DE102014113055B4 - Disc brake with an adjustment device - Google Patents

Abstract

Disc brake (10) which is actuated by means of a piston rod of a pneumatically or electrically operated brake cylinder, with a brake caliper (3) which, like a frame, overlaps an edge region of a brake disc on which at least one brake pad (4, 4a) is arranged on both sides, wherein the brake caliper (3) accommodates a clamping device (1) in an opening on a clamping side (ZS) of the brake disc, which has at least the following features: a) an internal rotary lever (8), i.e. arranged inside the brake caliper (3), b ) at least one clamping mechanism (12) which has a spindle axis (7) and at least one clamping piston which can be moved perpendicularly to the brake disc and is designed as a threaded sleeve/threaded stamp combination with a threaded sleeve, and the at least one clamping mechanism (12) for overcoming the working stroke or to apply the application-side application piston with the brake pad (4) to the brake disc as a result e designed for pivoting the rotary lever (8) about a lever axis (9) during braking, the at least one application mechanism (12) having a driven element (14) with at least one driven element (14a), c) an adjustment device (10) for adjustment of friction surface wear on the brake pads (4, 4a) and brake disc of the disc brake (1), a drive member (15) of the adjusting device (10) being coupled to the driven member (14) of the at least one clamping mechanism (12) for driving the adjusting device (10). , and wherein the adjustment device (10) is coupled on the output side via a coupling mechanism (20) to an adjusting wheel (18) of the threaded punch (17) of the at least one application mechanism (12), d) wherein the coupling mechanism (20) as a backlash-free gear pair is formed, e) wherein the rotary lever (8) arranged inside the brake caliper (3) has a lever axis (9) aligned parallel to the brake disc, characterized in that characterized in thatf) the setting wheel (18) of the coupling mechanism (20) is formed from at least one first gear and at least one second gear, the at least one first gear being twisted and braced about a common spindle axis (7) relative to the at least one second gear is.

Description

The invention relates to a rotary lever-actuated disc brake with an adjustment device, in particular a disc brake that can be actuated by means of a piston rod of a pneumatically or electric motor-operated brake cylinder, according to the preamble of claim 1.

Pneumatically actuated disc brakes usually have a brake caliper designed as a sliding caliper, swivel caliper or fixed caliper, in which a clamping device is arranged, which serves to bring brake pads on both sides of a brake disc and the brake disc into an operative connection in order to achieve a braking effect through friction.

Pneumatically actuated disc brakes are now standard equipment on heavy commercial vehicles. Disc brakes of this type require a mechanical transmission to generate the required clamping force, since the force of the pneumatically operated brake cylinder is limited due to the pressure level (currently around 10 bar) and the limited size of the brake cylinder. In the currently known pneumatically actuated disc brakes there are transmission ratios between 10:1 and 20:1.

The clamping forces act on the brake disc via both brake pads. Since the pads are designed as wearing parts, they are generally softer than the brake disc, i.e. the pads experience a change in pad thickness over their service life, they wear out. The brake disc can also wear out. This wear results in the need for wear adjustment to compensate for the change caused by wear and thus set a constant air gap. A constant air gap is required to keep the brake response times short, to ensure that the brake disc can move freely and to provide a stroke reserve for limit load cases.

The clearance of the disc brake is understood here to be a gap between the brake pads and the brake disc when the disc brake is not actuated.

The clearance is usually set automatically with the help of an automatic wear adjuster.

The way the slack adjuster works is similar for most brakes. When braking, a brake lever coupled to the piston rod of the brake cylinder performs a pivoting movement. Before the pivoting movement of the brake lever is introduced into the adjustment device via a coupling mechanism of the adjustment (e.g. shift fork and shift finger), a so-called response path must be overcome. This path is decisive for the size of the clearance, since the adjustment is not activated during this movement, and the brake application path thus represents the clearance. After overcoming this response path, the adjustment device is set in a pivoting or rotary movement and an adjustment process is initiated by coupling it to the adjustment element (e.g. screw drive of an application piston).

The document describes an example of a wear adjustment device EP 2 307 755 B1 . In this case, a rotary drive movement, for example from a torque-limiting device, for example with a ball ramp, is transmitted via a continuously acting clutch (slip clutch) to an adjusting spindle of a pressure stamp. The air play is adjusted continuously.

The size of the clearance is defined by the functional sequence described above. In practice, however, the size of the clearance is also influenced by dynamic effects. In the case of vibration stress, it can happen, for example, that the clearance is reduced due to movements in the adjustment mechanism. A reduction in the clearance can lead to an impairment of the operating behavior of the brake, e.g. an increased residual grinding torque.

document WO 2013/143 994 A1 describes a disc brake, in particular a disc brake that can be actuated pneumatically or by an electric motor, with a brake caliper which overlaps an edge region of a brake disc, with an application device which is arranged in the brake caliper and is designed at least for applying a brake pad on the application side to the brake disc, the application device having an adjustment system for setting a clearance, which has an adjustment device and at least one or more screw drive(s) consisting of a threaded spindle and a threaded sleeve that can be rotated relative thereto or another element having an internal thread, such as a traverse, with the at least one screw drive being axial in the direction of the brake disc when the disc brake is applied is displaceable and wherein the axial length of the screw drive is variable by means of the adjusting device by relative rotation of the elements of the screw drive. One adjustment device of the adjustment system is arranged between two or next to one screw drive, with a driven gear wheel of the adjustment device being in engagement with a gear wheel of one screw drive. It is/are also at least one clearance securing device with one or more path-dependent clutch(es), in particular clutches, which is/are coupled directly or indirectly to the at least one screw drive or other rotary element of the adjustment system.

document DE 10 2012 216 402 A1 relates to a differential gear, with a planetary carrier, a planetary carrier bearing device for supporting the planetary carrier for rotation about a rotating axis, a first output gear, which is arranged coaxially to the rotating axis and forms a first driven gear toothing, a second driven gear, which is also arranged coaxially to the rotating axis, and a second forms the output gearing, and a planetary gear arrangement, which as such gear-couples the output gears so that they can rotate in opposite directions and for this purpose comprises planetary gears which revolve with the planetary carrier and can be rotated relative to it about planetary gear axes, the planetary carrier bearing device having a first and a second roller bearing, each of which has a bearing inner ring and comprises a bearing outer ring and the planetary carrier bearing device is arranged in such a way that at least one of the bearing rings forms a contact surface which lies axially between the two roller bearings and is opposite the P Lanten carrier relatively movably guided gear member supported axially.

document DE 103 27 103 B4 describes a reduction gear, in particular for an adjustment device of a motor vehicle seat, with an output shaft that rotates about an output axis, with a pinion that is connected to the output shaft, with a housing that has a housing part, which housing part is in the immediate vicinity of the pinion and having a passage for the output shaft, a first stationary external gear connected to the housing member and having a bearing aperture centered on the output axis, a second external gear connected to the pinion and the has a bearing protrusion fitted to the bearing hole, wherein the pinion, the casing, the first, stationary gear and the second gear are arranged in this order on the output axis, with an eccentric gear with internal teeth, which is connected to both the first gear and the the second gear is engaged, the one wheel axis offset by an eccentric amount e from the output axis, having a bearing bore mating and coaxial with the output shaft, and an input shaft in rotational connection directly or indirectly with the eccentric wheel.

document DE 10 2005 005 250 A1 describes an adjusting device for a disc brake, in particular a pneumatically operated disc brake, which is designed to rotate at least one rotary spindle, which acts on a brake pad by means of a pressure piece and which has an output tooth arrangement which has at least one tooth which engages in a groove. The output tooth arrangement and/or the groove are designed to be elastically compressible.

document DE 10 2004 032 776 A1 relates to a ring gear combination with a first ring gear and a second ring gear, wherein the ring gears are arranged coaxially with respect to a common axis of rotation and are connected to a common fastening element. The ring gears can be connected in a rotationally fixed manner to a rotatable part, which can rotate about the axis of rotation, via the common fastening element. The first and/or the second sprocket is connected to the common fastening element via an elastic element made of elastomeric material, so that the sprockets are arranged rotated relative to one another in relation to the axis of rotation when the elastic element is in a relaxed state.

document DE 10 2006 014 237 A1 describes a stress test rig and a method for producing a transmission and transmission, comprising at least two transmissions, the stress being generated by relative twisting of the transmission housing.

document JP H09-89 084 A discloses a mechanism for eliminating gear backlash without using a spring member. A pair of gears (driver gear, driven gear) meshes with an intermeshing gear. A hub part is connected to a rim part of the driven gear via an arm part. The hub part is rigidly connected to the drive wheel. The arm portion is formed into an elastically deformable structure in a belt shape. The driven gear is connected to the drive gear to shift a tooth in a circumferential direction with respect to the drive gear.

document U.S. 1,449,903 A relates to a gear wheel having a pair of contact discs having circumferential teeth, one of the discs having an axial opening and the other of the discs having a longitudinally extending hub portion rotatably mounted in the axial opening, the contact surfaces of the discs with each other covering annular grooves are provided to form an annular recess, the discs further in their outer surfaces with openings of relatively large size verse hen to allow access to the recess; the openings in the disks being arranged in opposed pairs, the disks being further provided with small openings near the latter openings, and a tension spring mounted near each pair of relatively large openings and having the opposite ends sealed .

document CN 203 335 784 U describes a gear transmission system capable of eliminating gear transmission backlash and belongs to the technical field of gear transmission systems. The gear transmission system includes a gear A and a gear B meshing with each other, a step surface capable of receiving a movable gear is arranged on the upper end surface of gear A in a concave mode, the number of teeth, the diameter of the addendum circle and the diameter of the root circle of the movable gear are all equal to those of the gear A, the axis of the movable gear coincides with the axis of the gear A, the axis of the movable gear coincides with the axis of the gear A, meanwhile the movable gear meshes with gear B, a fixed shaft protruding downward is fixed to the lower end surface of the movable gear, a receiving groove capable of receiving the fixed shaft is formed in the step surface of gear A, a pressed elastic Body is further arranged in the receiving groove, one end of the pressed elastic body on the sides wall of the fixed shaft and the other end of the pressed elastic body abuts against the side wall of the receiving groove. The gearbox eliminates the backlash between the two meshing main gears through the additional mounting of the moving gear capable of generating deviation, precise transmission of the two gears is achieved.

document DE 38 03 700 A1 indicates a new gear used in gear drives. In these gear drives, known gears, in particular those used in synchronization gears in rotary piston superchargers, have the disadvantage that they cause loud noises due to radial play due to the pulsating conveyance of the supercharger. The new gear wheel is characterized by the fact that at least one gear wheel is formed from two gear wheels that are offset by a predetermined angle and are connected to one another by an elastomer layer, which minimizes the radial play. Gears of this type find application in machines in which gear drives are used, in particular in rotary piston superchargers.

Therefore, the object of the invention is to provide an improved disc brake with an improved adjustment device with significantly reduced play between the adjuster and adjustment mechanism compared to the prior art, with improved operating behavior.

The invention solves this problem by the subject matter of claim 1.

A disc brake according to the invention, in particular a disc brake that can be actuated by means of a piston rod of a pneumatically or electric motor-operated brake cylinder, with a brake caliper which preferably in a frame-like manner overlaps an edge region of a brake disc on which at least one brake pad is arranged on both sides, the brake caliper on an application side of the brake disc in an opening accommodates an application device, has at least the following features: a) an internal rotary lever, i.e. arranged inside the brake caliper, with a lever axis preferably aligned parallel to the brake disc, b) at least one application mechanism, which has a spindle axis and at least one perpendicular to the brake disc movable clamping piston, which is designed as a threaded sleeve/threaded stamp combination with a threaded sleeve, and the at least one clamping mechanism for overcoming the working stroke or for applying the clamping side application piston with the brake pad on the brake disc as a result of pivoting of the rotary lever about the lever axis during braking, the at least one application mechanism having an output member with at least one output element, c) an adjustment device for adjusting friction surface wear on the brake pads and brake disc of the disc brake , wherein a drive element of the adjusting device is coupled to the output element of the at least one clamping mechanism for driving the adjusting device, and wherein the adjusting device is coupled on the output side via a coupling mechanism with an adjusting wheel of the threaded stamp of the at least one clamping mechanism engaged. The coupling mechanism is designed as a backlash-free pair of gears.

In one embodiment, the disc brake has an adjustment device for adjusting friction surface wear on the brake pads and brake disc of a disc brake, in particular for a motor vehicle, with an application device, preferably with a rotary brake lever, the adjustment device having the application device on the drive side and a threaded stamp on the application mechanism on the output side and comprises a) an adjuster shaft with an adjuster axis, b) the drive element for coupling to an output element of the application mechanism of the application device, with a rolling element arrangement being arranged on both sides of the drive element, of which one as an axial bearing and one as a freewheel and overload clutch unit is formed, c) coupled with the freewheel and overload clutch unit Nachstellerabtriebsrad a coupling mechanism for coupling to the threaded die of the clamping mechanism, d) a biasing spring to generate a biasing force of the freewheel and overload clutch device. The adjuster output gear of the coupling mechanism is formed from at least one first output gear and at least one second output gear, the at least one second output gear being arranged such that it can rotate about the adjuster axis relative to the at least one first output gear.

In the non-actuated state, frictional forces or frictional torques ensure that the adjustment mechanism (screw drive) is fixed, which occurs, for example, on the one hand through the inherent friction of the screw drive and on the other hand through the frictional torque of the adjustment device. Due to the relatively low thread friction, the adjustment device is essentially responsible for stabilizing the adjustment mechanism.

The adjustment device is coupled to the adjusting mechanism via the coupling mechanism with essentially no play. In this case, an otherwise possible gradual infeed with a reduction in the clearance can be completely or significantly reduced.

In one embodiment, it is provided that the at least one second driven wheel can be braced about the adjuster axis relative to the at least one first driven wheel. As a result, a coupling play is advantageously simply reduced essentially completely.

In one embodiment, the coupling mechanism is a gear train, wherein the at least one second output wheel can be braced relative to the at least one first output wheel while being pivoted about the adjuster axis by at least one tooth. Gear drives can be machined inexpensively and in high quality with little backlash.

In one embodiment, at least one tensioning element is provided for bracing the driven gears to one another, which produces a bracing of the driven gears to one another.

It is advantageous if the at least one tensioning element is designed as a leaf spring, since such a leaf spring is a simple and inexpensive component.

In another embodiment, the at least one tensioning element can be designed as a helical spring (tension or compression spring), garter spring, torsion spring, leg spring or torsion spring or as a combination of these. Alternatively or additionally, it is also possible for the at least one tensioning element to be made from a plastic, rubber or composite material or a combination thereof.

Furthermore, it is provided that the at least one first output gear is coupled in a torque-proof manner to the adjuster shaft and is directly or indirectly connected to the drive element of the adjuster device via the adjuster shaft. In this way, a simple coupling to the adjustment device is possible without additional components.

In an alternative embodiment, the at least one first output wheel is connected directly or indirectly to the drive element of the adjustment device, and the at least one second output wheel is coupled to the adjuster shaft in a torque-proof manner. This results in a particularly advantageous low number of components.

The second output wheel acts as a drag wheel, being driven by the setting wheel. The advantage here is that the adjuster shaft is in contact with a stationary bearing disk via a friction disk.

Alternatively, it is also possible that the at least one first output gear and/or the at least one second output gear has/have a toothed ring and a hub, which are elastically connected to one another by at least one elastic connection and/or an elastic connecting element. This enables a small number of components and a compact design.

In a further embodiment, the coupling between the overrunning and overload coupling device can be designed as a cone coupling with a tapered bushing.

An embodiment of the disc brake according to the invention provides that the adjusting device is designed as the adjusting device described above.

In a particularly preferred embodiment of the disc brake, the setting wheel of the coupling mechanism is formed from at least one first gear wheel and at least one second gear wheel the at least one first gear wheel is arranged such that it can be rotated and braced about a common spindle axis relative to the at least one second gear wheel. In this case, the at least one first gear wheel can be braced relative to the at least one second gear wheel, pivoted about the common spindle axis by at least one tooth. This allows for easy adjustment.

In a further embodiment, at least one clamping element is provided, through which the clamping of the at least one first gear wheel relative to the at least one second gear wheel is formed.

Furthermore, in an alternative embodiment, the at least one first gear wheel and/or the at least one second gear wheel can have a toothed ring and a hub, which are elastically connected to one another by at least one elastic connection and/or an elastic connecting element.

In addition, one embodiment provides for the adjustment device to be arranged in the disc brake in such a way that a spindle axis of the threaded die of the application mechanism of the disc brake and the adjuster axis of the adjustment device run parallel to one another. This results in a simple and space-saving assembly.

Compared to the prior art, the arrangement according to the invention offers the advantage of a reduction in the variation in the clearance and thus improved operating behavior.

• 1 eine perspektivische Ansicht einer erfindungsgemäßen Scheibenbremse;
• 2-4 Ansichten einer Zuspannvorrichtung mit einer Nachstellvorrichtung zur Erläuterung eines Kopplungsspiels;
• 5 eine schematische Draufsicht auf eine beispielhafte Zuspannvorrichtung der Scheibenbremse nach 1;
• 6-7 schematische Ansichten einer Zuspannvorrichtung mit einem ersten Ausführungsbeispiel einer erfindungsgemäßen Nachstellvorrichtung;
• 8 eine schematische Längsschnittansicht des ersten Ausführungsbeispiels der erfindungsgemäßen Nachstellvorrichtung nach 6;
• 9 eine schematische Perspektivansicht des ersten Ausführungsbeispiels der erfindungsgemäßen Nachstellvorrichtung nach 6;
• 10 eine schematische Längsschnittansicht eines zweiten Ausführungsbeispiels der erfindungsgemäßen Nachstellvorrichtung;
• 11 eine schematische Perspektivansicht des zweiten Ausführungsbeispiels der erfindungsgemäßen Nachstellvorrichtung nach 10; und
• 12-13 Varianten von Abtriebsrädern.

The invention is described in more detail below using exemplary embodiments with reference to the drawing. It shows:

• 1 a perspective view of a disc brake according to the invention;
• 2-4 Views of a clamping device with an adjustment device to explain a coupling game;
• 5 a schematic top view of an exemplary clamping device of the disc brake 1 ;
• 6-7 schematic views of a clamping device with a first embodiment of an adjusting device according to the invention;
• 8th a schematic longitudinal sectional view of the first embodiment of the adjusting device according to the invention 6 ;
• 9 a schematic perspective view of the first embodiment of the adjusting device according to the invention 6 ;
• 10 a schematic longitudinal sectional view of a second embodiment of the adjusting device according to the invention;
• 11 a schematic perspective view of the second embodiment of the adjusting device according to the invention 10 ; and
• 12-13 Variants of output gears.

1 shows a disc brake 1 according to the invention in a perspective view. The disc brake 1 shown is designed here as a so-called single-piston disc brake 1 . 2 shows a perspective view of a clamping device 5 with an adjustment device 10.

Coordinates x, y, z are used for orientation. The x-direction runs in an application direction of the disk brake 1 in the direction of a brake disk axis 6. The y-direction runs in a main direction of travel of a vehicle (not shown) to which the disk brake 1 is assigned. The z-direction is called the height direction.

The terms "top" and "bottom" of various components and functional units indicate the orientation of these components to each other in the respective figure. The upper side is to be understood as meaning that side of a component which faces away from a brake pad 4 , the underside pointing towards the brake pad 4 .

The application device 5 is accommodated in a section of an application side ZS of a one-part or multi-part brake caliper 3, which is preferably designed as a sliding caliper, of the disc brake 1. The caliper 3 is on a brake carrier 2 - for example, on bearings not shown here on one or usually two bearing bolts - mounted displaceably guided. The caliper 3 encompasses - for example, in the manner of the prior art EP 0 248 385 A1 - Like a frame, an edge section of a brake disc, not shown but easy to imagine, with the brake disc axis 6. Brake pads 4, 4a (brake pad 4 on the application side; brake pad on the reaction side 4a) with a respective back plate 4b, 4c are arranged on both sides of the brake disc.

The brake caliper 3 receives the reaction-side brake lining 4a on its reaction side RS and is provided on its clamping side ZS with a lever housing 3a, in which a rotary lever 8 with a lever axis 9 is arranged. A mounting flange 3b is used to attach a pneumatic, electromotive or spring-actuated brake cylinder (not shown here). The effective direction of such a brake cylinder runs here in the x-direction.

During braking, the brake pad 4 on the application side is pressed parallel to the axis 6 of the brake disc in the application direction X directly against the brake disc with the application device 5, whereas the brake pad 4a on the reaction side with the displaceable brake caliper 3 is pulled against the brake disc in the opposite direction to the application direction X.

The clamping device 5 has the rotary lever 8 as a drive element, which is designed to be moved by a piston rod of the brake cylinder, not shown here. For this purpose, the rotary lever 8 has a drive end 8a (see 5 ) with a recess for cooperation with such a piston rod, whereby the piston rod of the brake cylinder can engage through an opening in the mounting flange 3b of the brake caliper 3.

The disc brake 1 can have different power drives. The rotary lever 8 is actuated pneumatically here, for example. The structure and function of a pneumatic disc brake 1 is referred to the corresponding description of DE 197 29 024 C1 referred.

The application device 5 is driven by means of the rotary lever 5 and has an application mechanism 12 with a spindle axis 7 . An exemplary clamping mechanism 12 is explained below.

A distance between the brake pads 4, 4a and the brake disc when the disc brake 1 is in the released, i.e. not applied or not actuated, position is referred to as the clearance. This clearance increases as a result of pad and disc wear. If this is not compensated for, the disc brake 1 cannot achieve its peak performance, since an actuation stroke of the application mechanism 5, i.e. here the actuation stroke or a pivoting angle of the rotary lever 8, is increased.

For wear adjustment of a predetermined clearance, which is also referred to as nominal clearance, for example, the disc brake 1 is equipped with an adjustment device 10 which has an adjustment axis 11 and is described in detail below. The adjuster axis 11 here runs parallel to the brake disc axis 6 and parallel to the spindle axis 7. The adjuster 10 is arranged here in the y-direction to the left of the brake disc axis 6, for example. It can of course also be arranged on the right side or in the middle.

The term "adjustment" means a reduction in clearance. The predetermined clearance is determined by the geometry of the disc brake 1 and has a so-called constructive clearance. In other words, the wear adjustment device 10 reduces an existing clearance if this is too large in relation to the previously specified clearance.

Show views of a clamping device 5 with an adjustment device 10 to explain a coupling game 2 , 3 and 4 in an exemplary way. 3 shows a view of a coupling mechanism 20 from the rear side RS seen in the negative x-direction 4 FIG. 14 is an enlarged view of area IV of FIG 3 shown.

An application device 5 of a single-piston disc brake 1 is shown. The application device 5 with the application mechanism 12 and the rotary lever 8 with the lever axis 9 has a threaded punch 17 passed through it and is arranged in a carrier plate 19 . The spindle axis 7 runs in the longitudinal axis of the threaded punch 17. The threaded punch 17 has an external thread 17a (see FIG 5 ) and is at its lower end, which faces the application-side brake pad 4, for connection to a pressure piece 17b (see 5 ) intended. Furthermore, the threaded die 17 is designed, for example, with a threaded sleeve (not shown) as a threaded sleeve/threaded die combination, which is also referred to as a so-called clamping piston. The threaded die 17 and the threaded sleeve are screwed together in such a way that wear on the brake pads 4, 4a and the brake disc can be compensated for by screwing this threaded sleeve/threaded die combination relative to each other, since the total length of the clamping device 5 in the x-direction is between the support on the brake pad 4 and the brake caliper 3 is changed.

The threaded sleeve is non-rotatably connected to an adjusting wheel 18, here a spur gear.

The rotary lever 8 is coupled here to an output member 14, e.g. In order to actuate the adjusting device 10, the output member 14 has output elements 14a, e.g. teeth, which protrude radially outwards. These output elements 14a are part of an adjuster drive 13. The adjuster drive 13 can also be a shift fork/shift finger combination, for example.

The adjuster drive 13 also includes drive elements 15a, eg teeth, of a disc shaped drive member 15 of the adjusting device 10. The output elements 14a of the clamping mechanism 5 and the drive elements 15a of the adjusting device 10 are engaged.

The adjustment device 10 is arranged here in the y-direction to the right of the clamping mechanism 5 , with the adjuster axis 11 being arranged parallel to the spindle axis 7 . A lower end of the adjustment device 10 is provided with an adjuster driven wheel 16 which engages with the adjusting wheel 18 of the threaded sleeve of the application mechanism 5 and forms a coupling mechanism 20 .

The document describes the function and functional units of a standard adjustment device EP 2 307 755 B1 , which is referred to here.

To apply the disc brake 1, the rotary lever 8 is pivoted about the lever axis 9 when the piston rod of the brake cylinder moves, with the driven member 14 being pivoted about the spindle axis 7 and the adjustment device 10 being actuated via the adjuster drive 13. However, before the drive member 15 of the adjustment device 10 can be pivoted, a so-called response play between a driven element 14a of the driven member 14 of the application unit 5 and the associated drive element 15a of the drive member 15 of the adjustment device 10 must be overcome.

This response play is also referred to as the response path and is decisive for the size of the clearance, since the adjustment is not activated during this movement, and the application path of the application mechanism 12 in the x-direction thus represents the clearance. After overcoming this response path, the adjustment device 10 is set in a pivoting movement and an adjustment process is initiated by means of the coupling mechanism 20, i.e. output wheel 16 and setting wheel 18, on the threaded sleeve/threaded stamp combination on the threaded stamp 17.

The nominal size of the clearance is clearly defined by the functional sequence described above. In practice, however, the size of the clearance is also influenced by dynamic effects. In the case of vibration stress, it can happen, for example, that the clearance is reduced due to movements in the adjustment mechanism, e.g. the screw drive of the clamping mechanism 12. A reduction in the clearance can lead to an impairment of the operating behavior of the brake, e.g. an increased residual grinding torque or possibly also the brake overheating.

In the non-actuated state, frictional forces or frictional torques ensure that the adjustment mechanism (screw drive) is fixed, which occurs, for example, on the one hand through the inherent friction of the screw drive and on the other through the frictional torque of the adjustment device 10. Due to the relatively low thread friction, the adjustment device 10 is essentially responsible for stabilizing the adjustment mechanism.

It is important here that the adjustment device 10 is coupled to the adjustment mechanism via the coupling mechanism 20 with as little play as possible, since otherwise a gradual advance can occur, which can gradually reduce the clearance.

In 3 the coupling mechanism 20 has a gear train with the output wheel 16 of the adjustment device 10 and the setting wheel 18 of the screw drive of the application mechanism 12 . A toothed gear usually has a gear backlash, which is not to be explained here; reference is made to the relevant textbooks.

In the enlarged view in 4 a tooth of a driven wheel toothing 16a of the driven wheel 16 is shown between two teeth of a setting wheel toothing 18a of the setting wheel 18 . In the representation, the tooth of the output wheel toothing 16a is not in contact with the teeth of the setting wheel toothing 18a surrounding it. The total distance between the respective edge of the tooth of the output wheel toothing 16a and the associated edge of the respective tooth of the setting wheel toothing 18a results in the toothing play, which is referred to here as a coupling play 21 .

The coupling play 21 is a production-related play of the gear pairing, e.g. the backlash or the mathematically precisely ascertainable meshing backlash, which is suitable for the gear pairing, i.e. with which a perfect function of this gear pairing is guaranteed.

It should briefly the exemplary clamping device 5 in connection with 5 be explained. For this shows 5 a schematic top view of an exemplary clamping device 5 of the disc brake 1 1 .

The clamping device 5 has, for example, a ramp mechanism or a thread mechanism, to which the document WO 2013/143962 A1 detailed functional descriptions can be found, which is referred to here.

The adjustment device 10 is only indicated with its adjustment axis 11, with a driven element 14a of the driven member 14 of the application mechanism being visible.

The application device 5 and the adjustment device 10 are arranged in an opening of the application side ZS of the brake caliper 3 . The opening is closed by a cover plate 19b. The clamping device 5 is sealed off from the environment on the cover plate 29b with seals (not shown), e.g. bellows. A return spring 19a is provided on each side of the clamping device 5 between the cover plate 19b and the carrier plate 19 of the clamping device 5 .

The rotary lever 8 has two lever arms 8b here, which, starting from the drive end 5a, spread out like a fork in a preferred embodiment. In this embodiment, one of the lever arms 8b is connected to another lever arm at an angle. The other lever arm is designed as a drive segment 8c, which is additionally connected to the associated lever arm 8b via a non-designated reinforcement.

The clamping mechanism 12 is arranged, preferably in the middle, between the lever arms 8b spread like a fork.

Both ends of the lever arms 8b are pivotable - for example by means of a slide bearing - mounted on a lever bearing bolt 9a with the lever axis 9, which is supported in an area around the ends of the lever arms 8b on the inner wall of the brake caliper 3.

The lever bearing bolts 9a can also be formed in one piece directly with the rotary lever 8, which then has a corresponding bearing bolt-like contour that is supported in a corresponding bearing contour, possibly with plain bearings or roller bearings on the brake caliper (not shown here).

The lower end of the drive segment 8 has a coupling mechanism (not shown) for coupling the pivoting movement of the rotary lever 8 about the lever axis 9 to the driven member 14 . This coupling mechanism can, for example, have a ball as a coupling element.

The rotary lever 8 is only a drive element, but does not directly generate a movement in the application direction x in order to bring about the working stroke on the pressure piece 17b. The rotary lever 8 can thus be designed to be compact and inexpensive. A roller bearing can also be dispensed with on it—preferably but not necessarily.

The pressure piece 17b is attached to the lower end of the threaded spindle 17 and is arranged with its lower end in a depression in the back plate 4b of the brake lining 4 on the application side.

When the brake is applied and released, pivoting of the rotary lever 8 is transmitted via the coupling mechanism to the output member 14 in a pivoting movement of the output member 14 about the spindle axis 7 . The return springs 19a are provided to return the brake upon release.

To apply the disc brake 1, when the piston rod of the brake cylinder moves, the rotary lever 8 is pivoted about the lever axis 9, with the output member 14 being pivoted via the coupling mechanism in such a way that the pivoting movement of the output member 14 about the spindle axis 7 results in a longitudinal movement, i.e. an axial movement , The threaded punch 17 in the direction of the spindle axis 7 in application direction x implemented parallel to the brake disc axis 6 overcoming the clearance until the brake pad 4 comes to rest on the brake disc to brake its rotation.

6 shows a schematic perspective view of a clamping device 5 with a first exemplary embodiment of an adjusting device 10 according to the invention 7 A top view of the coupling mechanism 20 is shown.

The coupling mechanism 20 here has a driven gear unit 160 whose adjuster driven gear 16 is formed from a first driven gear 161 and a second driven gear 162 , and the setting wheel 18 of the clamping mechanism 12 . The first output gear 161, the second output gear 162 and the adjusting wheel 18 are designed as gears with spur gearing. The first output wheel 161 is in engagement with the setting wheel 18 . This gearwheel coupling is provided with the gearing play required for the function and for the manufacturability of the wheels 18, 161.

In this exemplary embodiment, the second output gear 162 is located on the side of the adjusting device 10 , ie it is arranged coaxially with the adjuster axis 11 and the first output gear 161 . This second driven wheel 162 is designed with the same toothing as the first driven wheel 161 has, ie toothing geometry, pitch circle, outer diameter, etc. are identical for both driven wheels 161, 162. Compared to the first driven wheel 161, the second driven wheel 162 is braced by at least one clamping element 163, 164, slightly pivoted about the adjuster axis 11. This creates a torsional torque generated between the first driven gear 161 and the second driven gear 162.

The two output wheels 161 and 162 can be braced against each other about the adjuster axis 11, for example, so that the two output wheels 161 and 162 are twisted by at least one tooth against each other, which takes place during assembly.

The second output gear 162 is arranged directly on the first output gear 161 in the axial x-direction and, like the first output gear 161 , meshes with its toothing with the toothing of the setting wheel 18 .

In this way, the toothed gearing of the coupling mechanism 20 is braced in this way in such a way that the first output gear 161 - which is connected directly to the adjustment device 10, as will be explained in detail below - on one tooth flank and the second output gear 162, which by the at least one tensioning element 163, 164 in relation to the first output gear 161 is rotationally pretensioned, rests against the other tooth flank of the meshing toothing of the setting wheel 18. This ensures that the coupling play 21 between the wheels of the coupling mechanism 20 and thus between the clamping mechanism 12 and the adjustment device 10 is eliminated regardless of tolerances and states of wear. An impermissible adjustment can thus be largely avoided by this measure.

The two output gears 161, 162 are arranged one above the other in the x-direction in such a way that the second output gear 162 has an underside 168 facing the application-side brake pad 4 (see FIG 1 , 2 ) points. A bottom 166 of the first driven wheel 161 contacts a top 167 of the second driven wheel 162. A sectional view of the two driven wheels 161, 162 in the direction of the adjuster axis 11 shows the lower section of FIG 8th .

The first output gear 161 is provided on its underside 166 with a hub 161 which extends into a bore 162a of the second output gear 162 in the x-direction. Thus, the first driven wheel 161 and the second driven wheel 162 can be rotated relative to one another about the adjuster axis 11 .

The hub 161 of the first driven wheel 161 is provided with two parallel flattened areas 161b lying opposite one another, the surfaces of which run parallel to the adjuster axis 11 and are intended to interact with a clamping element 163, 164 in each case.

In this exemplary embodiment, the two driven gears 161 , 162 are braced against one another by two clamping elements 163 , 164 which are inserted in elongated holes 162 b of the second driven gear 162 . The elongated holes 162b extend parallel to each other in the body of the second driven gear 162, each communicating with the bore 162a and the bore 162a being located between them. Each slot 162b has a continuous longitudinal side 162c facing away from the bore. The respective other long side of each elongated hole 162b is interrupted by the bore 162a.

The first tensioning element 163 will now be described, the description of which also applies to the second tensioning element 164 .

The clamping element 163 is designed here as a curved leaf spring with an arcuate side 163a and is inserted into the elongated hole 162b in such a way that one end of the clamping element 163 rests on one end of the continuous longitudinal side 162c of the elongated hole 162b. The curved side 163a is bent inwards towards the adjuster axis 11 and contacts an edge of the in 7 shown right flattening 161b of the first output gear 161. An edge of the left flattening 161b running diametrically to this edge is in contact with the curved side 164a of the other clamping element 164 in the other, left slot 162b.

A twisting moment between the first output gear 161 and the second output gear 162 can now be generated by the two output gears 161, 162 being rotated in relation to one another about the adjuster axis 11 against the tension of the clamping elements 163, 164 in such a way that one edge of a flattened area 161b of the Hub 161a of the first driven gear 161 can be screwed into the associated elongated hole 162b of the second driven gear 162 and contact the curved side 163a, 164a of the respective tensioning element 163, 164 and adjust against the spring tension. The output toothing 16a of the two output wheels 161, 162 meshes with the setting wheel toothing 18a of the setting wheel 18 in such a way that a tooth of the first output wheel 161 and the twisted tooth of the second output wheel 162 are in the same tooth gap between two teeth of the setting wheel 18 , whereby the tooth of the first driven wheel 161 contacts the flank of one tooth in the tooth gap with its left flank, for example, and the tooth of the second driven wheel 162 contacts the flank of the other tooth in the tooth gap with its right flank (see also 4 ). As a result, the coupling play 21 is overcome, since there is play-free engagement by moments in opposite directions of the driven gears 161, 162 against each other with the setting wheel 18 takes place.

In 8th 12 is a schematic longitudinal sectional view of the first exemplary embodiment of the adjustment device 10 according to the invention 6 shown. 9 shows a schematic perspective view of the first embodiment of the adjustment device 10 according to the invention 6 .

The adjustment device 10 has an adjuster shaft 101 with the adjuster axis 11 . An upper end of the adjuster shaft 10 is provided with a shaft shoulder and a thread. A preload bushing 102, which can be fixed with a nut 102a, is pushed onto the shaft shoulder.

The following components are then arranged on the adjuster shaft 101 along the adjuster axis 11: a preload spring 103, a friction disk 112, a bearing disk 111, a collar bushing 110, an axial bearing 104, the drive member 15, a freewheel and overload clutch unit 105, a cone clutch 106, a clutch disc 107, a taper bushing 108, a toothed disc 109 and the output gear unit 160 at an output end 101a of the adjuster shaft 101.

The structure and functions of the thrust bearing 104, the overrunning and overload clutch unit 105, the cone clutch 106, the clutch disc 107 and the tapered bushing 108 and the flanged bushing 110 and bearing washer 111 is described in the document EP 2 307 755 B1 described, to which reference is made here.

The preload spring 103 is supported at its upper end on the adjuster shaft 101 via the preload bushing 102 with nut 102a, and its lower end is in contact with the bearing washer 111 via the friction washer 112 and then with the collar bushing 110. The flanged bushing 110 in turn is in contact at its lower end with a washer 113 which rests on the tapered bushing 108 . The tapered bushing 108 is coupled to the toothed disc 109 . The toothed disk 109 is coupled to a drive section 101b of the adjuster shaft 101 via a tooth system (not shown in detail) and is supported axially on a collar 101a of the adjuster shaft 101 . The pretensioning spring 103 thus exerts an axial pretensioning force against the collar 101c of the adjuster shaft 101 on all of these components and functional groups which are arranged around the adjuster shaft 101 .

During a braking process by actuating the rotary lever 8, its movement is transmitted to the drive member 15 of the adjusting device 10 via the adjuster drive 13 by means of the associated toothing. The drive member 15 pivots about the adjuster axis 11, the drive member 15 transmitting this movement via the freewheel and overload device 105 and the cone clutch 106 to the conical bushing 108 when there is wear and an adjustment is to be made.

The adjuster shaft 101, which is set in rotation about its adjuster axis 11 via its drive section 101b when there is wear, transmits this movement further via a driven section 101d, on which the hub 161a of the first driven wheel 161 is mounted in a rotationally fixed manner, to the first driven wheel 161. By means of the means described above Clamping elements 163, 164, this movement is also transmitted to the second driven wheel 162, which is pretensioned with a torsional moment relative to the first driven wheel 161, and forwarded to the setting wheel 18 of the application mechanism 12 for readjustment.

The output gear unit 160 is axially fixed to the hub 161a of the first output gear 161 via an axial lock 22, e.g. The underside 168 of the second output gear 162 can be at least partially covered with an additional disk which, together with the axial lock 22, secures the second output gear 162 axially in addition to the coupling via the tension springs 163, 164.

The first output gear 161 has a peripheral wall 161c on its upper side 165 which extends axially upwards to about one third of the lower area of the tapered bushing 108 and surrounds this and the toothed disk 109 . When the adjusting device 10 is installed, the peripheral wall 161c is accommodated in a suitable opening in the carrier plate 19 ( 6 ) and encloses a circular bottom 161d on the top 165 of the first driven wheel 161, in which a circular recess 161e with a support 161f is formed. The bottom 161d lies here in the plane of the upper side 165. The collar 101c of the adjuster shaft 101 is accommodated to about three quarters in the circular recess 161e and rests on the support 161f, creating an axial stop for the first output gear 161 and that with it connected with a bias torque two output gear 161 is formed.

The clamping elements 163, 164, which are used to clamp the driven wheels 161, 162 to one another, can be designed as leaf springs, as shown and described. However, it is possible that all other types of springs such as coil springs (Tension or compression springs), worm springs, torsion springs, torsion springs or torsion springs can be used, and their articulation can be adjusted accordingly. In addition to steel springs, elements made of plastic, rubber or composite materials are also conceivable.

10 shows a schematic longitudinal sectional view of a second embodiment of the adjusting device according to the invention 10. In 11 1 is a schematic perspective view of the second exemplary embodiment of the adjusting device according to the invention 10 shown.

The structure of the adjusting device 10 according to the second exemplary embodiment corresponds to the structure of the first exemplary embodiment, with the exception of the coupling of the tapered bushing 108 to the first output gear 161 6 until 9 the adjustment device 10 and will not be repeated here.

The tapered bushing 108 has a toothed section 108a on its underside, which corresponds to a toothed section 161h of a drive section 161g. In this way, a non-rotatable coupling of the tapered bushing 108 to the first output gear 161 is made possible.

The output wheel 161 here also has the peripheral wall 161c on its upper side 165 with the bottom 161d. In contrast to the first exemplary embodiment, however, the bottom 161d is not in one plane with the top 165, but is arranged axially further up in the direction of the adjuster axis 11 in the negative x-direction. In the center of the bottom 161d, the drive portion 161g is arranged with the tooth portion 161h as a ring protruding in the negative x-direction.

The recess 161e for receiving the collar 101c of the adjuster shaft 101 is formed in the body of the first driven gear 161 from the bottom 166 forth. The adjuster shaft 101 is inserted through the first output gear 161 through the recess 161e such that the annular surface of the collar 101c of the adjuster shaft 101 facing the upper end of the adjuster shaft 101 is received in the recess 161e via a disk 114.

The second driven wheel 162 has a hub 162d with an inner connecting section 162e with a profile, e.g. a hexagonal cross-section, and is thus non-rotatably placed on the driven end 101a of the adjuster shaft 101 on a profile section 101e with a corresponding profile to the inner connecting section 162e. An axial fixation of the second output gear 162 is formed by the axial lock 22 on the output end 101a of the adjuster shaft 101 relative to the hub 162d of the second output gear 162 .

In the second exemplary embodiment, too, the second output gear 162 is arranged with its upper side 167 on the underside of the first output gear 161 .

As described in the first exemplary embodiment, the pretensioning spring 103 exerts its pretensioning force on the functional units of the adjustment device 10 against the collar 101c of the adjuster shaft 101, with the difference being that the first output gear 161 is arranged between the collar 101c and the tapered bushing 108, which here is also fixed axially by the biasing spring 103.

The first output gear 161 and the second output gear 162 of the output gear unit 160 are both coupled to the adjustment device 10, but at different locations. The first output wheel 161 performs a drive function in relation to the adjusting wheel 18 and is connected to the drive element 15 of the adjusting device 10 via various components located in the drive train of the adjusting device 10 . This drive train runs from the drive member 15 via the overrunning and overload clutch device 105, the cone clutch 106 into the conical bushing 108 and via its toothed section 108a, which engages with the toothed section 161h of the first driven wheel 161, into the first driven wheel 161.

In this way, the rotational movement of the drive member 15 is transmitted to the setting wheel 18 and the clamping mechanism 12 via the first driven wheel 161 when wear adjustment is necessary.

The second driven wheel 162, which is also in engagement with the setting wheel 18 of the clamping mechanism 12, performs a function as a so-called “drag wheel”. Since the second output wheel 162 is coupled via its inner connecting section 162e with the profile section 101e of the adjuster shaft 101 to the adjuster shaft 101, and the adjuster shaft 101 is in turn acted upon by the spring force of the pretensioning spring 103, inter alia via the friction disk 112, with a frictional torque in relation to the stationary bearing disk 111 , there is a tensioning of the output wheels 161 and 162 about the adjuster axis 11 to each other due to the joint engagement in the adjusting wheel toothing 18a. In this way, the two output gears 161 and 162 have contact with the opposing tooth flanks of the teeth of the setting wheel toothing, which define the tooth gap in which the pair of teeth, formed from a tooth of the first output gear 161 and a tooth of the second output gear 162, with the Stellradverzahnung 18a is engaged. In this way, the coupling play 21 can be eliminated and, as a result, an impermissible adjustment can be prevented.

12 and 13 represent variants of output gears 160.

It is also possible that the output gear unit 160 can be designed to be elastic with one or both output gears 161 and 162, respectively. In this way, the meshing wheels 161, 162, 18 of the coupling mechanism 20 can be pressed against one another, as a result of which the coupling play 21 can be eliminated. The elasticity can come from one or both of the driven wheels 161, 162 or from the bearing of one or the two driven wheels 161, 162.

In 12 a variant is shown in which a toothed ring 170 of one or both of the gear wheels of the output unit 160 is elastically coupled to a hub 171 via an intermediate ring 172 . The hub 171 has a connecting portion 175 with the profile mentioned above and is provided with two diametrically located links 173 which extend radially outwards and are attached to the inside of the intermediate ring 172 . The intermediate ring 172 is in turn also formed with two diametrically arranged connections 174, which, however, are offset from the connections 173 to the hub 171 by 90° to a driven wheel axis 160a on the outside of the intermediate ring 172 and are connected to the inside of the toothed ring 170. In this way, an elastic coupling of the toothed ring 170 to the hub 171 and to the adjuster shaft 101 connected thereto via the profile of the connecting section 175 is made possible about the adjuster axis 11 or output axis 160a.

in the in 13 illustrated variant is the connection of the inside of the toothed ring 170 to the hub 171 of a connecting element (176) made of an elastic material, such as plastic, rubber formed. Here, too, elastic bracing between the toothed ring 170 and the hub 171, which has the connecting section 175, which is also profiled here, is possible.

The above-described exemplary embodiments of the adjustment device 10 with the output wheel unit 160 with a play-free engagement of the wheels 18, 161, 162 of the coupling mechanism 20 relate only to the output wheel unit 160 of the adjustment device 10. However, it is also conceivable that the setting wheel 18 of the threaded punch 17 of at least one clamping mechanism 12 consists of two individual gears that are twisted against each other.

Thus, the setting wheel can have at least one first gear wheel, which can be braced against at least one second gear wheel, pivoted about the common spindle axis 7 by at least one tooth. For this purpose, the clamping elements 163, 164 described above can also be used in various designs.

Of course, it is also possible that the elastic embodiments described above according to 12 and 13 be used in an appropriate adjustment to the lower end of the threaded sleeve.

The invention is not limited by the exemplary embodiments described above, but can be modified within the scope of the appended claims.

For example, it is conceivable that the adjustment device 10 can also be used for disc brakes with two or more pistons.

reference list

1

disc brake

2

brake carrier

3

caliper

3a

lever housing

3b

mounting flange

4, 4a

brake pad

4b, 4c

backplate

5

clamping device

6

brake disc axle

7

spindle axis

8th

rotary lever

8a

drive end

8b

lever arm

8c

drive segment

9

lever axis

9a

lever bearing pin

10

adjustment device

11

adjuster axle

12

clamping mechanism

12a

mounting plate

13

adjuster drive

14

output link

14a

output element

15

drive member

15a

drive element

16

adjuster driven gear

16a

output gear teeth

17

thread punch

17a

external teeth

17b

Pressure piece

18

wheel

18a

setting wheel toothing

19

backing plate

19a

return spring

19b

cover plate

20

coupling mechanism

21

coupling game

22

axial lock

101

adjuster shaft

101a

output end

101b

drive section

101c

collar

101d

output section

101e

profile section

102

preload bushing

102a

Mother

103

bias spring

104

thrust bearing

105

Freewheel and overload clutch device

106

cone clutch

107

clutch disc

108

taper bushing

108a

tooth section

109

toothed washer

110

collar bushing

111

bearing washer

112

friction disc

113, 114

disc

160

output gear unit

160a

output gear axle

161

First output gear

161a

hub

161b

flattening

161c

Wall

161d

Floor

161e

recess

161f

edition

161g

drive section

161h

tooth section

162

Second driven wheel

162a

drilling

162b

Long hole

162c

long side

162d

hub

162e

connection section

163, 164

clamping element

163a, 164a

bow side

165, 167

top

166, 168

bottom

170

gear ring

171

central ring

172

intermediate ring

173, 174

Connection

175

connection section

176

fastener

RS

backside

ZS

tightening side

x, y, z

coordinates

Claims (17)

Disc brake (10) which is actuated by means of a piston rod of a pneumatically or electrically operated brake cylinder, with a brake caliper (3) which, like a frame, overlaps an edge region of a brake disc on which at least one brake pad (4, 4a) is arranged on both sides, wherein the brake caliper (3) accommodates a clamping device (1) in an opening on an application side (ZS) of the brake disc, which has at least the following features: a) an internal rotary lever (8), ie arranged inside the brake caliper (3), b ) at least one clamping mechanism (12) which has a spindle axis (7) and at least one clamping piston which can be moved perpendicularly to the brake disc and is designed as a threaded sleeve/threaded stamp combination with a threaded sleeve, and the at least one clamping mechanism (12) for overcoming the working stroke or. for applying the application-side application piston with the brake lining (4) to the brake disk as a result of pivoting of the rotary lever (8) about a lever axis (9) during braking, the at least one application mechanism (12) having an output member (14) with at least one output element (14a), c) an adjusting device (10) for adjusting friction surface wear on brake linings (4, 4a) and the brake disc of the disc brake (1), a drive element (15) of the adjusting device (10) being connected to the output element (14) of the at least an application mechanism (12) for driving the adjustment device (10), and wherein the adjustment device (10) engages on the output side via a coupling mechanism (20) with an adjusting wheel (18) of the threaded stamp (17) of the at least one application mechanism (12). stands, d) wherein the coupling mechanism (20) is designed as a backlash-free pair of gears, e) wherein the inside of the brake caliper (3) arranged Dre The lever (8) has a lever axis (9) aligned parallel to the brake disc, characterized in that f) the adjusting wheel (18) of the coupling mechanism (20) is formed from at least one first gear and at least one second gear, the at least one first Gear relative to the at least one second gear about a common spindle axis (7) is twisted and braced. Disc brake (1) after claim 1 , characterized in that the at least one first gear relative to the at least one second gear about the common spindle axis (7) is clamped pivoted by at least one tooth. Disc brake (1) after claim 1 or 2 , characterized in that at least one clamping element (163, 164) is arranged, through which the clamping of the at least one first gear is formed relative to the at least one second gear. Disc brake (1) after claim 1 or 2 , characterized in that the at least one first gear wheel and/or the at least one second gear wheel has/have a toothed ring (170) and a hub (171) which are connected by at least one elastic connection (172, 173, 174) and/or a elastic connecting element (176) are elastically interconnected. Disc brake (1) according to one of Claims 1 until 4 , characterized in that the adjusting device (10) is arranged in the disc brake (1) such that a spindle axis (7) of the threaded stamp (17) of the application mechanism (12) of the disc brake (1) and the adjuster axis (11) of the adjusting device ( 10) run parallel to each other. Disc brake (1) according to one of Claims 1 until 5 , wherein the adjusting device (10) has: a) an adjuster shaft (101) with an adjuster axis (11), b) the drive member (15) for coupling to an output member (14) of the application mechanism (12) of the application device (5), wherein A rolling element arrangement is arranged on both sides of the drive member (15), one of which is designed as an axial bearing (104) and one as a freewheel and overload clutch unit (105), c) an adjuster output wheel ( 16) a coupling mechanism (20) for coupling to the threaded stamp (17) of the clamping mechanism (12), the coupling mechanism (20) being designed as a backlash-free pair of gear wheels, d) a preload spring (103) for generating a preload force for the overrunning and overload clutch device (105), wherein e) the adjuster driven gear (16) of the coupling mechanism (20) consists of at least one first driven gear (161) and at least one second driven gear (162 ) is formed, wherein the at least one second driven wheel (162) is arranged rotated about the adjuster axis (11) relative to the at least one first driven wheel (161), characterized in that the second driven wheel (162) in the axial x-direction directly on the first output wheel (161) and is arranged with its toothing with the toothing of an adjusting wheel (18) of the threaded stamp (17) of the application mechanism (12) also like the first output wheel (161) in engagement. Disc brake (1) after claim 6 , characterized in that the at least one second driven wheel (162) is braced relative to the at least one first driven wheel (161 about the adjuster axis (11). Disc brake (1) after claim 7 , characterized in that the coupling mechanism (20) is a gear train, wherein the at least one second driven wheel (162) is braced relative to the at least one first driven wheel (161) pivoted about the adjuster axis (11) by at least one tooth. Disc brake (1) after claim 7 or 8th , characterized in that at least one clamping element (163, 164) is provided, which produces a clamping of the driven wheels (161, 162) with each other. Disc brake (1) after claim 9 , characterized in that the at least one clamping element (163, 164) is designed as a leaf spring. Disc brake (1) after claim 9 or 10 , characterized in that the at least one clamping element (163, 164) is designed as a helical spring (tension or compression spring), garter spring, torsion spring, torsion spring or torsion spring or as a combination of these. Disc brake (1) after claim 9 or 10 , characterized in that the at least one clamping element (163, 164) is made of a plastic, rubber or composite material or a combination thereof. Disc brake (1) after claim 12 , characterized in that the at least one first driven wheel (161) is coupled to the adjuster shaft (101) in a torque-proof manner and is connected directly or indirectly to the drive member (15) of the adjuster device (10) via the adjuster shaft (101). Disc brake (1) according to one of Claims 1 until 5 , wherein the adjusting device (10) has: a) an adjuster shaft (101) with an adjuster axis (11), b) the drive member (15) for coupling to an output member (14) of the application mechanism (12) of the application device (5), wherein A rolling element arrangement is arranged on both sides of the drive member (15), one of which is designed as an axial bearing (104) and one as a freewheel and overload clutch unit (105), c) an adjuster output wheel ( 16) a coupling mechanism (20) for coupling to the threaded stamp (17) of the clamping mechanism (12), the coupling mechanism (20) being designed as a backlash-free pair of gear wheels, d) a preload spring (103) for generating a preload force for the overrunning and overload clutch device (105), wherein e) the adjuster driven gear (16) of the coupling mechanism (20) consists of at least one first driven gear (161) and at least one second driven gear (162 ), wherein the at least one second driven wheel (162) is arranged such that it can rotate about the adjuster axis (11) relative to the at least one first driven wheel (161), characterized in that the at least one first driven wheel (161) is connected directly or indirectly to the drive member (15) of the adjustment device (10), and that the at least one second output wheel (162) is coupled to the adjuster shaft (101) as a drag wheel in a rotationally fixed manner via an inner connecting section (162e) with a profile section (101e) of the adjuster shaft (101). is, wherein the second driven wheel (162) with its teeth with the teeth of an adjusting wheel (18) of the threaded ram (17) of the application mechanism (12) also like the first driven wheel (161) is in engagement. Disc brake (1) after Claim 14 , characterized in that the adjuster shaft (101) is in contact with a stationary bearing disc (111) via a friction disc (112). Disc brake (1) after Claim 14 or 15 , characterized in that the at least one first driven wheel (161) and/or the at least one second driven wheel (162) has/have a toothed ring (170) and a hub (171) which are connected by at least one elastic connection (172, 173, 174) and/or an elastic connecting element (176) are elastically connected to one another. Disc brake (1) according to one of the preceding claims, characterized in that the coupling between the overrunning and overload coupling device (105) is designed as a conical coupling (106) with a conical bushing (108).

Images