FIELD

[0001] These teachings relate to a brake system, a torque distributing assembly, and/or to a method of operating, applying, and/or releasing a brake using a brake system and/or a torque distributing assembly.

BACKGROUND

[0002] Some vehicles utilize multi-piston (e.g., more than one brake piston) brake systems to create a clamping force to slow, stop, and/or maintain a vehicle in a stopped or parked position. In such brake systems, to improve braking performance, while also reducing weight, cost, and packaging space, it may be desirable to have an assembly that is configured to move the multi-pistons to create and release a clamping force without requiring multiple motors or complex mechanisms.

[0003] For example, while creating and/or releasing the clamping force, it may be desirable to have a brake system and/or assembly that is configured to distribute torque supplied by a motor between two or more brake pistons. It may be desirable to have an assembly that distributes the torque amongst the multiple pistons based on load or resistance differences acting on the brake pistons, which may occur when a brake pad wears unevenly, system degradation, and/or differences in brake component efficiencies.

SUMMARY

[0004] These teachings relate to a brake system, a torque distributing assembly, and to a method of operating, applying, and/or releasing a brake using a brake system and/or a torque distributing assembly.

[0005] Some examples of brake systems and torque distributing assemblies are found in the following patent documents: US 9,353,811 dated May 31, 2016; US 9,476,469 dated October 25, 2016; US 9,587,692 dated March 07, 2017; 10,443,666 dated October 15, 2019; US 11,339,842 dated May 24, 2022; and PCT/US2022/018130 dated February 28, 2022. All of the aforementioned patent documents are expressly incorporated by reference herein for all purposes.

BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Fig. 1 is perspective view of a brake system and a brake rotor.

[0007] Fig. 2 is a perspective view of a brake system.

[0008] Fig. 3 is a cross-sectional view of the brake system of Fig. 2, taken along line 3-3.

[0009] Fig. 4 is a perspective view of a toque distributing assembly.

[0010] Fig. 5 is a perspective view of the torque distributing assembly with the carrier gear removed for clarity.

[0011] Fig. 6 is a perspective view of the torque distributing assembly with one gear grouping.

[0012] Fig. 7 is an exploded perspective view of one gear grouping.

[0013] Fig. 8 is a front view of the planet gears that are arranged in the first plane.

[0014] Fig. 9 is a front view of the planet gears that are arranged in the second plane.

[0015] Fig. 10 is a top view of the torque distributing assembly, ring gear stage, and brake pistons.

[0016] Fig. 11 is a perspective view of the ring gear stage and brake pistons.

[0017] Fig. 12 is an exploded perspective view of the ring gear stage.

DETAILED DESCRIPTION

[0018] Figs. 1, 2, and 3 illustrate a brake system 100. The brake system 100 comprises a brake caliper 102. The brake caliper 102 supports an inboard brake pad 104 and an outboard brake pad 106. The brake caliper 102 may include a support bracket 108 that supports the brake pads 104, 106. In some configurations, the support bracket 108 may be considered part of the brake caliper 102. In some configurations, the support bracket 108 may be a separate component that is attached to the brake caliper 102, via one or more fasteners for example. The support bracket 108 may be used for attaching the brake system 100 and/or the brake caliper 102 to the vehicle, such as to a steering knuckle of the vehicle.

[0019] The brake system 100 is shown relative to a brake rotor 110 in Fig. 1. The brake rotor 110 has an inboard side 112 and an opposing outboard side 114. After the brake system 100 is attached to the vehicle, the friction material of the inboard brake pad 104 faces the inboard side 112 of the brake rotor 110, and the friction material of the outboard brake pad 106 faces the outboard side 114 of the brake rotor 110.

[0020] With specific reference to Fig. 3, the brake caliper 102 may include two (or more) cylinders or bores 116a, 116b. A brake piston 118a, 118b may be situated in each cylinder or bore 116a, 116b.

[0021] While Fig. 3 illustrates two cylinders or bores 116a, 116a, it is understood that there may be more than two cylinders or bores 116a, 116b each of which contain a brake piston. It is also understood that while the two cylinders or bores 116a, 116b are located on the inboard side of the brake caliper and/or brake rotor, the cylinders or bores 116a, 116b and brake pistons may be located on the outboard side of the brake caliper and/or brake rotor. It is within the scope of these teachings that in some configurations, one (or more) cylinders or bores and brake pistons may be located on the inboard side of the brake caliper and/or brake rotor, and one (or more) cylinders or bores and brake pistons may be located on the outboard side of the brake caliper and/or brake rotor.

[0022] A piston seal 120a, 120b and dust boot 122a, 122b may be provided between an outer surface of the respective brake piston 118a, 118b and the inner surface or diameter of the cylinder or bore 116a, 116b. The piston seal 120a, 120b may be a circular, flexible, generally elastic material or member or O-ring that assists in returning or rolling back the brake piston 118a, 118b into the cylinder or bore 116a, 116b after a brake apply (to release the brake apply and/or the clamping force). The dust boot 122a, 122b may be a circular, flexible generally elastic material or member that forms a seal around the brake piston 118a, 118b. The dust boot 122a, 122b may restrict or prevent debris and/or fluid from entering the gap between the bore 116a, 116b and the brake piston 118a, 118b.

[0023] The brake system 100 may comprise a rotary to linear stage mechanism 124a, 124b associated with each brake piston 118a, 118b. A rotary to linear stage mechanism is a mechanism or device that is configured to convert a rotary input torque into a linear output force. The rotary input torque may be supplied by one or more motors 130 and/or a torque distributing assembly 132. The linear output force may be used to move the brake piston(s) 118a, 118b and thus the inboard brake pad 104 towards and against the inboard side 112 of the brake rotor 110 to create the clamping force. Each rotary to linear stage mechanism 124a, 124b may comprise a spindle 126a, 126b and a nut 128a, 128b.

[0024] The rotary to linear stage mechanism 126a, 126b may be a high efficiency device. An example of a high efficiency device is a ball nut assembly, a ball ramp assembly, and/or a roller screw assembly. The illustrated rotary to linear stage mechanism 126a, 126b is a ball nut assembly. A plurality of balls or bearings may be arranged in tracks, grooves, or slots defined between the spindle 126a, 126b and the nut 128a. 128b. In some configurations, the rotary to linear stage mechanism 126a, 126b may be a low efficiency device. A low efficiency device may be a spindle and nut assembly. A low efficiency device may omit the plurality of balls or bearings between the spindle and the nut.

[0025] Referring now to Figs. 4 and 5, torque may be supplied to the brake system 100 via a motor 130, illustrated schematically at Fig. 4. The motor 130 may have an output gear or shaft that is in mechanical communication with the torque distributing assembly 132. The mechanical communication may include one or more intermediate or transfer gears 136, 138, 140, chains, belts, or other members arranged between the motor and the torque distributing assembly 132. Alternatively, the output of the motor 130 may communicate or provide torque directly to the carrier gear 142 of the torque distributing assembly 132, without any intermediate torque transferring members or mechanical devices.

[0026] The torque distributing assembly 132 comprises a central axle 144 that extends along a main axis A, a carrier gear 142 that opposes a carrier plate 146, a first output 148, and a second output 150.

[0027] The main axis A may be arranged parallel to or along the same axis about which one or more of the spindles rotate during a brake apply or release or along or parallel to an axis along which a brake piston is moved during a brake apply or release. In some configurations, the main axis may be arranged or oriented in a perpendicular direction or other angular direction (i.e., another acute or obtuse angle) relative to the axis about which one or more of the spindles rotate during a brake apply or release or relative to an axis which a brake piston is moved.

[0028] The torque distributing assembly 132 comprises a plurality of support shafts or axles 152. The support shafts 152 may extend between the carrier gear 142 and the carrier plate 146. The support shafts 152 may be locked in place or to one or both of the carriers 142, 146 or restricted from rotating about each of their axis. [0029] Each support shaft 152 is configured to support a pair (i.e. two) planet gears between the carriers 142, 146. That is, the planet gears each comprise an opening, bearing, and/or hub, through which the support shaft 152 is configured to extend. The planet gears may rotate or spin about the shafts 152 or about a longitudinal axis of the shaft 152.

[0030] As illustrated in Fig. 5, the torque distributing assembly comprises a first sun gear 154 and a second sun gear 156. The support shafts 152 and the pair of planet gears supported on each of the shafts 152 are arranged radially around the two sun gears 154, 156.

[0031] Each of the two planet gears supported on a respective shaft 152 may be arranged in a respective plane (e.g., a first plane Pl and a second plane P2). The planes Pl and P2 may be generally parallel to each other. The planes Pl, P2 may be generally parallel to the carriers 142, 146. Each of the first sun gear 154 and a second sun gear 156 may be arranged in a corresponding plane Pl and P2.

[0032] The two planet gears supported on each shaft 152 may have the same number of teeth. The two planet gears supported on each shaft 152 may have a different number of teeth. The two planet gears supported on each shaft 152 may have different pitch diameters. The two planet gears supported on each shaft 152 may have the same pitch diameters. The two planet gears supported on each shaft 152 may have the same width. The two planet gears supported on each shaft 152 may have different widths. The two planet gears supported on each shaft 152 may have the same width as one or both of the planet gears. The two planet gears supported on each shaft 152 may have a different width as one or both of the planet gears.

[0033] Referring now to Fig. 6, the torque distributing assembly 132 may have one or more gear groupings. A gear grouping may include or comprise two of the pairs of planet gears supported on two adjacent support shafts 152. In other words, a gear grouping may comprise four (4) planet gears and two shafts 152 (e.g., two planet gears on each of the two adjacent shafts 152).

[0034] In Fig. 6, one gear grouping is shown (the other gear groupings are removed from Fig. 6 in the interest of clarity). However, it is understood that the following description of gear groupings also applies to the removed gear groupings. The torque distributing assembly 132 may include any number of gear groupings, including only one grouping as shown in Fig. 6. The torque distributing assembly 132 may include two gear groupings, three gear groupings, etc. A skilled person will appreciate that the torque distributing assembly 132 illustrated in Fig. 5 has three gear groupings.

[0035] Each of the gear groupings may include: a first sun engaging planet gear 158 arranged in the first plane Pl and a first torque transferring planet gear 160 arranged in the second plane P2, both of which are supported on the one common shaft 152; and a second sun engaging planet gear 162 arranged in the second plane P2 and a second torque transferring planet gear 164 arranged in the first plane, both of which are supported on the other common shaft 152’.

[0036] Fig. 7 illustrates a partially exploded gear grouping, with the support shafts 152, 152’ removed and illustrated schematically by an axis line for clarity.

[0037] The first sun engaging planet gear 158 comprises teeth that are in meshing contact with the teeth of the first sun gear 154. The teeth of the first sun engaging gear 158 are also in meshing contact with the teeth of the second torque transferring planet gear 164. The teeth of the second torque transferring planet gear 164 are free of any meshing contact with the first and second sun gears 154, 156. In other words, there is a gap or clearance or space defined between the teeth of the second torque transferring planet gear 164 and the teeth of the first sun gear 154. Because the second torque transferring planet gear 164 is arranged in the first plane Pl and the second sun gear 156 is arranged in the second plane P2, the second torque transferring planet gear 164 is free of any meshing contact with the second sun gear 156.

[0038] The second sun engaging planet gear 162 comprises teeth that are in meshing contact with the teeth of the second sun gear 156. The teeth of the second sun engaging planet gear 162 are also in meshing contact with the teeth of the first torque transferring planet gear 160. The teeth of the first torque transferring planet gear 160 are free of any meshing contact with the first and second sun gears 154, 156. In other words, there is a gap or clearance defined between the teeth of the first torque transferring planet gear 160 and the teeth of the second sun gear 156. Because the first torque transferring planet gear 160 is arranged in the second plane P2 and the first sun gear 154 is arranged in the first plane Pl, the first torque transferring planet gear 160 is free of any meshing contact with the first sun gear 154.

[0039] The second sun engaging planet gear 162 comprises a hub 166 with an anti-rotation feature or flat spot 168 that engages an aperture 170 and corresponding anti-rotation feature or flat spot 172 in the second torque transferring planet gear 164. This ensures the two planet gears 162 and 164 are locked together and rotate or spin together about the shaft 152’. [0040] Similarly, the first sun engaging planet gear 158 comprises a hub with an anti-rotation feature or flat spot (not shown, but similar in structure to the one illustrated on gear 162) that engages an aperture 174 and corresponding anti-rotation feature or flat spot 176 in the first torque transferring planet gear 160. This ensures the two planet gears 158 and 160 are locked together and rotate or spin together about the shaft 152.

[0041] Fig. 8 illustrates the planet gears that are arranged in the first plane Pl and radially around the first sun gear 154. Fig. 9 illustrates the planet gears that are arranged in the second plane P2 and radially round the second sun gear 156. Referring to both Figs. 8 and 9, a gear grouping includes: the first sun engaging planet gear 158 and the first torque transferring planet gear 164 in the first plane Pl (Fig. 8) and the second torque transferring planet gear 160 and the second sun engaging planet gear 162 in the second plane P2 (Fig. 9).

[0042] The first sun engaging planet gear 158 may have the same number of teeth as the first torque transferring planet gear 164. The pitch diameter of the teeth of the first sun engaging planet gear 158 may be different than the pitch diameter of the teeth of the first torque transferring planet gear 164. The second torque transferring planet gear 160 may have the same number of teeth as the second sun engaging planet gear 162 but may have different pitch diameter than the teeth of the second sun engaging planet gear 162.

[0043] Another gear grouping includes a first sun engaging planet gear 158’ and a first torque transferring planet gear 164’ in the first plane Pl (Fig. 8), and a second torque transferring planet gear 160’ and a second sun engaging planet gear 162’ in the second plane P2 (Fig. 9).

[0044] The first sun engaging planet gear 158’ may have the same number of teeth as the first torque transferring planet gear 164’. The pitch diameter of the teeth of the first sun engaging planet gear 158’ may be different than the pitch diameter of the teeth of the first torque transferring planet gear 164’. The second torque transferring planet gear 160’ may have the same number of teeth as the second sun engaging planet gear 162’ but may have different pitch diameter than the teeth of the second sun engaging planet gear 162’.

[0045] Another grouping of claims includes a first sun engaging planet gear 158” and a first torque transferring planet gear 164” in the first plane Pl (Fig. 8), and a second torque transferring planet gear 160” and a second sun engaging planet gear 162” in the second plane P2 (Fig. 9). [0046] The first sun engaging planet gear 158” may have the same number of teeth as the first torque transferring planet gear 164”. The pitch diameter of the teeth of the first sun engaging planet gear 158” may be different than the pitch diameter of the teeth of the first torque transferring planet gear 164”. The second torque transferring planet gear 160’ may have the same number of teeth as the second sun engaging planet gear 162” but may have different pitch diameter than the teeth of the second sun engaging planet gear 162”.

[0047] Again, there can be any number of gear groupings, including as little as only one grouping, or there may be two or more groupings, three or more groupings, four or more groupings, etc.

[0048] Referring now to the previous figures, a method of creating a clamping force will be described. The method may be used to move one or both of the brake pads against the brake rotor to create friction to create the clamping force to slow, stop, or maintain a road wheel or vehicle in a stopped or parked position. The clamping force may be created during a service brake application and/or during a parking brake application.

[0049] The method includes a step of turning ON the motor 130. This may occur by depressing a brake pedal or lever of the vehicle, by pushing one or more buttons, by putting the vehicle transmission into a park gear, and/or by turning the ignition of the vehicle OFF. In some configurations, the motor 130 may be turned ON automatically, for example by the vehicle detecting an object in the travel path of the vehicle, by an operator ceasing acceleration, automatically by a computer, etc.

[0050] Turning the motor 130 ON means that one or more electronic signals and/or electric power is supplied or communicated to the motor 130. The one or more electric signals and/or electric power may be supplied by a controller 200 (Fig. 1), a battery, a computer, etc. The controller 200 may be a controller associated with or part of the vehicle, the brake system, or both. Turning the motor 130 ON causes the motor 130 to generate or increase a torque output. The generated torque is output to the carrier gear 142 directly from the motor output shaft, or through one or more intermediate transfer members 136, 138, 140, which causes the carrier gear 142 to rotate about the main axis A (Fig. 4).

[0051] By way of the connection of the carrier plate 146 to the first carrier gear 142 via the support shafts 152 that extend therebetween, rotation of the first carrier gear 142 causes the carrier plate 146 to rotate about the main axis A. Rotation of these carriers 142, 146 causes the planet gears to rotate about the main axis A. By way of the teeth of the planet gears meshing with the corresponding sun gears 154, 156, rotation of the planet gears about the main axis A causes the sun gears 154, 156 to rotate about the main axis A. Output 148 is fixed to sun gear 154 and output 150 is fixed to sun gear 156. Accordingly, rotation of the sun gears 154, 156 about the main axis A causes the outputs 148, 150 to rotate about the main axis A. Each of the outputs 148, 150 may be directly connected to the corresponding spindles 126a, 126b (or indirectly connected via one or more gear trains or mechanisms discussed below). Accordingly, rotation of the outputs 148, 150 causes the spindles 126a, 126b to rotate about their respective longitudinal axis.

[0052] Rotation of the spindles 126a, 126b about their axis causes the corresponding nuts 128a, 128b to move axially towards a bottom of the corresponding brake piston 118a, 118b. After the nuts 128a, 128b contact the bottom of the corresponding brake pistons 118a, 118b, continued axial movement of the nuts 128a, 128b causes the brake pistons 118a, 118b to move into contact with the inboard brake pad 104 and move the brake pad 104 into contact with the brake rotor to generate the clamping force required to slow, stop, or maintain the brake rotor and the road wheel in a stopped or parked position.

[0053] When one of the ends El, E2 (Fig. 3) of the brake pad 104 contacts the brake rotor (Fig. 1), a load or resistance or reaction force acting on the corresponding brake piston 118a, 118b, nut 128a, 128b, spindle 126a, 126b may increase. When this occurs, the torque transferring assembly 132 may function to increase or direct a torque supply from the motor 130 to the spindle 126a, 126b with the lower load or resistance or reaction force acting on it, while decreasing, ceasing, or eliminating any further torque supply to the spindle 126a, 126b with the higher load or resistance or reaction force acting on it.

[0054] In an illustrative example, assuming the first spindle 126a has a higher load or resistance on it compared to the second spindle 126b, which may occur if the end El of the brake pad 104 is in contact with the brake rotor and the other end E2 is not, or if the end El of the brake pad 104 is frictionally engaging the brake rotor with a greater force than the other end E2. This may occur as a result of brake pad taper wear. When this occurs, a greater load or resistance will be applied onto the output gear 148 (Fig. 5), which will then apply a higher load or resistance onto the first sun gear 154, which will function to slow or stop the rotation of the first sun gear 154 about the main axis A, which will cause the first sun engaging planet gears 158, 158’, 158” that meshingly engage the first sun gear 154 to increase their spinning speed about each of their respective support shafts or axles 152.

[0055] The increase in spinning speed of the first sun engaging planet gears 158, 158’, 158” about each of their respective support shafts 152, will cause the second torque transferring planet gears 164, 164’, 164” to increase their spinning speed about their axles or shafts by way of the meshing teeth engagement therebetween. The increased spinning of the second torque transferring planet gears 164, 164’, 164” will be transferred to the second sun engaging gears 162, 162’, 162 by way of the hub 166 and aperture 170 connection illustrated and described in Fig. 7. Due to the tooth/teeth meshing engagement between the second sun engaging gears 162, 162’, 162 and the second sun gear 156, the increased spinning of the second sun engaging gears 162, 162’, 162 will cause the second sun gear 156 to increase its spinning speed. The increased speed of the second sun gear 156 rotating about the main axis A will then be transferred to the output 150, causing the output 150 to increase its rotational speed, which will then be correspondingly transferred to the second spindle, which will then be transferred to the second brake piston via the second rotary to linear stage mechanism, as was described above.

[0056] The increase in spinning speed of the engaged first sun engaging planet gears 158, 158’, 158” about each of their respective support shafts 152, which will also cause the first torque transferring planet gears 160, 160’, 160” to rotate via the hub and aperture 174 connection illustrated and described in Fig. 7. Due to the teeth meshing engagement between the first torque transferring planet gears 160, 160’, 160” and the second sun engaging gears 162, 162”, the increased spinning of the first torque transferring planet gears 160, 160’, 160” will cause the second sun engaging gears 162, 162” to increase their spinning speed. The increased spinning of the second sun engaging gears 162, 162’, 162 will cause the second sun gear 156 to increase its spinning speed. The increased speed of the second sun gear 156 rotating about the main axis A will then be transferred to the output 150, causing the output 150 to increase its rotational speed, which will then be correspondingly transferred to the second spindle, which will then be transferred to the second brake piston via the second rotary to linear stage mechanism, as was described above.

[0057] In another illustrative example, assuming the second spindle 126b has a higher load or resistance on it compared to the first spindle 126a, which may occur if the end E2 of the brake pad 104 is in contact with the brake rotor and the other end El is not, or if the end E2 of the brake pad 104 is frictionally engaging the brake rotor with a greater force than the other end El. This may occur as a result of brake pad taper wear. When this occurs, a greater load or resistance will be applied onto the output gear 150, which will then apply a higher load or resistance onto the second sun gear 156, which will function to slow or stop the rotation of the second sun gear 156 about the main axis A, which will cause the second sun engaging planet gears 162, 162’, 162” that meshingly engage the second sun gear 156 to increase their spinning speed about each of their respective support shafts 152.

[0058] The increase in spinning speed of the engaged second sun engaging planet gears 162, 162’, 162” about each of their respective support shafts 152, will cause the first torque transferring planet gears 160, 160’, 160” to increase their spinning speed by way of the meshing teeth engagement therebetween. The increased spinning of the first torque transferring planet gears 160, 160’, 160” to will be transferred to the first sun engaging gears 158, 158’, 158” by way of the hub and aperture 174 connection illustrated and described in Fig. 7. Due to the teeth meshing engagement between the first sun engaging gears 158, 158’, 158” and the first sun gear 154, the increased spinning of the first sun engaging gears 158, 158’, 158” will cause the first sun gear 154 to increase its spinning speed. The increased speed of the first sun gear 154 rotating about the main axis A will then be transferred to the output 148, causing the output 148 to increase its rotational speed, which will then be correspondingly transferred to the first spindle, which will then be transferred to the first brake piston via the first rotary to linear stage mechanism, as was described above.

[0059] The increase in spinning speed of the engaged second sun engaging planet gears 162, 162’, 162” about each of their respective support shafts 152, which will also cause the second torque transferring planet gears 164, 164’, 164” to rotate via the hub 166 and aperture 170 connection illustrated and described in Fig. 7. Due to the teeth meshing engagement between the second torque transferring planet gears 164, 164’, 164” and the first sun engaging gears 158, 158’, 158”, the increased spinning of the second torque transferring planet gears 164, 164’, 164” will cause the first sun engaging gears 158, 158’, 158 to increase their spinning speed. The increased spinning of the first sun engaging gears 158, 158’, 158” will cause the first sun gear 154 to increase its spinning speed. The increased speed of the first sun gear 154 rotating about the main axis A will then be transferred to the output 148, causing the output 148 to increase its rotational speed, which will then be correspondingly transferred to the first spindle, which will then be transferred to the first brake piston via the first rotary to linear stage mechanism, as was described above.

[0060] Referring now to Figs. 10, 11, and 12, a ring gear stage 180 may be located between output 148 and the first spindle 126a and/or a ring gear stage 180’ may be located between output 150 and the second spindle 126b. Alternatively, one or both of the outputs 148, 150 from the torque distributing assembly 132 may be connected directly or indirectly (via one or more other gears) to the respective rotary to linear stage mechanism 124a, 124b (Fig. 3). The ring gear stage 180, 180’ may comprise a drive gear 182, 182’ that is in communication with or meshing engages the corresponding output gear 148, 150.

[0061] The ring gear stage 180 may function to increase a speed and/or torque output from the torque distributing assembly 132. The ring gear stage 180 may function to decrease a speed and/or torque output from the torque distributing assembly 132.

[0062] While the following description refers to the ring gear stage 180, it is understood that these teachings may also apply to the ring gear stage 180’. Thus, because ring gear stage 180’ may include similar or exact structure and function of ring gear stage 180, in the interest of brevity, a separate description of the structure and operation of ring gear stage 180’ is not necessary.

[0063] The ring gear stage 180 comprises a sun gear 194 that engages the first drive gear 182 via shaft 184. In other words, rotation of the first drive gear 182 (by way of rotation of the output gear 148), causes the first sun gear 194 to rotate about its longitudinal axis B via shaft 184. The sun gear 194 may be attached to or integrally formed with shaft 184, or connected thereto via one or more fasteners (weld, glue, adhesive, pin, screw, rivet, etc.)

[0064] The ring gear stage 180 comprises one or more planet gears 186 that are rotatably supported on one or more axles 188 that are connected to or extend between opposing carrier plates 190, 192.

[0065] The ring gear stage 180 comprises a ring gear 198. Rotation of the first sun gear 194 the axis B causes the one or more planet gears 186 to rotate about the axis B within an internal gear portion 196 of the ring gear 198. The one or more planet gears 186 also spin on or about each of their respective axles 188.

[0066] The carrier plate 190 is connected to or fixed to the rotary to linear stage mechanism and/or more specifically to the spindle 126a. Due to the engagement of the carrier plate 190 with the axles 188, the carrier plate 190 also rotates about the axis B, which causes the spindle 126a to rotate about axis B.

[0067] Referring back to Fig. 3, rotation of the spindle 126a about axis B, causes the nut 118a to move axially towards a bottom of the corresponding brake piston 118a. After the nut 128a contacts the bottom of the corresponding brake piston 118a, continued axial movement of the nut 128a, causes the brake piston 118a to move into contact with the inboard brake pad 104 and move the brake pad 104 into contact with the brake rotor to generate the clamping force required to slow, stop, or maintain the brake rotor and the road wheel in a stopped or parked position.

[0068] These teaching provide a brake system. The brake system may be a system or assembly for creating a clamping force. The brake system may be any system or assembly for releasing a clamping force. The brake system may function to, may be configured to, or may be adapted or enabled to create a clamping force to slow, stop, and/or maintain a vehicle in a stopped position. The clamping force may be used during a service brake operation to slow, stop, and/or maintain a vehicle in a stopped position. The clamping force may be used during a parking brake operation to maintain a vehicle in a stopped or parked position. The clamping force may be used during both a service and parking brake operation. The brake system may have a hydraulic component, where hydraulic fluid is used to move a brake piston and brake pad against a braking surface (i.e., brake rotor) to create a clamping force during a service and/or parking brake operation. The hydraulic component may be applied together with the torque distributing assembly disclosed herein or separately.

[0069] The brake system may be an opposed brake system (i.e., a fixed caliper brake system) or a floating brake system (i.e., a floating caliper). The brake system may be a disc brake system. The brake system may be a drum brake system. The brake system may be a service brake system. The brake system may be a parking brake system.

[0070] The brake system and/or clamping force disclosed herein may be utilized for any vehicle (i.e., passenger or cargo car, truck, utility, or off-road vehicle). The brake system and/or clamping force disclosed herein may be utilized for service brake applications (i.e., to slow, stop, or prevent movement of a road wheel or vehicle). The brake system and/or clamping force disclosed herein may be utilized for parking brake applications (i.e., to prevent movement of a road wheel or vehicle). The brake system and/or clamping force disclosed herein may be utilized for parking brake applications while a hydraulic or other brake system is utilized for service brake operations.

[0071] Various embodiments are disclosed herein. It is within the scope of this disclosure that the elements of the embodiments may be combined, duplicated, or separated into additional embodiments. Also, any element disclosed herein may be eliminated from any of the assemblies disclosed herein, duplicated, and/or combined with other elements.

[0072] The clamping force may be a force that, when coupled with a brake pad or brake shoe coefficient of friction, functions to decelerate, slow, stop, and/or prevent movement or rotation of a brake rotor, brake drum, and/or a vehicle. The clamping force may be created during a standard brake apply (i.e., a brake apply force). The clamping force may be created during a parking brake apply (i.e., a parking brake force).

[0073] The brake system may include one or more brake pads, and a brake caliper supporting two or more brake pistons. During a brake apply, the two or more brake pistons may be moved towards and away from the one or more brake pads by pressurizing brake fluid. Additionally, or alternatively, during a brake apply, the two or more brake pistons and one or more brake pads may be moved with electromechanical elements to create clamping force. The electromechanical elements may include rotary to linear mechanisms, spindle, nut, motor, one or more gears, a torque distributing assembly, or a combination thereof.

[0074] The brake rotor may cooperate with the components of the brake system to create the clamping force. The brake rotor may include an inboard side and an opposing outboard side. The brake caliper may be arranged so that one or more brake pads are located at the inboard side of the brake rotor (i.e., inboard brake pads), and one or more brake pads are located at the outboard side of the brake rotor (i.e., outboard brake pads), or both.

[0075] The brake caliper may have two or more piston bores. Each piston bore may define a hollow region in the brake caliper configured to receive and support a corresponding brake piston. One or more of the piston bores can be located on one side of the brake rotor (i.e., inboard side or outboard side), or on both sides of the brake rotor.

[0076] The brake system may have two or more brake pistons. The two or more brake pistons may function to move a brake pad, or a corresponding end of brake pad, towards the brake rotor to create the clamping force. The two or more brake pistons may be located on one side of the brake rotor (i.e., inboard side or outboard side), or one or more brake pistons may be located on each side of the brake rotor.

[0077] During a brake apply, to decelerate slow, stop, or maintain a vehicle in a stopped or parked position, the brake pistons may be moved by pressurizing fluid, such as brake fluid. To release the clamping force or the brake apply, the brake piston can be moved by depressurizing the fluid. During a brake apply, to decelerate slow, stop, or maintain a vehicle in a stopped or parked position, the brake pistons may be moved with one or more electromechanical mechanisms (e.g., with one or more rotary to linear mechanisms; spindles; nuts; motors, etc.).

[0078] The brake piston pocket may function to receive at least a portion of a corresponding rotary to linear stage mechanism. The brake piston pocket may be a cup or recess formed into an end of a brake piston. The brake piston pocket may include a bottom wall at the end or bottom of the brake piston pocket and an opposing open end. A gap may exist between the nut of the rotary to linear stage mechanism and a corresponding bottom wall. During a brake apply, the gap may be taken up by moving the rotary to linear stage mechanism towards the bottom wall. Once the gap is taken up, further movement of the nut or rotary to linear stage mechanism may cause the nut or the rotary to linear stage mechanism to press against the bottom wall and then move the brake piston and thus brake pad against the brake rotor to create the clamping force.

[0079] By moving the nut away from the bottom pocket wall, the brake piston may move in an oppose, release direction, so that the brake pad can then move away from the brake rotor to release the clamping force.

[0080] The one or more brake pads may be used to create the clamping force. The clamping force creates a transfer of energy by converting the kinetic energy of the vehicle into thermal energy by frictionally engaging one or more brake pads with one or more sides of the brake rotor. The one or more brake pads may include one or more features (i.e., ears, projections, etc.) that may engage or be engaged by a brake caliper, a support bracket, or both to maintain the location of the brake pads within the braking system and relative to the brake rotor.

[0081] The motor may be one or more motors. The motor may be any motor for creating a 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 exited motor, a servomotor, a stepping 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, computer, or processor. Supplying power to the motor may cause the output shaft of the motor to rotate about an axis. The output shaft rotation may be adapted for an apply direction (to create a clamping force) and for a release direction (to release a clamping force).

[0082] The brake system may comprise one or more rotary to linear mechanisms, which may also be referred to as rotary to linear stage mechanisms. The one or more rotary to linear mechanisms may function to convert a torque output from the motor or torque distributing assembly into a linear or axial force to move the one or more brake pistons. The one or more rotary to linear mechanisms may be a high-efficiency device such as a ball screw, a roller screw, or a ball ramp, for example. The one or more rotary to linear mechanisms may be a low- efficiency device, such as a lead screw, that has higher friction between the spindle and nut compared to a high efficiency device. The one or more rotary to linear mechanisms may generally include a spindle and a nut.

[0083] The spindle may be rotated by the motor or corresponding driving gear. The spindle may be rotated in an apply direction and a release direction to apply and release the brake system brake, respectively. Rotation of the spindle may cause a nut that is threadably engaged with the spindle to move axially along an axis in an apply or release direction to move the brake pad towards or away from a brake rotor. The spindle may be driven by a driving gear, a carrier, the torque distributing assembly, the ring gear stage, or a motor, or a combination thereof. The spindle may be driven indirectly by a driving gear (indirect connection or attachment between the two elements, meaning one or more gears, shafts, belts, chains, or other intermediate connection members are provided between the spindle and the driving gear).

[0084] The nut may be moved axially along an axis that the spindle is configured to rotate about. For example, the nut and the spindle may be threadably engaged such that when the spindle is rotated by the motor or driving gear, the nut moves axially toward or away from a wall of the piston pocket. After contact between the nut and the piston pocket wall is made, further movement of the nut may result in movement of a brake piston and thus a brake pad, or a corresponding end of a brake pad towards a brake pad. The nut may be restricted or prevented from rotating about the axis along which it is configured to axially move.

[0085] The torque distributing assembly may function to distribute an output torque from one or more motors or gear train to or amongst two or more brake pistons or rotary to linear mechanisms during a brake apply, a parking brake apply, or both to create a clamping force. [0086] The torque distributing assembly may function to distribute an output torque from one or more motors or gear train to or amongst two or more brake pistons or rotary to linear mechanism during a brake release, a parking brake release, or both to release a clamping force. The torque distributing assembly may function to distribute, increase, decrease, or multiply an output torque from one or more motors or gear train to or amongst two or more brake pistons or rotary to linear mechanisms during a brake apply, a parking brake apply, or both to create a clamping force. Thus, the torque distributing assembly may also be referred to as a torque multiplying and distributing assembly; a torque increasing and distributing assembly, a torque decreasing and distributing assembly, etc.

[0087] While creating and/or releasing the clamping force, the torque distributing assembly according to these teachings is configured to distribute or re-distribute torque between two or more brake pistons based on load or resistance differences acting on the two or more brake pistons.

[0088] The torque distributing assembly may be configured to distribute torque from the motor generally equally to both of the first brake piston and the second brake piston so that both of the brake pistons are moved unison until a resistance on one of the two brake pistons becomes higher than the other brake piston. The torque distributing assembly may then be configured to distribute power from the motor to the brake piston with the lower resistance so that the piston assembly with the higher resistance slows or ceases to move.

[0089] 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 load or resistance or reaction force acting on it. Accordingly, the torque distributing assembly according to these teachings is configured to reduce a torque supply to that brake piston and then distribute the torque supply from the motor to the other brake piston so that the other corresponding end of the brake pad is moved towards and into contact with the brake rotor. Accordingly, with these teachings, a single motor can be used to move multiple brake pistons to create a clamping force.

[0090] For example, uneven or different loads or forces acting on the brake pistons may be a result of the friction material of the brake pad wearing unevenly, which means one end of the brake pad may contact the brake rotor and build clamping force before the other end contacts the brake rotor. The brake pistons associated with the end of the brake pad that contacts and builds clamping force first will apply a greater reactive load or resistance on that brake piston. [0091] For example, uneven or different loads or forces acting on the brake pistons may be a result of system degradation where one brake piston moves faster than another brake piston, which means one end of the brake pad may contact the brake rotor and build clamping force before the other end contacts the brake rotor. The brake pistons associated with the end of the brake pad that contacts and builds clamping force first will apply a greater reactive load or resistance on that brake piston.

[0092] For example, uneven or different loads or forces acting on the brake pistons may be a result of tolerance differences in the rotary to linear mechanisms, tolerance variations in the brake piston and caliper bores in which the brake piston is located. These variations may result in one brake piston moving faster or farther than another brake piston, which means one end of the brake pad may contact the brake rotor and build clamping force before the other end contacts the brake rotor. The brake pistons associated with the end of the brake pad that contacts and builds clamping force first will apply a greater reactive load or resistance on that brake piston.

[0093] For example, uneven or different loads or forces acting on the brake pistons may be a result of uneven or warped brake rotor surfaces.

[0094] 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 directly meshingly engaging one another. Any intermediate disclosed herein between two or more other gears may be eliminated. [0095] Any gear disclosed herein may be a spur gear, helical gear, bevel gear, worm gear. In other words, for example, while reference is made to a spur gear in this disclosure, the spur gear may be replaced with any gear, such as a helical gear.

[0096] While the gears disclosed herein are described as having teeth that mesh with or meshingly engage other teeth gears to transmit torque between the gears, it is understood that other means can be used to transmit torque such as, for example, using one or more belts, chains, intermediate gears, shafts, rack and pinions, axles, etc. Moreover, in certain applications, the teeth on one or more of the gears may be eliminated and the gears may engage one another via a pressure or friction fit to transmit torque. Furthermore, any gear disclosed herein may be replaced with a shaft, belt, chain, or other torque transmitting means. Furthermore, any of the gears and their orientation disclosed herein may be rearranged and still be within the scope of this disclosure. [0097] The gears disclosed herein may be made of any material, such as metal, plastic, 3D printed, a composite, or a combination thereof.

[0098] The second sun engaging planet gear may comprise the same number of teeth as the second torque transferring planet gear, and/or has a different pitch diameter than the teeth of the second torque transferring planet gear.

[0099] Any of the gears, elements, or assemblies disclosed herein may be rearranged such that a previously disclosed element extending along or rotating about the main axis A may extend along or rotate about another axis that is parallel to the main axis A or is not parallel or coaxial (such as perpendicular or at another angle) relative to the main axis A. The main axis may be referred to as a central axis or center axis.

[00100] For examples, in the illustrated examples, the ring gear stage is located downstream of the toque distributing assembly. In some configurations, the arrangement may be switched so that the ring gear stage is located upstream of the torque distributing assembly.

[00101] One or more bearings and/or bushings may be provided at any interface where one or more gears are described as rotating about a shaft or axis.

[00102] It is understood that any of the method steps disclosed herein can be performed in virtually any order. Moreover, one or more of the method steps can be combined with other steps; can be omitted or eliminated; can be repeated; and/or can separated into individual or additional steps.

[00103] The explanations and illustrations presented herein are intended to acquaint others skilled in the art with the invention, its principles, and its practical application. The above description is intended to be illustrative and not restrictive. Those skilled in the art may adapt and apply the invention in its numerous forms, as may be best suited to the requirements of a particular use.

[00104] Accordingly, the specific embodiments of the present invention as set forth are not intended as being exhaustive or limiting of the teachings. The scope of the teachings should, therefore, be determined not with reference to this description, but should instead be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. The omission in the following claims of any aspect of subject matter that is disclosed herein is not a disclaimer of such subject matter, nor should it be regarded that the inventors did not consider such subject matter to be part of the disclosed inventive subject matter.

[00105] Plural elements or steps can be provided by a single integrated element or step. Alternatively, a single element or step might be divided into separate plural elements or steps.

[00106] The disclosure of "a" or "one" to describe an element or step is not intended to foreclose additional elements or steps. For example, disclosure of “a motor” does not limit the teachings to a single motor. Instead, for example, disclosure of “a motor” may include “one or more motors.”

[00107] While the terms first, second, third, etc., may be used herein to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not be limited by these terms. These terms may be used to distinguish one element, component, region, layer or section from another region, layer or section. Terms such as “first,” “second,” and other numerical terms when used herein do not imply a sequence or order unless clearly indicated by the context. Thus, a first element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings.

[00108] Spatially relative terms, such as “inner,” “outer,” “beneath,” “below,” “lower,” “above,” “upper,” and the like, may be used herein for ease of description to describe one element or feature's relationship to another element(s) or feature(s) as illustrated in the figures. Spatially relative terms may be intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as “below” or “beneath” other elements or features would then be oriented “above” the other elements or features. Thus, the example term “below” can encompass both an orientation of above and below. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

[00109] The invention illustratively disclosed herein suitably may be practiced in the absence of any element which is not specifically disclosed herein.

[00110] Any of the elements, components, regions, layers and/or sections disclosed herein are not necessarily limited to a single embodiment. Instead, any of the elements, components, regions, layers and/or sections disclosed herein may be substituted, combined, and/or modified with any of the elements, components, regions, layers and/or sections disclosed herein to form one or more embodiments that may be or not be specifically illustrated or described herein.

[00111] The disclosures of all articles and references, including patent applications and publications, testing specifications, are incorporated by reference for all purposes. Other combinations are also possible as will be gleaned from the following claims, which are also hereby incorporated by reference into this written description.

[00112] Reference Numerals

[00113] 100 brake system

[00114] 102 brake caliper

[00115] 104 inboard brake pad

[00116] 106 outboard brake pad

[00117] 108 support bracket

[00118] 110 brake rotor

[00119] 112 inboard side (of brake rotor 110)

[00120] 114 outboard side (of brake rotor 110)

[00121] 116 cylinder or bore

[00122] 118 brake piston

[00123] 120 piston seal

[00124] 122 dust boot

[00125] 124 rotary to linear stage mechanism

[00126] 126 spindle

[00127] 128 nut

[00128] 130 motor

[00129] 132 torque distributing assembly

[00130] 136 intermediate or transfer gears or transfer members

[00131] 138 intermediate or transfer gears or transfer members

[00132] 140 intermediate or transfer gears or transfer members

[00133] 142 carrier, carrier gear

[00134] 144 central axle

[00135] 146 carrier, carrier plate

[00136] 148 output, output gear [00137] 150 output, output gear

[00138] 152 shaft, support shaft, axle

[00139] 154 sun gear

[00140] 156 sun gear

[00141] 158 sun engaging planet gear

[00142] 160 torque transferring planet gear

[00143] 162 sun engaging planet gear

[00144] 164 torque transferring planet gear

[00145] 166 hub

[00146] 168 anti -rotation, flat spot

[00147] 170 aperture

[00148] 172 anti -rotation, flat spot

[00149] 174 aperture

[00150] 176 anti -rotation, flat spot

[00151] 180 ring gear stage

[00152] 182 drive gear

[00153] 184 shaft

[00154] 186 planet gear

[00155] 188 axle

[00156] 190 carrier plate

[00157] 192 carrier plate

[00158] 194 sun gear

[00159] 196 internal gear portion

[00160] 198 ring gear

[00161] 200 controller

[00162] A main axis

[00163] B shaft axis

[00164] Pl plane 1

[00165] P2 plane 2