Brake assembly

Abstract

The utility model relates to a brake assembly. The brake assembly comprises an anti-vibration supporting piece so as to reduce vertical oscillation of a brake actuator. In one example, a brake assembly includes a spring applied hydraulic release (SAHR) brake actuator coupled to a caliper and suspended above an axle housing, and an anti-vibration bracket terminating at the SAHR brake actuator at a first end and extending at an angle relative to the SAHR brake actuator below the SAHR brake actuator.

Description

Technical Field

[0001] The present disclosure generally relates to brake assemblies in vehicles. More particularly, the present disclosure relates to a brake assembly having an external spring applied hydraulic release actuator and an anti-vibration bearing. Background Art

[0002] Spring applied, hydraulically released (SAHR) brake assemblies are commonly used in parking brake systems or parking brake systems. SAHR brake assemblies typically include brake pads, calipers, and an actuator that houses a piston, one or more springs, and a hydraulic fluid inlet. The one or more springs can provide the force required to hold the brakes in an engaged position. To release the brakes, hydraulic fluid can flow into the SAHR actuator to provide an opposing force to the one or more springs. Therefore, if the hydraulic pressure is lost (for example, when the vehicle is turned off), there is no force to oppose the spring force and the brakes automatically engage.

[0003] SAHR brake assemblies are often used in off-highway vehicles, such as vehicles operating in quarries, construction sites, or open fields. Vehicles equipped with SAHR brake assemblies may encounter many working environments with uneven paths and / or unpaved surfaces. Typically, such vehicles are also not equipped with suspension. The harsh working environment and lack of suspension may cause the drivetrain of off-highway vehicles to be subjected to vibration and shock throughout daily working conditions. If not properly accounted for, such vibration and shock may degrade components of the vehicle drivetrain or other vehicle subsystems such as the braking system. Utility Model Content

[0004] In one example, the above problems can be solved by a brake assembly that includes a spring applied hydraulic release (SAHR) brake actuator and an anti-vibration mount, wherein the SAHR brake actuator is connected to the caliper and suspended above the axle housing, and the anti-vibration mount terminates at the SAHR brake actuator at a first end and extends below the SAHR brake actuator at an angle relative to the SAHR brake actuator.

[0005] It should be understood that the above utility model summary is provided to introduce a selection of concepts further described in the detailed description in a simplified form. It is not meant to identify key or essential features of the claimed subject matter, and the scope of the claimed subject matter is uniquely defined by the claims following the detailed description. In addition, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Figure 1 is a schematic diagram of a vehicle including an axle center housing and a brake assembly;

[0007] Figure 2is a front view of an example brake system including a brake assembly coupled to an axle housing, wherein the brake assembly includes a spring applied hydraulic release (SAHR) brake actuator and an anti-vibration support;

[0008] Figure 3 yes Figure 2 A side perspective view of an example braking system;

[0009] Figure 4 yes Figure 2 A rear perspective view of the braking system;

[0010] Figure 5 yes Figure 2 A cross-sectional view of an example brake system;

[0011] Figure 6 yes Figure 2 a second cross-sectional view of an example braking system; and

[0012] Figure 7 yes Figure 6 An enlarged view of the hydraulic pathways of the brake system. DETAILED DESCRIPTION

[0013] The following description relates to a spring applied hydraulically released (SAHR) brake assembly with an anti-vibration bearing. Figure 1 The vehicles shown include vehicles such as Figures 2 to 6 The brake assembly of the brake assembly shown in FIG. The brake assembly may include a brake shaft housing coupled to the axle center housing, and a SAHR brake actuator positioned outside the brake shaft housing. The SAHR brake actuator may engage or release a brake pad in the brake shaft housing via a caliper to control rotation of an input shaft of a rotatable brake shaft housed in the axle center housing and coupled to the brake shaft housing. The SAHR brake actuator may be coupled to the brake shaft housing via a brake mount, such as Figure 4 As shown, the SAHR brake actuator can be suspended above the axle center housing, such as Figure 2-6 The SAHR brake actuator can drive the brake assembly through multiple springs, pistons, rods and hydraulic systems to engage and disengage during braking operations, such as Figures 5 to 7 shown.

[0014] During vehicle operation, vibrations caused by rough terrain may cause vertical oscillations of the SAHR brake actuator, which are amplified at the end of the SAHR brake actuator remote from the brake mount. Vertical oscillations of the SAHR brake actuator may cause rotational oscillations of the brake caliper, resulting in non-autonomous brake maneuvers. Non-autonomous brake maneuvers may cause brake overheating and reduced brake performance due to increased wear of the brake pads and brake discs coupled to the rotatable brake shaft.

[0015] Therefore, according to embodiments disclosed herein, the number and magnitude of vertical oscillations experienced by a SAHR brake actuator may be reduced by using an anti-vibration bearing. The anti-vibration bearing may include a bracket positioned below the SAHR actuator housing and extending from the brake mount to a distal end of the SAHR actuator housing (e.g., away from the brake mount / brake shaft housing) at an angle to provide a vertical preload of force on the distal end of the SAHR brake actuator, such as Figure 2 , Figure 3 and Figure 5 As shown, this can increase the amount of force required to cause vertical oscillation of the SAHR brake actuator. In addition, the anti-vibration support can include a rubber tip that can share contact with the SAHR brake actuator surface. Therefore, more high-frequency vibrations that may cause vertical oscillation of the SAHR brake actuator can be absorbed.

[0016] refer to Figure 1 , depicts a schematic diagram of a vehicle 100. It should be understood that Figure 1 The vehicle 100 shown in FIG. 1 is for illustration purposes and is a non-limiting example of how a vehicle may be constructed. Other examples may include Figure 1 Variations in the arrangement and positioning of vehicle components depicted in FIG. 1 and FIG. 2 for simplicity. Figure 1 The vehicle 100 may be an internal combustion engine (ICE) vehicle, such as Figure 1 The vehicle 100 includes wheels 102, such as front wheels 102a and rear wheels 102b, wherein the front wheels 102a are connected via a front axle 103 and the rear wheels 102b are connected via a rear axle 104. Figure 1 As shown, vehicle 100 may be configured as rear wheel drive, but other examples include vehicles having front wheel drive, four wheel drive, or all wheel drive.

[0017] The drive train 106 of the vehicle 100 may include a transmission 108 (e.g., a gearbox, a gear train, etc.) configured to receive a torque input from a rotation source and output the torque to the drive shaft 105. In some configurations, the rotation source may be an engine 112. In other configurations, the vehicle 100 may have more than one rotation source, including an engine 112 and an electric motor 114. In still other configurations, the engine 112 may be omitted, and at least one additional electric motor may be incorporated. In some examples, the electric motor 114 may be a motor / generator having the ability to convert electrical energy into mechanical energy and vice versa. Thus, the electric motor 114 may be electrically coupled to the traction battery 120 of the vehicle 100 to extract power from the traction battery 120 and generate electrical energy to be stored at the traction battery 120.

[0018] The drive shaft 105 can extend between the transmission 108 and the differential and be engaged by the transmission 108 to output torque. In some examples, the differential can be located within the axle center housing 132. The output torque can be adjusted based on the selective adjustment of the gear engagement at the transmission 108 to adapt to the desired vehicle operation. The rotation of the drive shaft 105 drives the rotation of various gears of the differential, such as side gears, pinion gears, etc., which are transmitted to the rotation of the rear axle 104.

[0019] In this way, the transmission 108 can transmit the torque output from the rotation source to the wheel 102 to achieve vehicle movement. In one example, the transmission 108 can be an inline transmission, for example, the input / output shaft of the transmission is aligned with the output shaft of one or more rotation sources, and the rotation source can be configured with a planetary gear system. The planetary gear system can include various gears and components, such as a ring gear, a sun gear, a planet gear, and a planet carrier, and can control the vehicle speed based on the selective engagement of the gears and components with each other.

[0020] The rear axle 104 may extend through the axle center housing 132. The drive shaft 105 may be coupled to the rear axle 104 within the axle center housing 132 and may be configured to transfer rotational force to the rear axle 104a to drive the rear wheels 102b. The vehicle 100 also includes a brake assembly 136 coupled to the axle center housing 132 and configured to stop the rotation of the drive shaft 105 to brake the vehicle. The brake assembly 136 may include a spring-actuated hydraulic release (SAHR) brake actuator. The brake actuator of the brake assembly 136 may engage a disc brake attached to a rotatable brake shaft housed in the brake housing 134 and coupled to the drive shaft 105. During conditions where it is desired that the vehicle 100 be braked, the set of brake pads of the brake assembly 136 may be pressed onto the brake disc via the brake actuator to reduce the rotation of the drive shaft 105 and the rear axle 104, as further described below.

[0021] In some examples, the motor 114 may be mounted directly on the axle center housing 132, and the vehicle 100 may not include a drive shaft 105. In this way, the motor 114 may drive the rear axle 104 via an output shaft. The rotation of the output shaft of the motor 114 may drive the rotation of various gears of the differential, such as side gears, pinion gears, etc., which are transmitted to the rotation of the rear axle 104. The output shaft of the motor 114 may be coupled to the rear axle 104 within the axle center housing 132, and may be configured to transmit the rotational force to the rear axle 104a to drive the rear wheels 102b. The brake actuator of the brake assembly 136 may engage a disc brake that is attached to a rotatable brake shaft that is housed within the brake housing 134 and coupled to the output shaft of the motor 114. During conditions where braking of the vehicle 100 is desired, the set of brake pads of the brake assembly 136 may be pressed against the brake rotor via the brake actuator to reduce rotation of the output shaft of the electric motor 114 and the rear axle 104 , as further described below.

[0022] The vehicle 100 may also include a control system 124 including a controller 126, sensors 128, and actuators 130. The controller 126 may be a microcomputer including elements such as a microprocessor unit, input / output ports, electronic storage media for executable programs and calibration values, such as a read-only memory chip, random access memory, keep-alive memory, and a data bus. In one example, the controller 126 may be a powertrain control module (PCM).

[0023] The controller 126 may receive various signals from sensors 128 coupled to various areas of the vehicle 100. For example, the sensors 128 may include: position sensors coupled to the transmission 108 and / or the brake assembly 136; engine sensors for monitoring engine speed, temperature, air mass flow, etc.; sensors coupled to the traction battery 120 for measuring battery charge state and temperature; and sensors coupled to the motor 114 for monitoring the state of the motor 114. Upon receiving signals from the sensors 128, the controller 126 may receive various signals from sensors 128 coupled to various areas of the vehicle 100. For example, the sensors 128 may include: position sensors coupled to the transmission 108 and / or the brake assembly 136; engine sensors for monitoring engine speed, temperature, air mass flow, etc.; sensors coupled to the traction battery 120 for measuring battery charge state and temperature; and sensors coupled to the motor 114 for monitoring the state of the motor 114. Figure 1 When the controller 126 receives a signal from one or more sensors 128, the controller 126 processes the received signal and adjusts the operation of the engine and the transmission system using one or more actuators 130 of the vehicle 100 based on the received signal and instructions stored in the memory of the controller 126.

[0024] Figures 2 to 7 Several views of brake system 201 are shown and will be described collectively. Figure 2 A front view of the brake system 201 is shown. Figure 3 A side view of a brake system 201 is shown. Figure 4 A rear view of the brake system 201 is shown. Figure 5 The braking system 201 is shown Figure 2 The cross-sectional area taken by line AA. Figure 6 Shows Figure 2 The braking system 201 from Figure 5 The cross-sectional area is taken along line FF. Figure 7 Shown from Figure 6 An enlarged view of the hydraulic pathway of the braking system 201. Figures 2 to 7 Shown to scale, but other relative dimensions may be used.

[0025] Figures 2 to 6 A Cartesian coordinate system 299 is included for orienting views. In one example, the y-axis can be a vertical axis (e.g., parallel to the gravity axis), the x-axis can be a longitudinal axis (e.g., a horizontal axis), and / or the z-axis can be a lateral axis. However, in other examples, these axes can have other orientations. When referring to directions, a positive direction can refer to the direction of the arrows for the y-axis, x-axis, and z-axis, while a negative direction can refer to the opposite direction of the arrows for the y-axis, x-axis, and z-axis. A filled circle can represent an arrow and axis facing toward or positive to the view. An unfilled circle can represent an arrow and axis facing away from or negative to the view.

[0026] The brake system 201 includes an axle center housing 202 and a SAHR brake assembly 206, which includes a brake shaft housing 204 coupled to the axle center housing. Figure 1 The axle center housing 202 may be shaped and positioned to accommodate an input shaft and an axle (e.g., Figure 1 The axle center housing 202 may include a drive shaft 105 and a rear axle 104, as well as other components such as differentials, axle bearings, axle bushings, and / or other drive train components. In addition, the axle center housing 202 may provide structural support for one or more drive train components and / or protect one or more drive train components from debris.

[0027] like Figure 3 As shown, the axle center housing 202 includes a front opening 228 at the front side of the axle center housing 202 (opposite to the rear side of the axle center housing 202 coupled to the brake shaft housing 204). The front opening 228 is configured to receive an input shaft (such as Figure 1 The axle center housing 202 also includes two side openings: a first side opening 230 on a first side of the axle center housing 202; and a second side opening 232 on a second side of the axle center housing 202 opposite the first side. Figure 1 The rear axle 104 may extend through each side opening.

[0028] The axle center housing 202 may be aligned with the brake shaft housing 204 along the z-axis. The axle center housing 202 may have a mounting surface 506 (eg, Figure 5 ), the mounting surface 506 is in common contact with a corresponding mounting surface 508 of the brake shaft housing 204. The axle center housing 202 can be coupled to the brake shaft housing 204 via a plurality of bolts such as bolts 510 or other coupling hardware passing through the above-mentioned mounting surfaces.

[0029] The brake shaft 418 may be housed within the brake shaft housing 204 and extend into the axle center housing 202. The brake shaft 418 may have a longitudinal axis aligned with the z-axis. The brake shaft 418 may have a first end 422 configured to be coupled to an input shaft in the axle center housing 202. Due to the coupling between the brake shaft 418 and the input shaft, the brake shaft 418 may rotate with the input shaft. Figure 4 As shown, the brake disc 412 can extend outwardly within the brake shaft housing 204 and around a brake shaft 418. The brake shaft 418 can pass through the center of the brake disc 412 relative to the xy plane, and the brake disc 412 can be coupled to the brake shaft 418 so that the brake disc 412 and the brake shaft 418 rotate together around the longitudinal axis of the brake shaft 418. The brake shaft 418 can have a second end 424 that is coupled to a bearing 426 within the brake shaft housing 204. The bearing 426 can allow the brake shaft 418 to rotate freely around an axis parallel to the z-axis.

[0030] The SAHR brake assembly 206 may also include the SAHR actuator 210, an actuator head 420, a caliper 212 composed of a first caliper arm 222 and a second caliper arm 224, a first brake pad 214 and a second brake pad 216. The first brake pad 214, the second brake pad 216 and a portion of the caliper 212 including at least the first caliper arm 222 and the second caliper arm 224 may be positioned inside the brake shaft housing 204. The brake disc 412 may be positioned between the first brake pad 214 and the second brake pad 216 relative to the z-axis so that the second brake pad 216 may move closer to the first brake pad 214 to increase the amount of friction between the brake disc 412 and the brake pad.

[0031] The brake shaft housing 204 may include an extension 234 (eg, Figure 3508 ), the extension 234 is positioned above the mounting surface 508 relative to the y-axis. The extension 234 can be seamlessly coupled to the brake shaft housing 204 and extend upward (e.g., parallel to the y-axis) from the brake shaft housing 204. The brake mount 302 can be coupled to the extension 234 via a plurality of bolts 602, such as a first bolt 604 and a second bolt 606. A portion of the brake mount 302 can be in face-sharing contact with the extension 234, and the brake mount 302 can be coupled to a side of the extension 234 opposite to the axle center housing 202 relative to the z-axis.

[0032] The brake mount 302 can be coupled to the caliper 212 via two bolts, each of which can have a longitudinal axis parallel to the x-axis, the two bolts being a first bolt 304 and a second bolt 306. Each bolt can extend through one of the caliper arms, with the longitudinal end of the caliper arm extending to the exterior of the brake mount 302. In some examples, each bolt can be held in place by a bracket positioned around the longitudinal end of each bolt. The bracket can be coupled to a surface of the brake mount 302 that faces the positive x-direction. The first bolt 304 can extend through the first caliper arm 222 and provide a pivot axis about which the first caliper arm 222 can pivot, while the second bolt 306 can extend through the second caliper arm 224 and provide a pivot axis about which the second caliper arm 224 can pivot. In this way, each of the first caliper arm 222 and the second caliper arm 224 can pivot about their respective pivot axes. In this way, the first bolt 304, the second bolt 306 and the brake mount 302 can prevent translational movement, but allow each caliper arm to rotate about an axis parallel to the x-axis. In this way, the caliper 212 can still drive the first brake pad 214 and the second brake pad 216 to engage the brake disc 412.

[0033] like Figure 5 As shown, SAHR actuator 210 may include piston 402, a plurality of springs 403, rod 408, and fluid chamber 410 at least partially contained within the inner volume of SAHR actuator housing 220. SAHR actuator housing 220 may be a cylinder with its axis parallel to the z-axis.

[0034] As shown, the SAHR actuator 210 can be attached to the caliper 212 via a threaded screw. The threaded screw can couple the actuator head 420 to the rest of the SAHR brake assembly 206 via the caliper 212. The SAHR actuator 210 can extend away from the caliper 212 and the threaded screw along the z-axis so that the SAHR actuator 210 is suspended above the top of the axle center housing 202. In some examples, the SAHR actuator 210 can extend above the axle center housing 202 along at least one-third of the length of the axle center housing 202 relative to the z-axis. Therefore, there can be a gap C1 of 3 to 4 centimeters relative to the y-axis between the bottom of the SAHR actuator housing 220 and the top of the axle center housing 202. In some examples, the gap C1 can allow space for additional parts (not shown), such as wires or intermediate piping, or provide space for installing and / or maintaining the brake system 201. In some examples, the gap C1 can be less than 3 centimeters or greater than 4 centimeters, depending on the packaging scheme used for the vehicle. Positioning the SAHR actuator 210 outside of the axle center housing 202 can allow brake maintenance to be performed with less removal of the axle from the vehicle. Similarly, the location of the SAHR actuator 210 can reduce the cost and complexity involved in integrating the SAHR actuator 21 within the axle center housing 202 or mounting the SAHR actuator 210 in direct face-to-face contact with the axle center housing 202.

[0035] The SAHR actuator 210 includes a SAHR plate 414 that forms an outer front face of the SAHR actuator 210 opposite the actuator head 420. Each of the plurality of springs 403 can be coupled to the SAHR plate 414 at one end and connected to the piston 402 at the other end. The furthest rearward point of each of the plurality of springs 403 relative to the z-axis can be coupled to the inner surface of the SAHR plate 414. (For example, the furthest rearward point of the first spring 404 relative to the z-axis and the furthest rearward point of the second spring 406 relative to the z-axis can each be coupled to the inner surface of the SAHR plate 414). The furthest forward point of each of the plurality of springs 403 relative to the z-axis can be coupled to the piston 402 (for example, the furthest forward point of the first spring 404 relative to the z-axis and the furthest forward point of the second spring 406 relative to the z-axis can each be coupled to the piston 402).

[0036] A plurality of springs 403 including a first spring 404 and a second spring 406 can each apply a thrust on both the piston 402 and the SAHR plate 414 along an axis parallel to the z-axis. The SAHR plate 414 can be coupled to the SAHR actuator housing 220 and have a fixed position. In this way, the force applied by the plurality of springs 403 can move the piston 402 along an axis parallel to the z-axis and displace the rod 408 in the positive z-direction along the same axis. The rod 408 can move to a first position along an axis parallel to the z-axis and push on the top of the second caliper arm 224. The second caliper arm 224 can rotate in the yz plane (e.g., clockwise around an axis parallel to the x-axis) and contact the second brake pad 216 with the brake disc 412. In this way, the plurality of springs 403 can drive the SAHR brake assembly 206 to prevent the brake disc 412 from rotating, thereby preventing the brake shaft 418 from rotating.

[0037] The fluid chamber 410 can be an internal volume within the SAHR actuator housing 220 configured to contain a fluid. The fluid chamber 410 can be positioned between the piston 402 and the actuator head 420 such that the volume of the fluid chamber 410 can increase as the piston 402 moves away from the actuator head 420 along an axis parallel to the z-axis. The hydraulic fluid can flow through the hydraulic fluid passage 504 (e.g., Figure 6 410. Figure 4 , Figure 6 and Figure 7 As shown, hydraulic fluid passage 504 may connect hydraulic fluid inlet 502 to fluid cavity 410. In this manner, hydraulic fluid may be pumped through hydraulic fluid inlet 502 and into fluid cavity 410 via hydraulic fluid passage 504.

[0038] As the amount of hydraulic fluid pumped into the fluid chamber 410 increases, the hydraulic pressure within the fluid chamber 410 may also increase. The hydraulic pressure present within the fluid chamber 410 may provide opposing forces to the first spring 404 and the second spring 406 along the z-axis, and may therefore push the piston 402 in the direction of the SAHR plate 414 along an axis parallel to the z-axis. In this way, the hydraulic force provided by the fluid in the fluid chamber 410 may displace the piston 402 in a direction opposite to the rod 408. The displacement of the piston 402 may allow the rod 408 to move to a second position along the z-axis in a direction opposite to the caliper 212. The second caliper arm 224 may then rotate in the yz plane (e.g., counterclockwise around an axis parallel to the x-axis) and separate the second brake pad 216 from the brake disc 412. In this way, the increased hydraulic pressure in the fluid chamber 410 may allow the brake disc 412 to rotate freely, and therefore allow the brake shaft 418 to rotate freely. As such, when hydraulic pressure is provided to the SAHR actuator 210 , the brake assembly is not engaged and the input shaft may be allowed to freely rotate.

[0039] like Figure 3 As shown, the bracket mounting flange 208 can be positioned on a front face of the brake mount 302 relative to the z-axis (e.g., toward the axle center housing 202). In this way, the bracket mounting flange 208 can be coupled to the brake mount 302 at a point higher relative to the y-axis than the point at which the axle center housing 202 is coupled to the brake shaft housing 204. A plurality of bolts, such as the bolts 236, can be used to couple the bracket mounting flange 208 to the brake mount 302. Figure 3 The SAHR actuator 210 in FIG. 2 is partially transparent to allow visualization of features behind the SAHR actuator 210 , such as a portion of the bracket mounting flange 208 .

[0040] The anti-vibration bearing 218 may be held in place by the bracket mounting flange 208 and the brake mount 302. The anti-vibration bearing 218 includes a bracket 226 and a rubber tip 416. In some examples, the bracket 226 may have a width of 35 millimeters and a height of 120 millimeters. In other examples, the bracket 226 may have a different suitable width and / or height. The bracket 226 may extend from the bottom of the SAHR actuator housing 220 (e.g., relative to the y-axis / facing the axle center housing 202) to the bottom of the bracket mounting flange 208 (e.g., relative to the y-axis).

[0041] The bracket 226 may include a mounting section, a curved section, and a longitudinal section, wherein the mounting section contacts the bracket mounting flange 208, the longitudinal section contacts the SAHR actuator 210, and the curved section is between the mounting section and the longitudinal section. The mounting section and the longitudinal section of the bracket 226 may be linear, and the curved section of the bracket 226 may form an angle between the mounting section and the longitudinal section in the range of 60 degrees to 90 degrees. The longitudinal section of the bracket 226 may account for at least 80% of the length of the bracket 226 and may include a rubber tip 416. The mounting section of the bracket 226 may extend between the bracket mounting flange 208 and the brake mount 302 such that the mounting section of the bracket 226 is held in place against the brake mount 302 by the bracket mounting flange 208a.

[0042] Due to the rotation of the SAHR brake assembly 206 being affected during the braking operation, the bracket 226 may be held against the brake mount 302 rather than another surface (e.g., the axle center housing 202). In some examples, the SAHR brake assembly 206 (e.g., the SAHR actuator 210, the brake mount 302, etc.) may move (e.g., rotate) relative to the axle center housing 202 during the braking operation. Therefore, if the bracket 226 is coupled to the axle center housing 202, the bracket 226 may be subjected to forces that will cause the bracket 226 to degrade. In addition, relative to coupling the bracket 226 to a dedicated interface on the axle center housing 202, holding the bracket 226 against the brake mount 302 can reduce cost and complexity. The longitudinal section of the anti-vibration bearing 218 can be coupled to the SAHR actuator housing 220 via one or more bolts or other suitable mounting hardware.

[0043] The point at which the longitudinal section of the anti-vibration bearing 218 is coupled to the SAHR actuator housing 220 may be more than halfway toward the distal end of the SAHR actuator housing 220 (e.g., farthest from the bracket mounting flange 208) (e.g., more than 50% of the length of the SAHR actuator housing 220 along an axis parallel to the z-axis from the bracket mounting flange 208). For example, the SAHR actuator housing 220 may have a length extending along the z-axis from the proximal end (e.g., at the actuator head 420) to the distal end (e.g., at the outer surface of the SAHR plate 414), and the longitudinal section of the bracket 226 may be coupled to the SAHR actuator housing 220 at a point on the bottom of the SAHR actuator housing 220 that is at least 75% of the length along the negative z-direction (e.g., starting from the actuator end), such that the bracket 226 terminates at a point closer to the distal end than the proximal end. Figure 4As shown, the longitudinal section of the anti-vibration bearing 218 can be coupled to the SAHR actuator housing 220 at a position approximately 90% from the distal end of the SAHR actuator housing 220. In some examples, the longitudinal section of the bracket 226 of the anti-vibration bearing 218 can be coupled to the SAHR actuator housing 220 at a point closer to or farther from the distal end of the SAHR actuator housing 220.

[0044] The longitudinal section of the anti-vibration bearing 218 may extend from the SAHR actuator housing 220 at an angle in the range of 4 to 10 degrees relative to the bottom / z-axis of the actuator housing 220. In this manner, the end of the longitudinal section of the bracket 226 coupled to the SAHR actuator housing 220 may be vertically higher than the end of the longitudinal section of the bracket 226 coupled to the curved section of the bracket 226 relative to the y-axis. The angle of the longitudinal section of the anti-vibration bearing 218, along with the location at which the anti-vibration bearing 218 is coupled to the brake mount 302, may allow space for packaging and mounting additional parts (not shown) such as wires or intermediate tubing, and / or provide space for mounting and / or maintaining the brake system 201. In some examples, each of the mounting location, length, and / or angle of the bracket 226 of the anti-vibration bearing 218 may differ from that described above without departing from the scope of the present disclosure.

[0045] The rubber tip 416 of the anti-vibration bearing 218 can be coupled to the end of the bracket 226 away from the bracket mounting flange 208. In some examples, the rubber tip 416 can be molded around the end of the bracket 226. In other examples, the rubber tip 416 can be coupled to the bracket 226 in another suitable manner, such as by a clamp or a fastener. The top side of the rubber tip 416 (e.g., facing away from the axle center housing 202) can share contact with the bottom side of the SAHR actuator housing 220 (e.g., facing the axle center housing 202). The rubber tip 416 can at least partially absorb high-frequency vertical vibrations that may not be damped by the bracket 226 of the anti-vibration bearing 218.

[0046] The anti-vibration bearing 218 can reduce the amount and magnitude of vertical vibrations to which the SAHR actuator 210 is subjected during vehicle operation. Such vibrations can cause translational movement of the rod 408 parallel to the z-axis, similar to the translational movement of the rod 408 driven by the piston 402 or the first and second springs 404 and 406. The vertical vibrations of the SAHR actuator 210 can thus cause the second caliper arm 224 to rotate in the yz plane and drive the first and second brake pads 214 and 216 to engage the brake disc 412 (e.g., causing braking of the brake shaft 418). In this way, the anti-vibration bearing 218 can reduce the amount and severity of undesirable braking events.

[0047] The present disclosure also provides support for a brake assembly, the brake assembly including: a spring applied hydraulic release (SAHR) brake actuator and an anti-vibration mount, the spring applied hydraulic release (SAHR) brake actuator being coupled to a caliper and suspended above an axle housing, the anti-vibration mount terminating at a first end at the SAHR brake actuator and extending at an angle relative to the SAHR brake actuator below the SAHR brake actuator. In a first example of the brake assembly, at a second end, the anti-vibration mount is coupled to a brake mount configured to position the caliper relative to a brake shaft housing. In a second example of the brake assembly that optionally includes the first example, the brake shaft housing at least partially accommodates a brake disc coupled to a rotatable brake shaft, a set of brake pads, and a caliper, the brake shaft housing being configured to be coupled to the axle housing. In a third example of the brake assembly that optionally includes one or both of the first and second examples, the caliper includes a first caliper arm and a second caliper arm, each caliper arm being configured to pivot about a respective pivot axis to engage or disengage the set of brake pads with the brake disc, and wherein the SAHR brake actuator is coupled to the first caliper arm. In a fourth example of a brake assembly optionally including one or more or each of the first to third examples, the anti-vibration mount extends at least 75% of the length of the SAHR brake actuator below the SAHR brake actuator. In a fifth example of a brake assembly optionally including one or more or each of the first to fourth examples, the brake assembly further includes: a rubber tip positioned between the anti-vibration mount and the SAHR brake actuator.

[0048] The present disclosure also provides support for a brake assembly including: a brake shaft housing at least partially housing a brake disc coupled to a rotatable brake shaft; a set of brake pads; and a caliper, a brake shaft collar housing configured to be coupled to an axle center housing, the caliper being coupled to the brake shaft housing via a brake mount; a brake actuator coupled to the caliper and configured to extend above the axle center housing; and an anti-vibration support coupled to a bottom of a housing of the brake actuator and coupled to the brake mount. In a first example of a brake assembly, the caliper includes a first caliper arm and a second caliper arm, each caliper arm being configured to pivot about a respective pivot axis to engage or disengage the set of brake pads with the brake disc, and wherein the brake actuator is coupled to the first caliper arm. In a second example of a brake assembly that optionally includes the first example, the anti-vibration bearing includes a bracket having a longitudinal section, a mounting section, and a curved section located intermediate the longitudinal section and the mounting section, the mounting section is coupled to the brake mounting member, and the longitudinal section is coupled to the bottom of the housing of the brake actuator. In a third example of a brake assembly that optionally includes one or both of the first and second examples, the longitudinal section extends outwardly at an angle from the curved section, and the angle formed is less than 90 degrees but greater than 60 degrees relative to the mounting section. In a fourth example of a brake assembly that optionally includes one or more or each of the first to third examples, the brake actuator is a spring-applied hydraulic release brake actuator. In a fifth example of a brake assembly that optionally includes one or more or each of the first to fourth examples, the brake actuator is suspended above the axle center housing. In a sixth example of a brake assembly that optionally includes one or more or each of the first to fifth examples, the brake actuator is suspended above the axle center housing at least one-third of the length of the axle center housing. In a seventh example of a brake assembly that optionally includes one or more or each of the first to sixth examples, the brake actuator is coupled to the brake shaft housing only via the caliper and the anti-vibration bearing, and the brake actuator is not coupled to other portions of the axle center housing or the brake shaft housing.

[0049] The utility model also provides support for a system, which includes: an axle center housing configured to accommodate an input shaft, and a spring applied hydraulic release (SAHR) brake assembly, the SAHR brake assembly being coupled to the axle center housing and including: a brake shaft housing accommodating a brake disc coupled to a rotatable brake shaft; a set of brake pads; and a caliper coupled to the brake shaft housing via a brake mount, the brake shaft being configured to be coupled to the input shaft; a SAHR actuator coupled to the caliper and suspended above a portion of the top of the axle center housing; and an anti-vibration mount coupled between the bottom of the housing of the SAHR actuator and the brake mount. In a first example of the system, the SAHR actuator is coupled only to the caliper and the anti-vibration mount, and other portions of the SAHR actuator are not coupled to the axle center housing or the SAHR brake assembly. In a second example of the system that optionally includes the first example, the SAHR actuator is suspended above the axle center housing at least one-third of the length of the axle center housing. In a third example of the system, which optionally includes one or both of the first and second examples, the caliper includes a first caliper arm and a second caliper arm, each caliper arm being configured to pivot about a respective pivot axis to engage or disengage the set of brake pads with the brake disc, and wherein the SAHR actuator is coupled to the first caliper arm. In a fourth example of the system, which optionally includes one or more or each of the first to third examples, the SAHR actuator includes a rod coupled to a piston, the rod extending from the SAHR actuator housing and passing through the first caliper arm, and wherein the SAHR actuator further includes one or more springs, the one or more springs being configured to push the piston and the rod to a first position to pivot the second caliper arm, thereby engaging the set of brake pads with the brake disc. In a fifth example of the system, which optionally includes one or more or each of the first to fourth examples, the SAHR actuator further includes a hydraulic passage configured to receive a hydraulic fluid, and when the hydraulic fluid is supplied via the hydraulic passage, the piston is configured to move to a second position, in which the rod is separated from the second caliper arm to disengage the set of brake pads from the brake disc.

[0050] Figures 2 to 7An example configuration with relative positioning of various components is shown. If shown as directly contacting or directly connected to each other, such elements can be referred to as directly contacting or directly connected, respectively, at least in one example. Similarly, at least in one example, elements shown as continuous or adjacent to each other can be respectively continuous or adjacent to each other. As an example, components placed as face-shared contact with each other can be referred to as face-shared contact. As another example, in at least one example, elements positioned to be spaced apart from each other with only a spacing space between them and no other components can be referred to as such. As another example, elements shown as above / below each other, on opposite sides of each other, or on the left / right of each other can be referred to as such relative to each other. In addition, as shown in the accompanying drawings, in at least one example, the topmost element or the point position of the element can be referred to as the "top" of the component, and the bottommost element or the point position of the element can be referred to as the "bottom" of the component. As used herein, top / bottom, upper / lower, above / below can be relative to the vertical axis of the accompanying drawings and used to describe the positioning of the elements of the accompanying drawings relative to each other. Therefore, in one example, the element shown as above other elements is vertically positioned above the other elements. As yet another example, the shapes of elements depicted in the accompanying drawings may be referred to as having such shapes (e.g., such as rounded, straight, planar, curved, rounded, chamfered, angled, etc.). Additionally, in at least one example, elements shown as intersecting each other may be referred to as intersecting elements or intersecting each other. Further, in one example, an element shown as being within another element or outside another element may be referred to as such.

[0051] It should be noted that the example control and estimation routines included herein can be used with various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in a non-transitory memory and can be executed by a control system including a controller combined with various sensors, actuators and other engine hardware. The specific routines described herein can represent one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, etc. In this way, the various actions, operations and / or functions shown can be performed in the order shown, in parallel, or omitted in some cases. Similarly, the processing order for implementing the features and advantages of the example embodiments described herein is not necessary, but is provided for ease of illustration and description. Depending on the specific strategy used, one or more of the actions, operations and / or functions shown can be repeatedly performed. In addition, the described actions, operations and / or functions can graphically represent the code in the non-transitory memory of a computer-readable storage medium to be programmed into the engine control system, wherein the described actions are performed by executing instructions in a system including various engine hardware components and combined with an electronic controller.

[0052] It is understood that the configurations and routines disclosed herein are exemplary in nature, and these specific embodiments should not be considered restrictive, as a variety of changes may be made. For example, the above technology may be applied to V-6, I-4, I-6, V-12, and other engine types. In addition, unless expressly stated to the contrary, the terms "first", "second", "third", etc. are not intended to represent any order, position, quantity, or importance, but are merely used as labels to distinguish one element from another. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations disclosed herein and other features, functions, and / or characteristics.

[0053] As used herein, unless otherwise indicated, the term "about" is to be interpreted as meaning plus or minus five percent of the range.

[0054] The appended claims particularly point out certain combinations and subcombinations believed to be novel and non-obvious. These claims may refer to "an" element or a "first" element or the equivalent thereof. Such claims should be understood to include combinations of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or characteristics may be claimed in this or a related application by amendment of the present claims or by presentation of new claims. Such claims, whether broader, narrower, equal, or different in scope to the original claims, are deemed to be included in the subject matter of the present disclosure.

Claims

1. A brake assembly (206), characterized in that: include: a spring applied hydraulically released brake actuator (210) coupled to the caliper (212) and suspended above the axle housing; and An anti-vibration mount (226) terminates at a first end at the spring-applied hydraulic release brake actuator (210) and extends below the spring-applied hydraulic release brake actuator (210) at an angle relative to the spring-applied hydraulic release brake actuator (210).

2. The brake assembly (206) according to claim 1, characterized in that The anti-vibration mount (226) is coupled at a second end to a brake mount (302) configured to position the caliper (212) relative to a brake shaft housing (204).

3. The brake assembly (206) according to claim 2, characterized in that The brake shaft housing (204) at least partially houses a brake disc (412) coupled to a rotatable brake shaft (418), a set of brake pads (214, 216), and the caliper (212), and the brake shaft housing (204) is configured to be coupled to the axle housing.

4. The brake assembly (206) according to claim 3, characterized in that The caliper (212) includes a first caliper arm (222) and a second caliper arm (224), each caliper arm being configured to pivot about a respective pivot axis to engage or disengage the set of brake pads (214, 216) from the brake disc (412), wherein the spring-applied hydraulic release brake actuator (210) is coupled to the first caliper arm (222).

5. The brake assembly (206) according to claim 1, characterized in that The anti-vibration mount (226) extends below the spring applied hydraulic release brake actuator (210) for at least 75% of the length of the spring applied hydraulic release brake actuator (210).

6. The brake assembly (206) according to claim 1, characterized in that Also included is a rubber tip (416) positioned between the anti-vibration mount (226) and the spring applied hydraulic release brake actuator (210).

7. A brake assembly (206), characterized in that: include: A brake shaft housing (204) at least partially housing a brake disc (412) coupled to a rotatable brake shaft (418), a set of brake pads (214, 216), and a caliper (212), the brake shaft housing (204) being configured to be coupled to an axle center housing (202), and the caliper (212) being coupled to the brake shaft housing (204) via a brake mount (302); a brake actuator (210) coupled to the caliper (212) and configured to extend above the axle center housing (202); as well as An anti-vibration bearing (218) is coupled to a bottom of a housing (220) of the brake actuator (210) and to the brake mount (302).

8. The brake assembly (206) according to claim 7, characterized in that The caliper (212) includes a first caliper arm (222) and a second caliper arm (224), each caliper arm being configured to pivot about a respective pivot axis to engage or disengage the set of brake pads (214, 216) with the brake disc (412), wherein the brake actuator (210) is coupled to the first caliper arm (222).

9. The brake assembly (206) according to claim 7, characterized in that: The anti-vibration bearing (218) includes a bracket (226) having a longitudinal section, a mounting section, and a curved section intermediate the longitudinal section and the mounting section, the mounting section being coupled to the brake mounting member (302), and the longitudinal section being coupled to the bottom of the housing (220) of the brake actuator (210).

10. The brake assembly (206) according to claim 9, characterized in that The longitudinal section extends outwardly from the curved section at an angle less than 90 degrees but greater than 60 degrees relative to the mounting section.

11. The brake assembly (206) according to claim 7, characterized in that The brake actuator (210) is a spring applied hydraulic release brake actuator.

12. The brake assembly (206) according to claim 7, characterized in that The brake actuator (210) is suspended above the axle center housing (202).

13. The brake assembly (206) according to claim 12, characterized in that The brake actuator (210) is suspended above the axle center housing (202) at least one third of the length of the axle center housing (202).

14. The brake assembly (206) according to claim 7, characterized in that The brake actuator (210) is coupled to the brake shaft housing (204) only via the caliper (212) and the anti-vibration bearing (218), and the brake actuator (210) is not coupled to the axle center housing (202) or other portions of the brake shaft housing (204).

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