Brake caliper, method for manufacturing a brake caliper and computer-controlled method for manufacturing a brake caliper body

Abstract

The present invention relates to a brake caliper, preferably for use in a high-performance motor vehicle or a high-performance motorcycle, comprising: one or more pistons, and a monolithic brake caliper body having one or more sections for receiving the piston(s). The brake caliper is characterized in that the brake caliper body is manufactured by additive manufacturing, and the brake caliper body consists at least partially of titanium and / or a superalloy, preferably Inconel 718. The invention further relates to a method for manufacturing a brake caliper and a computer-controlled method for manufacturing a brake caliper body.

Description

Technical field

[0001] The invention relates to a brake caliper, preferably intended for use in a high-performance motor vehicle or a high-performance motorcycle. Furthermore, the invention relates to a method for manufacturing a brake caliper and a computer-controlled method for manufacturing a brake caliper body. State of the art

[0002] Modern high-performance cars and motorcycles use multi-piston brake calipers that are cast or forged from aluminum and then CNC machined.

[0003] DE 10 2016 202 542 A1 discloses a method for manufacturing a vehicle brake caliper from aluminium by additive manufacturing, wherein the base body is subsequently encased with an aluminium alloy and / or titanium elements and / or steel.

[0004] Brakes in high-performance cars and motorcycles typically operate in a temperature range above 150-200°C, and sometimes even above 1000°C. While brake calipers, and especially caliper bodies, are lightweight when made of aluminum alloys, their mechanical properties deteriorate when the temperature exceeds approximately 120°C. Consequently, their braking performance suffers. Therefore, it would be conceivable to use titanium or superalloys for the brake caliper, particularly for the caliper body, to ensure that the caliper maintains high stiffness even at high temperatures. The higher the stiffness, the greater the braking performance—that is, the ratio between the achieved deceleration and the force applied to the pedal—and the better the brake sensitivity—that is, the gradient in how the braking performance changes with varying forces applied to the pedal.However, brake calipers made of titanium or superalloys are too heavy. Description of the invention

[0005] The invention is based on the objective of providing a brake caliper that has improved braking performance.

[0006] A brake caliper according to the invention is defined in claim 1. A method according to the invention for manufacturing a brake caliper is defined in claim 12. A computer-controlled method according to the invention for manufacturing a brake caliper body is defined in claim 15. The dependent claims relate to specific embodiments.

[0007] The brake caliper according to the invention, preferably for use in a high-performance motor vehicle or a high-performance motorcycle, comprises one or more pistons and a monolithic caliper body having one or more sections for receiving the piston(s). The inner surface of this or these sections is referred to in this description as the piston tube. The brake caliper according to the invention is characterized in that the caliper body is manufactured by additive manufacturing and the caliper body consists at least partially of titanium and / or a superalloy, preferably Inconel 718.

[0008] One advantage of the brake caliper according to the invention is that it allows for improved braking performance compared to the prior art. In particular, since the caliper body is manufactured using additive manufacturing, geometries can be produced that allow for a brake caliper with reduced weight. Furthermore, because the caliper body is at least partially made of titanium and / or a superalloy, higher caliper stiffness can be achieved at room temperature and at elevated temperatures. Specifically, a titanium brake caliper exhibits good stiffness up to approximately 500°C, and a superalloy brake caliper up to approximately 800°C. A brake caliper body made of Inconel 718 can even achieve high caliper stiffness at temperatures above approximately 800°C. However, a titanium brake caliper is generally less brittle than one made of a superalloy.

[0009] Furthermore, titanium is approximately 95% less thermally conductive than aluminum. Therefore, with the same number of braking cycles, the brake fluid in the brake caliper according to the invention heats up less than in a conventional brake caliper. This can extend the service life of the brake fluid.

[0010] Furthermore, a monolithic brake caliper can achieve higher stiffness.

[0011] Using multiple pistons allows for a better distribution of the mechanical load on the brake pad. This reduces brake pad wear and improves service life.

[0012] In one embodiment, the brake caliper body can be designed using generative design with the application of artificial intelligence.

[0013] This allows for the design of a brake caliper with geometries that enable it to achieve an improved stiffness-to-weight ratio.

[0014] In one embodiment, one or more brake fluid channels may be located at least partially outside the brake caliper body and may have a plurality of projections.

[0015] Since the brake fluid channels are located at least partially outside the caliper body, less heat is transferred to the brake fluid by conduction from the caliper body. Consequently, the brake fluid temperature can be kept lower, thus reducing or preventing the formation of vapor bubbles in the brake fluid and the drastic reduction in braking performance caused by these bubbles. This, in turn, increases driver safety.

[0016] By incorporating numerous protrusions, the heat exchange surface area can be increased. This allows the brake fluid to dissipate heat to the environment more efficiently.

[0017] In one embodiment, the brake caliper body can have one or more coolant channels which extend at least partially along the axis of the piston within the brake caliper body adjacent to a respective piston tube and / or are curved along the circumference of the section for receiving the piston in the brake caliper body, wherein the inner surface of the coolant channel(s) preferably has one or more projections which connect the brake caliper body to the piston tube.

[0018] This allows the piston(s) to be cooled more efficiently, and the brake fluid to be shielded more effectively from the heat emanating from the piston(s).

[0019] In one embodiment, the brake caliper body can have one or more coolant channels that are orthogonal to the axis of the piston and extend through the piston tube.

[0020] This allows the piston(s) to be cooled even through direct contact with the coolant without impairing their function and lubrication.

[0021] In one embodiment, different areas of the brake caliper body can have different densities.

[0022] This allows the less stressed areas of the brake caliper body to be manufactured with a lower density. Density refers to the degree to which the space is filled. Consequently, the weight of the brake caliper can be reduced while maintaining high rigidity.

[0023] In one embodiment, the caliper body may have one or more areas containing unmelted or only partially fused powder in order to better dampen vibrations by changing the natural frequencies of the caliper body.

[0024] The less the powder is melted during the additive manufacturing of the brake caliper body, the better the vibrations are dampened and the lower the density, resulting in a reduction of the weight of the brake caliper body.

[0025] In one embodiment, an area containing unmelted or only partially fused powder may be located in the mounting area of ​​the brake caliper on a wheel carrier and / or between the section or sections for receiving the piston(s) on the side of the brake caliper body facing away from a rim, preferably between the sections for receiving the pistons on the side of the brake caliper body facing a rim.

[0026] The vibrations of the brake caliper body are better dampened if the powder in the mounting area of ​​the brake caliper to a wheel carrier is left unfused or only partially fused during additive manufacturing. Even more effective vibration damping is achieved if the powder between the piston-holding sections on the rim-facing side of the brake caliper body is left unfused or only partially fused. Vibration damping is less effective than in the previous case if the powder between the piston-holding section(s) on the rim-facing side of the brake caliper body is left unfused or only partially fused. However, this area offers more space for adding additional material, which can be filled with unfused or partially fused powder.

[0027] In one embodiment, the different areas of the brake caliper body, which have different densities, can have at least partially a lattice structure and / or at least partially a honeycomb structure and / or at least partially a structure formed from several pyramidal elements, wherein preferably a cavity of the lattice structure, the honeycomb structure or the structure formed from several pyramidal elements in a less stressed area of ​​the brake caliper body is larger than a cavity of the lattice structure, the honeycomb structure or the structure formed from several pyramidal elements in a more stressed area of ​​the brake caliper body.

[0028] This allows for a reduced weight of the brake caliper body while maintaining high rigidity. A honeycomb structure, compared to a lattice structure or a structure formed from multiple pyramidal elements, enables better retention of the brake caliper body's rigidity at the same weight reduction.

[0029] In addition, larger cavities can be formed in less stressed areas of the brake caliper body, so that the weight can be further reduced while maintaining stiffness.

[0030] In one embodiment, the different areas of the brake caliper body, which have the lattice structure, the honeycomb structure, or the structure formed from several pyramidal elements, may contain unmelted or only partially fused powder in the cavities of the lattice structure, the honeycomb structure, or the structure formed from several pyramidal elements.

[0031] This allows for a significant reduction in weight and dampening of vibrations at the same time.

[0032] In one embodiment, the piston(s) can be made at least partially of titanium, preferably coated with diamond-like carbon, or of a ceramic material.

[0033] Pistons made of ceramic material are lightweight and form a thermal barrier, thus transferring less heat to the brake fluid. Among ceramic materials, carbon fiber-reinforced silicon carbide is preferred due to its high lightness and thermal insulation properties. Titanium pistons are even more preferred because titanium exhibits high stiffness at high temperatures and is less brittle than ceramic materials. A coating of diamond-like carbon on the titanium is even more advantageous, as it reduces friction between the piston and piston tube. This improves pedal feel for the driver under light hydraulic load and reduces wear on the piston and piston tube components.

[0034] An inventive method for manufacturing a monolithic brake caliper made of titanium and / or a superalloy, preferably Inconel 718, comprises manufacturing the brake caliper body by additive manufacturing.

[0035] As explained above for the brake caliper according to the invention, this makes it possible to obtain a brake caliper with reduced weight and increased stiffness at room temperature and even temperatures above 500°C.

[0036] In one embodiment, the inventive method can further enable the construction of the brake caliper body by means of generative design techniques using artificial intelligence.

[0037] As explained above for the brake caliper according to the invention, this makes it possible to design a brake caliper which has geometries that allow it to achieve an improved stiffness-to-weight ratio.

[0038] In one embodiment, the inventive method can include machining cavities for piston sealing seats and / or for piston tubes by electrical discharge machining (EDM), and finishing the remaining areas of the brake caliper, preferably by CNC milling.

[0039] This allows the piston sealing seats and / or piston tubes to be machined more precisely and cost-effectively than with CNC milling.

[0040] A computer-controlled method according to the invention for manufacturing a brake caliper body from titanium and / or a superalloy, preferably Inconel 718, by generative design with the application of artificial intelligence, comprises the following steps in the order listed: defining a maximum volume available for the brake caliper body; defining areas that must not be changed by the optimization performed by the artificial intelligence; defining loads acting on the brake caliper body; defining required structural and dynamic properties of the brake caliper body, for example a maximum permissible total weight of the brake caliper body and / or a maximum permissible deformation of the brake caliper body; and finalizing structural elements of the brake caliper body, for example adding coolant channels.

[0041] This allows artificial intelligence to first sketch the brake caliper body's framework based on the maximum available volume and the loads acting upon it. The framework, excluding areas that cannot be optimized, is then reinforced by the AI ​​with additional material until it meets the specified structural and dynamic properties. Afterward, the final details can be addressed, such as standardizing the outer surface of the brake caliper body, adding coolant channels and brake fluid lines, etc. Consequently, an improved stiffness-to-weight ratio of the brake caliper body is achieved. Brief description of the drawings

[0042] Further features and advantages will become apparent from the following description of embodiments with reference to the accompanying drawings. These drawings show: Fig. 1a a top view of an embodiment of the brake caliper body according to the invention with a detailed view of the sections for receiving the pistons; Fig. 1b a perspective view of the in Fig. 1a illustrated embodiment of the brake caliper body according to the invention; Fig. 1c a top view of the in Fig. 1a illustrated embodiment of the brake caliper body according to the invention; Fig. 1d a detailed view of the in Fig. 1a illustrated embodiment of the brake caliper body according to the invention; Fig. 2 a perspective view of a brake caliper body constructed by topology optimization; Fig. 3 a sectional view of an embodiment of the brake caliper body according to the invention constructed by additive design (top) compared to a sectional view of the one in Fig. 2 brake caliper body constructed by topology optimization (below); Fig. 4 a perspective view of an embodiment of the brake caliper body according to the invention; Fig. 5a a sectional view of an embodiment of the brake caliper body according to the invention; Fig. 5b a detailed view of an embodiment of the brake caliper body according to the invention; Fig. 5c a detailed view of an embodiment of the brake caliper body according to the invention; Fig. 5d a detailed view of the in Fig. 5c illustrated embodiment of the brake caliper body according to the invention; Fig. 5e a detailed view of an embodiment of the brake caliper body according to the invention; Fig. 6a a detailed view of the piston tube of an embodiment of the brake caliper body according to the invention; Fig. 6b another detailed view of the piston tube of the in Fig. 6a illustrated embodiment of the brake caliper body according to the invention; Fig. 7a a sectional view of an embodiment of the brake caliper body according to the invention; Fig. 7b another sectional view of the in Fig. 7a illustrated embodiment of the brake caliper body according to the invention; Fig. 8 a perspective view of an embodiment of the brake caliper body according to the invention; Fig. 9. Graph comparing the expandability of the brake caliper according to the invention with a conventional brake caliper. Description of embodiments

[0043] Identical reference numerals shown in different figures denote identical, corresponding, or functionally similar elements. It is apparent to a person skilled in the art that individual features described in different embodiments can also be implemented in a single embodiment, provided they are not structurally incompatible. Likewise, various features described within a single embodiment can also be provided individually or in any suitable subcombination in several embodiments.

[0044] Fig. 1a, Fig. 1b, Fig. 1c and Fig. Figure 1d shows an embodiment of a monolithic brake caliper body 1 according to the invention, which has sections 2 for receiving the pistons.

[0045] Manufacturing the monolithic brake caliper body 1 using additive manufacturing enables the integration of brake fluid channels 3 and passive cooling devices 4, such as ribs, holes, and vanes. Since the brake fluid channels 3 are integrated into the brake caliper body, manufacturing the brake caliper can be simpler and faster. Furthermore, because no fasteners are required to attach the brake fluid channels 3 to the brake caliper body, the resulting weight of the brake caliper body can be reduced, and leakage of fluid from the brake fluid channels 3 can be prevented.

[0046] The brake caliper body 1 in the example of Fig. 1a-d was constructed through generative design using artificial intelligence.

[0047] Traditional topology optimization is a widely used tool in many CAD software programs. With topology optimization, users load a CAD model and specify the manufacturing goals for the part, including constraints, loads, and so on. The software processes this input and creates a single optimized geometry based on the original CAD model. Generative design, on the other hand, starts from a different point. Instead of inputting an existing 3D model to be optimized, the user first defines the project constraints and goals. The AI-powered software then analyzes these and generates a set of design results that the user can evaluate and further optimize. In summary, there are two key differences between topology optimization and generative design.First, unlike topology optimization, generative design does not require a human-designed CAD model to initiate the design process. Second, generative design offers multiple optimized design outputs, allowing the user to explore more potential solutions and further refine the design. Third, generative design strengthens a framework design, whereas topology optimization attempts to streamline the given CAD model.

[0048] Fig. Figure 2 shows what a brake caliper body looks like when it is constructed using conventional topology optimization instead of generative design with artificial intelligence. From the comparison between Fig. 1B with Fig. 2 it is evident that the geometries of the brake caliper body 1 of the Fig. 1B are slimmer. Therefore, the brake caliper body 1 of the Fig. 1B an improved stiffness-to-weight ratio compared to the brake caliper body T of the Fig. 2 up.

[0049] Fig. Figure 3 shows a sectional view of brake caliper body 1 (top) and a sectional view of brake caliper body T (bottom). It is evident that the thickness A of the brake caliper bridge of brake caliper body 1 is smaller than the thickness B of the brake caliper bridge of brake caliper body T. Therefore, with the same available space in the rim, larger rotor diameters can be used in brake caliper body 1. This allows the leverage to be increased.

[0050] Fig. Figure 4 shows an embodiment of the brake caliper according to the invention, in which the brake caliper body 1 has a brake fluid channel 3 that is partially located outside the brake caliper body 1 and has a plurality of projections 5. These projections can, for example, also be needle-shaped elements, pyramidal elements, lamellae and / or lattice-like structures. Preferably, two brake fluid channels 3 are used, which are more preferably symmetrical with respect to the axis of the central piston. Fig. However, only one brake fluid channel is shown in Figure 4 for the sake of simplicity in the drawing.

[0051] The brake caliper bridge 6 is a thermally and mechanically stressed area. Since the brake fluid channel 3 is not located in the brake caliper bridge 6, it does not have to withstand any mechanical stresses other than the brake fluid pressure. Therefore, the radial thickness of the walls of the brake fluid channel 3 can be reduced to a range between 1 and 3 mm, preferably between 1.5 and 2 mm.

[0052] Fig. 5a and Fig. Figure 5b shows coolant channels 7 in the brake caliper body 1, which extend along the axis of the pistons within the brake caliper body 1 adjacent to the piston tube 14. In Fig. 5a is the inlet pipe 8 of the coolant channel 7, which is axial, i.e., parallel to the axis of the piston. This allows the coolant to flow axially. Therefore, laminar flow is favored and the flow is less obstructed. Consequently, heat exchange can take place more efficiently.

[0053] In Fig. In 5b, the inlet pipe 8 of the coolant channel is not arranged axially, but rather at a positive angle to the piston axis. This is less preferred than the configuration in Fig. 5a, because more turbulence is generated. However, it advantageously allows for a more compact configuration of the coolant channel(s) 7 with the suspension, hub, wheel bearings, chassis and steering knuckle.

[0054] Fig. 5c and Fig. Figure 5d shows a coolant channel 9 in the brake caliper body 1, which is bent along the circumference of the section for receiving the piston in the brake caliper body 1. Several coolant channels 9 can be designed concentrically and parallel to further improve heat exchange.

[0055] Fig. Figure 5e shows a coolant channel 10 that surrounds the entire surface of the piston tube and is located in the brake caliper body 1. The coolant channel 10 of Fig. 5f, for example, can be achieved by rotating the coolant channel 7 of Fig. 5a is shaped 360 degrees around the axis of the piston. The inlet pipe of the coolant channel 10 can be axial or radial. The inner surface of the coolant channel 10 has one or more projections 11 that connect the caliper body 1 to the piston tube. These projections can also be, for example, needle-shaped elements, pyramidal elements, lamellae, and / or lattice-like structures.

[0056] Fig. 6a and Fig. Figure 6b shows a coolant channel 12 in the brake caliper body 1, which is orthogonal to the axis of the piston 13 and extends through the piston tube 14. To improve the seal in the piston tube 14 when the piston 13 moves to press against the brake pad BB, additional oil seals 15 can be used.

[0057] Fig. 7a and Fig. Figure 7b shows an embodiment of the brake caliper body 1 according to the invention, in which the low-load areas 16 were left with powder that was not or only partially fused during additive manufacturing in order to change the natural frequencies of the brake caliper body 1 and thus to be able to dampen the vibrations better.

[0058] Fig. Figure 8 shows an embodiment of the brake caliper body 1 according to the invention, in which several areas have a lattice structure 17. For improved load-bearing capacity of the brake caliper body structure, the cell spacing in the lattice structure is preferably 4 mm and / or the strut diameter is 1 mm. To protect the lattice structure, the lattice spaces can be surrounded by solid material.

[0059] The size of the cavities in the grid structure can be proportional to the decreasing local load on the brake caliper body.

[0060] Fig. Figure 9 shows the results of the tests carried out by the inventor on the brake caliper according to the invention. In the tests, a six-piston brake caliper and a four-piston brake caliper were examined, which were removed from the front and rear axles of a car, respectively, and tested on a test bench. The test was carried out as follows: The brake caliper was filled with pressurized brake fluid. As a result, it expanded. The expansion at the center of the side of the brake caliper body facing a wheel rim and the expansion at the center of the side of the brake caliper body facing away from a wheel rim were measured and summed. The sum of the expansions in mm is shown in the graph in Figure 9. Fig. 9 shown as a function of the pressure in bar of the brake fluid.

[0061] In particular, the circles in Fig. 9 the results with a brake caliper according to the invention with four pistons; the rhombuses the results with the brake caliper according to the invention with six pistons; the squares the results with a conventional brake caliper with four pistons; the triangles the results with the conventional brake caliper with six pistons.

[0062] It is evident from Fig. 9, that, at the same pressure of the brake fluid, the expansion of the brake caliper body according to the invention is significantly less than the expansion of the conventional brake caliper body, which represents the current state of the art of brake caliper bodies for high-performance motor vehicles. In particular, the inventor measured the following:

[0063] The brake caliper according to the invention of Fig. On average, it is 24% stiffer, 9% lighter (comparison of brake calipers drained of brake fluid), and has an average performance index 81% higher than the conventional brake caliper body, which represents the current state of the art for brake caliper bodies for high-performance motor vehicles.

[0064] The performance index of a brake caliper was calculated as follows: Performance Index = D2⋅AV⋅G

[0065] Where, D is the equivalent piston diameter, namely the diameter of the piston whose cross-sectional area corresponds to the sum of the cross-sectional areas of the pistons of the brake caliper under investigation. A is the brake pad surface area. The larger this area, the more kinetic energy can be dissipated as heat (i.e., the braking performance can be higher). However, the larger the dimensions, and consequently the weight, of the brake caliper also become. V is the expansion of the brake caliper due to the pressure of the brake fluid. G is the weight of the brake caliper.

[0066] In light of the above investigations, the brake caliper according to the invention represents a significant technical contribution to the prior art. Reference symbol list 1 brake caliper body Section 2 for mounting the piston 3 Brake fluid channel 4 passive cooling devices 5 Advantage (execution form in Fig. 4) 6 Brake caliper bridge 7 Coolant channel (design in Fig. 5a-5b) 8 Inlet pipe 9 Coolant channel (design in Fig. 5c-5d) 10 Coolant channel (design in Fig. 5e) 11 Advantage (execution form in Fig. 5e) 12 Coolant channel (design in Fig. 6a-6b) 13 pistons 14 Piston tube 15 Oil seal T brake caliper body constructed by topology optimization A Thickness of the brake caliper bridge of the brake caliper body 1 B Thickness of the brake caliper bridge of the brake caliper body T BB brake pad QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2016 202 542 A1

[0003]

Claims

Brake caliper, preferably for use in a high-performance motor vehicle or in a high-performance motorcycle, comprising one or more pistons (13), and a monolithic brake caliper body (1) having one or more sections (2) for receiving the piston(s) (13), characterized in that the brake caliper body (1) is manufactured by additive manufacturing, and the brake caliper body (1) consists at least partially of titanium and / or a superalloy, preferably Inconel 718. Brake caliper according to claim 1, wherein the brake caliper body (1) is constructed by generative design using artificial intelligence. Brake caliper according to one of the preceding claims, wherein one or more brake fluid channels (3) are located at least partially outside the brake caliper body and have a plurality of projections (5). Brake caliper according to one of the preceding claims, wherein the brake caliper body (1) has one or more coolant channels (7, 9, 10) which extend at least partially along the axis of the piston (13) within the brake caliper body (1) adjacent to a respective piston tube (14) and / or are bent along the circumference of the section (2) for receiving the piston (13) in the brake caliper body (1), wherein the inner surface of the coolant channel(s) (10) preferably has one or more projections (11) which connect the brake caliper body (1) to the piston tube (14). brake caliper according to one of the preceding claims, wherein the brake caliper body (1) has one or more coolant channels (12) which are orthogonal to an axis of the piston (13) and extend through the piston tube (14). Brake caliper according to one of the preceding claims, wherein different areas of the brake caliper body (1) have different densities. Brake caliper according to one of the preceding claims, wherein the brake caliper body (1) has one or more areas (16) which have unfused or only partially fused powder in order to better dampen vibrations by changing the natural frequencies of the brake caliper body (1). Brake caliper according to claim 7, wherein a region (16) which has unmelted or only partially fused powder is located in the mounting area of ​​the brake caliper on a wheel carrier and / or between the section or sections (2) for receiving the piston(s) on the side of the brake caliper body (1) facing away from a rim, preferably between the sections (2) for receiving the pistons on the side of the brake caliper body (1) facing a rim. Brake caliper according to claim 6, wherein the different areas of the brake caliper body (1) which have the different densities have at least partially a lattice structure (17) and / or at least partially a honeycomb structure and / or at least partially a structure formed from several pyramidal elements, wherein preferably a cavity of the lattice structure (17), the honeycomb structure or the structure formed from several pyramidal elements in a less stressed area of ​​the brake caliper body (1) is larger than a cavity of the lattice structure (17), the honeycomb structure or the structure formed from several pyramidal elements in a more stressed area of ​​the brake caliper body (1). Brake caliper according to claim 9, wherein the different areas of the brake caliper body (1), which have the lattice structure (17) or the honeycomb structure or the structure formed from several pyramidal elements, have unfused or only partially fused powder in the cavities of the lattice structure (17) or the honeycomb structure or the structure formed from several pyramidal elements. brake caliper according to one of the preceding claims, wherein the piston(s) (13) are at least partially made of titanium, preferably coated with diamond-like carbon, or of a ceramic material. Method for manufacturing a monolithic brake caliper made of titanium and / or a superalloy, preferably Inconel 718, comprising the following step: manufacturing the brake caliper body (1) by additive manufacturing. Method for manufacturing a brake caliper according to claim 12, comprising the following step: Designing the brake caliper body (1) by the technique of generative design with the application of artificial intelligence. Method for manufacturing a brake caliper according to claim 12 or 13, comprising the following steps: machining cavities for piston sealing seats and / or for piston tubes (14) by electrical discharge machining, and finishing other areas of the brake caliper preferably by CNC milling. A computer-controlled method for manufacturing a brake caliper body (1) from titanium and / or a superalloy, preferably Inconel 718, by generative design with the application of artificial intelligence, comprising the following steps in the order listed: determining a maximum volume available for the brake caliper body (1), determining areas that must not be changed by the optimization performed by the artificial intelligence, determining loads acting on the brake caliper body (1), determining required structural and dynamic properties of the brake caliper body (1), for example a maximum permissible total weight of the brake caliper body (1) and / or a maximum permissible deformation of the brake caliper body (1), and finalizing structural elements of the brake caliper body (1), for example adding coolant channels (7, 9, 10, 12).

Images