Brake Caliper Lever Layout for Compact Packaging and Taper Wear
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Solution Overview
Problem
Current disc brake assemblies consume significant axial and radial installation space, limiting their mounting options and increasing the risk of collisions, especially in compact vehicle applications, and are prone to taper wear due to inefficient clamping force distribution.
Innovation Solution
A brake assembly design featuring a caliper with a lever turning axis parallel to the disc center plane and perpendicular to the caliper plane, which reduces installation space requirements and includes a bridge member that shifts the clamping force to compensate for torque, minimizing taper wear by adjusting the effective bridge member angle during actuation.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Force
If the lever turning axis is arranged parallel to the caliper plane and perpendicular to the disc center plane (conventional design), then the brake assembly can provide sufficient clamping force, but it consumes significant axial and radial installation space
Solution Approach 1:
The lever turning axis is reoriented to extend in a direction substantially parallel to the disc center plane and substantially perpendicular to the caliper plane, representing a dimensional change in the mechanical advantage system. This reorientation allows the brake assembly to maintain clamping force capability while reducing the axial and radial footprint, enabling installation in compact spaces where conventional orientations would cause collisions with surrounding components
2Ease of operation
If the brake assembly uses a conventional actuator and eccentric lever arrangement, then it can achieve braking function, but it limits mounting position options and increases collision risk
Solution Approach 1:
By changing the orientation of the lever turning axis to be parallel to the disc center plane and perpendicular to the caliper plane, the brake assembly achieves a more compact axial and radial profile. This dimensional reconfiguration enables mounting in previously unavailable positions such as the 6 o'clock position, expanding the versatility of installation locations while maintaining full braking functionality
Solution Approach 2:
The asymmetric reorientation of the lever turning axis relative to the caliper and disc center planes creates an optimized spatial configuration that reduces the bounding box of the assembly in critical dimensions, allowing adaptation to various mounting positions without collision with surrounding vehicle components
3Adaptability or versatility
If the service brake and parking brake portions are arranged in series in a common housing, then the brake assembly can provide both functions, but it further increases the installation space requirement
Solution Approach 1:
The service brake and parking brake portions are combined in a common housing with a shared lever turning axis and caliper structure. This merging of functions into a single integrated assembly reduces the overall installation space compared to separate brake systems, while the optimized lever orientation further minimizes the axial and radial footprint
Solution Approach 2:
The brake assembly is designed as a multi-functional unit where a single actuation system serves both service braking and parking brake functions. The universal design allows one assembly to perform multiple functions, reducing the need for additional components and installation space that would be required for separate brake systems
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This design reduces axial and radial installation space, avoids collisions, and mitigates taper wear by optimizing the lever geometry and clamping force distribution, enhancing brake performance and flexibility in compact vehicle applications.
Implementation Method 1
an actuation assembly (30) of the brake assembly operatively connected to the at least one brake pad (20a, 20b) to move the at least one brake pad (20a, 20b) toward the radial surface side with respect to the rotational axis (R) of the brake disc (10). The actuation assembly (30) comprises a lever member (32) rotatably supported about a lever turning axis (32') to transfer a rotational movement of the lever member (32) into a translational movement of the at least one brake pad (20a, 20b) toward the brake disc (10)
Implementation Method 2
a bridge member that shifts the clamping force to compensate for torque, minimizing taper wear by adjusting the effective bridge member angle during actuation
Data Source
Figure 1~2
Figure 3
AI summary
The present invention relates to a brake assembly (1) for braking at least one wheel of a vehicle, comprising: a brake disc (10) rotatably supported about a rotational axis (R) having a disc center plane (DCP) perpendicular to the rotational axis (R), a caliper (40) having a caliper plane (CP) extending substantially perpendicular to the disc center plane (DCP) and in parallel to a plane formed by the rotational axis (R) and a direction (y) perpendicular to the rotational axis (R) within the disc center plane (DCP), at least one brake pad (20a, 20b) arranged in the caliper (40) to face a radial surface side of the brake disc (10) with respect to the rotational axis (R), and an actuation assembly (30) operatively connected to the at least one brake pad (20a, 20b) to move the at least one brake pad (20a, 20b) toward the radial surface side of the brake disc (10), wherein the actuation assembly (30) comprises a lever member (32) rotatably supported about a lever turning axis (32') to transfer a rotational movement of the lever member (32) into a translational movement of the at least one brake pad (20a, 20b) toward the brake disc (10), and wherein the lever turning axis (32') extends in a direction substantially in parallel to the disc center plane (DCP) and substantially perpendicular the caliper plane (CP).