising the following steps: S01: Determine the design variable parameters: touch plate thickness b, mounting hole diameter c, locating pin diameter d, locating pin centerline height e, and operating parameters FN and FZ. FN is the elastic resistance generated by the spring, and FZ is the frictional resistance generated by the sliding of the caliper body relative to the brake disc. S02: Based on the current b, c, d, and e, calculate the tilt angle a0 of the trigger plate mounting hole when it is not subjected to the force of the spring plate, and establish a finite element simulation model to set the contact relationship and constraint conditions between the trigger plate and the triggered plate; S03: Apply load F1 in the finite element simulation model, where F1 is the larger of FN and FZ, and solve for the actual tilt angle a1 of the trigger plate and the force F2 exerted by the trigger plate on the spring plate under working conditions; S04: Compare a1 with the preset target angle interval [Amin, Amax], and compare F2 with the preset target thrust interval [Kmin·(FN+FZ), Kmax·(FN+FZ)], where Amin, Amax, Kmin, and Kmax are preset design targets, and 1≤Kmin<Kmax; S05: When a1 and F2 do not fall into their respective target intervals at the same time, adjust the design variables c, d, and e, and repeat S02 to S04 until a1 and F2 fall into the target intervals at the same time, and obtain the final parameter combination a1, c1, d1, e1.

[0015] This invention introduces two key performance indicators, angle a1 and thrust F2, and establishes a correlation between geometric parameters c, d, and e and operating parameters FN and FZ. Combined with closed-loop iterative adjustment using finite element simulation, the design process is upgraded from traditional experience-based selection and trial-and-error adjustment to a parameterized optimization process based on simulation evaluation, constraints, and target range control. This not only achieves the optimal force posture of the triggering component while ensuring sufficient reset thrust and preventing overload wear of the friction pair, but also quickly converges to the optimal or suboptimal parameter combination that meets the specified lifespan and reliability requirements within a calculable range. This significantly improves design efficiency, consistency, and robustness, reduces the cost of repeated prototype trials, and provides reusable design guidelines for subsequent platform-based and serialized product development.

[0016] Furthermore, in step S05, when a1 is greater than Amax and F2 is lower than Kmin·(FN+FZ), the values ​​of c and d are increased and the value of e is decreased simultaneously; when a1 is less than Amin and F2 is higher than Kmax·(FN+FZ), the values ​​of c and d are decreased and the value of e is increased simultaneously; when a1 is within [Amin, Amax] and F2 is lower than Kmin·(FN+FZ), the value of e is decreased; when a1 is within [Amin, Amax] and F2 is higher than Kmax·(FN+FZ), the value of e is increased.

[0017] This invention analyzes the deviations of the included angle a1 and the output force F2 relative to the target range, and clearly defines the direction of coordinated increase or decrease of three variables: c (mounting hole diameter), d (locating pin diameter), and e (locating pin height). This makes the design optimization process no longer a blind trial and error, but can quickly converge the design parameters to the optimal combination that simultaneously satisfies the ideal included angle and the ideal output force, greatly improving design efficiency and the reliability of the solution.

[0018] Furthermore, in step S05, based on the deviation Δa of a1 relative to [Amin, Amax] and the deviation ΔF of F2 relative to [Kmin·(FN+FZ), Kmax·(FN+FZ)], the adjustment step sizes Δc, Δd, and Δe of c, d, and e are determined respectively. When |Δa| or |ΔF| is greater than the first deviation threshold, the adjustment step size of the corresponding parameter is 10% to 15% of the corresponding parameter. When |Δa| and |ΔF| are less than the second deviation threshold, the adjustment step size of the corresponding parameter is 3% to 5% of the corresponding parameter.

[0019] This invention achieves intelligent speed adjustment in the optimization process by setting the step size in stages based on the deviation. When the performance index deviates significantly from the target, a larger step size (10%~15%) is used for rapid coarse adjustment to efficiently approach the target range and improve optimization efficiency. When the index is close to the target, it automatically switches to a smaller step size (3%~5%) for fine-tuning to avoid overshoot and stably and accurately converge to the optimal solution within the design space. This significantly shortens the iteration cycle while ensuring design accuracy, making the entire optimization process both efficient and robust.

[0020] Furthermore, in the target thrust range [Kmin·(FN+FZ), Kmax·(FN+FZ)], Kmin·(FN+FZ) is selected as the minimum design thrust required for the actuating plate to overcome the elastic resistance FN of the spring and the frictional resistance FZ of the clamp body and complete the reset action under the predetermined most unfavorable resistance condition; Kmax·(FN+FZ) is selected as the maximum design thrust allowed to avoid excessive frictional work and local wear of parts due to excessive reset thrust, provided that the reset action is reliably completed.

[0021] This invention uses the minimum required thrust under the most unfavorable operating conditions as the lower limit of performance (Kmin), ensuring the absolute reliability of the reset action under all expected operating conditions. At the same time, it uses the maximum permissible thrust that does not cause excessive wear as the upper limit of performance (Kmax), effectively avoiding efficiency loss and life problems caused by over-design. Thus, it achieves the optimal balance between the reliability of reset performance and the long-term durability of the system at its core.

[0022] Furthermore, the most unfavorable resistance conditions of the outer brake block assembly are determined in advance through bench tests and / or simulation analysis. The most unfavorable resistance conditions include conditions under the combination of high temperature, maximum wear, maximum load, and / or maximum offset. Under the condition that the reset is reliably completed, the maximum allowable friction work and / or contact stress threshold of the outer brake block assembly during the reset process is determined through tests and / or simulation analysis. The correspondence between the reset thrust F2 and the maximum friction work and / or contact stress is calibrated, and an upper limit coefficient Kmax is selected so that when F2=Kmax·(FN+FZ), the corresponding friction work and / or contact stress does not exceed the maximum allowable friction work and / or contact stress threshold during the reset process.

[0023] Furthermore, in S05, if Amin≤a1≤Amin+(Amax-Amin) / 2, then the range of the mounting hole diameter is [0.9c1, 1.1c1], the range of the locating pin diameter is [0.9d1, 1.1d1], and the range of the locating pin centerline height is [0.9e1, 1.1e1]. If Amin+(Amax-Amin) / 2<a1≤Amax, then the range of the mounting hole diameter is [0.95c1, 1.05c1], the range of the locating pin diameter d is [0.95d1, 1.05d1], and the range of the locating pin centerline height is [0.95e1, 1.05e1].

[0024] This invention employs a tiered convergence band control mechanism. When a1 is only in the lower half of the target range, c, d, and e are allowed to vary within a relatively large range of ±10%. This allows for sufficient parameter adjustment margin while meeting basic performance requirements, facilitating flexible selection in engineering applications considering manufacturing errors, assembly deviations, and the needs of different vehicle models. When a1 approaches the upper half of the target range, meaning the overall design is closer to the ideal state, the fluctuation range of c, d, and e is narrowed to ±5%, thereby imposing stricter constraints on key geometric parameters and improving the consistency of the reset mechanism's performance and its stability during mass production. This tiered tolerance and parameter band control strategy enables the design results to not only meet the requirements of multi-objective optimization in single-point calculations but also achieves proactive management of performance fluctuations at the parameter distribution and mass production tolerance levels, balancing optimization efficiency, parameter robustness, and engineering feasibility.

[0025] As can be seen from the above technical solutions, the present invention has the following advantages: This invention provides a reset device and its design method for a floating caliper disc brake. By adding a symmetrical reset device consisting of a mounting base, a contact pad, and a drive module, the energy accumulated during braking is actively released when the brake is released, thereby synchronously and quickly pushing the inner and outer brake pad assemblies away from the brake disc. This effectively eliminates braking drag, reduces wheel-end rotational resistance, and reduces overall vehicle energy waste. By specifically configuring the drive module as a locating pin and a spring fitted onto it, the entire reset response is rapid, energy loss is low, and the structure is simple and compact, combining the advantages of high reliability and low manufacturing cost. By setting u1 and u2, differentiated configuration of the reset force of the inner and outer brake blocks is achieved, ensuring that the inner and outer brake blocks can separate from the brake disc synchronously and quickly, avoiding dragging torque caused by the delayed reset of the outer side, and making the overall reset action more balanced and efficient. Through this design, by setting an angle α between the axis of the actuating plate mounting hole and the end face, the axial thrust released by the spring can act perpendicularly on the spring plate, which makes all the spring force converted into an effective normal force to push the brake block back to its position, maximizing the force transmission efficiency. By simultaneously introducing two key performance indicators, angle α1 and thrust F2, and by adjusting the geometric parameters c, d, and e... By establishing a correlation with the operating parameters FN and FZ, and combining this with closed-loop iterative adjustments using finite element simulation, design efficiency, consistency, and robustness are significantly improved. This reduces the cost of repeated prototype trials and provides reusable design guidelines for subsequent platform-based and serialized product development. The coordinated increase and decrease directions of the three variables—mounting hole diameter, locating pin diameter, and locating pin height—are clearly defined, ensuring that the design optimization process is no longer a blind trial-and-error process, greatly improving design efficiency and the reliability of the solution. By using a strategy of setting adjustment step sizes in stages of deviation, the iteration cycle is significantly shortened while maintaining design accuracy, making the entire optimization process both efficient and robust. The graded convergence band control mechanism helps to retain sufficient parameter adjustment margins while meeting basic performance requirements, improving the consistency of the reset mechanism's performance and its stability during mass production. Attached Figure Description

[0026] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the structure of Embodiment 1 of the present invention.

[0028] Figure 2 This is a schematic diagram of the assembly structure of the brake in Embodiment 1 of the present invention. Figure 1 .

[0029] Figure 3 This is a schematic diagram of the assembly structure of the brake in Embodiment 1 of the present invention. Figure 2 .

[0030] Figure 4 This is a finite element model of the positioning pin, the actuating piece, the spring, and the reed in Embodiment 2 of the present invention.

[0031] Figure 5 This is a finite element model of the positioning pin, the actuating piece, the spring, and the reed after constraints are applied in Embodiment 2 of the present invention.

[0032] In the diagram, 1. Reset device of floating caliper disc brake; 2. Mounting bolt; 3. Outer brake block assembly; 4. Housing; 5. Inner brake block assembly; 7. Spring; 1.1. Limiting block; 1.2. Actuating piece; 1.3. Spring; 1.4. Mounting block; 1.6. Positioning pin; 1.7. Mounting seat; 1.8. Outer reset assembly; 1.9. Inner reset assembly; 1.10. Drive module. Detailed Implementation

[0033] To make the objectives, features, and advantages of this invention more apparent and understandable, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings of the specific embodiments. Obviously, the embodiments described below are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this patent, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this patent.

[0034] Example 1 like Figures 1 to 3 As shown in the figure, this specific embodiment provides a reset device for a floating caliper disc brake, including a mounting base 1.7, an outer reset assembly 1.8, and an inner reset assembly 1.9. The mounting base 1.7 is used to install on the brake housing 4. The outer reset assembly 1.8 is used to reset the outer brake block assembly 3 (including the brake block outside the brake disc and the movable caliper body). The inner reset assembly 1.9 is used to reset the inner brake block assembly 5 (including the brake block inside the brake disc). The outer reset assembly 1.8 and the inner reset assembly 1.9 are symmetrically arranged on the mounting base 1.7. On the mounting base 1.7, both the outer reset assembly 1.8 and the inner reset assembly 1.9 include a trigger piece 1.2 and a drive module 1.10. The two trigger pieces 1.2 respectively abut against the outer brake block assembly 3 and the inner brake block assembly 5. When braking, the two trigger pieces 1.2 can move towards each other within the mounting base 1.7. When the braking is released, the two drive modules 1.10 release energy, and the drive modules 1.10 push the corresponding trigger pieces 1.2 to move in the opposite direction, thereby resetting the outer brake block assembly 3 and the inner brake block assembly 5.

[0035] This embodiment adds a symmetrical reset device consisting of a mounting base 1.7, a trigger plate 1.2, and a drive module 1.10. This device actively releases the energy accumulated during braking when the brake is released, thereby synchronously and quickly pushing the inner and outer brake block assemblies 3 away from the brake disc. This effectively eliminates braking drag, reduces wheel end rotation resistance, and reduces the waste of vehicle energy consumption.

[0036] The drive module 1.10 may include hydraulic components such as pressure valves, solenoid valves, and oil reservoirs. The pressure valves and solenoid valves control the pressure changes in the oil reservoirs, thereby achieving bidirectional movement of the actuating piece 1.2 and realizing the reset. However, this method requires high sealing performance and necessitates the installation of various hydraulic components and pipelines. To reduce structural complexity, such as... Figures 1 to 3 As shown, in this embodiment, the drive module 1.10 includes a positioning pin 1.6 and a spring 1.3. The spring 1.3 and the actuating piece 1.2 are sleeved on the positioning pin 1.6. The actuating piece 1.2 can move along the positioning pin 1.6. One end of the positioning pin 1.6 is connected to the mounting block 1.4 in the middle of the mounting base 1.7. The positioning pin 1.6 and the mounting block 1.4 can be connected by interference fit or by thread. The other end of the positioning pin 1.6 is provided with a limit block 1.1. One end of the spring 1.3 abuts against the mounting block 1.4. The other end of the spring 1.3 abuts against the end face of the actuating piece 1.2. With this arrangement, the positioning pin 1.6 provides precise guidance and limit for the spring 1.3, ensuring that the spring 1.3 moves smoothly and without deviation during compression and release, thus providing a stable and reliable axial return force. At the same time, this structure uses the mounting block 1.4 as the fixed end, and the thrust of the spring 1.3 acts directly on the sliding actuating piece 1.2. The force transmission path is simple and efficient, making the entire reset response rapid and energy loss small. Moreover, the structure is simple and compact, combining the advantages of high reliability and low manufacturing cost.

[0037] Since the inner and outer brake block assemblies 3 have different resistances during reset, in order to ensure that the inner and outer brake block assemblies 3 can reset smoothly, in this embodiment, the elastic coefficient of the spring 1.3 of the outer reset assembly is u1, and the elastic coefficient of the spring 1.3 of the inner reset assembly is u2, u1>u2; by setting u1 and u2, the differentiated configuration of the reset force of the inner and outer brake blocks is realized. The reset of the outer brake block requires the entire caliper to slide, which has greater resistance. Therefore, a more rigid spring (u1>u2) is used to provide a greater initial thrust to overcome this resistance, thereby ensuring that the inner and outer brake blocks can separate from the brake disc synchronously and quickly, avoiding the dragging torque caused by the lag in the reset of the outer side, and making the overall reset action more balanced and efficient.

[0038] In this embodiment, the lower end of the actuating piece 1.2 abuts against the upper end of the spring 7 of the outer brake block assembly 3 or the inner brake block assembly 5. The actuating piece 1.2 is inclined on the positioning pin 1.6. Specifically, the actuating piece 1.2 is provided with a mounting hole, the diameter of which is larger than the diameter of the positioning pin 1.6. The axis of the mounting hole and the axis of the actuating piece 1.2 form an angle. The inclination angle of the actuating piece 1.2 on the positioning pin 1.6 (before contacting the spring 7) is α, where 2°≤α≤10°. When not in contact with the spring 7, the upper ends of the two actuating pieces 1.2 are close together, that is, the mounting holes of the actuating pieces 1.2 are inclined. This arrangement ensures that when the actuating piece 1.2 contacts the spring 7 of the brake block back plate, it maintains a perpendicular contact as much as possible. This ensures that the actuating piece 1.2 remains perpendicular to the spring 7 after being acted upon by the spring 7. When the end face of spring 1.2 is kept as perpendicular as possible to the surface of spring 7 (i.e., the included angle α can be kept within the ideal range in actual operation), the axial thrust released by spring 1.3 can act perpendicularly on spring 7. This makes all the force of spring 1.3 converted into an effective normal force to push the brake block back to its original position, resulting in the highest force transmission efficiency. If the actuating piece 1.2 is tilted, the thrust will generate a harmful component force, which not only weakens the effective return force and may lead to weak or incomplete reset, but also generates unnecessary torque. In this embodiment, to ensure the efficiency of force transmission of the actuating piece 1.2 to the brake block during the return process, in this embodiment, before being installed on the brake, the upper ends of the two actuating pieces 1.2 are close to each other. In this way, when subjected to the force of spring 7, the actuating piece 1.2 itself swings back to its original position, approaching a vertical state, thus ensuring the force transmission effect.

[0039] The installation process of this device and the brake is as follows: First, assemble this device, then install the mounting base 1.7 of this device in place of the pressure plate on the original brake. Connect one end of the mounting base 1.7 to the housing 4 of the brake by using the mounting bolt 2. Move the actuating piece 1.2 to make it abut against the spring 7 of the corresponding brake block, so that the spring 1.3 is compressed. When braking, it can be further compressed.

[0040] The working process of this device is as follows: When braking, the two actuating pieces 1.2 move toward each other on the locating pin 1.6, and the two springs 1.3 are further compressed. When the brake is released, the actuating pieces 1.2 push the corresponding brake block assembly to move under the action of the springs 1.3.

[0041] Example 2 This embodiment provides a design method for a reset device of a floating caliper disc brake, used in the reset device of the floating caliper disc brake of Embodiment 1, including the following steps: S01: Determine the design variable parameters: thickness b and outer diameter D of the actuating piece 1.2, diameter c of the mounting hole, diameter d of the locating pin 1.6, centerline height e of the locating pin 1.6, and operating parameters FN and FZ. FN is the elastic resistance generated by the spring 7, and FZ is the frictional resistance generated by the sliding of the caliper body relative to the brake disc. FN and FZ are specific parameters of the brake, which can be obtained from bench tests. S02: As Figure 5 As shown, the tilt angle of the mounting hole of the trigger piece 1.2 without the force of the spring piece 7 is calculated based on the current b, c, d, and e, and a finite element simulation model is established. In this model, the tilt angle of the trigger piece 1.2 is the angle calculated by b, c, d, and e. The contact relationship and constraint conditions between the trigger piece 1.2 and the triggered piece 1.2 are set. S03: As Figure 5 As shown, a load F1 is applied in the finite element simulation model, where F1 is the larger of FN and FZ. The actual tilt angle α1 of the actuating piece 1.2 and the force F2 exerted by the actuating piece 1.2 on the spring 7 under the working state are obtained by solving the model. S04: Compare a1 with the preset target angle interval [Amin, Amax], and compare F2 with the preset target thrust interval [Kmin·(FN+FZ), Kmax·(FN+FZ)], where Amin, Amax, Kmin, and Kmax are preset design targets, and 1≤Kmin<Kmax; S05: When a1 and F2 do not fall into their respective target intervals at the same time, adjust the design variables c, d, and e, and repeat S02 to S04 until a1 and F2 fall into the target intervals at the same time, and obtain the final parameter combination a1, c1, d1, e1.

[0042] This embodiment introduces two key performance indicators, tilt angle a1 and thrust F2, and establishes a correlation between geometric parameters c, d, and e and operating parameters FN and FZ. Combined with closed-loop iterative adjustment using finite element simulation, the design process is upgraded from traditional experience-based selection and trial-and-error adjustment to a parameterized optimization process based on simulation evaluation, constraints, and target range control. This not only ensures sufficient reset thrust and prevents overload wear of the friction pair to achieve the optimal force posture of the triggering component, but also allows for rapid convergence within a calculable range to the optimal or suboptimal parameter combination that meets the specified lifespan and reliability requirements. This significantly improves design efficiency, consistency, and robustness, reduces the cost of repeated prototype trials, and provides reusable design guidelines for subsequent platform-based and serialized product development.

[0043] In S02, a0 is calculated using the following formula: , Where 2≤f≤3, in this embodiment, f is 2.6.

[0044] In step S03, using finite element software, the positioning pin 1.6 and spring 1.3 are fixed, while the actuating piece 1.2 and spring 7 are set to move freely. Contact connections are established between the actuating piece 1.2 and the positioning pin 1.6, between the actuating piece 1.2 and the spring 1.3, and between the actuating piece 1.2 and the brake block spring 7. F2 can be directly obtained using finite element software. The actual tilt angle α1 is selected from the coordinates of points A and B on the same end face of the actuating piece 1.2, along with the difference Δt along the axial direction of the positioning pin 1.6. Combined with the outer diameter D of the actuating piece 1.2, a trigonometric function is constructed for calculation. ; By controlling the tilt angle of the actuating piece 1.2 during operation, it can be ensured that the actuating piece 1.2 remains as perpendicular to the spring 7 as possible after being acted upon by the spring 7. When the end face of the actuating piece 1.2 is as perpendicular to the surface of the spring 7 as possible (i.e., the tilt angle α can be kept within the ideal range during actual operation), the axial thrust released by the spring 1.3 can act perpendicularly on the spring 7. This allows all the force of the spring 1.3 to be converted into an effective normal force to push the brake block back to its original position, resulting in the highest force transmission efficiency. If the actuating piece 1.2 tilts, the thrust will generate a harmful component force, which not only weakens the effective return force and may lead to weak or incomplete reset, but also generates unnecessary torque.

[0045] Furthermore, in this embodiment, in step S05, when a1 is greater than Amax and F2 is lower than Kmin·(FN+FZ), the values ​​of c and d are increased and the value of e is decreased simultaneously; when a1 is less than Amin and F2 is higher than Kmax·(FN+FZ), the values ​​of c and d are decreased and the value of e is increased simultaneously; when a1 is within [Amin, Amax] and F2 is lower than Kmin·(FN+FZ), the value of e is decreased; when a1 is within [Amin, Amax] and F2 is higher than Kmax·(FN+FZ), the value of e is increased. The numerical values ​​are determined by analyzing the deviations of the included angle a1 and the output force F2 relative to the target range. The directions of coordinated increase and decrease of three variables—c (diameter of the mounting hole), d (diameter of the 1.6mm locating pin), and e (height of the 1.6mm locating pin)—are clearly defined. This ensures that the design optimization process is no longer a blind trial-and-error process, but rather quickly converges the design parameters to the optimal combination that simultaneously satisfies the ideal included angle and the ideal output force, greatly improving design efficiency and the reliability of the scheme. In this embodiment, Amin is 1° and Amax is 5°. Furthermore, to shorten the iteration cycle and ensure calculation accuracy, c, d, and e are determined based on the deviation Δa of a1 relative to [Amin, Amax] (Δa = Amin - a1 or Δa = a1 - Amax) and the deviation ΔF of F2 relative to [Kmin·(FN+FZ), Kmax·(FN+FZ)] (ΔF = Kmin·(FN+FZ) - F2 or ΔF = F2 - Kmax·(FN+FZ)). The adjustment steps Δc, Δd, and Δe are determined. When |Δa| or |ΔF| is greater than the first deviation threshold, the adjustment step size of the corresponding parameter is 10% to 15% of the corresponding parameter, meaning that the change in each parameter is 10% to 15% each time. When |Δa| and |ΔF| are greater than the first deviation threshold, the adjustment step size of the corresponding parameter is 10% to 15% of the corresponding parameter. When the deviation is less than the second deviation threshold, the adjustment step size of the corresponding parameter is 3% to 5% of the corresponding parameter, that is, the change amount of each parameter is 3% to 5% each time. The second deviation threshold is less than the first deviation threshold. After this setting, the strategy of setting the adjustment step size in a graded manner for the deviation is realized, and the intelligent speed change of the optimization process is realized. When the performance index deviates from the target by a large margin, a larger step size (10% to 15%) is used for rapid coarse adjustment to efficiently approach the target range and improve optimization efficiency. When the index is close to the target, it automatically switches to a smaller step size (3% to 5%) for fine adjustment to avoid overshoot and to converge stably and accurately to the optimal solution within the design space. Thus, while ensuring design accuracy, the iteration cycle is significantly shortened, making the entire optimization process both efficient and robust. In the target thrust range [Kmin·(FN+FZ), Kmax·(FN+FZ)], Kmin·(FN+FZ) is selected as the trigger piece 1 under the pre-determined most unfavorable resistance condition.2. The minimum design thrust required to overcome the elastic resistance FN of the spring 7 and the frictional resistance FZ of the clamp body and to complete the reset action is Kmax·(FN+FZ). The maximum design thrust is selected as the maximum allowable thrust under the premise of reliable completion of the reset action, in order to avoid excessive frictional work and local wear of components due to excessive reset thrust. The minimum necessary thrust under the most unfavorable working condition is used as the performance lower limit (Kmin), which ensures the absolute reliability of the reset action under all expected working conditions. At the same time, the maximum allowable thrust that does not cause excessive wear is used as the performance upper limit (Kmax), which effectively avoids efficiency loss and life problems caused by over-design. Thus, the optimal balance between the reliability of reset performance and the long-term durability of the system is achieved at the root. Specifically, the most unfavorable resistance working condition of the outer brake block assembly is determined in advance through bench tests and / or simulation analysis. The most unfavorable resistance working condition includes the working condition under the combination of high temperature, maximum wear, maximum load and / or maximum offset. Under the condition of reliable completion of reset, the maximum allowable frictional work and / or contact stress threshold of the outer brake block assembly during the reset process is determined through tests and / or simulation analysis (the limit corresponding to the preset life requirement of the outer brake block assembly during the reset process). The reset thrust F2 is then set accordingly. The correspondence between the maximum frictional work and / or contact stress is calibrated, and an upper limit coefficient Kmax is selected such that when F2 = Kmax·(FN + FZ), the corresponding frictional work and / or contact stress do not exceed the maximum allowable frictional work and / or contact stress threshold during the reset process.

[0046] Due to manufacturing errors in the parts, to facilitate manufacturing, in this embodiment, the obtained parameter values ​​need to be converted into corresponding value ranges. Specifically, in S05, if Amin≤a1≤Amin+(Amax-Amin) / 2, the value range of the mounting hole diameter is [0.9c1, 1.1c1], the value range of the locating pin 1.6 diameter is [0.9d1, 1.1d1], and the value range of the locating pin 1.6 centerline height is [0.9e1, 1.1e1]. If Amin+(Amax-Amin) / 2<a1≤Amax, the value range of the mounting hole diameter is [0.95c1, 1.05c1], the value range of the locating pin 1.6 diameter d is [0.95d1, 1.05d1], and the value range of the locating pin 1.6 centerline height is [0.95e1, 1.05e1]. Through a graded convergence band control mechanism, when a1 When a1 is only in the lower half of the target range, c, d, and e are allowed to vary within a relatively large range of ±10%. This allows for sufficient parameter adjustment margin while meeting basic performance requirements, facilitating flexible selection in engineering considering manufacturing errors, assembly deviations, and the needs of different vehicle models. When a1 approaches the upper half of the target range, meaning the overall design is closer to the ideal state, the fluctuation range of c, d, and e is narrowed to ±5%. This imposes stricter constraints on key geometric parameters, improving the consistency of the reset mechanism's performance and its stability during mass production. This tiered tolerance and parameter band control strategy enables the design results to not only meet the requirements of multi-objective optimization in single-point calculations but also achieves proactive management of performance fluctuations at the parameter distribution and mass production tolerance levels, balancing optimization efficiency, parameter robustness, and engineering feasibility.

[0047] In this embodiment, after the thickness of b is given an initial value, the strength can be checked and the thickness optimized according to finite element simulation. The outer diameter D of the touch piece 1.2 is determined according to the outer diameter D1 of the spring 1.3. D-D1>10mm is sufficient, and it should not interfere with other components.

[0048] In this embodiment, the units for the thickness b of the actuating piece, the diameter c of the mounting hole, the diameter d of the locating pin, and the height e of the center line of the locating pin are all millimeters, and the units for the operating parameters FN and FZ are N.

[0049] As can be seen from the above specific embodiments, the present invention has the following beneficial effects: 1. By adding a symmetrical reset device consisting of a mounting base, actuating pad 1.2 and a drive module, the energy accumulated during braking is actively released when the brake is released, thereby synchronously and quickly pushing the inner and outer brake pad assemblies away from the brake disc, effectively eliminating braking drag, reducing wheel end rotation resistance, and reducing the waste of vehicle energy consumption. 2. By specifically configuring the drive module as consisting of a positioning pin 1.6 and a spring 1.3 mounted on it, the entire reset response is rapid, energy loss is small, and the structure is simple and compact, combining the advantages of high reliability and low manufacturing cost. 3. By setting u1 and u2, the differentiated configuration of the reset force of the inner and outer brake blocks is realized, ensuring that the inner and outer brake blocks can separate from the brake disc synchronously and quickly, avoiding the dragging torque caused by the lag in the outer reset, and making the overall reset action more balanced and efficient. 4. By setting an inclination angle α between the axis of the mounting hole of the actuating piece 1.2 and the end face, this design ensures that all the force of the spring 1.3 is converted into an effective normal force to push the brake block back to its position, thus maximizing the force transmission efficiency. 5. By simultaneously introducing two key performance indicators, the included angle a1 and the thrust F2, and establishing the correlation between the geometric parameters c, d, and e and the working parameters FN and FZ, and then combining the closed-loop iterative adjustment of finite element simulation, the design efficiency, consistency and robustness are significantly improved, the cost of repeated prototype trial production is reduced, and reusable design guidelines are provided for the subsequent development of platform-based and serialized products. 7. By clearly defining the direction of coordinated increase or decrease of three variables—the diameter of the mounting hole, the diameter of the 1.6mm locating pin, and the height of the 1.6mm locating pin—the design optimization process is no longer a blind trial and error, which greatly improves design efficiency and the reliability of the solution. 8. By setting the step size by graded deviation, the iteration cycle is significantly shortened while ensuring design accuracy, making the entire optimization process both efficient and robust. 9. The hierarchical convergence band control mechanism helps to retain sufficient parameter adjustment margin while meeting basic performance requirements, thereby improving the consistency of the reset mechanism's performance and its stability during mass production.

[0050] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A reset device for a floating caliper disc brake, comprising a mounting base (1.7) for mounting on a brake housing (4), characterized in that, It also includes an external reset assembly (1.8) and an internal reset assembly (1.9). The external reset assembly (1.8) is used to reset the external brake block assembly, and the internal reset assembly (1.9) is used to reset the internal brake block assembly. The external reset assembly (1.8) and the internal reset assembly (1.9) are symmetrically arranged on the mounting base (1.7). Both the external reset assembly (1.8) and the internal reset assembly (1.9) include a trigger piece (1.2) and a drive module (1.10). The two trigger pieces (1.2) abut against the external brake block assembly and the internal brake block assembly, respectively. When braking, the two trigger pieces (1.2) can move towards each other in the mounting base (1.7). When the braking is released, the two drive modules (1.10) release energy and drive the corresponding trigger pieces (1.2) to move in the opposite direction, thereby realizing the reset of the external brake block assembly (3) and the internal brake block assembly (5).

2. The reset device for the floating caliper disc brake as described in claim 1, characterized in that, The drive module includes a positioning pin (1.6) and a spring (1.3). The spring (1.3) and the actuating piece (1.2) are sleeved on the positioning pin (1.6). The actuating piece (1.2) can move along the positioning pin (1.6). One end of the positioning pin (1.6) is connected to the mounting block (1.4) in the middle of the mounting base (1.7). The other end of the positioning pin (1.6) is provided with a limit block (1.1). One end of the spring (1.3) abuts against the mounting block (1.4), and the other end of the spring (1.3) abuts against the end face of the actuating piece (1.2).

3. The reset device for the floating caliper disc brake as described in claim 2, characterized in that, The elastic coefficient of the spring (1.3) of the external reset assembly (1.8) is u1, and the elastic coefficient of the spring (1.3) of the internal reset assembly (1.9) is u2, where u1 > u2.

4. The reset device for the floating caliper disc brake as described in claim 3, characterized in that, The lower end of the actuating piece (1.2) abuts against the upper end of the spring of the outer brake block assembly or the inner brake block assembly. The actuating piece (1.2) is inclined on the positioning pin (1.6). The inclination angle of the actuating piece (1.2) is a, 2°≤a≤10°. When the actuating piece (1.2) is not in contact with the spring of the outer brake block assembly or the inner brake block assembly, the upper ends of the two actuating pieces (1.2) are close to each other.

5. A design method for a reset device of a floating caliper disc brake, characterized in that, A reset device for a floating caliper disc brake as described in claim 4 includes the following steps: S01: Determine the design variable parameters: thickness b of the contact plate (1.2), diameter c of the mounting hole, diameter d of the positioning pin (1.6), centerline height e of the positioning pin (1.6), and working parameters FN and FZ. FN is the elastic resistance generated by the spring, and FZ is the frictional resistance generated by the sliding of the caliper relative to the brake disc. S02: Based on the current b, c, d, e, calculate the tilt angle a0 of the trigger piece (1.2) when it is not subjected to the force of the spring, and establish a finite element simulation model to set the contact relationship and constraint conditions between the trigger piece (1.2) and the triggered piece (1.2); S03: Apply load F1 in the finite element simulation model, where F1 is the larger of FN and FZ, and solve for the actual tilt angle a1 of the trigger piece (1.2) and the force F2 exerted by the trigger piece (1.2) on the spring in the working state; S04: Compare a1 with the preset target angle interval [Amin, Amax], and compare F2 with the preset target thrust interval [Kmin·(FN+FZ), Kmax·(FN+FZ)], where Amin, Amax, Kmin, and Kmax are preset design targets, and 1≤Kmin<Kmax; S05: When a1 and F2 do not fall into their respective target intervals at the same time, adjust the design variables c, d, and e, and repeat S02 to S04 until a1 and F2 fall into the target intervals at the same time, and obtain the final parameter combination a1, c1, d1, e1.

6. The design method of the reset device for the floating caliper disc brake as described in claim 5, characterized in that, In step S05, when a1 is greater than Amax and F2 is lower than Kmin·(FN+FZ), the values ​​of c and d are increased and the value of e is decreased simultaneously; when a1 is less than Amin and F2 is higher than Kmax·(FN+FZ), the values ​​of c and d are decreased and the value of e is increased simultaneously; when a1 is within [Amin, Amax] and F2 is lower than Kmin·(FN+FZ), the value of e is decreased; when a1 is within [Amin, Amax] and F2 is higher than Kmax·(FN+FZ), the value of e is increased.

7. The design method of the reset device for the floating caliper disc brake as described in claim 6, characterized in that, In step S05, based on the deviation Δa of a1 relative to [Amin, Amax] and the deviation ΔF of F2 relative to [Kmin·(FN+FZ), Kmax·(FN+FZ)], the adjustment step sizes Δc, Δd, and Δe of c, d, and e are determined respectively. When |Δa| or |ΔF| is greater than the first deviation threshold, the adjustment step size of the corresponding parameter is 10% to 15% of the corresponding parameter. When |Δa| and |ΔF| are less than the second deviation threshold, the adjustment step size of the corresponding parameter is 3% to 5% of the corresponding parameter.

8. The design method of the reset device for the floating caliper disc brake as described in claim 7, characterized in that, In the target thrust range [Kmin·(FN+FZ), Kmax·(FN+FZ)], Kmin·(FN+FZ) is selected as the minimum design thrust required for the actuating piece (1.2) to overcome the elastic resistance FN of the spring and the frictional resistance FZ of the clamp body and complete the reset action under the predetermined most unfavorable resistance condition; Kmax·(FN+FZ) is selected as the maximum design thrust allowed to avoid excessive frictional work and local wear of parts due to excessive reset thrust, provided that the reset action is reliably completed.

9. The design method of the reset device for the floating caliper disc brake as described in claim 8, characterized in that, The most unfavorable resistance condition of the outer brake block assembly (3) is determined in advance through bench testing and / or simulation analysis. The most unfavorable resistance condition includes the condition under the combination of high temperature, maximum wear, maximum load and / or maximum offset. Under the condition that the reset is reliably completed, the maximum allowable friction work and / or contact stress threshold of the outer brake block assembly (3) during the reset process is determined through testing and / or simulation analysis. The correspondence between the reset thrust F2 and the maximum friction work and / or contact stress is calibrated, and the upper limit coefficient Kmax is selected so that when F2=Kmax·(FN+FZ), the corresponding friction work and / or contact stress does not exceed the maximum allowable friction work and / or contact stress threshold during the reset process.

10. The design method of the reset device for the floating caliper disc brake as described in claim 9, characterized in that, In S05, if Amin≤a1≤Amin+(Amax-Amin) / 2, then the range of the mounting hole diameter is [0.9c1, 1.1c1], the range of the locating pin (1.6) diameter is [0.9d1, 1.1d1], and the range of the locating pin (1.6) centerline height is [0.9e1, 1.1e1]. If Amin+(Amax-Amin) / 2<a1≤Amax, then the range of the mounting hole diameter is [0.95c1, 1.05c1], the range of the locating pin (1.6) diameter d is [0.95d1, 1.05d1], and the range of the locating pin (1.6) centerline height is [0.95e1, 1.05e1].

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