EP0419599A1

EP0419599A1 - Disc brake for motor vehicles

Info

Publication number: EP0419599A1
Application number: EP90903155A
Authority: EP
Inventors: Rudolf Thiel; Ulrich Klimt; Hans Bungert; Ludwig Dreilich; Helmut Kast; Hinrich Hornbostel
Original assignee: ITT Automotive Europe GmbH; Alfred Teves GmbH
Current assignee: ITT Automotive Europe GmbH
Priority date: 1989-03-03
Filing date: 1990-02-16
Publication date: 1991-04-03
Also published as: WO1990010162A1; KR920700362A; US5193652A; JPH03504410A

Abstract

Frein à disque pour véhicules automobiles, dont le disque de frein est enveloppé radialement du côté intérieur par un boîtier de frein en forme de poing. Les éléments d'appui et de guidage du boîtier consistent en un palier de support (34) et un palier libre (7). Le palier de support (34) relie le boîtier (8) avec l'élément de fixation (6). Le boîtier pivote autour du palier de support. Le boîtier s'appuie sur le palier libre, qui consiste en une tige (3) qui est directement et fermement reliée avec la suspension de la roue (38). Grâce à cette invention et à l'idée astucieuse d'agencer le palier libre directement sur la suspension de la roue et de supporter la garniture tangentiellement dans la zone d'entrée, on obtient une utilisation optimale de l'espace disponible, en particulier dans le sens radial, on augmente le rayon effectif et on réduit la contrainte thermique qui s'exerce sur le frein.Disc brake for motor vehicles, the brake disc of which is radially enveloped on the inner side by a fist-shaped brake housing. The support and guide elements of the housing consist of a support bearing (34) and a free bearing (7). The support bearing (34) connects the housing (8) with the fixing element (6). The housing swings around the support bearing. The housing rests on the free bearing, which consists of a rod (3) which is directly and firmly connected with the wheel suspension (38). Thanks to this invention and the clever idea of arranging the free bearing directly on the wheel suspension and supporting the lining tangentially in the entry area, optimum use of the available space is obtained, in particular in radial direction, the effective radius is increased and the thermal stress exerted on the brake is reduced.

Description

Disc brake for motor vehicles

The invention relates to a disc brake for motor vehicles, consisting of a movable brake housing (housing) encompassing the brake disc with a saddle shape, with a hydraulic actuation unit for the brake pads, and a holding element (holder) for the housing, the holder with a part the suspension is connected.

A disc brake housing includes a brake carrier and a brake housing. In a known partial-pad disc brake (DE 38 08 139 AI), the spring bracket is mounted with its one end section in the brake carrier, which has two brake carrier arms which are connected to one another via a connecting web. After the brake pad has been pushed in, the spring clip is folded down so that it comes to rest on the brake pad with a partial section. The other end section of the spring clip is then inserted under the connecting web. For assembly, the spring clip must therefore be pressed down at least as far in the direction of the brake pad, since the other free end is inserted under the connecting web who can. In some cases, considerable assembly forces have to be brought up.

The present disc brakes belonging to the genus fist _¬ caliper brakes that establish the brake disc from the inside reach around. This type of disc brake, which is used in particular in modern high-performance passenger cars, has the advantage of increasing the effective radius and reducing the thermal load.

German Offenlegungsschrift 35 08 039 already provides an internally encompassing disc brake, in particular for motor vehicles, with a brake disc which is supported on its outer edge, a stationary brake carrier, a brake housing which is axially displaceably mounted on the brake carrier by means of a bolt guide can be actuated by means of an actuating device which encompasses the inner edge of the brake disc, with two radially extending legs and a substantially axially extending bridge section connecting them, a first brake lining which is arranged on one side of the brake disc in the brake carrier and is supported and can be acted upon directly by the actuating device, and a second brake lining, which is arranged and supported on the other side of the brake disc on the brake housing and can be acted upon by the relevant leg of the housing.

According to this German Offenlegungsschrift it is proposed that the pin guide has a support pin designed as a fixed bearing, which absorbs all essential circumferential forces which are transmitted from the second brake pad via the brake housing to the guide and which is fixed to the brake carrier or the brake housing is connected and engages in a guide bore in the brake housing or in the brake carrier, and in that the support pin in the area of the radial extension of the Brake disc is arranged.

The invention is based on the following objects:

A space-saving solution for the brake is to be found. The installation space specified by the vehicle manufacturer should be used consistently. The radially outer connecting web, which is designated by the reference number 50 in the aforementioned publication, is to be omitted. It is also a task to increase the effective radius of the brake even more than in the prior art and to reduce the thermal load on the brake to an even greater extent than in the prior art.

The brake is said to be more compact overall. The tendency to rub and noise should be reduced. The entire concept should become more service-friendly. It should be possible to carry out a simple lining removal and a simple brake disc change without dismantling the caliper. The piston-side, that is, the inner lining is to be a drawn lining, which creates favorable conditions for the transmission of the high tangential forces that occur during braking.

A partial-pad disc brake is to be specified in which the inner brake pad can be mounted and sprung more easily.

It is also an object of the invention to achieve a high stiffness of the holder and housing with a lower weight compared to the brakes of the prior art. on the other hand the claw should be full and not in the form of fingers. A fully designed claw has the advantage of noise reduction because of the material accumulation.

The installation of the brake in the vehicle should be simplified.

Furthermore, the holder should be easier to edit than before. The invention is intended to create better conditions for casting the housing. In addition, conditions are to be created in such a way that complex milling operations for the production of the lining support are superfluous.

The pane assembly should be simplified. Specifically, this means that the outlet-side lining support on the holder should be eliminated, so that the disk can be threaded better during assembly. At the same time it is achieved that the use of thicker covering materials is possible.

The objects are achieved according to the invention in that support and guide elements are provided which support and guide the housing on the one hand and on the other directly on a part of the wheel suspension, such as steering knuckles, swivel bearings, bypassing the holder.

It can be provided that support and / or guide elements between the housing comprising the floating caliper and a piston-cylinder unit on the one hand and the holder on the other hand and between the housing on the one hand and an un indirect part of the wheel suspension are provided on the other hand.

It has proven to be particularly advantageous that the housing is connected to the holder, in particular on the inlet side of the brake, by means of a support bearing and is preferably connected directly to part of the wheel suspension by means of a floating bearing in the region of the outlet side of the brake.

It is further proposed that the housing is pivotally connected to the holder by the support bearing and that the floating bearing is designed as a support member between the housing and part of the wheel suspension and prevents the pivoting movements of the housing.

A special embodiment of the invention is that the wheel suspension has a guide part, in particular a bolt or a sleeve, on which the housing is guided and / or supported in the form of a floating bearing.

Alternatively, it can be provided that the wheel suspension has a guide bore in which the housing is guided and / or supported in the form of a bearing, in particular by a bolt-shaped or sleeve-shaped one.

For vibration damping, it is proposed that the floating bearing have an elastic bushing, in particular a rubber bushing, which is arranged as a damping element between the housing and the wheel suspension. A direct dissipation of the tangential force, which is applied to the inner lining during braking, is achieved in that the inner lining is provided directly next to the support bearing with a supporting surface for the peripheral force and is supported on the holder.

The lining back plate of the inner lining, which is subjected to tensile forces during braking, is designed with an L-shaped hammer head which engages in a corresponding recess in the holder.

A support surface is provided on the housing, which prevents the inner lining from pivoting radially inward, and is preferably located in the area of the brake outlet.

To absorb the tangential forces which act on the outer covering, it is proposed that the outer covering be provided with a covering back plate which has two support stops arranged on the side of the claw of the fist.

In order to achieve simple manufacture of the housing, in particular coreless casting of the housing, it is proposed that the housing be made in two parts, that the separating surface be arranged parallel to the friction surfaces of the brake disc and in the region of the open side of the cup-shaped cylinder of the piston-cylinder unit is.

The following advantages are achieved with the invention: The tasks are solved.

As a result of the omission of the radially outer connecting web of the brake of the prior art, the radial expansion of the entire brake unit becomes smaller, and the available space is used to the maximum.

The special division of the housing ensures that no separate component has to be used as the cylinder bottom, as is the case with the subject of the above. German OS, see there Fig. 2, is necessary. The installation of a floor as a separate component is very expensive. For safety reasons, it is also important that the floor is very precisely attached. These difficulties are avoided by the present invention. In an advantageous manner, the claw can be made full and thus noise-damping in the subject matter of the invention. This was made possible by dividing the housing. So far, the claw consisted of two fingers. The recess between the fingers was required in the prior art in order to be able to produce the piston bore. The full claw also gives the housing greater rigidity. Further details of the invention can be found in the following description of an exemplary embodiment of the invention.

The task of specifying a simple feathering is solved in a partial-pad disc brake of the type mentioned by the fact that the two end sections in the housing on two Adjacent fastening points, which lie in a common dead center plane, which is essentially perpendicular to the brake disk, are each rotatably mounted, that the spring clip is pivotably arranged essentially parallel to the brake disk and that the contact between the spring clip and the brake lining occurs outside the dead center plane.

The spring clip is mounted in the housing at two points, which are adjacent but have a predetermined distance from one another. When the spring clip is pivoted, the end sections of this spring clip move around different pivot points and are braced against one another. The spring now tries to compensate for this tension by moving into a rest position. There are two stable resting positions, namely one above the dead center level and another below the dead center level. If the spring clip is pivoted away from the brake pad, it assumes a stable mounting position when it is pivoted beyond the dead center plane. In this position, the brake pad can be installed and removed unhindered by the spring clip. After installing or reinstalling the brake pad, the spring clip only has to be pivoted towards the brake pad up to just above the dead center plane. As soon as the dead center has been exceeded, ie as soon as the spring clip has been pivoted through the dead center plane, it tries to compensate for the tension again and to assume a stable position again. It comes to rest with a predetermined area on the brake pad and secures it against falling out and keeps it rattle-free. The fact that the contact between the spring clip and the brake pad outside the dead at the point level, it is ensured that an unintended small movement of the brake pad, which can be caused, for example, by vibrations, cannot cause the spring clip to pivot beyond the dead center plane into the assembly position. The assembly of the brake pad is considerably simplified by the springing according to the invention. The spring clip does not have to be dismantled when the brake pads are changed, but only folded over. This requires relatively little effort. The spring clip does not have to be replaced when changing the pad. The spring clip positions itself when swiveling into the holding position, ie when it is folded down, so that incorrect assembly after a brake pad change is not possible. Finally, the process of releasing the spring clip from the brake pad only takes a short time, which also speeds up the assembly.

The dead center plane advantageously encloses a predetermined angle with the central axis of the brake pad. In other words, the two fastening points are arranged horizontally and vertically offset from one another, if one assumes that the central axis of the brake lining lies in the horizontal or vertical. This can be ensured in a simple manner that sufficient spring force always acts on the brake pad.

In a preferred embodiment, the ends of the end sections run essentially perpendicular to the longitudinal extension of the spring clip and are inserted into housing bores. No additional brackets are required because the The spring clip is adequately fastened by the pretension in the housing bores. To mount the spring clip, the end sections can simply be inserted into the housing bores.

It is preferred that the housing bores perpendicular to the brake disc, i.e. run parallel to the axial direction of the brake disc. The housing bores have no special requirements with regard to machining or tolerance. They lie in the main machining direction, which greatly simplifies the manufacture of the disc brake.

The ends of the end sections are advantageously introduced into the housing from opposite sides, part of one end engaging over the housing. At this point, the housing must of course not exceed a certain thickness in order not to make the spring too large. For example, the spring can, however, be arranged in the connecting web between the brake carrier arms. This special arrangement further increases security against accidental loss of the spring clip. The axial movement, i.e. the movement of the spring clip in the direction of the brake disc or away from it is limited so much by this arrangement that the two ends are reliably held in the housing bores.

Advantageously, the part of the end that crosses the housing forms a stop for the spring clip lifted off the brake lining and limits the pivoting movement to a predetermined angle. This is achieved by the fact that the final section is not only bent two-dimensionally, ie the end section of the spring clip can be represented in one plane. Rather, the spring clip is also bent into the third dimension in the region of the end of the end section. This creates a bracket that engages over the housing. When the spring clip is folded up away from the brake lining, the part of the end that engages over the housing comes to bear against the housing and prevents a further pivoting movement of the spring clip.

The sum of the lengths of the ends which are introduced into the housing should be more than 80% of the thickness of the housing at this point. The spring clip must then be deformed relatively strongly in order to remove the ends from the housing. Here, the end of the end section spanning the housing can be made shorter than the other end because the other end has no direct securing means and can therefore be removed more easily.

The end sections are advantageously offset from one another perpendicular to the brake disc. This prevents the end sections from blocking each other when the spring clip is pivoted, thereby making movement of the spring clip more difficult.

It is further preferred that the end sections in the area of the spring clip tip, at which they are connected to one another, are bent in a direction that is essentially perpendicular to the brake disc. This ensures that the spring clip holds the brake pad securely even when the Brake pad is permanently positioned closer to the brake disc after heavy wear.

The fastening points are advantageously arranged in a housing casting. There is a little more space available here to mount the spring clip.

The invention is described below on the basis of preferred exemplary embodiments in conjunction with the drawing.

Show in it

1 shows a floating caliper disc brake which grips the brake disc radially from the inside outwards in a view radially from the outside inwards,

2 is a sectional view along the section line II-II of FIG. 1,

3 shows the brake according to FIG. 1 in an axial view from the center of the vehicle to the outside,

Fig. 4 is a sectional view corresponding to the cutting line

IV-IV of Fig. 3,

5 and 6 in a sectional view corresponding to the section line V / V of FIG. 2 each an exemplary embodiment of the floating bearing, Fig. 7 is a disc brake.

8 is a section VII-VII of FIG. 7,

9 shows a further embodiment of a disc brake and

10 shows a section X-X according to FIG. 9.

In the present exemplary embodiment, a disc brake is assumed, which is described in the above-mentioned German patent application. The text and the drawing of this published specification can be used for further explanation.

The dash-dotted line 1 in FIG. 1 represents the axis of an element belonging to the wheel suspension. It is shown as point 1 in FIGS. 2 and 3. The element of the wheel suspension can be, for example, the part of a screw bolt connection.

The dash-dotted line 2 of FIG. 1 also represents the axis of a part of the wheel suspension. It is shown as point 2 in FIGS. 2 and 3. This part of the wheel suspension can, as shown in FIGS. 5 and 6, be designed as a bolt 3 or as a sleeve 4 which belongs to a floating bearing.

An axis perpendicular to the plane of the drawing is represented by a point 5 in FIGS. 2 and 3. It deals around the axis of a part belonging to the wheel suspension, for example a screw connection.

The parts arranged in positions 1 and 5, for example screw bolt connections, serve to fasten the brake holder 6 to parts of the wheel suspension which are not shown. It can be knuckle elements or the elements of a pivot bearing.

The dash-dotted line 2 of FIGS. 1 and 4, or their punctiform illustration in FIGS. 2 and 3, represents the axis of the floating bearing 7. As mentioned, the physical configuration of the floating bearing is in FIGS. 5 and 6, which are described in more detail below.

With 8 the brake housing is designated, which, as can be seen in particular from FIG. 4, is fist-shaped. The fist is open in the radially outward direction and includes the brake disk 9.

The fully formed claw of the fist, which lies outside in relation to the center of the vehicle, is designated by 10. 11 denotes the inner bridge of the housing. The cylinder of the housing is designated by 12. The hydraulically actuated piston 13 is located within the cylinder. When the pressure chamber 14 is pressurized, the piston moves to the left in the direction of the arrow 15 and displaces the brake lining 16 against the brake disk 9.

The hydraulic exerted on the bottom 17 of the cylinder Force moves the cylinder, the bridge 11, which is firmly connected to the cylinder, and the claw 10 to the right, ie inwards to the center of the vehicle, see arrow 18. In this way, the pad 19 is moved to the right and pressed against the brake disc.

The lining 16 is thus pressed against the brake disk 9 by the direct action of the piston, while the lining 19 arranged on the left is shifted to the right and pressed against the rotating disk 9 by the reaction force described above via the displacement of the housing to the right becomes, which leads to deceleration.

The inner covering arranged on the right consists of covering material 20 and the back plate 21.

The outer covering arranged on the left consists of the back plate 22 and the covering material 23.

The brake disc is designed as a ventilated brake disc. It has a cast body which is provided with channels, one of which is visible in FIG. 4 and designated by 24. When the disc rotates, an air flow is generated radially outward through the channels, which is used for heat dissipation. The brake disc 9, which is normally made of cast iron, is connected to a steel body 25. The Stahl¬ body is attached to the wheel in a known manner. The wheel is schematically indicated by the rim base 26.

The housing is made in two parts: a bridge and Claw part 27 and a cylinder part 28. With 29 the interface of the two parts of the housing is designated. The two housing halves are connected to one another by the screw bolts 30, 31, 32, 33.

As described, the holder is firmly connected to the wheel suspension, such as the steering knuckle or the pivot bearing, by the screw bolts in positions 1 and 5. The housing 8 is pivotally connected to the holder 6 by a support bearing 34. The axis of the support bearing is designated 35. The support bearing can consist of a bolt which is fixed in the housing by means of an interference fit and which can move axially in the holder (sliding fit). However, the arrangement can also consist of an interference fit in the holder and a sliding seat in the housing.

The tendency of the housing to pivot relative to the holder occurs when the brake pads are pressed against the brake disc and a force occurs in the tangential direction.

The position of the imaginary central point of application of the tangential forces on the linings and the position of the axis of the support bearing are selected so that the housing has a pivoting tendency counterclockwise in the direction of arrow 37.

The direction of rotation of the brake disc is indicated by the arrows 36 in FIG. 2. Correspondingly, the force acts in the tangential direction to the left in FIG. 2. The case tends So in this situation, to turn in the direction of arrow 37, see Fig. 2. This rotation is prevented by the floating bearing 7. Two exemplary embodiments for the floating bearing are shown in FIGS. 5 and 6.

5, the bolt 3 is screwed into a part 38 of the wheel suspension. A housing eye 39 is provided on the housing 8. Bolt 3 and housing eye 39 form the floating bearing. An elastic bushing 40 is attached between the housing eye and the bolt. The eye 39, or the housing, is arranged axially sliding on the bolt 3.

Fig. 6 is an alternative to Fig. 5. According to Fig. 6, a sleeve 4 is fixedly connected to a part 42 of the wheel suspension. The elastic bushing 44 is located between the eye 43 of the housing and the sleeve 4. The eye 43, or the housing, is arranged on the sleeve 4 in an axially sliding manner.

Axial displacement of the housing on the support bearing 34 is also possible. A bellows 45 is provided to seal the support bearing 34, in particular when the housing moves axially on the holder.

The housing is thus slidably arranged on parts of the holder and directly on parts of the wheel suspension.

It is a smooth-running, maintenance-free guide system, which consists of a support bearing 34, which is arranged on the inlet side of the brake, and a floating bearing 7, which is arranged on the outlet side of the brake. As shown, the floating bearing prevents the housing from rotating about the axis of the support bearing. The floating bearing also compensates for manufacturing tolerances.

The braking force of the inner lining is absorbed directly by the holder. The braking force of the outer lining is conducted via the housing to the support bearing on the inlet side.

It can be seen from the figures that the connecting web, which was necessary in the prior art, see OS 35 08 039 and bears the reference number 50 there, is omitted in the present invention. This makes the entire brake, especially in the radial direction, smaller, overall more compact and lighter. In addition, the brake according to the invention offers good conditions for simple and quick installation in the vehicle.

The guidance and support of the piston-side, that is to say the inner lining is carried out by an L-shaped hammer head. The hammer head bears the reference number 46. The inner lining 16 is advantageously a drawn lining, that is to say the high forces occurring during braking are transmitted directly from the hammer head to the holder, specifically in the area of the disc brake inlet directly next to the support bearing , or carrying bolt. The radial lining support of the inner lining is carried out by a stop 47 provided in the brake outlet on the housing bridge 11.

The outer covering 19 is supported by two support lugs 48, 49 attached to the back plate 22 of the covering. - 19 -

acts on the side of the claw of the fist and thus support the outer surface in both directions of rotation.

Protrusions are provided for the radial fixation of the outer covering, one of which is denoted by 50 in FIG. 2. These projections protrude into recesses 41 in the claw 10. Furthermore, a pad holding device 51 with a spring is provided, which presses the outer pad radially inward and thus secures the pad.

The R ^{"ückenplatte} 21 of the inner pad includes a tab 52 which is bent in the Topfräum the cup-shaped piston 13 in. With 53 the level of the end surface of the nose is designated, which projects into the Topfräum, and is greater than the clearance In this way, the nose 52 serves to secure the inner lining against loss in the event that the spring 54 breaks.

The spring 54 serves as a holding and depressing member for the inner lining 16. The spring 54, see FIG. 2, presses on the lining in the direction of the arrow 55 and thus keeps it rattling free on its support surface. The positions of the pivot axes 56, 57 of the retaining spring and their configuration are selected such that a pretension is generated in the direction of arrow 55.

There follows a description of the transmission of the high tangential force occurring during braking from the inner lining and from the outer lining to the wheel suspension. - 20 -

When the brake is actuated, as shown, the inner lining pressed against the brake disk rotating in the direction of the arrows 36 is pulled. The tangential support takes place via the L-shaped hammer head in a corresponding recess 58 in the holder 6, specifically directly next to the support bearing or support pin. The support surface for the tangential forces in the recess has the reference number 59. The radial support of the covering takes place via the support surface 60. The force is transmitted from the holder to the wheel suspension.

The outer covering is supported tangentially via two support lugs 48, 49 located on the side of the fist or claw. The force applied to the outer covering in the tangential direction is thus transmitted to the housing. The force is transferred from the housing to the support bearing and from there to the holder. The holder is firmly connected to the wheel suspension. The power is transferred from the holder to the wheel suspension.

In FIGS. 7, 8, a disc brake 201 has a housing, which includes, among other things, a brake housing 202 and a brake carrier 203. The disc brake 201 also has a brake disc 2o4 against which the brake linings 205, 206 can be moved with the aid of an actuating device 207. The direction of movement of the brake linings 205, 206 in the direction of the brake disk 204 is referred to below as the axial direction. The brake carrier 203 has two brake carrier arms 208, 209 which are connected to one another via a connecting web 210, so that the brake carrier 203 as a whole has a has a genetic shape. The brake carrier 203 can be connected to a steering knuckle (not shown) of a vehicle via three bores 211, 212, 213.

The brake lining 205 is received in a shaft 214 which is delimited in the circumferential direction by support surfaces 215, 216. To hold the brake lining 205 against displacement in a direction parallel to the brake disc, which is referred to below as the radial direction, the brake lining 205 has shoulders or shoulders 229 which rest on corresponding support surfaces 230 of the brake carrier.

The movement of the brake pad 205 in the radial direction away from the support surface 230 is limited by a spring clip 217 which has two end sections 218, 219 which are connected to one another at a tip 220. While the end sections 218, 219 of the spring clip run essentially parallel to the brake disk 204, the tip 220 of the spring clip 217, to which the end sections 218, 219 are connected to one another, is bent in the axial direction. The tip lies on a projection 231 of the brake lining 205. The tip 220 of the spring clip 217 extends over a predetermined length, so that even when the brake pad 205 moves in the axial direction as a result of pad wear, the brake pad 205 is always covered by the spring clip 217.

The end sections 218, 219 each have temple ends 221, 222. The bow end 221 of the end section 218 is simply bent over in the axial direction. The temple end 222 of the end - 22 -

Section 219 of the spring clip 217 is first bent upward in a plane parallel to the brake disk 204, then bent into a section 223 overlapping the connecting web 210 in the axial direction and finally bent through 180 °, so that the end of the clip end 222 also Axial direction is aligned. The two end faces of the spring clip are thus practically opposite to each other. To fasten the spring clip 217, two bores 224, 225 are provided in the connecting web, into which the two clip ends 221, 222 are inserted from opposite sides. The temple ends 221, 222 are so long that the sum of their lengths, which are located in the holes 224, 225, is greater than 80% of the housing thickness, i.e. the thickness of the connecting bar 210 at this point. This ensures that the spring clip 217 cannot be accidentally removed from the housing. The bracket end 222 is shorter than the bracket end 221. This is possible because the end section 219 overlaps the connecting web 210 and is thus already secured.

The two bores 224, 225 are arranged in the axial direction. They are offset in the horizontal and vertical directions with respect to a central axis 227 of the brake pad 205. The two bores 224, 225 lie in a dead center plane 26, which forms an angle 228 with the central axis 227. When the spring clip 217 is pivoted in the direction of the arrow 232, the two end sections 218, 219 of the spring clip 217 move about different pivot points and are braced against one another. The tension reaches a maximum when the spring clip 217 is in the dead center plane 226. In this Dead center level 226 is an unstable equilibrium. With a slight movement in the direction of arrow 232 beyond the dead center plane 226, the spring clip 217 tries to relax again. It moves under the action of its own pretension in the direction of the brake pad 205 and finally comes to rest on the projection 231 of the brake pad 205.

To dismantle the brake lining 205, it is only necessary to waste the spring clip 217 opposite the direction of the arrow 232 beyond the dead center plane 226. As soon as the spring clip 217 has been pivoted beyond the dead center plane 226, it assumes a position 217 'shown in broken lines due to its own tension. A further movement of the spring clip 217 is prevented by the overlapping section 223, which comes to rest on the connecting web 210 in the position 217 '. After replacing the brake pad 205, the spring clip 217 must be pivoted again in the direction of arrow 232. After passing through the dead center level 226, it automatically comes into contact with the brake lining 205. The internal tension of the spring clip 217 then generates the required holding force for the brake lining 205. The spring therefore no longer has to be dismantled when the brake lining 205 is changed, but only folded over.

The section overlapping the connecting web 210 secures the spring clip 217 against folding too far. The spring clip 217 positions itself when it is closed, ie when pivoting in the direction of the brake pad itself, so that neither incorrect assembly after changing the pad nor loss of the Spring clip 217 is possible. The pretensioning of the spring clip 217 also causes the clip ends 221, 222 to be braced in the bores 224, 225, so that the spring clip is reliably fastened in the bores 224, 225.

The end sections 218, 219 of the spring clip 217 are offset from one another in the axial direction. This ensures that they do not interfere with each other when the spring clip 217 is pivoted in the direction of the arrow 232. Rather, they can be guided past one another.

9 and 10 show a further embodiment of the disk brake, in which parts which correspond to those in FIGS. 7 and 8 are provided with reference numerals reduced by 100. In contrast to the embodiment in FIG. 7, the spring clip 217 is no longer fastened directly in the connecting web 210, but in a sprue 234 which is arranged on the connecting web 110 in the radial direction on the outside. This results in greater freedom in the design of the fastening of the spring clip.

Claims

1. Disc brake for motor vehicles, consisting of a movable brake housing (housing) encompassing the brake disc with a hydraulic actuation unit for the brake pads, from a holding element (holder) for the housing, the holder being connected to part of the wheel suspension, thereby ge ¬ indicates that support and guide elements are provided which support and guide the housing on the holder and on the other directly on part of the wheel suspension, such as steering knuckle, swivel bearing, bypassing the holder.

2. Disc brake, in particular according to claim 1, which is designed as a brake disc encompassing the brake disc radially from the inside, characterized by ge ¬ indicates that support and guide elements between the housing comprising the floating caliper and a piston-cylinder unit (8) on the one hand and the holder (6) on the other hand and between the housing (8) on the one hand and an immediate part (3,4,38,42) of the wheel suspension on the other hand are provided. - 26 -

3. Disc brake according to claim 1 and / or 2, characterized ge ¬ indicates that the housing (8) in particular on the inlet side of the brake by means of a Trag¬ charger (34) with the holder (6) is connected and preferably in the area of the outlet side of the brake is connected directly to a part (3, 4, 38, 42) of the wheel suspension by means of a floating bearing (7).

4. Disc brake according to one or more of the preceding claims, characterized in that the housing (8) is pivotally connected to the holder (6) by the support bearing (34) and that the floating bearing (7) acts as a support member between the housing (8). and a part (3, 4, 38, 42) of the wheel suspension is formed and prevents the pivoting movements of the housing (8).

5. Disc brake according to one or more of the preceding claims, characterized in that the wheel suspension has a guide part, in particular a bolt (3) or a sleeve (4), on which the housing (8) is guided in the form of a floating bearing and / or is supported.

6. Disc brake according to one or more of the preceding claims, characterized in that the wheel suspension has a guide bore in which the housing, in particular by a bolt or sleeve-shaped part, in the form of a floating bearing, is guided and / or supported.

7. Disc brake according to one or more of the preceding claims, characterized in that the floating bearing (7) has an elastic sleeve (40, 44), in particular a rubber bushing, which is arranged as a damping element between the housing and the wheel suspension.

8. Disc brake according to one or more of the preceding claims, consisting of a holder connected to parts of the wheel suspension, a fist-shaped encompassing the brake disc radially from the inside, a hydraulic actuating unit, preferably a piston-cylinder unit, a housing in with respect to the center of the vehicle arranged inner (inner lining) and a with respect to the center of the vehicle outer (outer lining), characterized ge ¬ indicates that the inner lining (16) in the region of the support bearing (34) with a support surface (59 ) is provided for the circumferential force and is supported on the holder (6).

9. Disc brake according to one or more of the preceding claims, characterized in that the back plate (21) of the inner, drawn lining

(16) is formed with an L-shaped hammer head (46) which engages in a corresponding recess (58) in the holder (6).

10. Disc brake according to one or more of the preceding claims, characterized in that - 28 -

that a support surface (47) is provided on the housing, which prevents the inner lining (16) from pivoting radially inwards, that the support surface (47) is preferably arranged in the area of the brake outlet.

11. Disc brake according to one or more of the preceding claims, characterized in that the outer lining (19) is designed for tangential support with a lining back plate (22) which is arranged with two support stops (48) arranged laterally on the claw (10) of the fist , 49) is provided.

12. Disc brake according to one or more of the preceding claims, characterized in that the housing is made in two parts, that the separating surface (29) parallel to the friction surfaces of the brake disc and in the region of the open side of the cup-shaped cylinder (12) the piston-cylinder unit is arranged.

13. Part-pad disc brake with a brake disc, a housing and a brake pad which is inserted into the housing parallel to the brake disc, can be displaced perpendicularly to the brake disc and is held in the housing by at least one spring clip with two end sections, characterized in that the two end sections (218, 219; 118, 119) in the housing (210, 110) at two adjacent fastening points (224, 225; 124, 125) which are in a common dead center plane (226, 126) which are substantially perpendicular to the Brake disc (204, 104) is lying, each rotatably mounted, that the spring clip (217, 117) is pivotably arranged essentially parallel to the brake disc (204, 104) and that the contact between the spring clip (217, 117) and the brake lining (205, 105) is outside the dead zone point level (226.126).

14. Disc brake according to claim 13, characterized in that the dead center plane (226, 126) includes a predetermined angle (228, 128) with the central axis (227, 127) of the brake lining (205, 105).

15. Disc brake according to claim 13 or 14, characterized ge ¬ indicates that the ends (221,222; 121,122) of the end portions (218,219; 118,119) are substantially perpendicular to the longitudinal extension of the spring clip (217,117) and in housing bores (224,225; 124,125) ein¬ are led.

16. Disc brake according to claim 15, characterized g e k e n n ¬ z e i c h n e t that the housing bores

(224,225; 124,125) run perpendicular to the brake disc (204,104).

17. Disc brake according to claim 15 or 16, characterized ge ¬ indicates that the ends (221,222; 121,122) of the end portions (218,219; 118,119) from opposite sides are inserted into the housing (210,110), wherein part (223,123 ) of one end (222, 122) engages over the housing (210, 110).

18. Disc brake according to claim 16, characterized in that the housing (210, 110) overlapping part (223, 123) of the end (222, 122) forms a stop for the spring clip (217 ', 117') lifted from the brake lining (205, 105) and limits the pivotal movement to a predetermined angle.

19. Disc brake according to one of claims 15 to 18, da¬ characterized in that the sum of the lengths of the ends (221,222; 121,122), which are inserted into the housing (210,110), more than 80% of the thickness of the housing at this point is.

20. Disc brake according to one of claims 13 to 19, so that the end sections (218, 219; 118, 119) are offset relative to one another perpendicular to the brake disc (204, 104).

21. Disc brake according to one of claims 13 to 20, characterized by the fact that the end sections (218, 219; 118, 119) in the area of the spring clip tip (220, 120), at which they are connected to one another, run in a substantially perpendicular to the brake disc (204, 104) Are bent in the direction.

22. Disc brake according to one of claims 13 to 21, so that the fastening points (124, 145) are arranged in a housing sprue (234).