Brake system having a torque distribution assembly

Abstract

The brake system (10) includes a brake caliper (12) having a first brake piston (24) and a second brake piston (28) configured to support and move the brake pads (14), a first rotary-linear stage mechanism (32) coupled to the first brake piston, and a second rotary-linear stage mechanism (34) coupled to the second brake piston, a motor (42) configured to generate torque, and a torque converter (44) configured to receive torque from the motor and then transmit the torque from the motor to the first rotary-linear stage mechanism to move the first brake piston and / or to move the second brake piston. and a torque distribution assembly (40) configured to distribute a torque to a second rotary-linear stage mechanism to drive the first rotary-linear stage mechanism, the torque distribution assembly comprising: i) a first drive gear (44) coupled to the first rotary-linear stage mechanism; ii) a second drive gear (46) coupled to the second rotary-linear stage mechanism; iii) a first planetary gear set (72) supported on each of the first axles (74); iv) a second planetary gear set (98) supported on each of the second axles; and v) a first carrier plate (88) having a plurality of support features each configured to support a respective one of the first axles and a respective one of the second axles.

Description

Technical Field

[0001] This application claims the benefit of U.S. Application No. 63 / 154,925, filed Mar. 1, 2021, which is hereby incorporated by reference in its entirety for all purposes.

[0002] The present teachings relate to a braking system, a torque distribution assembly, and a method of applying brakes using the braking system and / or the torque distribution assembly.

Background Art

[0003] Some vehicles utilize a multi-piston braking system to generate a clamping force to decelerate, stop, and / or maintain the vehicle in a stopped or parked position.

[0004] It may be desirable to have an assembly configured to move a plurality of brake pistons to generate and release a clamping force without the need for multiple motors while reducing weight, cost, and package space and improving braking performance.

[0005] For example, it may be desirable to have a braking system and / or an assembly configured to distribute torque supplied by a motor between two or more brake pistons while generating and / or releasing a clamping force. This distribution may be based on, for example, a difference in the load or resistance acting on the brake pistons that can occur when the brake pads wear unevenly due to, for example, tapered wear of the brake pads, efficiency and variations of internal components in the braking system, and / or degradation of the system.

Summary of the Invention

[0006] The following co-owned patent documents are hereby incorporated by reference in their entirety for all purposes: US 9,353,811, issued May 31, 2016; US 9,476,469, issued October 25, 2016; US 9,587,692, issued March 7, 2017; 10,443,666, issued October 15, 2019; and US 2020 / 0309213, published October 1, 2020.

[0007] These teachings provide a braking system including a brake caliper that supports a brake pad, a first brake piston and a second brake piston configured to move the brake pad, a first rotary linear stage mechanism coupled to the first brake piston, a second rotary linear stage mechanism coupled to the second brake piston, a motor configured to generate torque, and a torque distribution assembly configured to receive torque from the motor and then distribute the torque from the motor to the first rotary linear stage mechanism to move the first brake piston and / or to the second rotary linear stage mechanism to move the second brake piston. The torque distribution assembly includes a first support plate having a plurality of support features configured to respectively support a first drive gear coupled to the first rotary linear stage mechanism, a second drive gear coupled to the second rotary linear stage mechanism, a gear assembly including one or more large gears and one or more small gears or generally gears of the same size, a first planetary gear set supported on each respective first axle, a second planetary gear set supported on each respective second axle, and a first carrier plate having a plurality of support features configured to support one of each respective first axle and one of each respective second axle. The first carrier plate has a first side surface and an opposing second side surface, the first planetary gear set is supported on the first side surface of the first carrier plate, and the second planetary gear set is supported on the second side surface of the first carrier plate. The torque distribution assembly includes a ring gear having an inner ring portion, and the first planetary gear set is provided within the inner ring portion. The ring gear may be a separate component or may be part of the housing. The torque distribution assembly may include a first support plate having a plurality of support features configured to support one of each respective first axle. The torque distribution assembly includes a third planetary gear set supported on each respective third axle. The third axle is substantially parallel to the first axle and / or the second axle. One or more of the second planetary gear sets have a height or length greater than the height or length of one or more of the third planetary gears.The torque distribution assembly includes a second carrier plate having a plurality of support features configured to each support one of the respective third axles. The first carrier plate and the second carrier plate are substantially parallel to each other. A central axis extends through the second carrier plate, and the radial distance from the central axis to the second planet gear is greater than the radial distance from the central axis to the third planet gear. The teeth of the third planet gear engage, mesh, or intermesh with the teeth of the centrally located sun gear. The teeth of the second planet gear engage, mesh, or intermesh with the teeth of the third planet gear. In some configurations, the planet gears and / or sun gears may be repositioned or oriented to mesh with other planet gears and / or sun gears not explicitly disclosed herein. In other words, nomenclature such as “first,” “second,” and “third” is used herein, but this nomenclature is used to distinguish different gears. In this regard, the naming or identification of different gears or gear sets using “first,” “second,” “third,” etc. can be changed or repositioned. The teeth of the second planet gear also intermesh with the teeth of the second centrally located sun gear. Each of the two sun gears is attached to an individual output gear, and one output gear engages, meshes, or intermeshes with the teeth having the first drive gear, and the second output gear engages, meshes, or intermeshes with the teeth having the second drive gear. The ring gear includes one or more attachment features for fixing the ring gear to the housing or other non-movable member. The brake pad is an inner brake pad, and each of the first and second brake pistons is configured to move an end of the inner brake pad. The brake pad may be an outer brake pad, and each of the first and second brake pistons is configured to move an end of the outer brake pad. The brake pad may be an inner brake pad and an outer brake pad, and each of the first and second brake pistons is configured to move the end of the inner and / or outer brake pad. The brake pad may be a single pad. The brake pad may include two or more individual pad portions that are individually moved by corresponding brake pistons or a rotary linear stage mechanism.The braking system comprises a brake for preventing movement or backdriving of the motor in order to maintain the clamping force after the motor has been switched off or after torque generation has ceased. The motor and torque distribution assembly are housed within a housing which is connected to the brake caliper via one or more fasteners.

Brief Description of the Drawings

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Mode for Carrying Out the Invention

[0009] These teachings provide a braking system. The braking system may be a system or assembly for generating a clamping force. The braking system may be any system or assembly for releasing a clamping force. The braking system may be configured, constructed, or adapted to function to generate a clamping force for decelerating, stopping, and / or maintaining a vehicle in a stopped position. The clamping force may be used during operation of a service brake for decelerating, stopping, and / or maintaining a vehicle in a stopped position. The clamping force may be used during operation of a parking brake for stopping or maintaining a vehicle in a parked position. The clamping force may be used during operation of both the service brake and the parking brake. The braking system may have hydraulic components, and hydraulic fluid may be used to move a brake piston and brake pads against a brake surface (i.e., a brake rotor) to generate a clamping force during operation of the service brake and / or the parking brake. The hydraulic components may be applied together with or separately from the torque distribution assembly disclosed herein.

[0010] The braking system may be an opposed braking system (i.e., a fixed caliper braking system) or a floating braking system (i.e., a floating caliper). The braking system may be a disc braking system. The braking system may be a drum braking system. The braking system may be a service braking system. The braking system may be a parking braking system.

[0011] The clamping force, when combined with the coefficient of friction of the brake pad or brake shoe, can be a force that functions to decelerate, slow down, stop, and / or prevent the movement or rotation of the brake rotor, brake drum, and / or the vehicle. The clamping force can occur during the operation of a standard brake (i.e., the brake application force). The clamping force can occur during the operation of a parking brake (i.e., the parking brake force).

[0012] The brake system may include one or more brake pads and a brake caliper that supports two or more brake pistons. During the operation of the brake, the two or more brake pistons can be moved in the direction of and away from the one or more brake pads by pressurizing the brake fluid. Additionally or alternatively, during the operation of the brake, the two or more brake pistons and the one or more brake pads can be moved by an electromechanical element to generate a clamping force. The electromechanical element may include a rotary linear mechanism, a spindle, a nut, a motor, one or more gears, a torque distribution assembly, or a combination thereof.

[0013] The brake rotor may cooperate with the components of the brake system to generate a clamping force. The brake rotor may include an inboard side and an opposing outboard side. The brake caliper may be arranged such that one or more brake pads are located on the inboard side of the brake rotor (i.e., the inboard brake pads), one or more brake pads are located on the outboard side of the brake rotor (i.e., the outboard brake pads), or both.

[0014] The brake caliper may have two or more piston bores. Each piston bore may define a hollow region within the brake caliper configured to receive and support a corresponding brake piston. The piston bores may be located entirely on one side of the brake rotor (i.e., the inboard side or the outboard side) or on both sides of the brake rotor.

[0015] The braking system may have two or more brake pistons. The two or more brake pistons may function to move the brake pad or the corresponding end of the brake pad toward the brake rotor to generate a clamping force. The two or more brake pistons may be located on one side of the brake rotor (i.e., the inboard side or the outboard side), or one or more brake pistons may be located on both sides of the brake rotor.

[0016] During braking, to decelerate, stop, or maintain the vehicle in a stopped or parked position, the brake piston may be moved by a pressurized fluid such as brake fluid. To release the clamping force or the action of the brake, the brake piston may be moved by reducing the pressure of the fluid. During braking, to decelerate, stop, or maintain the vehicle in a stopped or parked position, the brake piston may be moved by one or more electromechanical elements (e.g., by one or more rotary linear mechanisms, spindles, nuts, motors, etc.).

[0017] The brake piston pocket may function to receive at least a portion of the corresponding rotary linear stage mechanism. The brake piston pocket may be a cup or recess formed at an end of the brake piston. The brake piston pocket may include a bottom wall at an end or bottom of the brake piston pocket and an opposing open end. A gap may extend between the nut of the rotary linear stage mechanism and the corresponding bottom wall. During braking, the gap may be closed by moving the rotary linear stage mechanism toward the bottom wall. When the gap is closed, further movement of the nut or the rotary linear stage mechanism presses the nut or the rotary linear stage mechanism against the bottom wall, moving the brake piston and the brake pad relative to the brake rotor and generating a clamping force.

[0018] One or more brake pads may be used to generate a clamping force. The clamping force provides energy transfer by converting the kinetic energy of the vehicle into thermal energy by frictionally engaging the one or more brake pads against one or more sides of a brake rotor. The one or more brake pads may include one or more features (i.e., ears, protrusions, etc.) that may be engaged or engaged by a brake caliper, a support bracket, or both to maintain the position of the brake pads within the brake system and their position relative to the brake rotor.

[0019] By moving the nut away from the bottom pocket wall, the brake piston can move in the reverse release direction, so that the brake pad can move away from the brake rotor and release the clamping force.

[0020] The motor may be one or more motors. The motor may be any motor for generating force or torque. For example, the motor may be a DC motor, a brushless motor, a series-wound motor, a shunt-wound motor, a compound-wound motor, a separately-wound motor, a servo motor, a stepper motor, or a permanent magnet motor. The motor may include one or more electrical leads, terminals, connections, or plugs for connecting the motor to a power source, a computer, a processor. Power supply to the motor causes the output shaft of the motor to rotate about an axis. The rotation of the output shaft may be adapted to an actuation direction (for generating a clamping force) and a release direction (for releasing the clamping force).

[0021] The braking system may include one or more rotary linear mechanisms, which may also be referred to as rotary linear stage mechanisms. The one or more rotary linear mechanisms may function to convert the torque output from a motor or torque distribution assembly into a linear force or axial force for moving one or more brake pistons. The one or more rotary linear mechanisms may be high-efficiency devices such as ball screws, roller screws, or ball ramps. The one or more rotary linear mechanisms may be low-efficiency devices such as lead screws, which have a higher coefficient of friction between the spindle and the nut compared to high-efficiency devices. The one or more rotary linear mechanisms may generally include a spindle and a nut.

[0022] The spindle may be rotated by a motor or a corresponding drive gear. The spindle may be rotated in the actuating direction and the releasing direction to actuate and release the brakes of the braking system, respectively. Due to the rotation of the spindle, the nut threaded with the spindle moves axially along the axis in the actuating direction or the releasing direction, moving the brake pads towards or away from the brake rotor. The spindle may be directly driven by a drive gear (a direct connection or attachment between two elements). The spindle may also be indirectly driven by a drive gear (an indirect connection or attachment between two elements, which means that one or more gears, shafts, belts, chains, or other intermediate connecting members are provided between the spindle and the drive gear).

[0023] The nut may be moved axially along an axis configured such that the spindle rotates around it. For example, the nut and the spindle may be threaded such that when the spindle is rotated by a motor or a drive gear, the nut moves towards or away from the wall of the piston pocket. After the nut contacts the piston pocket wall, further movement of the nut causes movement of the brake piston, and the brake pads or corresponding ends of the brake pads may be moved towards the brake rotor. The nut may be restricted or prevented from rotating about an axis configured to move axially.

[0024] The torque distribution assembly can function to distribute the output torque from one or more motors or gear trains to two or more brake pistons or rotary linear mechanisms during braking to generate a clamping force, during parking braking, or between both. The torque distribution assembly can function to distribute the output torque from one or more motors or gear trains to two or more brake pistons or rotary linear mechanisms during brake release to release the clamping force, during parking brake release, or between both. The torque distribution assembly can function to distribute, increase, decrease, or multiply the output torque from one or more motors or gear trains to two or more brake pistons or rotary linear mechanisms during braking to generate a clamping force, during parking braking, or between both. Thus, the torque distribution assembly can also be referred to as a torque multiplication and distribution assembly, a torque increase and distribution assembly, a torque decrease and distribution assembly, etc.

[0025] During generating and / or releasing the clamping force, the torque distribution assembly according to these teachings is configured to distribute or redistribute torque between two or more brake pistons based on the difference in load or resistance acting on the two or more brake pistons.

[0026] The torque distribution assembly is configured to distribute the torque from the motor generally equally to both the first brake piston and the second brake piston such that both brake pistons move in harmony until the resistance associated with one of the two brake pistons becomes higher than the other brake piston. Thereafter, the torque distribution assembly can be configured to distribute the power from the motor to the brake piston with lower resistance such that the piston assembly with higher resistance decelerates or stops moving.

[0027] For example, when one end of a brake pad contacts a brake rotor, the brake piston associated with that end of the brake pad may experience an increase in the load or resistance or reaction force acting on it. Accordingly, the torque distribution assembly according to these teachings reduces the torque supply to that brake piston and then distributes the torque supply from the motor to the other brake piston such that the other corresponding end of the brake pad moves toward the brake rotor and contacts the brake rotor. Thus, according to these teachings, a single motor can be used to move multiple brake pistons to generate a clamping force.

[0028] For example, non-uniform or different loads or forces acting on a brake piston may result from non-uniform wear of the friction material of the brake pad, which means that one end of the brake pad may contact the brake rotor before the other end contacts the brake rotor and may generate a clamping force. The brake piston associated with the end of the brake pad that first contacts and generates the clamping force is subjected to a greater ineffective load or resistance on that brake piston.

[0029] For example, non-uniform or different loads or forces acting on a brake piston may result from system degradation where one brake piston moves faster than another brake piston, which means that one end of the brake pad may contact the brake rotor before the other end contacts the brake rotor and may generate a clamping force. The brake piston associated with the end of the brake pad that first contacts and generates the clamping force is subjected to a greater ineffective load or resistance on that brake piston.

[0030] For example, non-uniform or different loads or forces acting on the brake pistons can result from differences in tolerances in the rotary linear mechanism, differences in tolerances in the brake pistons and the caliper bores in which the brake pistons are located. These differences can cause one brake piston to move faster or farther than another brake piston, which means that one end of the brake pad can contact the brake rotor before the other end contacts the brake rotor and generate a clamping force. The brake piston associated with the end of the brake pad that first contacts and generates the clamping force is subjected to a greater ineffective load or resistance on that brake piston.

[0031] For example, non-uniform or different loads or forces acting on the brake pistons can result from a non-uniform or distorted brake rotor surface.

[0032] The torque distribution assembly may include one or more drive gears. The one or more drive gears may function to transmit torque from the motor or torque distribution assembly to the corresponding spindle. The drive gear may frictionally engage the corresponding spindle. The drive gear may engage the corresponding spindle via protrusions and corresponding depressions defined in the spindle and the drive gear.

[0033] Any gear disclosed herein may be replaced by two or more gears. Any two or more gears disclosed herein may be replaced by a single gear. One or more intermediate gears may be provided between any two or more gears disclosed herein as being directly meshed with each other. Any intermediate portion disclosed herein between two or more other gears may be deleted.

[0034] Any gear disclosed herein may be a spur gear, a helical gear, a bevel gear, a worm gear. In other words, for example, where a spur gear is referred to in the present disclosure, the spur gear may be replaced by any gear such as a helical gear.

[0035] The gears disclosed in this specification are described as having teeth that mesh or engage with other gears to transmit torque between the gears. However, it is understood that other means may be used to transmit torque, such as using, for example, one or more belts, chains, intermediate gears, shafts, racks and pinions, axles, etc. Also, in certain applications, one or more teeth of a gear may be removed, and the gears may engage with each other via a press or friction fit to transmit torque. Additionally, any gear disclosed in this specification may be replaced with a shaft, belt, chain, or other torque transmission means. Also, any of the gears disclosed in this specification and their orientations may be rearranged and remain within the scope of this disclosure.

[0036] The gears disclosed in this specification may be made of any material, such as metal, plastic, 3D printing, etc.

[0037] Any of the gears, elements, or assemblies disclosed in this specification may be repositioned such that the elements disclosed as extending along spindle A or rotating about spindle A extend along another axis that is parallel to spindle A or not parallel or coaxial with spindle A (e.g., perpendicular or having another angle), or rotate about another axis. The spindle may be referred to as a central axis or a center axis.

[0038] One or more bearings and / or bushings may be provided on any interface described as having one or more gears rotating about a shaft or axis.

[0039] The braking systems and / or clamping forces disclosed herein can be utilized in any vehicle (i.e., passenger car or freight vehicle, truck, work vehicle, or off-road vehicle). The braking systems and / or clamping forces disclosed herein can be utilized in the operation of a service brake (i.e., for decelerating, stopping, or preventing movement of a road wheel or vehicle). The braking systems and / or clamping forces disclosed herein can be utilized in the operation of a parking brake (i.e., for preventing movement of a road wheel or vehicle). The braking systems and / or clamping forces disclosed herein can be utilized in the operation of a parking brake while a hydraulic or other braking system is utilized in the operation of a service brake.

[0040] Various embodiments are disclosed herein. It is within the scope of the present disclosure that elements of an embodiment can be combined, replicated, or separated in additional embodiments. Also, any element disclosed herein can be deleted from, replicated, and / or combined with any of the assemblies disclosed herein.

[0041] In FIG. 1, a braking system 10 is shown. The braking system 10 includes a brake caliper 12. A torque distribution assembly 40 and a motor 42 are used to move one or more of the brake pistons supported by the brake caliper 12 to generate and release a clamping force, as detailed below. Again, it should be noted that any of the singular elements disclosed herein can be duplicated or increased in any quantity. For example, a reference to a "motor" does not necessarily mean that only a single motor is contemplated. Instead, a "motor" can mean one or more motors, two or more motors, three or more motors, etc., without departing from the scope of the present disclosure. The same applies to any other disclosure herein, including but not limited to brake pistons, rotary linear stage mechanisms, spindles, nuts, calipers, torque distribution assemblies, etc. Similarly, any reference to duplicate or plural components can be dispersed or separated into only a single component.

[0042] FIG. 2 shows the brake system 10. The brake caliper 12 is configured to support an inboard brake pad 13 and an outboard brake pad 16. Each brake pad 14, 16 includes a friction material 18 and a pressure plate 20. The brake pads 14, 16 are disposed on opposite side surfaces of the brake caliper 12 such that the friction material 20 of each brake pad 14, 16 faces the side surface of a brake rotor that may be between the brake pads 14, 16.

[0043] The first brake piston 24 is located at or near a first end or front end 26 of the inboard brake pad 14. The second brake piston 28 is located at or near a second end or rear end 30 of the inboard brake pad 14. The present disclosure focuses on the two brake pistons 24, 28 disposed on the inboard side of the brake caliper 12, but it is understood that the brake system 10 may include any number of brake pistons disposed on the inboard and / or outboard sides of the brake caliper 12, including but not limited to one or more brake pistons, two or more brake pistons, three or more brake pistons, four or more brake pistons, eight or more brake pistons, and the like.

[0044] Also, the torque distribution assembly 40 is described as being configured to move the first and second brake pistons 24, 28 on the inboard side of the brake caliper 12, but it is understood that the torque distribution assembly 40 may move any number of brake pistons located on the inboard and / or outboard sides of the brake caliper 12. In other words, the torque distribution assembly 40 may be configured to move the brake pistons on only one side of the brake caliper 12 or on both sides of the brake caliper 12.

[0045] Moreover, the braking system 10 may be considered to have one or more torque distribution assemblies 40 on the inboard side of the caliper 12, the outboard side of the caliper 12, or both the inboard and outboard sides of the brake caliper 12.

[0046] The braking system 10 includes a first rotary linear stage mechanism 32 and a second rotary linear stage mechanism 34. In certain portions of this specification, one or both of these elements may also be referred to as rotary linear mechanisms. Each rotary linear stage mechanism 32, 34 includes spindles 36a, b and nuts 38a, b. In some configurations, the nuts 38a, 38b may be incorporated into the brake pistons 24, 28 or may be the brake pistons 24, 28. That is, the brake pistons 24, 28 may be directly engaged by the corresponding spindles 36a, 36b without the need for additional intermediate nuts 38a, 38b. Naturally, in such a configuration, the brake pistons 24, 28 may also be referred to as nuts 38a, 38b. Thus, each rotary linear stage mechanism 24, 28 may be referred to as nuts 38a, 38b. Each rotary linear stage mechanism 32, 34 is configured to convert a rotational force or torque acting on the spindle through a screw engagement between the spindle and the nut into a linear pressing force. That is, the spindle is rotated about the spindle axis, whereby the nut moves axially along the length of the spindle or the spindle axis. The nut is sufficiently engaged with the brake caliper 12 to prevent the nut from rotating about the axis during axial / linear movement. By the movement or actuation of the rotary linear stage mechanisms 32, 34, the corresponding brake pistons 24, 28 move towards or away from the inboard brake pad 14, whereby the corresponding end(s) 26, 30 of the brake pad 14 move towards or away from the brake rotor, generating or releasing a clamping force.

[0047] The torque distribution assembly 40 is operably coupled to the braking system 10. The motor 42 is operably coupled to the torque distribution assembly 40 and / or the braking system 10.

[0048] The torque distribution assembly 40 includes a first drive gear 44 and a second drive gear 46. The first drive gear 44 may communicate directly or indirectly with the first spindle 36a, as detailed below with reference to FIG. 3. The second drive gear 46 may communicate directly or indirectly with the second spindle 36b, as detailed below with reference to FIG. 3. Rotation of the first drive gear 44 causes the first spindle 36a to rotate about its longitudinal spindle axis, whereby the first nut 38a moves axially along the longitudinal axis of the first spindle. Rotation of the second drive gear 46 causes the second spindle 36b to rotate about its longitudinal spindle axis, whereby the second nut 38b moves axially along the longitudinal axis of the second spindle.

[0049] Referring to FIG. 3, the torque distribution assembly 40 and the motor 42 may be housed or supported in a housing 48 (which may be referred to as a motor gear unit housing). One or more plugs, wire harnesses, or receptacles 50 may be provided to couple the braking system 10, the torque distribution assembly 40, and / or the motor 42 to a power source, a computer or controller, and / or the vehicle.

[0050] The housing 48 can be connected to or attached to the brake caliper 12 via one or more fasteners 52 (i.e., bolts, screws, welding, etc.). The connection can be permanent (i.e., it means that the housing 48 and / or elements located within the housing 48 and the brake caliper 12 cannot be separated without destroying either or both of the housing 48 and the caliper 12). Alternatively, the housing 48 can be separable from the brake caliper 12 (via the fastener 50). Separable means that the housing 48 and / or elements located within the housing 48 can be separated from the brake caliper 12 without destroying the function of one or both of the elements located within the housing 48 and / or the housing 48 and the caliper 12. Being separable can advantageously provide convenience for the brake system 10, the brake caliper 12, and / or the torque distribution assembly 40. Also, being separable allows different housings 48 accommodating different torque distribution assemblies 40 and / or motors 42 to be installed on a single common brake caliper 12. For example, this can advantageously provide flexibility or the ability for a brake system supplier or a vehicle assembler to provide or customize different torque distribution assemblies 40 and / or motors 42 depending on specific applications and / or requirements for attachment or connection to a standard or common brake system 10 or brake caliper 12.

[0051] As shown in FIGS. 3, 4, and 5, each of the first and second drive gears has output features 54, 56. The output features 54, 56 can be directly connected to the mating input features of each of the spindles 36a, 36b such that torque is directly transmitted from each of the spindles 36a, 36b by rotation of the respective drive gears 44, 46. The outer output features 54, 56 are shown as female splines that engage male spline mating features of the spindles 36a, 36b. These features may be reversed, and it is understood that one or both of the output features 54, 56 may be male features that engage mating female features of the spindles 36a, 36b. Alternatively, one or more intermediate torque transmission elements such as one or more intermediate gears, shafts, belts, chains, etc. may be provided between the respective drive gears 44, 46 and / or output features 54, 56 and the corresponding spindles 36a, 36b, through which torque can be transmitted.

[0052] FIG. 4 shows the entire mechanism without the housing. The torque distribution assembly is shown at 40 and the motor is shown at 42. The motor 42 may be part of the torque distribution assembly 40 or the motor 42 may be an element independent of the torque distribution assembly 40. The motor 42 is an electric motor configured to generate torque in response to the supply of one or more electrical signals and / or power. The generated torque is output from the motor 40 via a motor output gear 60 located on a motor output shaft 58. A brake 62 may be connected to the motor 40, the output shaft 58, and / or the output gear 60. The brake or clutch 62 may function to lock the motor 40, prevent movement or back-driving of the output shaft 58 and / or the output gear 60, and maintain a clamping force after the motor 42 has been switched off or after torque generation has ceased. The brake 62 may be described in co-owned U.S. Patent No. 10,518,761 B2, dated December 31, 2019, which is hereby incorporated by reference in its entirety for all purposes.

[0053] The torque distribution assembly 40 includes a first gear or input gear 64. The first gear 64 may be an input gear. The first gear 64 receives torque from the motor 42, the motor output gear 60, and / or the motor output shaft 58. Alternatively, one or more intermediate or transmission members 66 may be provided between the motor output gear 60 and the first gear 64. The one or more intermediate or transmission members 66 may be one or more gears, shafts, chains, cables, or belts. The one or more intermediate transmission members 66 may function to increase or decrease the speed and / or torque output from the motor 42 and / or to change the rotational direction of the torque output. The first gear 64 includes teeth 65 that mesh or engage with the teeth of the transmission gear 66.

[0054] Referring to FIG. 5, the torque distribution assembly 40 includes a first gear 64, a first support plate 68, a ring gear 70, and one or more first planetary gears 72 (three are shown) each supported on a respective first shaft 74. The first planetary gears 72 are also referred to as a first planetary gear set 72, and the first shafts 74 may also be referred to as first axles 74. Thus, the first planetary gear set 72 may be supported on respective first axles 74. The first planetary gears 72 are arranged or disposed around a first sun gear 76.

[0055] The first support plate 68 includes one or more first support features 78 configured to support the ends of each of the one or more first shafts 74. Since there are three first shafts 74, the first support plate 68 includes three support features 78. The support features 78 may be openings into which the first shafts 74 are press-fitted or fixed so as not to move or rotate therein. The first support plate 68 includes a central opening or hub 87 configured to engage a hub or bushing 86 of the first sun gear 76, which is described in detail below. The first support plate 68 is configured to rotate about the spindle A.

[0056] The ring gear 70 is a circular member having an internal gear portion 71 sized to accommodate one or more first planetary gears 72 therein. The internal gear portion 71 comprises teeth 80 configured to mesh or engage with the teeth 82 of one or more first planetary gears 72. The ring gear 70 can be fixed or press-fitted or attached or integrated to the housing 48 so as not to move or rotate about the main shaft A. For example, the outer surface 83 of the ring gear 70 may include one or more ridge ribs or attachment features for fixing or attaching the ring gear 70 to the housing 48 or another stationary member. In some embodiments, the ring gear 70 may be a part of the housing (i.e., an integrated component) or a stationary component. However, in certain embodiments, the ring gear 70 may be configured to move or rotate about the main shaft A or with respect to the main shaft A. In certain embodiments, the outer surface 83 of the ring gear 70 may include teeth that mesh or engage with the teeth of other gears.

[0057] One or more first planetary gears 72 may fit inside or within the internal gear portion 71 of the first ring gear 70. In addition to meshing or engaging with the teeth 80 inside the first ring gear 70, the teeth 82 of one or more first planetary gears 72 also mesh or engage with the teeth 84 of the first sun gear 76. One or more first planetary gears 72 are configured to rotate about respective first shaft axes A1. The first axis A1 may be parallel to the main shaft A. The first axis A1 may not be parallel to the main shaft A. One or more first planetary gears 72 are also configured to rotate about the main shaft A.

[0058] The first sun gear 76 may be centered relative to one or more first planetary gears 72. The first sun gear 76 includes a hub or bushing 86 to which an opening 87 of the first support plate 68 and an opening 63 of the first gear 64 are attached. The first gear 64 may be press-fitted, attached, or fixed to the hub or bushing 86 such that rotation of the first gear 64 about the spindle A causes the first sun gear 76 to also rotate about the spindle A. The first sun gear 76 includes an end 89 that is fixed or supported to the housing 48 to support the first sun gear 76 and other elements of the torque distribution assembly 40 and the brake system 12.

[0059] When the first gear 64 rotates about the hub 86 and the spindle A (by the torque supplied from the motor 42), one or more first planetary gears 72 rotate about the spindle A, thereby causing the first support plate 68 to also rotate about the hub 86 and the spindle A together with the one or more first planetary gears 72.

[0060] The torque distribution assembly 40 includes a first carrier plate 88 and other elements that are described in detail in FIGS. 6 and 7. The first carrier plate 88 has a second side B that faces the first side A. The sides may be parallel to each other. The first planetary gear set 72 is supported on the first side A of the first carrier plate 88, and the second planetary gear set 98 is supported on the second side B of the first carrier plate 88. The first and second drive gears 44, 46 and corresponding output features 54, 56 are also shown in FIG. 5. The output features 54, 56 may be splines, although any other output feature, pattern, or geometry may be used to engage the respective spindles. The spline feature may be advantageous in that, as described above, it allows the housing or the torque distribution assembly 40 to be independent from the brake system 10 or the caliper 12.

[0061] Referring to FIG. 6, the torque distribution assembly 40 further includes a first carrier plate 88, a second sun gear 90, a first friction addition member 92, a second support plate 94, a load generating member 93, a second friction addition member 95, and a third sun gear 96. Referring further to FIG. 7, the torque distribution assembly 40 includes one or more second planetary gears 98 each supported on a respective second shaft 100, one or more third planetary gears 102 each supported on a respective third shaft 104, and a second carrier plate 106. The second planetary gears 98 are also referred to as a second planetary gear set 98, and the second shafts 100 may also be referred to as second axles 100. Thus, the second planetary gear set 98 may be supported on respective second axles 100. The third planetary gears 102 are also referred to as a third planetary gear set 102, and the third shafts 104 may also be referred to as third axles 104. Thus, the third planetary gear set 102 may be supported on respective third axles 104.

[0062] The first support plate 88 includes a plurality of second support features 108 configured to support one end of one or more second shafts or axles 100 each supporting one or more second planetary gears 98 and one end of one or more first shafts or axles 74 (see FIG. 5) each supporting one or more first planetary gears 72. The shafts 100, 74 may be press-fitted or fixed to the first carrier plate 88 and / or the support features 108 such that individual movement or rotation is restricted, prevented, or not.

[0063] The second sun gear 90 is centered relative to one or more second planetary gears 98 and has teeth 110 that mesh or engage with teeth 112 of the second planetary gears 98.

[0064] The first and second friction adding members 92, 95 may engage with each other and / or with the load generating member 93, sandwiching the second support plate 94 therebetween. The first and second friction adding members 92, 95 may be located on opposite side surfaces of the load generating member 93. The first and second friction adding members 92, 95 may be supported by the second support plate 94 and provide a standoff or spacer for elements of the torque distribution assembly 40. One or both of the friction adding members 92, 95 may be movable relative to each other and / or relative to the support plate 94. One or both of the friction adding members 92, 95 may face one of each of the sun gears 90, 96 and include a friction surface 91 that functions to abut, contact, or press against the respective second and / or third sun gears 90, 96 to apply a load or friction to one or both of the sun gears 92, 95. In some configurations, the friction surface 91 may be incorporated into or attached to the load generating member 93. The load generating member 93 may be an O-ring or a spring such as a conical spring, a helical spring, a wave spring, a disc spring, etc., and is moved or biased such that the respective friction surfaces 91 contact the sun gears 90, 96 and functions to disperse or separate or move the two friction adding members 92, 95 relative to each other and / or away from the support plate 94 to apply a load to the respective sun gears 90, 96. The friction adding members 92, 95 and / or the friction surface 91 may be made of rubber, plastic, or other materials that function to increase the load or resistance to the second and / or third sun gears 90, 96 and / or the torque distribution assembly 40 when pressed or moved against the second and / or third sun gears 90, 96. The friction adding members 92, 95 may be one-way ball bearings, one-way actuators, one-way clutches, slip clutches, friction clutches. The friction adding members 92, 95 and / or the friction surface 91 may apply a sufficient amount of friction or resistance to the torque distribution assembly 40 such that the friction (i.e., for example, the friction between the threads of the spindle and the nut) in one or both of the rotary linear stage mechanisms 32, 34 is less than the friction or resistance in the torque distribution assembly 40.That is, by frictionally engaging the second and / or third sun gears 90, 96 such that the friction in the torque distribution assembly 40 is greater than the friction in the rotary-linear stage mechanisms 32, 34, the torque distribution assembly 40 functions as a closed or locked differential such that when the clamping force is released, both of the rotary-linear stage mechanisms 32, 34 can rotate in the release direction together to release the clamping force.

[0065] The second support plate 94 includes one or more third support features 97 configured to support one end of one or more third shafts 104, each of which supports a third planet gear 102. Since there are three third shafts 104, the second support plate 94 includes three support features 97. The support feature 97 may be an opening into which the third shaft 104 is press-fitted or fixed so as not to move or rotate therein.

[0066] The third sun gear 96 is centered with respect to the third planet gear 102 and has teeth 114 that mesh or engage with the teeth 116 of the third planet gear 102.

[0067] The radial height or length of one or more second planet gears 98 is greater than the radial height or length of one or more third planet gears 102. In other words, one or more second planet gears 98 extend further from the second carrier plate 106 than one or more third planet gears 102. Thereby, the teeth 112 of the second planet gear 98 can extend (without contact) beyond the third sun gear 96 and the second support plate 94 and mesh or engage with the teeth 110 of the second sun gear 90.

[0068] As shown in FIG. 7, the teeth 112 of the second planet gear 98 mesh or engage with the teeth 116 of the third planet gear 102. Also, the radial distance D1 from the spindle or central axis or central axis A or the center of the second plate 94 to the second planet gear 98 is greater than the radial distance D2 from the spindle A or the center of the second plate 94 to the third planet gear 102.

[0069] The second carrier plate 106 comprises support features (such as the support features 108 in the first carrier plate 88) configured to support one opposed end of one or more of the second and third shafts 100, 104.

[0070] The torque distribution assembly 40 comprises a support shaft or axle 130 fixed or supported by the second carrier plate 106. The shaft 130 is configured to support a transmission shaft 122 (fixed to the third sun gear 96), friction adding members 92, 95, and a second support plate 94 fixed to the second sun gear 90 and may be supported by the first carrier plate 88.

[0071] Referring to FIG. 8 and the preceding FIGS. 1 - 7, a method of generating a clamping force is described. This method can be used to generate friction by moving one or both of the brake pads relative to the brake rotor to generate a clamping force for decelerating, stopping, or maintaining the road wheels or vehicle in a stopped or parked position. The clamping force can be generated during the operation of the service brake and / or during the operation of the parking brake.

[0072] The method includes, for example as shown in FIG. 9, the step of turning on the motor 42. This can occur by pressing the vehicle brake pedal, pressing one or more buttons, putting the transmission in the park gear, and / or turning off the vehicle ignition. Turning on the motor 42 means that one or more electronic signals and / or power are supplied or transmitted to the motor 42. By turning on the motor 42, the motor 42 generates or increases a torque output. The torque 42 is output from the motor 42 via the motor output shaft 58 and / or the motor output gear 60. The generated torque is output to the first gear 64 directly from the motor output shaft 58, or from the motor output gear 60, or via one or more intermediate transmission members 66, thereby causing the first gear 64 to rotate about the main shaft A.

[0073] For example, in FIG. 5, due to the engagement between the first gear 64 and the first sun gear 76 (for example, the engagement between elements 86 and 63), the rotation of the first gear 64 about the main shaft A causes the first sun gear 76 to also rotate about the main shaft A. The rotation of the first sun gear 76 about the main shaft A causes one or more first planet gears 72 to rotate about the main shaft within the internal gear portion 71 of the first ring gear 70. One or more first planet gears 72 also rotate around each of the axes A1 of their respective shafts 74. Due to the engagement between the first support plate 68 and the first shaft 74, the first support plate 68 also rotates about the main shaft A.

[0074] Due to the engagement between the first shaft 74 and the first carrier plate 88 (for example, the engagement between elements 74 and 108), the rotation of the first planet gear 72 about the main shaft A causes the first carrier plate 88 to rotate about the main shaft A.

[0075] The engagement between the second shaft 100 and the first carrier plate 88 and the second carrier plate 106 (for example, the engagement between elements 100 and 108) causes the rotation of the first carrier plate 88 about the main shaft A to rotate the second carrier plate 106 about the main shaft A.

[0076] While the second carrier plate 106 rotates about the main shaft, the second planet gear 98 rotates about the main shaft A, thereby causing the second sun gear 90 to rotate about the main shaft. Specifically referring to FIG. 8, the second sun gear 90 meshes with the first drive gear 44 or engages with a transmission shaft 130 including a gear 120 having teeth that mesh or engage. Thus, the rotation of the second sun gear 90 rotates the transmission shaft 130 and the gear 120, and thus rotates the first drive gear 44. As described above, the first drive gear 44 directly or indirectly transmits torque to the first spindle 36a and rotates the first spindle 36a about its axis. The rotation of the first spindle 36a about its axis axially moves the first nut 38a toward the bottom of the first brake piston 24. After the first nut 38a contacts the bottom of the first brake piston 24, the continued axial movement of the first nut 38a causes the first brake piston 24 to contact the brake pad 14 and move the brake pad 14 into contact with the brake rotor, generating the clamping force necessary to decelerate, stop, or maintain the brake pad and the road surface wheel in a stopped or parked position.

[0077] While the second carrier plate 106 rotates about the main shaft, the third planetary gear 102 also rotates about the main shaft A, whereby the third sun gear 96 rotates about the main shaft. Referring specifically to FIG. 8, the third sun gear 96 engages with the second drive gear 46 or engages with a transmission shaft 122 having gears with meshing or meshing engagement teeth. The transmission shaft 122 may include an internal bore or passage through which the transmission shaft 130 passes and can rotate freely. Thus, the transmission shafts 130, 122 can extend along the main shaft A which is a common axis and be arranged to rotate around it. Of course, it is also possible for the transmission shafts 130, 122 to rotate about non - coaxial or non - parallel axes.

[0078] Rotation of the third sun gear 96 rotates the transmission shaft 122 and the gears, whereby the second drive gear 46 rotates. As described above, the second drive gear 46 directly or indirectly transmits torque to the second spindle 36b and rotates the second spindle 36b about its axis. Rotation of the second spindle 36b about its axis axially moves the second nut 38b towards the bottom of the second brake piston 28. After the second nut 38b contacts the bottom of the second brake piston 28, continued axial movement of the second nut 38b causes the second brake piston 28 to contact the brake pad 14 and move the brake pad 14 into contact with the brake rotor, generating the clamping force necessary to decelerate, stop, or maintain the brake rotor and the road wheel in a stopped or parked position.

[0079] The movement and rotation of the drive gears 44, 46 and the corresponding rotary - linear stage mechanisms described above can occur substantially simultaneously or sequentially (one after another).

[0080] When one of the ends 26, 30 of the brake pad 14 contacts the brake rotor, the load or resistance or reaction force acting on the corresponding brake pistons 24, 28, nuts 38a, 38b, spindles 36, 36b, and drive gears 44, 46 can increase. When this occurs, the torque transmission assembly 40 may function to reduce, suspend, or eliminate further torque supply to the drive gears 44, 46 on which a higher load or resistance or reaction force is acting, while increasing or inducing torque supply from the motor to the drive gears 44, 46 on which a lower load or resistance or reaction force is acting.

[0081] For example, assume that the first drive gear 44 has a higher load or resistance compared to the second drive gear 46, which can occur when the end 26 of the brake pad 14 is in contact with the brake rotor and the other end 30 is not, or when the end 26 of the brake pad 14 is frictionally engaged with the brake rotor with a greater force than the other end 30. This can result from the brake pad wearing tapered. When this occurs, a greater load or resistance is applied to the gear 120 by the first drive gear 44, thereby applying a higher load or resistance to the transmission shaft 130. The transmission shaft 130 applies a higher load or resistance to the second sun gear 90, which functions to decelerate or stop the rotation of the second sun gear 90 about the spindle A, whereby the second planetary gear 98 increases the rotational speed about each of the respective second shafts 100. The increase in the rotational speed of the second planetary gear 98 about each of the respective second shafts 100 causes the third planetary gear 102 to correspondingly increase the rotational speed about each of the respective third shafts 104. The increase in the rotation of the third planetary gear 102 is transmitted to the third sun gear 96 via the meshing engagement of the teeth 114, 116, increasing the rotational speed of the rotation of the third sun gear 96 about the spindle A. The increase in the speed at which the third sun gear 96 rotates about the spindle A is transmitted to the gear 122, increasing the rotational speed of the gear 122. The increase in the rotational speed of the gear 122 is transmitted to the second drive gear 46 and then, as described above, to the second brake piston 28 via the second rotary linear stage mechanism 34.

[0082] In another operation example, this time, assuming that the second drive gear 46 has a higher load or resistance compared to the first drive gear 44, a higher load or resistance is applied to the gear 122 by the second drive gear 46, and thereby a higher load or resistance is applied to the third sun gear 96. Therefore, by reducing or stopping the rotation of the third sun gear 96 about the main shaft A, the third planet gear 102 increases the rotational speed about each of the respective second shafts 104. The increase in the rotational speed of the third planet gear 102 about each of the respective second shafts 104 causes the second planet gear 98 to increase the rotational speed about each of the respective second shafts 100 accordingly through the meshing engagement of the teeth 112, 116. The increase in the rotation of the second planet gear 98 is transmitted correspondingly to the second sun gear 90 through the meshing engagement of the teeth 110, 112, and accordingly the second sun gear 90 increases the rotational speed about the main shaft A. The increase in the speed at which the second sun gear 90 rotates about the main shaft A is transmitted to the transmission shaft 130 and increases the rotational speed of the gear 120. Therefore, the increase in the rotational speed of the gear 120 is transmitted to the first drive gear 44 and then, as described above, is transmitted to the first brake piston 24 through the first rotary linear stage mechanism 32.

[0083] The first drive gear 44 is located in the first plane P1, and the second drive gear 46 is located in the second plane P2. The two planes P1, P2 are parallel to each other, which means that one plane P1 is closer to the brake rotor in the vehicle position than the other plane P2. Of course, this arrangement may be reversed, and the plane P2 may be arranged closer to the brake rotor than the other plane P1. In some configurations, the planes P1 and P2 may be the same or on the same plane.

[0084] Figures 9 and 10 show another torque distribution assembly 40'. Since the torque distribution assembly 40' includes a number of elements similar to the torque distribution assembly 40, some descriptions and functions of the common elements are not described again.

[0085] Brake 62' is the same as brake 62 and can perform the same function, but in FIGS. 9 and 10, it is shown as being attached to the back region of motor 42. This can be advantageous in terms of providing package space within housing 48 or in the vehicle. This can be advantageous in preventing contact with grease or oil, which may or may not be harmful to the function of brake 62'. In some embodiments, brake 62 or brake 62' can be provided outside housing 48 rather than within housing 48, similar to assembly 40 described above.

[0086] Torque distribution assembly 40' includes a ring gear 70' having teeth 83' on its outer surface. The teeth of motor gear 60 mesh or engage with teeth 83' of ring gear 70' and can rotate ring gear 70' about spindle A. Due to the rotation of ring gear 70' about spindle A, one or more first planetary gears 72' rotate about the spindle via the engagement of teeth 71 and teeth 82 in one or more first planetary gears 72'. First sun gear 76' can be fixed from rotation about spindle A, for example, by being connected to a non-moving or non-rotating element such as housing 48 (FIG. 3). Therefore, support plate 68 needs to be able to rotate around hub 86' of first sun gear 76'.

[0087] The other elements and operations of torque distribution assembly 40' can be substantially the same as those described above with reference to torque distribution assembly 40.

[0088] FIGS. 11 and 12 show another torque distribution assembly 40''. Since torque distribution assembly 40'' includes a number of elements similar to torque distribution assemblies 40 and 40', some descriptions and functions of the common elements will not be described again.

[0089] Motor 42'' is relocated and provided on the opposite side of torque distribution assembly 40''.

[0090] The torque distribution assembly 40'' comprises two planetary stages P1 and P2.

[0091] The first planetary stage P1 includes elements sandwiched between the first and second carrier plates 88, 106. This element comprises what is illustrated and described above in FIGS. 4 to 8. That is, the first planetary stage P1 comprises a first support plate 68, a ring gear 70, a first sun gear 76, a first planetary gear 72', a first shaft 74, a second sun gear 90, a first friction addition member 92, a support plate 94, a second friction addition member 95, a friction surface 91, a load generating member 93, a third sun gear 96, an axle 130, gears 120, 122, a second planetary gear 98 and a second shaft 100, a third planetary gear 102 and a third shaft 104. The elements of the first planetary stage P1 will not be described again for the sake of brevity.

[0092] The second planetary stage P2 comprises the elements of the torque distribution assembly 40'' illustrated and described above in FIGS. 9 and 10. That is, the second planetary stage P2 comprises a support plate 68', a ring gear 70', a sun gear 76', and one or more planetary gears 72'. The support plate 68', the sun gear 76', and one or more planetary gears 72' may or may not be the same as the support plate 68, the sun gear 76, and one or more planetary gears 72. The elements of the second planetary stage P2 will not be described again for the sake of brevity.

[0093] FIGS. 13, 14, 15, and 16 show another torque distribution assembly 40'''. Since the torque distribution assembly 40''' includes a number of elements similar to the torque distribution assemblies 40, 40', 40'', some descriptions and functions of the common elements will not be described again.

[0094] The torque distribution assembly 40''' includes an input gear 64''' driven by a motor 42 via a shaft 58''' and a gear 60'''. The input gear 64''' comprises an output portion or gear 67''' fixed such that rotation of the input gear 64''' rotates the output portion 67''' together. The output portion 67''' comprises teeth that mesh or engage with the teeth of a ring gear 70''' to rotate the ring gear 70'''. The ring gear 70''' may be coupled or attached to a carrier plate 106''' such that rotation of the ring gear 70''' rotates the carrier plate 106''' as well. Rotation of the carrier plate 106''' about axis A causes planet gears 102''' (which may be referred to as third planet gears in other embodiments) to rotate about axis A, and they simultaneously rotate around each of the individual axle shafts connected to the carrier plate 106'''. Rotation of the planet gears 102''' about axis A causes a sun gear 96''' (which may be referred to as a third sun gear in other embodiments) to rotate about axis A, whereby an output portion or gear 122''' rotates with the sun gear 96'''. The output portion or gear 122''' meshes or engages with the teeth of a second drive gear 46 to drive or move a second rotary linear stage mechanism 34.

[0095] Rotation of the carrier plate 106''' about axis A causes planet gears 98''' (which may be referred to as second planet gears in other embodiments) to rotate about axis A, and simultaneously rotate around each of the individual axle shafts connected to the carrier plate 106''' and a support plate 68'''. Rotation of the planet gears 98''' about axis A causes a sun gear 90''' (which may be referred to as a second sun gear in other embodiments) to rotate about axis A, whereby an output portion or gear 120''' rotates with the sun gear 90'''. The output portion or gear 120''' meshes or engages with the teeth of a first drive gear 44 to drive or move a first rotary linear stage mechanism 32.

[0096] When a high load or resistance acts on one of the drive gears 44, 46, the torque distribution assembly 40''' functions to supply more torque to the drive gears 44, 46 on which a lower load or resistance acts and less torque or no torque to the drive gears 44, 46 on which a higher load or resistance acts.

[0097] For example, when a higher load or resistance acts on the drive gear 46 compared to the drive gear 44, the higher load or resistance acting on the gear 46 causes the gear 122''' to decelerate or stop rotating, thereby causing the sun gear 96''' to decelerate or stop, and the planetary gear 102''' increases the rotational speed about its respective individual shaft axis. Since the teeth of the planetary gear 102''' mesh with the teeth of the planetary gear 98''', the planetary gear 98''' also correspondingly increases the rotational speed about its respective individual shaft. The increase in the rotational speed about the individual shaft axis of the planetary gear 120''' causes the sun gear 90''' to increase the rotational speed about the axis A, thereby causing the output part or gear 120''' to increase its speed, and the drive gear 44 continues to rotate at a faster speed than before.

[0098] For example, when a higher load or resistance acts on drive gear 44 compared to drive gear 46, the higher load or resistance acting on drive gear 44 causes output gear 120''' and sun gear 90''' to decelerate or stop rotating, whereby planet gear 98''' increases its rotational speed about its respective shaft axis. Since the teeth of planet gear 98''' mesh with the teeth of planet gear 102''', planet gear 102''' correspondingly increases its rotational speed about its respective shaft. The increase in the rotational speed of planet gear 102''' about its respective shaft axis causes sun gear 96''' to increase its rotational speed about axis A, whereby output portion or gear 122''' increases its speed, causing drive gear 46 to continue rotating at a faster speed than before.

[0099] FIG. 17 shows various regions 1, 2, 3 where brake 62 can be coupled to motor 42 or motor output shaft 58. Brake 62 can be coupled to output shaft 58 in the rear region of motor 42 (region 1), the front region of the motor between motor housing 43 and output gear 60 (region 2), or on the opposite side of output gear 60 (region 3). In a particular embodiment, brake 62 can be provided within motor housing 43.

[0100] The description and figures presented herein are intended to inform those skilled in the art of the invention, its principles, and its examples of application. The above description is intended to be exemplary and not limiting. Those skilled in the art can adapt and apply the invention in numerous forms most suitable for the requirements of a particular application.

[0101] Accordingly, the specific embodiments of the present invention described are not intended to be exhaustive or limiting of the present teachings. Accordingly, the scope of the present teachings should not be determined with reference to this specification, but rather should be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. Any omission of any aspect of the subject matter disclosed herein in the following claims is not a waiver of such subject matter, nor is it to be construed that the inventors did not consider such subject matter to be part of the inventive subject matter disclosed.

[0102] A plurality of elements or steps may be provided by a single integrated element or step. Alternatively, a single element or step may be divided into separate plural elements or steps.

[0103] The disclosure of "a" or "one" to describe an element or step is not intended to exclude additional elements or steps.

[0104] The terms first, second, third, etc. may be used herein to describe various elements, components, regions, layers, and / or parts, but these elements, components, regions, layers, and / or parts should not be limited by these terms. These terms may be used to distinguish one element, component, region, layer, or part from another region, layer, or part. For example, the terms "first", "second", etc. and other numerical terms, when used herein, are not indicative of order or sequence unless explicitly indicated by the context. Accordingly, a first element, component, region, layer, or part described hereinafter may be referred to as a second element, component, region, layer, or part without departing from the present teachings.

[0105] For example, spatial relative terms such as "inner", "outer", "lower", "bottom", "lower side", "upper", "upper side", etc. can be used in this specification to facilitate the description of the relationship between one element or feature and another element(s) or feature(s) as shown in the figures. The spatial relative terms can be intended to include different orientations of the device during use or operation in addition to the orientation shown in the figures. For example, if the device in the figure is turned over, the element described as "lower side" or "lower" of another element or feature will be directed "above" the other element or feature. Thus, the term "lower" can include both upward and downward orientations. The device can be in other orientations (rotated 90 degrees or other orientations), and the spatial relative descriptors used in this specification will be interpreted accordingly.

[0106] The disclosures of all treatises and reference documents, including patent applications and publications, are incorporated by reference for all purposes. Other combinations as may be collected from the following claims are also possible and are also incorporated herein by reference.

Claims

1. In a brake system, a brake caliper having a first brake piston and a second brake piston configured to support a brake pad and move the brake pad, a first rotary linear stage mechanism connected to the first brake piston, and a second rotary linear stage mechanism connected to the second brake piston; a motor configured to generate torque; an input gear connected to the motor; a torque distribution assembly that receives torque from the motor and the input gear and then distributes the torque to the first rotary linear stage mechanism to move the first brake piston and move a first end of the brake pad, or to the second rotary linear stage mechanism to move the second brake piston and move a second end of the brake pad, the brake system comprising: the torque distribution assembly comprising: i) a first drive gear connected to the first rotary linear stage mechanism; ii) a second drive gear connected to the second rotary linear stage mechanism; iii) a first planetary gear set disposed around a first sun gear and supported by respective first axles; iv) a second planetary gear set disposed around a second sun gear and supported by respective second axles; v) a first carrier plate having a plurality of support features configured to support one of each of the first axles and one of each of the second axles; during operation of the torque distribution assembly, rotation of the first planetary gear set causes the first carrier plate to rotate, thereby causing the second planetary gear set to rotate, and rotation of the second planetary gear set and the second sun gear causes the gear of the transmission shaft to rotate the first drive gear, thereby causing the first rotary linear stage mechanism to move; the first carrier plate has a first side surface and an opposing second side surface, the first planetary gear set and the first sun gear are supported on the first side surface of the first carrier plate, and the second planetary gear set and the second sun gear are supported on the second side surface of the first carrier plate, a brake system.

2. The torque distribution assembly includes a ring gear having an inner ring portion, and the first planetary gear set is provided within the inner ring portion, the brake system according to claim 1.

3. The torque distribution assembly includes a first support plate having a plurality of support features configured to support one of each of the first axles, the brake system according to claim 1.

4. The torque distribution assembly includes a third planetary gear set supported by each of the third axles, the brake system according to claim 1.

5. The third axle is substantially parallel to the first axle and / or the second axle, the brake system according to claim 4.

6. One or more second planetary gears of the second planetary gear set have an axial height or length greater than the axial height or length of one or more third planetary gears of the third planetary gear set, the brake system according to claim 4 or 5.

7. The torque distribution assembly includes a second carrier plate having a plurality of support features configured to support one of each of the third axles, the brake system according to claim 4 or 5.

8. The first carrier plate and the second carrier plate are substantially parallel to each other, the brake system according to claim 7.

9. The torque distribution assembly includes a second carrier plate having a plurality of support features configured to support one of each of the third axles, a central axis extends through the second carrier plate, and a radial distance from the central axis to a second planetary gear of the second planetary gear set is greater than a radial distance from the central axis to a third planetary gear of the third planetary gear set, the brake system according to claim 6.

10. The teeth of the third planetary gears of the third planetary gear set mesh and engage with the teeth of a third sun gear located centrally, and the teeth of the second planetary gears of the second planetary gear set mesh and engage with the teeth of the third planetary gears, the brake system according to claim 4.

11. The ring gear includes one or more attachment features for fixing the ring gear to a housing or other non - movable member, the brake system according to claim 2.

12. The brake pad is an inner brake pad, and each of the first and second brake pistons is configured to move an end portion of the inner brake pad. The brake system according to claim 1.

13. The brake system according to claim 1 or 12, further comprising a brake for preventing movement or back-driving of the motor in order to maintain a clamping force after the motor is turned off or after torque generation ceases.

14. The brake system according to claim 1 or 12, wherein the motor and the torque distribution assembly are housed within a housing, and the housing is coupled to the brake caliper via one or more fasteners.

Images