CALIPER FOR A DISK BRAKE SYSTEM AND METHOD FOR DESIGNING A CALIPER

Abstract

The invention relates to a caliper for a disk brake system, comprising a housing portion with a cavity for holding a piston, the piston being configured for engaging with a first brake pad, a counter portion configured for holding a second brake pad, a bridge portion connecting the housing portion and the counter portion, wherein the caliper comprises cooling features including at least one protrusion and/or at least one recess, the cooling features being provided on a caliper wall delimiting the cavity and/or on the bridge portion.

Claims

1. A caliper for a disk brake system, comprising: a housing portion with a cavity for holding a piston, the piston being configured for engaging with a first brake pad, a counter portion configured for holding a second brake pad, a bridge portion connecting the housing portion and the counter portion, wherein the caliper comprises cooling features including at least one protrusion and/or at least one recess, the cooling features being provided on a caliper wall delimiting the cavity and/or on the bridge portion.

2. The caliper according to claim 1, wherein the bridge portion and the counter portion form a caliper finger of a floating caliper or wherein the counter portion is a further housing portion of a fixed caliper.

3. The caliper according to claim 1, wherein the cooling features are provided on a portion of the caliper wall delimiting the cavity, said portion of the caliper wall being configured to face radially inward when the caliper is mounted in the disk brake system.

4. A method for designing a caliper for a disk brake system using computer aided optimization (CAO), the method comprising a simulation of mechanical properties and a simulation of thermal properties, wherein the mechanical properties and thermal properties are determined for a first model of the caliper, having an initial package volume, a set of constraints is determined for the mechanical properties, the mechanical properties and thermal properties are determined for further models of the caliper, the further models having cooling features in predetermined sections of the caliper, the cooling features including at least one protrusion and/or at least one recess, wherein a final design is selected among the further models, based on the condition: (a) the model of the final design meets the constraints for the mechanical properties and (b) the model of the final design shows highest heat transfer to the environment among the further models and/or shows the lowest peak-temperature in a preselected region of the caliper.

5. The method according to claim 4, wherein the further models have a reduced volume with respect to the first model, wherein the cooling features are designed by omitting material in the predetermined sections of the caliper.

6. The method according claim 4, wherein the simulation of thermal properties comprises a simulation of conduction and/or convection and/or radiation.

7. The method according to claim 4, wherein the simulation of thermal properties comprises a simulation of heat transfer to an environment.

8. The method according to claim 4, wherein the simulation of mechanical properties includes a simulation of stiffness, in particular a deflection calculation, and/or a simulation of strength, in particular a stress and/or strain calculation, and/or a simulation of dynamic behaviour, in particular an eigenfrequency calculation, and/or a simulation of durability, in particular a fatigue value calculation, and/or a simulation of weight, in particular a mass and/or volume calculation.

9. The method according to claim 4, wherein the caliper comprises a housing portion with a cavity for holding a piston, the piston being configured for engaging with a first brake pad, a counter portion configured for holding a second brake pad, and a bridge portion connecting the housing portion and the counter portion, wherein the predetermined sections, where the cooling features are provided, where in particular material is omitted, are a caliper wall delimiting the cavity of the housing portion and/or the bridge portion.

10. The method according to claim 9, wherein the predetermined section, where the cooling features are provided, is or includes a portion of the caliper wall that is configured to face radially inward when the caliper is mounted in the disk brake system.

11. The method according to claim 4, comprising steps of optimizing the further models of the caliper, including topological optimization for identifying an optimal position of the cooling features, topographical optimization for identifying an optimal type of cooling features, shape optimization for identifying an optimal shape of the cooling features.

12. The method according to claim 4, wherein the final design is selected among the further models, based on a peak temperature at a portion of the caliper wall, in particular at a portion of a surface of the caliper wall which limits the cavity for the piston.

13. The method according to claim 12, wherein a target temperature at the surface of the caliper wall is below 160° C.

Description

BRIEF DESCRIPTION OF DRAWINGS

[0061] In the following, the caliper and the method will be exemplarily explained with reference to the appended figures.

[0062] Therein,

[0063] FIGS. 1, 2 illustrate heat transfer in a disk brake system

[0064] FIG. 3 indicates a first section of modification in a caliper,

[0065] FIG. 4 shows a temperature distribution within the caliper, along an axial direction,

[0066] FIGS. 5-10 show design options for a caliper with reduced heat transfer in axial direction,

[0067] FIG. 11 indicates a second section of modification in a caliper,

[0068] FIGS. 12-18 show design options for a caliper with reduced heat transfer through a bridge portion of the caliper, and

[0069] FIGS. 19-21 illustrate a design process for the caliper.

DETAILED DESCRIPTION

[0070] FIG. 1 and b show a disk brake system with a caliper 1 and a brake disk 5. FIG. 1 schematically shows a cut through the brake system, in a plane parallel to axis A of the brake system. FIG. 2 schematically shows a cut through the brake system in a plane that is orthogonal to the axis A.

[0071] The caliper comprises a housing portion 1.1 with a cavity 1.2 for holding a piston 2. The piston 2 engages with a first brake pad 3. The housing furthermore comprises a counter portion 1.3 which holds a second brake pad 4, and a bridge portion 1.4 which extends around an outer circumference of the brake disk 5 and connects the housing portion 1.1 and the counter portion 1.3. In the embodiment shown, the caliper 1 is a floating caliper and the bridge portion 1.4 and the counter portion 1.3 form a caliper finger. Alternatively, the counter portion 1.3 may constitute a further housing portion of a fixed caliper.

[0072] During braking, the brake pads 3, 4 are pressed against the brake disk 5 and the kinetic energy of the moving vehicle is converted to heat. The brake disk 5 and the brake pads 3, 4 heat up due to friction, and the heat is transferred to the further components of the brake system, via convection, conduction and radiation. As indicated by arrows in FIGS. 1 and 2, heat from the brake disk radiates to the bridge portion 1.4. Furthermore, as indicated by arrows in FIG. 1, heat is transferred from the first brake pad 3 to the piston 2 and into the cavity 1.2. The brake fluid in the cavity 1.2 and a caliper wall 1.7 delimiting the cavity 1.2 heat up due to this process. In particular heating of the brake fluid may negatively affect braking performance.

[0073] To limit heating of the caliper, geometric cooling features are provided on the caliper, as will be explained further with reference to FIGS. 3-18. Specifically, for a design process for the caliper, predetermined sections I, II are defined, in which sections the cooling features may be provided. These predetermined sections I, II include a first section of modification I, which comprises a caliper wall 1.7 delimiting the cavity 1.2 of the housing portion 1.1. Furthermore, the predetermined sections I, II include a second section of modification II, which comprises the bridge portion 1.4.

[0074] Cooling features are provided in either one or in both of these sections I, II. The position of the cooling features and their design details are determined in a method for designing the caliper. This method employs computer aided optimization (CAO), and it comprises a simulation of mechanical properties and a simulation of thermal properties. The mechanical properties and thermal properties are determined for a first model of the caliper 1, having an initial package volume, which is shown in FIG. 1 and b. A set of constraints is determined for the mechanical properties, which reflect minimum requirements for the caliper 1 that have to be present in the final design.

[0075] Further models of the caliper are derived from the first design. Examples of the further models may be derived from FIGS. 5-10 and in FIGS. 12-18, as will be explained below.

[0076] The mechanical properties and thermal properties are numerically determined for each further models of the caliper 1, wherein the further models have cooling features in the predetermined sections I, II of the caliper 1, the cooling features including at least one protrusion and/or at least one recess.

[0077] A final design is selected among the further models, based on the conditions: [0078] (a) the model of the final design meets the constraints for the mechanical properties [0079] and [0080] (b) the model of the final design shows highest heat transfer to the environment among the further models and/or shows the lowest peak-temperature in a preselected region of the caliper.

[0081] The preselected region may but does not necessarily have to be within one of the predetermined sections I, II. For instance, the preselected region, for which a certain temperature should not be exceeded, may be within the cavity or it may be a surface limiting the cavity. This represents a typical choice within the method, when a given temperature for the brake fluid should not be exceeded.

[0082] According to different examples, the cooling features are then provided on a caliper wall 1.7 delimiting the cavity 1.2 and/or on the bridge portion 1.4, as will be explained now with reference to FIGS. 3-18. It is understood that the cooling features of FIGS. 3-18 may be combined with each other.

[0083] FIGS. 3-10 focus providing cooling features 1.5 on a caliper wall 1.7 delimiting the cavity 1.2 of the caliper 1.

[0084] FIG. 3 once again shows the cut through the brake system, in a plane parallel to the axis A of the brake system. As mentioned in conjunction with FIG. 1, heat is transferred from the brake disk 5 and the brake pad 3 into remaining parts of the brake system. In particular, heat is transferred into the cavity 1.2 of the caliper 1 and to the caliper wall 1.7 delimiting the cavity 1.2. On a bottom side of the cavity 1.2, facing radially inward towards the axis A, a portion of the caliper wall 1.7 delimits the cavity 1.2. This portion of the caliper wall 1.7, which faces radially inward when the caliper 1 is mounted in the disk brake system, heats up due to radiation, conduction and convection. A temperature distribution along this portion of the caliper wall 1.7, along the arrow, is shown in FIG. 4. Therein, curve i) depicts an initial temperature distribution along the arrow of FIG. 3, i.e., on a line of the surface delimiting the cavity 1.2. The initial temperature distribution i) is computed for a first model of the caliper 1, which has no cooling features. This initial temperature distribution leads to strong heating of the brake fluid that is contained in the cavity 1.2, which shall be prevented. Therefore, heat transfer in the axial direction, along the arrow should be minimized. For example, a target heat distribution along the said line of the surface delimiting the cavity 1.2 is given by curve ii). Therein, heat transfer to the portions of the wall 1.7 that are axially away from the brake disk 5 is suppressed. This may be achieved by having geometric cooling features 1.5 at this wall 1.7, within the predetermined section of modification I. Material indicated by a white box on the bottom of the wall 1.7 marks a maximum available design space for providing the geometric cooling features 1.5. I.e., during the design procedure, according to the various further designs, material is omitted from the region marked by the white box, to form the cooling features 1.5. For each further design, with its specific configuration of cooling features 1.5, the thermal and mechanical properties are modelled once again, to ensure that the mechanical constraints are met, as the target temperature distribution ii) is approached. Thermal modelling includes a simulation of conduction, convection and radiation. In the example of FIG. 4, a target temperature at the surface of the caliper wall at the end of curve ii) is set to below 150° C.

[0085] For each of the further models of FIGS. 5-10, the cooling features 1.5 are provided on a portion of the caliper wall 1.7 delimiting the cavity 1.2, said portion of the caliper wall 1.7 being configured to face radially inward when the caliper 1 is mounted in the disk brake system.

[0086] Each of the further models of FIGS. 5-10 have a reduced volume with respect to the first model of FIG. 3, wherein the cooling features are designed by omitting material in the predetermined section II of the caliper, namely from the region marked by the white box.

[0087] FIG. 5 shows a model, wherein the cooling features 1.5 include one or more ribs extending along the axial direction, the one or more ribs having decreasing thickness along the axial direction, away from the brake disk 5.

[0088] FIG. 6 shows a model, wherein the cooling features 1.5 include three ribs extending orthogonal to the axial direction, a first and a third rib being higher than a central rib. Recesses between the ribs can be seen.

[0089] FIG. 7 shows a model, wherein the cooling features 1.5 include one or more ribs of constant height, extending along the axial direction.

[0090] FIG. 8 shows a model wherein the cooling features 1.5 include four ribs of varying thickness, extending orthogonal to the axial direction.

[0091] FIG. 9 shows a model wherein the cooling features 1.5 include five ribs extending orthogonal to the axial direction, heights of the ribs being different from each other, decreasing in the axial direction.

[0092] FIG. 10 shows a model wherein the cooling features 1.5 include three recesses extending orthogonal to the axial direction.

[0093] With reference to all of FIGS. 3-10, merely as an example for illustrating the method, for a given material, it may for instance be determined during the simulation that out of models 5-10, models 7 and 10 do not meet the thermal requirements of curve ii), and it may be determined that models 6, 8 and 9 do not meet the mechanical requirements, whereas model 5 meets both thermal and mechanical requirements and is consequently selected.

[0094] FIGS. 11-18 focus providing cooling features 1.5 on the bridge portion 1.4 of the caliper 1.

[0095] FIG. 11 once again shows the cut through the brake system, in a plane parallel to the axis A of the brake system. As mentioned in conjunction with FIG. 1, heat is transferred from the brake disk 5 and the brake pad 3 into remaining parts of the brake system, including the bridge portion 1.5.

[0096] According to an example of the method shown herein, a second section of modification II may be envisioned on the bridge portion 1.5. In further models of the brake caliper 1, cooling features 1.6 are provided in the second section of modification II, and, as in the case of FIGS. 3-10, their influence on the mechanical and thermal properties is modelled and finally one of the further models is selected.

[0097] FIG. 12 shows a view along the axis A of the brake system, wherein the second section of modification II can be seen from a different perspective. Accordingly, geometric cooling features 1.6 can be provided on either side of the bridge portion.

[0098] FIGS. 13-18 show the cooling features 1.6 again in the perspective that is also shown in FIG. 11. The cooling features 1.6 in each case comprise ribs, extending in a horizontal and/or in a vertical direction. FIG. 17, for example, shows both horizontal and vertical ribs, the horizontal ribs of this model also being shown in FIG. 12.

[0099] Turning to FIGS. 19-21, aspects of the simulation are further discussed. FIG. 19 shows a 3D-design space which is used in the simulation, and FIGS. 20 and 21 show 2D design areas under consideration. The full 3D model of FIG. 19 represents a maximum package available for designing the caliper 1. Thermal and mechanical properties are numerically determined and observed in the planes of FIGS. 20 and 21 do determine suitability of the various further models, which have cooling features 1.5, 1.6 as indicated in FIGS. 3-18. As explained above, predetermined sections I, II, where the cooling features 1.5, 1.6 are provided, are a caliper wall 1.7 delimiting the cavity 1.2 of the housing portion 1.1 and the bridge portion 1.4.

[0100] In a multi target optimization, an optimal design for the caliper 1 is determined.

[0101] Heat transfer to an environment, for instance a heat flux through the surfaces of the caliper designs may be modelled to determine suitability of the model.

[0102] Moreover, the simulation of mechanical properties includes a simulation of stiffness, in particular a deflection calculation, and/or a simulation of strength, in particular a stress and/or strain calcula-tion, and/or a simulation of dynamic behaviour, in particular an eigenfrequency calculation, and/or a simulation of durability, in particular a fatigue value calculation, and/or a simulation of weight, in particular a mass and/or volume calculation.

[0103] The method further comprises steps of optimizing the further models of the caliper 1. This includes topological optimization for identifying an optimal position of the cooling features (such as on the bridge 1.4 and/or on the caliper wall 1.7), topographical optimization for identifying an optimal type of cooling features (recesses and/or protrusions), shape optimization for identifying an optimal shape of the cooling features (e.g. detailed features such as rounded edges etc.).

[0104] The final design is selected among the various further models, based on a peak temperature and temperature distribution at predetermined portions of a surface of the caliper wall 1.7 which limits the cavity 1.2 for the piston 2.