Brake caliper for disc brakes

Abstract

A brake caliper (1) for a disc brake (2), comprising: a caliper body (4) including two spaced side walls (3) defining a disc space for receiving a portion of a brake disc; a connecting structure extending across the disc space and connecting the side walls (3); at least one pad housing formed in each of the side walls (3) and adapted to receive at least one pad (5); a transmission housing (6) extending between a front wall and an opposite rear wall, the transmission housing (6) connected to the caliper body (4) such that the front wall of the transmission housing (6) faces the disc space; and a connecting structure (12) for biasing the pad (5) against the brake disc along an actuation axis (12) transverse to the side walls (3). a control housing (7) connected to the transmission housing (6) at a rear wall thereof and supporting and housing an electric motor (8) including a drive shaft (11), the electric motor (8) configured to generate and transmit mechanical power to the thrust means via the drive shaft (11), the electric motor (8) being at least partially housed within a motor housing (9) formed by the control housing (7); and a brake control unit (10) configured to control the electric motor (8) and housed within a control section (10) defined by the control housing (7); the electric motor (8) being electrically connected to the brake control unit; A brake caliper (1), in which a drive shaft (11) extends in a direction parallel to an actuating axis (12) and protrudes from a front side of an electric motor (8) facing a caliper body (4); a brake control unit includes at least one electronic board (13); and the at least one electronic board (13) extends transversely to the actuating axis (12).

Description

[Technical field]

[0001] FIELD OF THEINVENTION

[0002] The present invention relates to a brake caliper for a disc brake, in particular a brake caliper for an electromotive disc brake, and to a disc brake equipped with such a brake caliper. [Background technology]

[0003] Background technology

[0004] Brake calipers for electric disc brakes are known to consist of a gear motor associated with an actuator that converts the torque generated by the gear motor into a braking force acting on the disc brake pads.

[0005] These brake calipers are further connected to an electronic control unit ("ECU"), also known as a brake control unit ("BCU"), that is configured to receive signals and power from the vehicle in which the brake caliper is installed and to command and control the operation of the brake caliper's electrical / electronic components.

[0006] The BCU can be an external component of the brake caliper or it can be integrated within the brake caliper itself.

[0007] Integrating the BCU inside the brake caliper offers several technical advantages, including simplified management of the brake caliper due to the fact that the BCU is integrated directly into the brake caliper rather than being a separate component installed on the vehicle.

[0008] An additional advantage gained by integrating the BCU into the brake caliper arises from the fact that the power input to the BCU is direct current, whereas the power output from the BCU and input to the electric / electronic components of the brake caliper, including the electric motor, is a three-phase current. The wiring between the BCU and the electric motor generates strong electromagnetic fields that can cause interference in additional electronic components installed in the vehicle. This drawback can be avoided by integrating the BCU into the brake caliper. This allows the electromagnetic radiation generated by the three-phase supply current to be limited to the electric / electronic components of the brake caliper.

[0009] An additional benefit that can be achieved by integrating the BCU into the brake caliper is the overall optimization of the brake system, given the high density integration of the brake system's electrical / electronic components in the brake caliper and the overall reduction in system components compared to a configuration in which the BCU is installed in the vehicle separately from the brake caliper.

[0010] However, the integration of the BCU inside the brake caliper implies several technical challenges.

[0011] The first technical issue is that the brake caliper can overheat due to power loss during braking, affecting the operation of the BCU, which is particularly sensitive to thermal loads.

[0012] Additional technical problems result from the high vibrations and mechanical stresses experienced by the brake calipers mounted on the vehicle's wheels, which can be fatal to the BCU's electrical interconnections.

[0013] A further technical challenge is that the BCU typically consists of one or more electronic boards with a large thin surface area, which is difficult to incorporate within the volume of the brake caliper due to the limited space inside the wheel. Summary of the Invention

[0014] solution

[0015] SUMMARY OF THE PRESENT EMBODIMENT It is an object of the present invention to provide a brake caliper for a disc brake having features which overcome at least some of the disadvantages of the prior art.

[0016] In particular, the present invention aims to provide a brake caliper for a disc brake, in which a BCU is integrated into the brake caliper and which has a small overall size.

[0017] More particularly, the present invention aims to provide a brake caliper for a disc brake in which the BCU is less susceptible to mechanical stress.

[0018] Another object of the present invention is to provide a brake caliper for a disc brake in which the BCU is less susceptible to the effects of thermal load.

[0019] These and other objects are achieved by a brake caliper for a disc brake according to claim 1.

[0020] The dependent claims relate to preferred and advantageous embodiments of the invention. [Brief description of the drawings]

[0021] drawing

[0022] In order that the invention may be better understood and its advantages appreciated, non-limiting exemplary embodiments thereof will now be described with reference to the accompanying drawings, in which: FIG.

[0023] [Figure 1] FIG. 1 is a perspective view of a brake caliper for a disc brake according to an embodiment of the present invention.

[0024] [Diagram 2] FIG. 2 is a further perspective view of the brake caliper for the disc brake depicted in FIG.

[0025] [Diagram 3]FIG. 3 is a side view of the brake caliper for the disc brake illustrated in FIG.

[0026] [Figure 4] FIG. 4 is a top view of the brake caliper for the disc brake illustrated in FIG.

[0027] [Diagram 5] FIG. 5 is a cross-sectional view of the brake caliper for the disc brake illustrated in FIG.

[0028] [Figure 6] FIG. 6 is a further cross-sectional view of the brake caliper for the disc brake depicted in FIG.

[0029] [Figure 7] FIG. 7 is a longitudinal cross-sectional view of the brake caliper for the disc brake illustrated in FIG.

[0030] [Figure 8] FIG. 8 is a further longitudinal sectional view of the brake caliper for the disc brake depicted in FIG.

[0031] [Figure 9] FIG. 9 is a front view of the brake caliper for the disc brake illustrated in FIG.

[0032] [Figure 10] FIG. 10 is a vertical cross-sectional view of the brake caliper for the disc brake illustrated in FIG.

[0033] [Figure 11] FIG. 11 is a further longitudinal sectional view of the brake caliper for the disc brake illustrated in FIG.

[0034] [Figure 12] FIG. 12 is a rear perspective view of a brake caliper for a disc brake showing visible and non-visible details according to an embodiment of the present invention.

[0035] [Figure 13] FIG. 13 is a perspective view of a brake caliper for a disc brake according to an embodiment of the present invention.

[0036] [Figure 14] FIG. 14 is an exploded perspective view of components of a brake caliper for a disc brake according to an embodiment of the present invention.

[0037] [Figure 15] FIG. 15 is a further exploded perspective view, partially assembled, of the components depicted in FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0038] Description of Some Preferred Embodiments

[0039] In the following description, the term "forward" direction refers to a side, face, surface, etc. in the forward (braking) direction of the thrust means, unless otherwise specified. The term "rearward" direction refers to a side, face, surface, etc. in the retraction direction of the thrust means. "Electrically coupled" and "electrically connected" refer to a connection for the transmission of power and / or electrical signals.

[0040] With reference to the figure, a brake caliper 1 for a disc brake 2 comprises a caliper body 4. The caliper body 4 comprises two spaced apart side walls 3 defining a disc space for accommodating part of the brake disc.

[0041] The caliper body 4 further comprises a connecting structure extending across the disc space and connecting the side walls 3 to each other.

[0042] The caliper body 4 further comprises at least one pad housing formed in each of the side walls 3 and adapted to receive at least one pad 5 .

[0043] The brake caliper 1 further comprises a transmission housing 6 .

[0044] The transmission housing 6 extends between a front end and a rear end thereof.

[0045] The transmission housing 6 is connected to the caliper body 4 such that its front wall faces the disc space.

[0046] The brake caliper 1 further comprises thrust means constrained to one or both of the side walls 3 and adapted to bias the pad 5 against the brake disc along an actuation axis 12 perpendicular to the side walls 3 .

[0047] The thrust means is at least partially housed inside the transmission housing 6 .

[0048] The brake caliper 1 further comprises a control housing 7 connected to the transmission housing 6 at its rear wall.

[0049] The control housing 7 supports and houses the electric motor 8 and the brake control unit ("BCU").

[0050] The electric motor 8 comprises a drive shaft 11. Furthermore, the electric motor 8 is configured to generate and transmit mechanical power by means of the drive shaft 11 to the thrust means.

[0051] The electric motor 8 is at least partially housed within a motor housing 9 formed by the control housing 7 .

[0052] The brake control unit is configured to control the electric motor 8 .

[0053] Furthermore, the brake control unit is accommodated within a control compartment 10 defined by the control housing 7 .

[0054] The electric motor 8 is electrically connected to a brake control unit.

[0055] The drive shaft 11 extends in a direction parallel to the operating shaft 12 and protrudes from the front side of the electric motor 8 facing the caliper body 4 .

[0056] The brake control unit comprises at least one electronic board 13 .

[0057] At least one electronic board 13 extends transversely to the actuation axis 12 .

[0058] Advantageously, the above-described arrangement allows the brake control unit to be incorporated into a brake caliper having a small overall size.

[0059] As a further advantage, the control housing 7 configured in this manner houses the electric motor 8 and the brake control unit and can be assembled and tested as a subassembly independent of the brake caliper 1 and then connected to the brake caliper 1.

[0060] According to an embodiment of the invention, the electric motor 8 is completely housed within the motor housing 9. Preferably, the electric motor 8 is welded to the control housing 7 inside the motor housing 9.

[0061] According to an embodiment, the motor housing 9 is substantially cylindrical in shape, defined by a motor housing wall 14 .

[0062] Preferably, the motor housing wall 14 is cylindrical in shape and coaxial with the drive shaft 11. The electric motor 8 consists of a rotor and a stator. According to an embodiment, the stator and the motor housing wall 14 are made in one piece, preferably by moulding. In particular, the control housing 7, the motor housing wall 14 and the stator of the electric motor 8 are made in one piece by a single overmoulding. Advantageously, this provides a structural continuity between the electric motor 8 and the control housing 7, thereby avoiding discontinuities due to welding, in particular between adjacent plastic materials.

[0063] According to an embodiment, the motor housing wall 14 of the control housing 7 extends into the transmission housing 6 through the rear wall of the transmission housing 6 .

[0064] According to this embodiment, the electric motor 8 is arranged inside the transmission housing 6 .

[0065] Advantageously, such an arrangement reduces the overall dimensions of the brake caliper since the electric motor, housed in the control housing, is integrated into the transmission housing.

[0066] Control housing 7

[0067] According to an embodiment, the control housing 7 is a separate component separate from the transmission housing 6. The control housing 7 is connected to the transmission housing 6, preferably by means of a screw fastening.

[0068] According to an embodiment, at least one portion of the at least one electronic board 13 faces towards a rear side of the electric motor 8 opposite to a front side of the electric motor 8 from which the drive shaft 11 extends.

[0069] According to this embodiment, an electrical connector 15 extends from the rear side of the electric motor 8 to the at least one electronic board 13 , thereby electrically connecting the electric motor 8 to the at least one electronic board 13 .

[0070] According to an embodiment, the control housing 7 comprises a main electrical connector 16. According to an embodiment, the main electrical connector 16 is a male connector.

[0071] A main electrical connector 16, configured to be accessible from the outside of the brake caliper 1, receives power and signals from an electronic control unit installed in the vehicle and transfers power and signals to the brake control unit.

[0072] According to an embodiment, the main electrical connector 16 is arranged on a rear side of the control housing 7 remote from the transmission housing 6 .

[0073] According to an embodiment, the main electrical connector 16 faces a side of the electronic board 13 opposite to the side electrically connected to the electric motor 8. Alternatively, the main electrical connector 16 faces an edge of the at least one electronic board 13 in a position substantially coplanar with a plane defined by the at least one electronic board 13.

[0074] According to an embodiment, the main electrical connector 16 consists of terminals located on the outer side of the brake caliper 1 facing the wiring with the vehicle. According to an embodiment, the terminals are located in a direction perpendicular to the at least one electronic board 13 or in a direction parallel to the at least one electronic board 13. Alternatively, the terminals can be arranged in any orientation depending on the structural requirements of the brake caliper 1 or the shape of the control housing 7.

[0075] According to a further embodiment, the transmission housing 6 is made of a material having a higher thermal conductivity than the thermal conductivity of the material of the control housing 7 .

[0076] Advantageously, such an arrangement reduces the thermal load acting on the electrical / electronic components in the control housing 7, since the thermal load from the transfer housing 6 is countered by the poor thermal conductivity of the control housing 7.

[0077] According to a preferred embodiment, the control housing 7 is made of a polymer material.

[0078] According to a preferred embodiment, the transmission housing is made of a metallic material.

[0079] According to an embodiment, the control compartment 10 of the control housing 7 is open on the rear side of the control housing 7 .

[0080] According to an embodiment, the brake caliper 1 comprises a metal cover 17 connected to the control housing 7 so as to close the rear side of the control housing 7 .

[0081] The metal cover 17 is configured to dissipate heat from the control housing 7 to the outside of the brake caliper 1 .

[0082] The metal cover 17 is made of a material that has a higher thermal conductivity than the material of the control housing 7 .

[0083] Advantageously, the metal cover 17 effectively dissipates heat from the control housing 7 and reduces the thermal load experienced by the electrical / electronic components within the control housing 7, such as the at least one electronic board 13.

[0084] As a further advantage, the metal cover 17 ensures sealing of the electrical / electronic components arranged inside the control housing 7 .

[0085] According to an embodiment, the control housing 7 is formed to prevent contact between the metal cover 17 and the transmission housing 6 .

[0086] Advantageously, the lack of contact between the metal cover 17 and the transmission housing 6 prevents the transmission housing 6 from transferring heat to the metal cover 17 by thermal conduction, thereby allowing the metal cover 17 to more effectively dissipate heat from the control housing 7.

[0087] This configuration has the advantage that the control housing 7 has a lower thermal conductivity than the transfer housing 6 and the metal cover 17, and therefore acts as an insulator between the transfer housing 6 and the metal cover 17, thereby allowing the heat to be effectively dissipated by the metal cover 17. In effect, the control housing 7 insulates the metal cover from the heat flow from the transfer housing 6, thereby keeping the metal cover cooler and facilitating more effective cooling of the electrical / electronic components in the control housing 7 by the metal cover 17.

[0088] According to an embodiment, the metal cover 17 is connected to the control housing 7 so as to be in direct contact with the brake control unit.

[0089] Alternatively, the metal cover 17 is in indirect contact with the brake control unit, with a highly thermally conductive means being interposed between the metal cover 17 and the brake control unit, which can be for example a thermally conductive paste or a pad made of a highly thermally conductive material, also known as a "thermal pad".

[0090] According to an embodiment, the drive shaft 11 projects from the rear side of the electric motor 8 and has a rear drive shaft end 19 facing the transmission housing 6 , i.e. facing the front side of the electric motor 8 .

[0091] According to an embodiment, the drive shaft rear end 19 extends through at least one electronic board 13 .

[0092] Specifically, the rear end portion 19 of the drive shaft extends through a through hole formed in at least one of the electronic boards 13 .

[0093] According to an embodiment, the brake caliper 1 comprises a position sensor 24 arranged to detect the angular positioning of the electric motor 8 .

[0094] According to an embodiment, the position sensor 24 is arranged inside the control housing 7 and is electrically connected to the brake control unit. Preferably, the position sensor 24 is arranged inside the control compartment 10.

[0095] Preferably, the position sensor 24 is arranged at the drive shaft rear end 19, interposed between the electric motor 8 and the at least one electronic board 13. According to an embodiment, the position sensor 24 is mounted on the at least one electronic board 13 at the drive shaft rear end 19. According to an embodiment, the position sensor 24 comprises a detection element and a target, for example a magnetic ring. The detection element is configured to detect the target. According to this embodiment, the detection element is integrated into the at least one electronic board 13 and the target is mounted on the drive shaft rear end 19.

[0096] Advantageously, such an arrangement reduces the overall size of the position sensor arrangement.

[0097] Furthermore, such an arrangement enhances the effectiveness of the angular position detection of the motor 8 given the proximity of the position sensor 24 to the rear drive shaft end 19 of the electric motor 8 .

[0098] Furthermore, such an arrangement has the advantage that the brake caliper 1 is simplified, since a number of electric / electronic elements, such as the electric motor 8 and the position sensor 24, are electrically connected to the BCU itself, which is integrated in the brake caliper 1.

[0099] According to an embodiment, the control housing 7 consists of a motor control board integrated with the electric motor 8. The motor control board is interconnected to the brake control unit and is configured to control the electric motor 8. According to this embodiment, a position sensor 24 is attached to the motor control board. In particular, the position sensor 24 is accommodated inside the motor housing 9.

[0100] According to an embodiment, the brake caliper 1 comprises an electromechanical parking brake 18 .

[0101] The electromechanical parking brake 18 is accommodated in the control section 10 of the control housing 7 .

[0102] The electromechanical parking brake 18 is electrically connected to the brake control unit in the control housing 7 .

[0103] Advantageously, such a configuration simplifies the brake caliper 1 as multiple electrical / electronic elements, such as the electric motor 8, the electromechanical parking brake 18, and / or the position sensor 24, are electrically connected to the BCU itself, which is integrated into the brake caliper 1.

[0104] According to the embodiment, the electric parking brake 18 includes a gear 21 fixed integrally to the rear end 19 of the drive shaft.

[0105] According to an embodiment, the gear 21 comprises at least one tooth. According to an embodiment, the number of teeth of the gear 21 is between 1 and 30. Preferably, the number of teeth is between 1 and 8. According to an embodiment, the gear 21 comprises four teeth.

[0106] Furthermore, the electric motor mechanical parking brake 18 comprises an electric motor mechanical actuator 20. The electric motor mechanical actuator 20 is configured to translate in the direction of the gear teeth, perpendicular to the axis of rotation of the gear, i.e. perpendicular to the drive shaft 11.

[0107] In particular, the electromechanical actuator is arranged to translate in a plane perpendicular to the drive shaft 11 and parallel to the plane in which the at least one electronic board 13 of the brake control unit extends.

[0108] The electromagnetic actuator 20 is configured to, in accordance with the command of the brake control unit, wedge itself between the teeth of the gear 21, thereby preventing rotation of the gear 21 and, as a result, locking the rotation of the drive shaft 11.

[0109] Advantageously, the electromechanical actuator 20 may maintain the vehicle wheel lock implemented by the parking brake 18 .

[0110] Furthermore, such an arrangement advantageously allows the parking brake 18 to be integrated into the brake caliper 1, and in particular into the control housing 7, with small overall dimensions.

[0111] According to an embodiment, the electromechanical actuator 20 comprises a coupling element configured to be resiliently biased against the gear 21 so as to engage between the teeth of the gear 21 and lock the rotation thereof.

[0112] The teeth of gear 21 and the coupling element are shaped such that the coupling element allows rotation of gear 21 in one rotational direction but prevents rotation in the opposite rotational direction f.

[0113] Additionally, the electromechanical actuator 20 includes a selector element 22 that slides between a first position that biases the coupling element to a coupling position between the teeth of the gear 21 and a second position that biases the coupling element to a non-coupling position spaced from the teeth of the gear 21.

[0114] According to an embodiment, the electromechanical actuator 20 comprises a cam member configured to allow the selector element 22 to slide to the first position and to activate a mechanical lock preventing the selector element 22 from returning to the second position and maintaining the parking brake. According to an embodiment, the electromechanical parking brake 18 comprises electromagnetic means for releasing the mechanical lock implemented by the cam member, thereby allowing the selector element 22 to return to the second position and releasing the parking brake.

[0115] Advantageously, such a cam member makes the movement of the selector element 22 irreversible, i.e. locks the electromagnetic actuator 20 in the locked position of the gear 21, so as to maintain the parking brake effected by the electromechanical parking brake 18, even when power is not supplied.

[0116] According to this embodiment, the electromechanical parking brake 18 is actuated by operating the electric motor 8 in a rotational direction suitable to press at least one pad 5 against the brake disc until a braking force suitable for parking braking is obtained. Rotation of the electric motor 8 further causes rotation of the gear wheel 21 in the same rotational direction. The selector element 22 then moves to bias the coupling element against the gear wheel 21, locking the rotation of the gear wheel 21. Optionally, after such engagement, the electric motor 8 is rotated in the opposite direction to enable and ensure full engagement of the coupling element with the teeth of the gear wheel 21. Operation of the electric motor 8 is then interrupted.

[0117] According to an embodiment, the gear wheel 21 consists of a plurality of teeth distributed along the circumference of the gear wheel 21 and equidistant from one another according to a pitch having a predetermined value. According to an embodiment, the teeth of the gear wheel 21 are substantially equal to one another.

[0118] According to an embodiment, the electric parking brake 18 is electrically connected to the brake control unit by a conductive track 23. The conductive track 23 is a cut and folded coated copper sheet. Preferably, the conductive track 23 is overmolded onto the control housing 7.

[0119] According to a preferred embodiment, the conductive track 23 is electrically connected to the electromechanical actuator 20 of the parking brake 18 .

[0120] Transmission housing 6

[0121] According to an embodiment, the brake caliper 1 comprises an actuation device 25 and a transmission system 26 .

[0122] The actuator 25 is included in the thrust means.

[0123] The transmission device 26 is configured to transmit the torque generated by the electric motor 8 to the actuator 25 .

[0124] The actuator 25 is configured to convert torque received from the transmission system 26 into a braking force directed along the actuator axis 12 against the pad 5 .

[0125] According to an embodiment, the transmission housing 6 defines a housing compartment in which the actuator 25 , the transmission system 26 and the electric motor 8 are all housed, inserted in the motor housing 9 of the control housing 7 which extends through the transmission housing 6 .

[0126] In the alternative embodiment, the transmission housing 6 defines a first housing section 27 and a second housing section 28 .

[0127] The first housing section 27 and the second housing section 28 are parallel to each other and extend in a direction parallel to the actuation axis 12 .

[0128] According to this embodiment, the electric motor 8 , which is accommodated in the control housing 7 , is arranged in the first housing section 27 .

[0129] In particular, the motor housing wall 14 defining the motor housing 9 in which the electric motor 8 is accommodated is inserted into the first housing section 27 of the transmission housing 6 .

[0130] Also, the transmission 26 connected to the electric motor 8 is arranged inside the first housing section 27 .

[0131] Specifically, the transmission 26 is connected to the drive shaft 11 of the electric motor 8 .

[0132] Furthermore, the actuator 25 is disposed within the second housing section 28 .

[0133] The first housing section 27 communicates with the second housing section 28 such that the transmission system 26 is connectable to the actuator 25 .

[0134] Advantageously, such an arrangement allows the overall dimensions of the transmission housing 1 to be significantly reduced.

[0135] According to an embodiment, the first housing section 27 is substantially cylindrical and coaxial with the drive shaft 11 .

[0136] Additionally, the second compartment housing 28 is substantially cylindrical and coaxial with the actuation shaft 12 .

[0137] According to an embodiment, the first housing section 27 and the second housing section 28 are arranged side by side and both at least partially face the at least one pad 5. In particular, the second housing section 28 faces the pad 5 and the first housing section 27 faces the pad 5 at least partially.

[0138] According to an embodiment, the transmission housing 6 includes a force sensor 29 .

[0139] The force sensor 29 is connected to the actuator 25 on its rear side facing the control housing 7 .

[0140] The force sensor 29 is configured to detect the braking force applied by the actuator 25 .

[0141] Specifically, the force sensor 29 is configured to receive and detect a reaction force exerted by the pad 5 on the actuator 25 along the actuation axis 12 in opposition to the force applied by the actuator 25 .

[0142] Furthermore, the force sensor 29 is electrically connected to the brake control unit.

[0143] Advantageously, such a configuration simplifies the brake caliper 1 since multiple electrical / electronic elements such as the electric motor 8, the electromechanical parking brake 18, and / or the position sensor 24, and / or the force sensor 29 are electrically connected to the BCU itself integrated in the brake caliper 1.

[0144] According to an embodiment, a front surface of the force sensor 29 faces the actuator 25 and an opposite rear surface of the force sensor 29 faces at least one portion of the at least one electronic board 13 .

[0145] According to this embodiment, an electrical connector 15 extends between the force sensor 29 and the at least one electronic board 13 through the interface between the transmission housing 6 and the control housing 7 .

[0146] Advantageously, such an arrangement reduces the overall dimensions of the force sensor 29 integrated into the brake caliper 1 .

[0147] According to an embodiment, the brake control unit comprises at least one auxiliary electronic board 34. The auxiliary electronic board 34 is in addition to the at least one electronic board 13 previously described.

[0148] At least one auxiliary electronic board 34 is accommodated inside the control housing 7 in a lateral position relative to the at least one electronic board 13 .

[0149] Specifically, the at least one auxiliary electronics board 34 extends in a plane parallel to the actuation axis 12 .

[0150] Preferably, the auxiliary electronics board 34 extends at least partially above the transmission housing 6 .

[0151] Preferably, the auxiliary electronics board 34 extends at least partially above the transmission housing 6 adjacent to the connection structure of the brake caliper 1 .

[0152] According to this embodiment, the control housing 7 defines an auxiliary control section 35 .

[0153] The control housing 35 extends substantially transversely to the control section 10 .

[0154] At least one auxiliary electronics board 34 is housed within the auxiliary control section 35 .

[0155] According to an embodiment, the at least one auxiliary electronic board 34 is connected, preferably electrically connected, to the at least one electronic board 13 at an edge of the at least one electronic board 13 .

[0156] The brake control unit, consisting of at least one electronic board 13 and at least one auxiliary electronic board 34, is thus substantially "L" shaped.

[0157] According to an embodiment, at least one electronic board 13 is a power board and at least one auxiliary electronic board 34 is a logic board.

[0158] Advantageously, such a configuration minimizes the overall size of the brake control unit and reduces the thermal and mechanical stresses experienced by the at least one electronic board 13 and the at least one auxiliary electronic board 34.

[0159] Actuator 25

[0160] According to an embodiment, the actuator device 25 comprises a recirculating ball screw nut screw assembly 30 and a thrust bearing 31 .

[0161] The recirculating ball screw nut screw assembly 30 consists of a threaded shaft that is externally threaded.

[0162] The screw shaft and the nut threads extend in the direction of an actuation axis coaxial with the screw shaft.

[0163] The threaded shaft 32 extends between its forward and rearward ends.

[0164] According to one aspect of the invention, the nut screw 33 is configured to receive a torque that can be generated by a gear motor, and rotation of the nut screw 33 relative to the threaded shaft 32 causes the threaded shaft 32 to move relative to the nut screw 33 in the direction of the operating axis.

[0165] Furthermore, the thrust bearing 31 forms a reaction bearing for the nut screw 33 in the direction of the working axis.

[0166] Furthermore, a thrust bearing 31 is arranged in the extension of the threaded shaft 32 between said front end and said rear end of the threaded shaft 32 .

[0167] Advantageously, the actuator 25 thus constructed has a small axial dimension: in fact, by transmitting the torque of the gear motor to the nut screw 33, it is avoided that the system 26 for transmitting such torque is located at the rear end of the screw shaft 32, thus reducing the axial dimension.

[0168] Furthermore, since the thrust bearing 31 is located within the axial extension of the screw shaft 32, between the front end and the rear end of the screw shaft 32, the axial dimensions of the screw shaft 32 and the thrust bearing 31 at least partially overlap, as a result of which the axial dimension of the entire actuator device 25 is reduced.

[0169] According to an embodiment of the invention, the threaded shaft 32 is arranged to pass through the thrust bearing 31 .

[0170] Advantageously, such a configuration eliminates the axial dimension of the thrust bearing 31 since it is entirely contained within the axial dimension of the screw shaft 32.

[0171] According to an embodiment, the thrust bearing 31 consists of a first ring and an opposing second ring.

[0172] In operation, the first ring rotates relative to the threaded shaft 32, but the second ring does not rotate relative to the threaded shaft 32.

[0173] According to an embodiment, the first ring of the thrust bearing 31 is formed integrally with the nut thread 33 .

[0174] Advantageously, such a configuration further reduces the axial dimension of the actuator 25 by avoiding the dimensions resulting from the positioning of a particular rotating ring opposing the second ring between the nut screw 33 and the second ring.

[0175] Specifically, thrust bearing 31 consists of a rolling element surrounded by two rolling element raceways, a first of which is defined by a first ring and a second of which is defined by a second ring.

[0176] According to this embodiment, the nut thread 33 defines a first rolling element raceway.

[0177] Alternatively, the thrust bearing 31 is separate from the nut threads 33. Thus, the first ring of the thrust bearing 31 is separate from the nut threads 33 and is arranged to abut against the nut threads 33.

[0178] According to an embodiment, the thrust bearing 31 is a ball bearing. Alternatively, the thrust bearing 31 is a roller bearing.

[0179] According to an embodiment, the nut thread 33 forms external teeth configured to receive torque from a gear motor.

[0180] According to an embodiment, the actuator 25 comprises a force sensor 29 .

[0181] The force sensor 29 is configured to detect the braking force applied by the actuator 25 .

[0182] Specifically, the force sensor 29 is configured to detect the axial force applied by the actuator 25 .

[0183] According to an embodiment, the force sensor 29 is arranged axially at least partially overlapping the threaded shaft 32 .

[0184] Advantageously, such a configuration further reduces the axial dimension of the actuator 25 since the respective axial dimensions of the threaded shaft 32 and the force sensor 29 at least partially overlap.

[0185] According to a preferred embodiment, the force sensor 29 is substantially annular in shape. According to an embodiment, the threaded shaft 32 is arranged to pass through the force sensor 29.

[0186] Advantageously, such a configuration eliminates the axial dimension of the force sensor 29 as it completely overlaps the axial dimension of the threaded shaft 32 .

[0187] According to an embodiment, the force sensor 29 is arranged adjacent to the thrust bearing 31 and opposite the nut thread 33 .

[0188] Specifically, the force sensor 29 is adjacent to the second ring of the thrust bearing 31 .

[0189] According to this embodiment, the force sensor 29 is configured to detect a reaction force acting on the thrust bearing 31 .

[0190] Advantageously, by detecting the force acting on the thrust bearing 31 , the force sensor 29 can determine the braking force applied by the actuator 25 .

[0191] According to an alternative embodiment, the force sensor 29 is arranged rearwardly of the threaded shaft 32 at the rear end of the threaded shaft 32 .

[0192] According to an embodiment, the force sensor 29 is substantially cylindrical, disc-shaped, or axisymmetric in shape.

[0193] According to an embodiment, the actuator 25 consists of a spacer.

[0194] The spacer is disposed coaxially with the threaded shaft 32 and is interposed between the force sensor 29 and the thrust bearing 31 .

[0195] According to this embodiment, the spacer is configured to discharge the reaction force acting on the thrust bearing 31 to the force sensor 29 .

[0196] Advantageously, by detecting the force acting from the thrust bearing 31 and acting on the spacer, the force sensor 29 can determine the braking force applied by the actuator 25 .

[0197] According to an embodiment, the spacer is substantially cylindrical.

[0198] According to an embodiment, the spacer defines a housing groove, and the thrust bearing 31 is received in the housing groove of the spacer.

[0199] According to an embodiment, the actuator 25 consists of a thrust plate.

[0200] The thrust plate is operatively connected to the forward end of the screw shaft 32 .

[0201] The thrust plate is configured to receive a braking force from the screw shaft 32 .

[0202] The braking force is generated by the translation of the threaded shaft 32 induced by the rotation of the nut screw 33 .

[0203] Additionally, the thrust plate is configured to dump such braking forces onto the disc brake pads to apply the braking force.

[0204] Preferably, the thrust plate is made of steel. According to an alternative embodiment, the thrust plate is made of aluminium or an alloy thereof, or another light alloy.

[0205] According to an embodiment, the actuation device 25 consists of a joint interposed between a threaded shaft 32 and a thrust plate.

[0206] The cylinder is configured to transmit force between the threaded shaft 32 and the thrust plate.

[0207] Additionally, the joint is configured to permit and accommodate rotational and / or translational displacement of the thrust plate relative to the threaded shaft 32.

[0208] Advantageously, when the actuator 25 is actuated to apply a braking force, this joint allows the thrust plate to fully contact the disc brake pads even when the disc brake caliper is deflected by the force applied by the actuator 25.

[0209] Furthermore, the joint avoids the creation of uneven loads on the recirculating ball 30, screw-nut-screw assembly 33 that may result from deformation of the disc brake caliper under braking forces.

[0210] According to an embodiment, the thrust plate forms a front plate wall and a rear plate wall.

[0211] The front wall faces the disc brake pads and the rear wall faces the threaded shaft 32.

[0212] The threaded shaft 32 forms a front shaft wall which faces the rear wall of the thrust plate.

[0213] According to this embodiment, the joint is interposed between the rear plate wall and the front shaft wall.

[0214] According to an embodiment, the joint forms a conical or frusto-conical wall that abuts the thrust plate and an opposing planar wall that abuts the threaded shaft 32 .

[0215] According to an embodiment, the rear plate wall defines a joint housing in which the joint is located.

[0216] According to an embodiment, the joint housing defines a concave surface with respect to the joint.

[0217] According to a preferred embodiment, the joint housing defines a ball portion surface.

[0218] Advantageously, the geometric coupling between the conical or frusto-conical wall of the joint and the ball portion surface of the joint housing reduces radial loads acting on the recirculating ball screw nut screw assembly 33 and allows relative rotation and movement between the screw shaft 32 and the thrust plate and / or between the thrust plate and the joint.

[0219] According to an embodiment, when the actuator 25 is actuated to apply a braking force, the static friction force generated between the front shaft wall and the planar wall of the joint is lower than the static friction force generated between the thrust plate and the disc brake pads or lower than the static friction force generated between the thrust plate and the conical or frusto-conical wall of the joint.

[0220] Advantageously, the low friction between the front shaft wall and the planar wall reduces radial stresses acting on the recirculating ball 30 screw-nut-screw assembly 33.

[0221] In fact, such low friction allows the joint to act as a decoupler between the threaded shaft 32 and the thrust plate in the event of radial load peaks due to contact between the thrust plate and the disc brake pads.

[0222] With this arrangement, when braking force is applied, the disc brake pads are not supported by the threaded shaft 32 but are always supported by the disc brake caliper. Therefore, the tangential force acting on the pads from the brake disc is discharged to the disc brake caliper, thereby reducing the radial load acting on the wall of the front shaft.

[0223] According to an embodiment, the actuation device 25 consists of a radial bearing.

[0224] The radial bearing is configured to sustain radial stress acting on the actuator 25 generated by torque transmission from the gear motor to the actuator 25 .

[0225] According to a preferred embodiment, the radial bearing is externally connected to the nut screw 33 .

[0226] More preferably, the radial bearing is positioned adjacent to thrust bearing 31 on the side facing the thrust plate.

[0227] Advantageously, such an arrangement reduces the axial dimension of the actuator device 25 .

[0228] Preferably, the radial bearings are "roller" type bearings. Alternatively, the radial bearings are ball bearings.

[0229] According to an embodiment, the threaded shaft 32 is at least partially hollow in the axial direction and forms an inner wall that defines a through cavity or alternatively defines an open blind cavity at the front shaft wall.

[0230] According to an embodiment, the through cavity extends between a front opening defined in the front shaft wall and a rear opening defined in the rear shaft wall.

[0231] According to an embodiment, the inner wall of the threaded shaft 32 forms a backstep.

[0232] According to an embodiment, the back step defines a front cavity portion extending between the back step and the front opening and a rear cavity portion extending between the back step and the rear opening.

[0233] The front cavity portion has a radial cross section that is smaller than the radial cross section of the rear cavity portion.

[0234] According to an embodiment, the actuator 25 comprises a retaining screw configured to axially couple the threaded shaft 32 to the thrust plate such that by means of the retaining screw, retraction of the threaded shaft 32 corresponds to retraction of the thrust plate. The retaining screw thus ensures separation of the thrust plate from the disc brake pads and reduces the residual braking torque acting on the brake disc when the actuator 25 is not operated.

[0235] Additionally, the retention screw defines a screw head and a screw shank.

[0236] According to an embodiment, the screw head is connected to the screw shaft 32, is located in the through cavity and has an axial clearance with respect to the backup shoulder, and the screw shank extends through the front cavity part and is connected to the thrust plate. Advantageously, the axial clearance between the screw head and the support shoulder is such that the degree of freedom provided by the joint is maintained. The retaining screw is configured such that retraction of the screw shaft 32 results in retraction of the thrust plate.

[0237] According to an embodiment, the retention screw has axial and radial clearance with respect to the inner wall of the threaded shaft 32 .

[0238] Advantageously, such clearance is configured to allow rotational and / or translational displacement of the retaining screw, and thus the thrust plate screwed thereto, relative to the threaded shaft 32.

[0239] This effect is particularly advantageous if the thrust plate adheres completely to the disc brake pads during deformation of the disc brake caliper under the action of braking forces.

[0240] According to an alternative embodiment, the actuator 25 comprises a snap-on connection configured to axially connect the threaded shaft 32 to the thrust plate.

[0241] The snap-on connection comprises a threaded shank and a snap-on head.

[0242] The threaded shank is connected to the thrust plate and the snap-connect head is snap-connected to the threaded shaft 32 .

[0243] According to an embodiment, the snap retention connection is configured to be insertable into the blind cavity by a snap connection and resists a pull-out force from the blind cavity.

[0244] According to an embodiment, the snap connection head is disposed in the blind cavity. The threaded shank extends through the blind cavity, exits the front shaft wall and is connected to the thrust plate.

[0245] The snap-on retention connection is configured such that retraction of the threaded shaft 32 leads to retraction of the thrust plate. Thus, with the snap-on retention connection, contraction of the threaded shaft 32 corresponds to contraction of the thrust plate. In this manner, the snap-on retention connection ensures that the thrust plate is spaced from the disc brake pads, reducing the residual braking torque acting on the brake disc when the operating device 25 is not operated.

[0246] According to a preferred embodiment, the snap connection head comprises a number of petals extending at least partially radially relative to the shank.

[0247] The petals are configured to resiliently bias as they approach the axis of the screw shank, so that the snap-connection head and the petals can be inserted into the blind cavity. Specifically, they can be inserted past the backstep.

[0248] Upon successful insertion into the blind cavity, the petals are configured to expand away from the axis of the threaded shank and form a snap connection with the threaded shaft 32. Specifically, the petals release their elastic potential and re-expand at least partially radially relative to the threaded shank as they pass the backstep.

[0249] Advantageously, such a configuration of the snap-on retention connection accommodates any rotational and / or translational displacement of the snap-on retention connection relative to the threaded shaft 32 and thus the displacement of the thrust plate screwed thereto.

[0250] According to another alternative embodiment, the actuator 25 comprises a retaining pin configured to axially connect the threaded shaft 32 to the thrust plate.

[0251] The retaining pin includes a threaded shank and a pin head.

[0252] According to an embodiment, the pin head is coated with a polymeric material. Preferably, the pin head is coated with a rubber overmolding.

[0253] According to an embodiment, the pin head defines at least one vent hole extending therethrough in a direction parallel to the pin shank.

[0254] Preferably, the pin head defines a plurality of vent holes.

[0255] Advantageously, the vent holes allow the pin head coated with the polymer material to act as a suction cup, so that the pin head configured in this way allows the retaining pin to be connected to the threaded shaft 32 by a "suction cup" effect, i.e. by vacuum adhesion.

[0256] Advantageously, such a retaining pin configuration allows any rotational and / or translational displacement of the retaining pin, and thus the thrust plate screwed thereto, relative to the threaded shaft 32.

[0257] According to an embodiment, the pin head is disposed inside the blind cavity. The threaded shank extends through the blind cavity, exits the front shaft wall, and is connected to the thrust plate. According to this configuration, the pin head adheres to the inner wall defining the blind cavity by a suction cup effect.

[0258] The retaining pin is configured such that retraction of the threaded shaft 32 leads to retraction of the thrust plate. Thus, by means of the retaining pin, retraction of the threaded shaft 32 corresponds to retraction of the thrust plate. The retaining pin connection therefore ensures separation of the thrust plate and the disc brake pads to reduce residual braking torque acting on the brake disc when the operating device 25 is not operated.

[0259] According to an embodiment, the rear plate wall forms a nut thread 33 that extends axially in the direction of the threaded shaft 32 .

[0260] According to this embodiment, the threaded shank is screwed into the nut threads 33 of the thrust plate.

[0261] In particular, the threaded shank of a retaining screw, or the threaded shank of a snap retaining connection, or the threaded shank of a retaining pin is screwed into the nut threads 33 of the thrust plate.

[0262] According to a preferred embodiment, the nut threads 33 extend through a front opening in the threaded shaft 32 into the front hollow portion.

[0263] According to an embodiment, the joint defines a through hole extending between the conical or frusto-conical wall and the planar wall, with the nut threads 33 of the thrust plate extending through such through hole.

[0264] According to an embodiment, the actuator 25 consists of a plug located inside the inner wall of the threaded shaft 32 .

[0265] The plug is configured to seal a through cavity defined by the inner wall.

[0266] Advantageously, the plug prevents the ingress of dust, moisture, liquids, or external contaminants that may degrade components of the actuator 25 located at the rear shaft wall. Ingress can occur through the clearance between the retaining screw and the inner wall of the threaded shaft 32, or between the snap retaining connection and the inner wall, or between the retaining pin and the inner wall.

[0267] According to a preferred embodiment, the plug is disposed within a rear hollow portion of the throughbore.

[0268] According to an embodiment, a predetermined plug is disposed on the rear side of the threaded shaft 32 , in the rear wall of the threaded shaft 32 , inside the bushing, and configured to seal the rear wall of the threaded shaft 32 .

[0269] Advantageously, the plug prevents the ingress of dust, moisture, liquids, or external contaminants that may degrade components of the actuator 25 located in the rear shaft wall by passing through the clearance between the retaining screw and the inner wall of the threaded shaft 32, between the snap retaining connection and the inner wall, or between the retaining pin and the inner wall.

[0270] According to an embodiment, the actuator 25 consists of a dynamic seal arranged on the outside of the nut screw 33 on the thrust plate.

[0271] The dynamic seal is configured to achieve a fluid seal between the nut screw 33 and the thrust plate.

[0272] According to another preferred embodiment, the dynamic seal is a "lip" type seal.

[0273] According to an embodiment, the actuator 25 includes a static seal connected to the thrust plate and extending radially outward from the thrust plate.

[0274] The static seal is configured to provide a fluid seal between the actuator 25 and the disc brake pads.

[0275] Advantageously, the static seal protects the mechanical components of the actuator 25 from contact with dust, moisture, or other contaminants.

[0276] According to an embodiment, the nut screw 33 defines a circumferential housing, which is interposed between the external gear and the thrust plate.

[0277] A static seal is disposed within the circumferential housing.

[0278] According to an embodiment, the thrust plate defines a circumferential groove extending radially inward from the thrust plate.

[0279] According to this embodiment, the static seal is disposed within the circumferential housing, and one end of the static seal is inserted into the circumferential groove.

[0280] According to another preferred embodiment, the static seal is a "bellows" type seal.

[0281] According to an embodiment, the actuating part 25 consists of a locking ring.

[0282] The lock ring is disposed on the outside of the nut thread 33. The lock ring is interposed between the static seal and the outer teeth of the nut thread 33 and makes contact therewith.

[0283] The lock ring is configured to hold the actuator 25 in place within the disc brake caliper.

[0284] According to an embodiment, one end of the locking ring is arranged in abutment against the external teeth. Advantageously, such an end abutting against the external teeth prevents disassembly of the actuator 25 due to vibrations that may occur during operation of the actuator 25.

[0285] According to a preferred embodiment, the locking ring has an "S" or "Z" shaped cross section along an axial cross section parallel to the drive shaft, and according to this embodiment, one end of the locking ring abuts the stationary seal and an opposite end of the locking ring abuts the external teeth.

[0286] According to an embodiment, the actuator 25 is provided with anti-rotation means.

[0287] The anti-rotation means is configured to allow axial translation of the threaded shaft 32 but prevent rotation of the threaded shaft 32 about the axial direction.

[0288] The anti-rotation means is therefore configured to prevent rotation of the screw shaft 32 due to rotation of the nut screw 33 .

[0289] According to an embodiment, the anti-rotation means comprises a anti-rotation pin which engages with the threaded shaft 32 .

[0290] According to an embodiment, the anti-rotation means further comprises a bushing, which is connected to the disc brake caliper by an interference fit.

[0291] The bushing is connected to the threaded shaft 32. Specifically, the bushing is connected to the threaded shaft 32 at the rear wall of the threaded shaft 32.

[0292] The bushing extends radially and defines an axially extending bushing slot.

[0293] According to this embodiment, the locking pin engages the threaded shaft 32 and passes through the bushing slot.

[0294] According to an embodiment, the bushing is made of aluminum.

[0295] According to an embodiment, the thrust bearing 31 and / or the force sensor 29 are connected to a bushing.

[0296] Preferably, the bushing is disposed externally about the threaded shaft 32 at the rear end thereof.

[0297] According to an embodiment, the recirculating ball screw nut screw assembly 33, the retaining screw and the anti-rotation pin are made from steel.

[0298] Further, according to one aspect of the invention, a disc brake comprises a caliper including two side walls spaced apart from one another to define a disc space for accommodating a portion of the brake disc, means for fixing the caliper to a vehicle, a connecting structure extending across the disc space and connecting the side walls to one another, at least one pad housing formed in each of said side walls and adapted to accommodate at least one pad, and thrust means constrained to one or both of said side walls and adapted to bias and clamp the pad against the brake disc, wherein said thrust means comprises the aforementioned actuator 25.

[0299] Furthermore, the disc brake comprises a gear motor and a transmission system 26 configured to transmit the mechanical power generated by the gear motor to a nut screw 33 of the actuator 25 .

[0300] According to an embodiment, the transmission system 26 comprises a gear that meshes with the external teeth of the nut thread 33 .

[0301] Of course, those skilled in the art can make variations and modifications to the present invention without departing from the scope of the claims that follow. [Explanation of symbols]

[0302] List of reference numbers 1. Brake caliper 2. Disc brakes 3. Side wall 4. Caliper body 5. Pads 6. Transmission housing 7. Control housing 8. Electric motors 9. Motor housing 10. Control Section 11. Drive shaft 12. Working shaft 13. Electronic Board 14. Motor housing wall 15. Electrical Connectors 16. Main Electrical Connector 17. Metal cover 18. Electromechanical parking brake 19. Rear end of drive shaft 20. Electromechanical Actuators 21. Gears 22. Selector Elements 23. Conductive Tracks 24. Position Sensors 25. Actuating Device 26. Transmission System 27. First Housing Section 28. Second housing section 29. Force Sensor 30. Recirculating ball screw nut screw assembly 31. Thrust bearings 32. Screw shaft 33. Nut screw 34. Auxiliary electronic board 35. Auxiliary Control Section

Claims

1. A brake caliper (1) for a disc brake (2), comprising: A caliper body (4), two spaced-apart side walls (3) defining a disc space for accommodating a portion of a brake disc; a connecting structure extending across the disc space and connecting the side walls (3) to each other; a caliper body (4) having at least one pad housing formed on each of said side walls (3) and adapted to receive at least one pad (5); a transmission housing (6) having a front wall and a rear wall and extending between the front wall and the rear wall, the transmission housing (6) being connected to the caliper body (4) such that the front wall faces the disc space; thrust means adapted to bias the pads (5) against the brake disc along an actuation axis (12) transverse to the side wall (3), the thrust means being at least partially contained within the transmission housing (6); a control housing (7) connected to the transmission housing (6) at the rear wall of the transmission housing (6), The control housing (7) an electric motor (8) having a drive shaft (11) and configured to generate mechanical power and transmit said mechanical power via said drive shaft (11) to said thrust means, said electric motor (8) being at least partially housed within a motor housing (9) formed by said control housing (7); a brake control unit configured to control the electric motor (8), the brake control unit being accommodated within a control compartment (10) defined by the control housing (7); The electric motor (8) is electrically connected to the brake control unit; The drive shaft (11) extends in a direction parallel to the actuation shaft (12) and protrudes from a front side of the electric motor (8) facing the caliper body (4); The brake control unit includes at least one electronic board (13), A brake caliper (1), wherein the at least one electronic board (13) extends transversely to the actuation axis (12).

2. The electric motor (8) is completely housed within the motor housing (9). and / or The electric motor (8) is welded to the control housing (7) within the motor housing (9). and / or 2. A brake caliper (1) according to claim 1, wherein the motor housing (9) has a substantially cylindrical shape defined by a motor housing wall (14) having a cylindrical shape coaxial with the drive shaft (11), the motor housing wall (14) of the control housing (7) extends into the transmission housing (6) through the rear wall of the transmission housing (6), and optionally the electric motor (8) includes a rotor and a stator, the stator and the motor housing wall (14) being formed integrally, preferably by molding.

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

4. the control housing (7) is configured to be accessible from the outside of the brake caliper (1) and to include a main electrical connector (16) configured to receive power and signals from an electronic control unit installed in a vehicle and to transmit power and signals to the brake control unit; Optionally, the main electrical connector (16) is arranged on the rear side of the control housing (7), facing away from the transmission housing (6). and / or the main electrical connector (16) faces at least one side of the at least one electronic board (13) opposite a side of the at least one electronic board (13) electrically connected to the electric motor (8); or 2. A brake caliper (1) according to claim 1, wherein the main electrical connector (16) faces an edge of the at least one electronic board (13) in a position substantially flush with a surface defined by the at least one electronic board (13).

5. the transfer housing (6) is made of a material having a thermal conductivity higher than that of the material of which the control housing (7) is made, 2. Brake caliper (1) according to claim 1, wherein optionally, said control housing (7) is made of a polymer material and said transmission housing (6) is made of a metallic material.

6. The control compartment (10) of the control housing (7) is open at the rear side of the control housing (7), The brake caliper (1) comprises a metal cover (17) connected to the control housing (7) so as to close the rear side of the control housing (7); The metal cover (17) is configured to dissipate heat generated from the control housing (7) to the outside of the brake caliper (1); 2. Brake caliper (1) according to claim 1, wherein the metal cover (17) is made of a material having a thermal conductivity higher than that of the material of the control housing (7).

7. The control housing (7) is formed to prevent contact between the metal cover (17) and the transmission housing (6), And / or the metal cover (17) is connected to the control housing (7) so as to be in direct contact with the brake control unit, or the metal cover (17) is in indirect contact with the brake control unit, and a means with high thermal conductivity is interposed between the metal cover (17) and the brake control unit.

8. The drive shaft (11) has a rear end (19) protruding from a rear side of the electric motor (8) facing the transmission housing (6), the brake caliper (1) includes a position sensor (24) configured to detect the angular positioning of the electric motor (8); the position sensor (24) is disposed in the control housing (7) and is electrically connected to the brake control unit; The position sensor (24) is preferably located within the control section (10); The position sensor (24) is arranged at the rear end of the drive shaft (19) and is interposed between the electric motor (8) and the at least one electronic board (13). Alternatively, the position sensor (24) is mounted on at least one circuit board (13). Alternatively, the control housing (7) comprises a motor control board integrated with the electric motor (8), the motor control board being interconnected with the brake control unit and configured to control the electric motor (8), and the position sensor (24) being mounted on the motor control board.

9. The drive shaft (11) has a drive shaft rear end (19), The rear end (19) of the drive shaft projects from the rear side of the electric motor (8) facing away from the transmission housing (6), The brake caliper (1) includes an electromechanical parking brake (18), The electromechanical parking brake (18) is housed in the control compartment (10) of the control housing (7), 2. The brake caliper (1) according to claim 1, wherein the electromechanical parking brake (18) is electrically connected to the brake control unit of the control housing (7).

10. The rear end of the drive shaft (19) extends through a through-hole provided in the at least one electronic board (13), The electromechanical parking brake (18) includes a gear (21) integrally fixed to the rear end of the drive shaft (19), said gear (21) having at least one tooth, preferably 1 to 8 teeth; The electromechanical parking brake (18) comprises an electromechanical actuator (20) configured to move in the direction of the teeth of the gear (21) transverse to the axis of rotation of the gear (21); 10. The brake caliper (1) of claim 9, wherein the electromechanical actuator (20) is configured to wedge itself between the teeth of the gear (21) to prevent rotation of the gear (21) and stop rotation of the drive shaft (11) under the control of the brake control unit.

11. the electromechanical actuator (20) comprises a coupling element configured to be resiliently biased against the gear (21) to engage between the teeth of the gear (21) and prevent rotation of the gear (21); the teeth of the gear (21) and the coupling element are configured such that the coupling element allows rotation of the gear (21) in one direction but prohibits rotation in the opposite direction; the electromechanical actuator (20) includes a selector element (22) slidable between a first position that biases the coupling element to an engaged position between the teeth of the gear (21) and a second position that biases the coupling element to an unengaged position spaced from the teeth of the gear (21); Optionally, the electromechanical actuator (20) includes a cam member configured to allow the selector element (22) to slide to the first position and to activate a mechanical lock that prevents the selector element (22) from returning to the second position to maintain operation of the electromechanical parking brake. and / or The gear (21) comprises a plurality of teeth distributed along the circumference of the gear (21) and equidistant with a predetermined pitch, and / or the teeth of the gear (21) are substantially equal to one another; and / or 11. The brake caliper (1) according to claim 10, wherein the electromechanical parking brake (18) is electrically connected to the brake control unit via a conductive track (23) overmolded on the control housing (7), the conductive track (23) being electrically connected to the electromechanical actuator (20) of the electromechanical parking brake (18).

12. An actuator (25) and a transmission system (26), the transmission system (26) is configured to transmit the torque generated by the electric motor (8) to the actuator (25); the actuation device (25) is configured to convert torque received from the transmission system (26) into a braking force directed against the pad (5) along the actuation axis (12); The transmission housing (6) defines a first housing section (27) and a second housing section (28); The first housing section (27) and the second housing section (28) are parallel to each other and extend in a direction parallel to the actuation axis (12); The electric motor (8) housed in the control housing (7) is arranged in the first housing section (27), the transmission system (26) connected to the electric motor (8) is arranged in the first housing compartment (27); The actuator (25) is disposed in a second housing section (28); the first housing section (27) is in communication with the second housing section (28), and the transmission system (26) is connectable to the actuator (25); 2. The brake caliper (1) of claim 1, wherein optionally, the first housing section (27) has a substantially cylindrical shape coaxial with the drive shaft (11), and the second housing section (28) has a substantially cylindrical shape coaxial with the actuation shaft (12).

13. The transmission housing (6) includes a force sensor (29), the force sensor (29) is connected to the actuator (25) on the rear side of the actuator (25) towards the control housing (7); the force sensor (29) is configured to detect a braking force applied by the actuator (25); Brake caliper (1) according to claim 12, wherein the force sensor (29) is electrically connected to the brake control unit.

14. a front surface of the force sensor (29) facing the actuator (25) and an opposite rear surface of the force sensor (29) facing at least one portion of the at least one electronic board (13); 14. The brake caliper (1) according to claim 13, wherein an electrical connector (15) extends between the force sensor (29) and the at least one electronic board (13) through an interface between the transmission housing (6) and the control housing (7).

15. The brake control unit includes at least one auxiliary electronics board (34); the at least one auxiliary electronic board (34) is accommodated in the control housing (7) transversely to the at least one electronic board (13); the auxiliary electronics board (34) extends at least partially above the transmission housing (6) and is adjacent to the connecting structure of the brake caliper (1); The control housing (7) defines an auxiliary control section (35) extending substantially transversely to the control section (10); the at least one auxiliary electronics board (34) is housed within the auxiliary control compartment (35); Optionally, the at least one auxiliary electronic board (34) is connected to the at least one electronic board (13) at an edge of the at least one electronic board (13), and the brake control unit having the at least one electronic board (13) and the at least one auxiliary electronic board (34) has a substantially "L" shape; 2. The brake caliper (1) of claim 1, wherein optionally, said at least one electronic board (13) is a power board and said at least one auxiliary electronic board (34) is a logic board.

16. A disc brake (2) comprising a brake caliper (1) according to claim 1.

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