EP1507986A1

EP1507986A1 - Disc brake equipped with a floating caliper and several outer brake pads directly supported on the brake anchor plate

Info

Publication number: EP1507986A1
Application number: EP03749885A
Authority: EP
Inventors: Uwe Bach; Uwe Hendrich; Rolf Weiler; Hans Bungert; Stefan Heinz
Original assignee: Continental Teves AG and Co OHG
Current assignee: Continental Teves AG and Co OHG
Priority date: 2002-05-14
Filing date: 2003-05-12
Publication date: 2005-02-23
Also published as: KR20040102232A; DE10392544D2; JP2005525519A; US20050173205A1; CN1653281A; WO2003095860A1

Abstract

The invention concerns a floating caliper brake comprising a brake anchor plate (5), a floating caliper (31), extending on the outer edge of a brake disc and guided so as to slide axially on said brake anchor plate (5), brake pads (1, 2, 3, 4) arranged on both sides of the brake disc, enclosed by the floating caliper (31) and of which at least two (1, 2) are arranged on the inner axial side of the brake disc and at least two (3, 4) on the outer axial side, the inner brake pads (1, 2) being guided so as to slide on the brake anchor plate (5). The invention aims at reducing the weight of a floating caliper brake while improving the brake assembly and operating conditions. Therefor, the two outer pads (3, 4) are supported by arms (6, 7, 8) of the anchor plate, projecting from the brake disc, while the floating caliper (31) acts on said two outer brake pads. The dependent claims disclose how such improvement is advantageously achieved.

Description

Disc brake with: a floating caliper and several outer brake pads supported directly on the brake holder

The invention relates to a disc brake, in particular for motor vehicles, with a floating caliper which is mounted displaceably on a brake holder which can be mounted on the vehicle.

Motor vehicles that are designed for high driving speeds need ever more powerful brakes. In order to achieve higher braking performance, it is theoretically necessary to increase the friction surface of the brake pads.

High-performance brakes therefore require, among other things, the largest possible brake disc diameter. On the other hand, the diameter of the vehicle wheels should not be increased. Since with a modern design of the vehicles rather smaller wheels and thus also smaller brake disks are required, the consequence of this is to lengthen the brake pads in the tangential direction.

Previously known floating caliper disc brakes, especially with frame-shaped floating calipers, in which the tangential brake pad length relative to the radial brake pad height is more than 1.5 times, due to these geometrical relationships, they come into constructive areas of the disc brake, which are in unfavorable conditions during the brake pad pressure the associated brake disc result. This leads to negative side effects, particularly with regard to braking comfort, such as hot rubbing, cold rubbing and tangential oblique wear of the brake pads. To remedy this it is known to divide the otherwise too long brake pads into several brake pads arranged tangentially one behind the other.

From EP 0 412 541 a disc brake suitable for high braking power is known, the brake caliper of which is designed as a floating frame, which is guided axially displaceably on a brake support fixed to the steering knuckle of the vehicle and extends in the axial direction over the outer edge of the brake disc. The floating frame encloses four brake pads, which are arranged on both sides of the brake disc, and transfers the clamping force. The brake pads facing away from the piston on the outside of the brake are transferred to the floating frame in the brake system mentioned and then reach the brake carrier from there. Through this indirect transmission of the force to the brake carrier, the torques exerted on the floating frame are transmitted to the brake pad, which means that the brake becomes less rigid and increased noise generation and inclined wear of the brake pad are to be expected. Such a construction is therefore less advantageous for very high load absorption. The brake carrier is connected to the vehicle on the axial inside of the wheel. In order to absorb the circumferential forces of the two axially outer brake pads from the floating frame, the brake support has a single support arm which overlaps the outer edge of the brake disc. The support arm extends through the middle of the space enclosed by the floating frame. A construction similar to that described above was shown in US Pat. No. 6,375,559, in which the forces absorbed by the outer brake pads are also indirectly transmitted to the brake support via the floating frame.

DE-OS 4126196 also shows a floating caliper with two brake pads on both the piston side and on the side facing away from the piston. In this construction, no arm extending over the brake support is provided. Rather, the rigid frame saddle is suspended on the piston side of the brake holder on a strong bracket.

From DE-OS 10006464 it is known to arrange several brakes with a floating caliper together on a brake disc, similar to what was described in DE_PS 19626901 in connection with fixed caliper brakes. In addition, the proposal was made in DE-OS 10006464 to assign the two floating calipers a common brake holder. This results in a comparatively complicated construction, which was also allowed to have a considerable weight and requires separate installation of the two saddles.

The present invention is therefore based on a disc brake with a floating caliper of the type resulting from the preamble of the main claim. The object of the invention is to achieve a structure with a reduced weight in such a floating caliper brake and at the same time an improved assembly and improvement to achieve in the function of the brake.

The object is achieved by the combination of features resulting from the characterizing part of claim 1. In principle, the invention consists in introducing the braking forces on both sides of the brake disc directly into the brake carrier in the case of the floating caliper brake provided with at least four brake pads and providing a common caliper for all brake pads. This caliper is functionally separated from the brake carrier in which the caliper applies the clamping forces in the axial direction for all brake pads, while the brake carrier absorbs the tangential forces essentially directly.

Such direct absorption of the braking forces can in principle be achieved by four arms of the brake support, as can be seen from DE-OS 10006464. In order to achieve a further simplification in the shape of the holder with increased strength and at the same time a reduction in weight, in a further development of the invention the use of the combination of features according to claim 2 is recommended. Here, the known two middle arms are combined into a single arm.

As such, the invention is also suitable for brake pads subjected to tangential pressure forces (push). In particular for longer brake pads extending in the tangential direction, however, it is often desirable that these (also) be loaded in the tangential direction by tensile forces. For this purpose, in a further development of the invention Combination of features proposed according to claim 3. The brake blocks engage with their hooks on the side entering the brake disc and transmit the tensile force exerted on them directly to the incoming arm of the holder or, with respect to the tangentially following brake block, to the middle arm of the holder.

It is known that the individual components of the brake, which are subjected to high loads, are deformed during a braking operation, so that the arms of the brake holder are bent somewhat elastically and the back plates of the brake pads are lengthened somewhat. With the brake according to the invention, this fact can be exploited to the effect that the brake pads are initially loaded on train and then, with a greater load with respect to the brake disc, strike the associated support arms on the output side and are therefore also subjected to pressure. Due to the distribution of the forces on two brake pads lying one behind the other, it is also possible to have reduced maximum braking forces so that the brake pads only have to be subjected to tension at least when the brake disk rotates in the forward direction. This results in an improved comfort of the brakes, which are less prone to noise.

In principle, there may be further advantages if the brake pads are able to transmit tensile forces in both directions of rotation of the brake disc. However, the following should be noted. In order to achieve a load on the brake pads on train, it is necessary that the brake pads are provided with hooks on the inlet side, which in engage appropriate undercuts on the brake support and / or on the brake caliper. With such hooks, the brake pads and thus also the brake itself are spatially extended. This extension is often in contrast to the available installation space for the brake. The combination of characteristics according to claim 4 provides a remedy here in that the main effective

Forward direction of rotation of the brake disc, the brake pads are subjected to tension, while in the very rarely effective reverse direction of rotation, the brake pads are subjected to pressure. This maintains the effective advantage of the tensile load during the dynamic braking process, while with the usually static braking when the brake disc rotates in the reverse direction (e.g. traffic jam on the mountain), the pressure load on the brake pads does not have any obvious disadvantages but the advantage of a simpler brake construction and a reduced one Space constraints.

In order to achieve the last-described effect with simple means, in a further development of the invention, the use of the features according to claim 5 is recommended. The brake pads receive hooks with respect to the forward direction of rotation of the brake disk only on the inlet side, while on the circumferentially opposite side of the brake pads only contact surfaces for the transmission of Compressive forces are provided in the reverse direction of rotation of the brake disc. However, it should be emphasized that in the context of the present invention, the brake system can also be designed in such a way that the brake pads are each subjected to tension with respect to both directions of rotation in the brake disc. The invention also allows the use of the known push-pull plunger, in which the bending of the inlet-soapy arm or arms is used to take over part of the load with higher braking forces by the respective outlet-soapy arm. Combinations are also possible within the scope of the invention, in which, for example, different principles are used on both sides of the brake disc, such as, for example, a pure tensile load on the piston-side brake pad and push-pull load on the brake pad on the outer side of the brake disc facing away from the piston.

In a further development of the invention, the aim is to allow the brake pads to engage the brake holder in such a way that they are not raised in the radial direction during the braking process. Such a lifting is to be feared because in the present invention the central axes of the individual brake pads are no longer symmetrical to the central axis of the caliper. Radial forces which differ from one another thus act on the ends of the respective brake pads and can lead to a torque on the brake pads, which can result in lifting forces. In order to achieve a further improvement of the invention, the combination of characteristics according to claim 6 is proposed. The features shown there can be achieved that the central axis of the brake pad is aligned with the radial axis of the brake disc, so that the brake pad can be aligned exactly in the circumferential direction of the brake disc. This allows radial forces on the brake pads largely eliminate. The respective angle depends on the distance between the center axes of the two brake pads, the angle increasing with increasing distance between the center lines. Such radial forces are avoided even if the direction of rotation of the brake disc has changed.

The angular arrangement of the brake pads lying tangentially one behind the other has the great advantage that radial forces lifting the brake pads are largely avoided. Since the contact surfaces between the brake pad and the holder or floating caliper each run radially and thus with respect to the two brake pads lying one behind the other, the brake pads can in principle only be inserted or removed in the respective radial direction. This means that the brake pads would have to be inserted into or removed from the brake carrier individually at different angles. Such a form of assembly or disassembly of the brake pads is expensive. The aim of the brake according to the invention is therefore to enable joint mounting of the brake pads even when the brake pads are arranged at an angle to one another. For this purpose, in a further development of the invention, the combination of features according to claim 7 is recommended. The movable attachment of the brake pads to the floating caliper makes it possible, by means of a radial movement of the caliper, to thread all of the brake pads simultaneously to the associated contact surfaces or grooves, during the radial movement of the caliper, the brake pads simultaneously perform a movement in the circumferential direction. The brake pads can be installed in the Saddle must be hung at an angle to each other. This principle naturally applies not only to assembly but also to disassembly, so that all brake pads can be lifted out of the brake carrier together. This principle can still be used both when all brake blocks are provided with hooks on both sides and can therefore only be subjected to tension or when according to the

Combination of features according to claim 4 and 5, the brake pads are only used in the forward direction of rotation on train. It is therefore a particularly important development of the invention that on the one hand the brake pads arranged in one plane are at an angle to one another and on the other hand that all (e.g. four) brake pads can be assembled and disassembled together with the saddle by its radial movement ,

In practice, this can be achieved in that guide rails are provided on the hooks of the brake pads and / or the walls of the grooves or other surfaces serving for supporting purposes, via which the brake pads are subjected to a radial movement of the floating caliper by a guide tangential movement can be threaded into the grooves. The tangential direction of movement of the brake pads is chosen such that the hooks abut the associated groove wall after installation, via which tensile forces of the respective brake pad can be transmitted directly to the groove wall.

If at least one brake pad on each side of the brake disc is to be subjected to tension even in the reverse direction of rotation In a further development of the invention, the combination of characteristics according to claim 9 is recommended. It is also advantageous that in this case the brake pad in question can be designed symmetrically so that it can easily be replaced with other brake pads during assembly. The combination of characteristics can be used with particular advantage if all brake pads according to the features of claim 12 are used in both directions of rotation in train and are accordingly provided with hooks on both sides, since then all brake pads can have the same symmetrical structure and are interchangeable, as suggested in connection with claim 10. Also in the event that all brake pads are provided with a hook on both sides, it is possible to transmit tensile forces in one direction and only compressive forces in the opposite direction to the groove walls, in which the position of the hook and the position and width of the grooves be set up accordingly.

In order to be able to better distribute the forces exerted by the brake disc on the brake, the combination of features according to claim 11 can be recommended in a further development of the invention. The radially outwardly pointing hooks pull in the circumferential direction on the side surface of the bridge of the caliper, whereby the latter absorbs braking forces which it passes on to the brake carrier in a suitable manner. In the event that the brake pads are only subjected to tension in the forward direction of rotation, it is advisable to transfer these forces acting on the saddle to the otherwise unloaded arm. This construction can additional recommend to drive the saddle in the axial direction on lugs on the brake pads, at the ends of which the hooks mentioned are located. However, it is also possible to dispense with this combination of features mentioned last and to use the radially upwardly projecting hooks only for the (tangential) lateral guidance of the saddle during its axial movement. The saddle is thus guided tangentially to the arms in the area of the outer leg (on the fist side) indirectly via the brake pads held by the arms.

As such, it is possible to pass the middle arm of the brake holder under the housing of the caliper in the axial direction. In order to make better use of the space available in the radial direction, the combination of features according to claim 13 is recommended in a further development of the invention. The saddle, which is often referred to below as the housing, does not bulge over the middle arm but closes in a tangential direction on both sides of the middle arm on. This results in additional possibilities in which upwardly projecting hooks engage the brake pads on the side surface of the opening and in this way the caliper can absorb tensile forces from the brake pads in the region of the middle arm. Such a breakthrough also saves material and provides additional heat dissipation through ventilation.

The caliper is usually guided on the piston side via guide bolts opposite the brake carrier. As such, it is possible for such a guide to be so powerful to design that the saddle on the side facing away from the piston does not require any additional guidance. To save material and weight, it is advisable to use the combination of corn according to claim 14 in a further development of the invention. The side surface of the brake pad facing the caliper is simultaneously reached for the radial guidance of the caliper during its axial movement. In order to keep the saddle in engagement with the brake pads in the radial direction under all circumstances and to avoid impact noises between the saddle and brake pads as well as brake pads and brake carrier, a so-called housing spring is additionally provided, which is supported on the brake support from below and the saddle against projections on the Brake pads pulls. The guide surface between the caliper and brake pads can be selected to be very small in order to reduce friction. In a further development of the invention, the combination of features according to claim 23 is recommended. An outwardly open, sack-shaped recess is inserted in the area of the projection of the brake block, so that the contact surface of the caliper on the brake block is interrupted by the recess and the saddle on two mutually opposite projection parts to be led.

For the elastic suspension of the outer brake pads on the saddle, the features according to claim 15 are recommended in a further development of the invention. Two pistons are advantageously provided, which act on the piston side on the associated brake pads and thus apply the necessary clamping force. In order to be able to machine the cylinders of the pistons, corresponding holes are usually made in the outer one Leg of the floating saddle should be present. While it is now known per se by springs on the back plate to fasten the piston-side brake pads elastically in the pistons open towards the back plates, in a further development of the invention claim 15 also proposes the side surfaces of these holes for anchoring the springs on the back of the outer brake pads use. The holes are advantageously circular, so that both the holes and the cylinders for the piston can be machined by an axial movement of a drill. By appropriately designing the drill, the holes can also have the shape of an elongated hole, insofar as such a shape is advantageous for fastening the outer (fist-side) brake pads, these brake pads being clipped into the holes on the fist side via the springs.

The present invention is suitable for different types of floating saddles. It can therefore be used for both a floating saddle and a frame saddle. In the present embodiment, in an advantageous development according to the features of claim 16, it is assumed that the saddle is formed by a combination of floating saddle and frame saddle, in which the fist saddle also comprises a frame-shaped web, which contributes to greater rigidity of the saddle. The term "frame-shaped floating saddle" used below is to be understood in this sense.

It has been found that with floating saddles, especially floating saddles, the tangential inclined position of the Saddle or the housing has an influence on the comfort behavior of the brake. This oblique position of the saddles is measured by some manufacturers in the series in order to recognize and fluctuate in production

To be able to intervene in the process if limits are exceeded. In the case of a single cylinder saddle, the value for the inclined position is within a smaller tolerance band. In the floating saddle according to the invention, this tolerance band becomes considerably larger due to the larger number of components interacting with one another. There are therefore efforts in the series to avoid comfort problems due to widely differing tolerance levels. For this purpose, in a development of the present invention it is proposed to use the combination of features according to claim 17. This proposal consists in providing mechanically effective adjusting means which limit or exclude the deviations in the position between the holder arms or brake holder and the floating caliper.

In order to improve the accuracy of the setting, the use of the features according to claim 18 is recommended in a further development, since in this area of the brake the positional displacement between the saddle and the holder arm is greatest and thus the desired position of the saddle or housing can be set most easily , It had already been explained above that the brake according to the invention, at least in the forward direction of rotation, preferably only applied the brake pads to tension and thereby achieved a corresponding improvement in comfort. However, this means that the outlet-side holder arm does not last as long as regards a tangential force is claimed as the housing does not strike through an inclined position on this holder arm. To put it another way: in the direction of travel of the forward drive, which is particularly important for the braking process, the holder arm on the outlet side remains stationary while the other two holder arms (which put the brake pads under tension) are bent. Thus, the housing approaches the outlet-soapy arm under load, which can force a predetermined distance between this arm and the housing by the adjustment means used. When driving backwards there are correspondingly reversed conditions, so that the adjusting means should act on the holder arm which is then soapy (and on the inlet side when moving forward).

According to the features of claim 19, the adjusting means engage on the side surface of the bridge of the saddle insofar as the floating saddle is a floating saddle. The principle of adjustment can also be applied to other saddle brakes, such as a frame saddle.

The adjusting means themselves can be attached to the arms or to the bridge of the saddle, the features of claim 20 being advantageously used. The adjustment means are therefore preferably attached to the saddle since the thickness of the material is greater there. The adjusting means can consist of an adjustable adjusting screw which is adjusted according to the measured state of the saddle. Another possibility is, possibly in a hole in the housing insert a pin, the length of which depends on the measurement of the saddle position. Pins of different lengths are available, which are used depending on the measurement.

In this context, the application of the features according to claim 21 is particularly effective, the setting means being attached to the two surfaces pointing outward in the circumferential direction. The plug-in pins used as setting means are provided with stops by which their position is determined in the circumferential direction with respect to the saddle. Such a stop can consist, for example, of a step of a stepped circular cylinder. The first step projecting tangentially outward from the stop can have a different length, the respective length being indicated by suitable markings on the pin.

The present invention is not limited to the use of two brake pads on both the piston side and the outside. For example, more than two brake pads can be used on one side as long as the number of arms of the brake carrier is increased accordingly, the number of arms always being one counter greater than the number of brake pads on one side. It is also not absolutely necessary for several brake pads to be arranged on the piston side. It is also within the scope of the invention to provide only a single brake pad. The same applies to the number of pistons used. It is essential the invention that the outer brake pads directly can support on the arms of the brake carrier and that all brake pads are operated by a single caliper.

Two exemplary embodiments of the invention are explained in more detail below with reference to the drawings.

Show it

La an overall view of a first embodiment of a floating caliper brake according to the invention seen in a perspective view from the outside,

Fig. Lb the floating caliper brake according to Fig. La seen from the piston side,

Lc the view of the floating caliper brake according to FIG. La with the floating caliper removed,

FIG. 1d shows the view of the floating caliper brake according to FIG. 1b from a somewhat different perspective, with the floating caliper also removed,

2 shows the view seen from the outside on the side of the floating caliper brake shown in FIG.

3 shows the view of the side of the floating caliper brake shown in FIG. 1b,

4 shows a top view of the floating caliper brake according to FIG. 1, 5 is a view of FIG. Lc with a first position of the two outer brake pads,

6 is a side view of FIG. 1c with a second layer of the outer brake pad,

Fig. 7 shows a sectional view of the piston side view with means for aligning the caliper relative to the brake holder and

8 a top view corresponding to FIG. 4 with the means according to FIG. 8,

Fig. 9 shows a modified pad retaining springs

10a to 10d a second exemplary embodiment which corresponds to the exemplary embodiment according to FIGS. 1a to 1d and is modified compared to this first exemplary embodiment,

Fig. 10e a housing retaining spring with an integrated cover plate as shown in detail in Fig. 10a

11 is a partially sectioned view of the side of the floating caliper brake shown in FIG. 10a,

12 is a view of FIG. 10c with a first position of the two outer brake pads, 13 is a view of FIG. 10c with a second position of the outer brake pads,

Fig. 14 is an adjusting means for adjusting the inclined position of a saddle and

Fig. 15 in a broken sectional view of an inserted into the saddle of the adjusting means.

1 shows a floating saddle 31 provided with a frame 30, which is displaceably guided on a holder 5. The brake holder 5 can be fastened to the steering knuckle of a vehicle by means of fastening holes 32. Guide bolts 33, 34 on the holder 5 serve to guide the caliper 31 on the holder 5, the caliper 30 additionally being able to be supported on the back plates 35 of the outer brake blocks 3, 4. The holder arms 6, 7 and 8 of the holder 5 projecting from the fastening plate 36 in the axial direction are essentially U-shaped and overlap the brake disk (not shown). The arms 6, 7, 8 have at their free ends of the respective legs grooves 18 (hereinafter often referred to as clearing profile), into which radially downward-facing hooks 38 of the brake pads 1 to 4 engage. In this way, tensile forces exerted by the brake pads 1 to 4 but also compressive forces can be transmitted to the corresponding walls of the grooves 19 (this so-called push / pull principle is known per se, for example from DE 28 04 808 AI).

As can be seen from FIGS. 1c and 1d, the back plates 35 of the brake pads 1 to 4 have springs 11, 12 with which they are attached Saddle 31 can be held. The ends of the legs are braced by the inner springs 11 from the inside (as indicated in FIG. 1d) on the lateral surface of the brake pistons 40, 41. The free ends of the legs of the outer springs 12 engage the edges of the holes 42, 43 used for machining the cylinders belonging to the brake pistons 40, 41. In this way, the perforators 42, 43 have a double function. All brake pads 1 to four are thus elastically suspended in the saddle 31. In the present exemplary embodiment, the springs 11, 12 have two opposite legs. However, the springs can also be provided with three or more legs, as shown in FIG. 9.

As can be seen from FIGS. 1 a and 1b, the saddle bridge 26 is provided in its central region in the circumferential direction with an opening 27 into which the middle arm 7 of the brake holder 5 projects.

As can be seen from FIG. 2, the brake pads 1 to four have not only radially downward-pointing hooks 38 but also hooks 44 pointing in the opposite direction. With these hooks, they can tangentially on the tangential outer sides 20, 21 of the caliper pointing in this direction 31 attack and are thus subjected to train. However, these hooks 44 can also only serve to guide the saddle in the tangential direction during its axial movement.

Push / pull support of the brake pads on the brake holder can also be achieved. Here are on Brake holder or on the holder arms space profiles or grooves 19 are formed by machining, in which the brake pads 1-4 engage with side approaches (hooks) 38 in a form-fitting manner. The disc brake thus advantageously has two brake pads 1, 2 and 3, 4 arranged in series per brake disc friction surface. The brake pads 1-4 are guided in an open brake holder 5 according to the push / pull principle, but with three holder arms 6, 7, 8 projecting over the brake disc.

From Fig. 2 it can also be seen how the outer edges 24 of the saddle bridge 26 are supported radially on the side lugs 15 of the outer brake pads 1 and 2. The same applies to the inner edges 25 of the saddle at the opening 27 of the saddle bridge 26, which are also supported on the side lugs 15 of the outer brake pads 1, 2. The saddle 31 is thus guided in the area facing away from the piston in the axial direction on the side lugs 15 of the brake pad.

FIG. 3 shows the first exemplary embodiment of the brake according to the invention in a view corresponding to the view according to FIG. 1b (that is, seen from the inside on the piston side) on an enlarged scale. The cutouts 22, 23 on the inner leg of the saddle lie in front of the invisible cylinders in which the pistons 40, 41 are guided.

FIG. 4 shows a top view of the first exemplary embodiment of the brake according to the invention with the one shown in FIG location

As shown in FIG. 5, the brake pads 1-4 are arranged with their center or symmetry axes 9, 10 (see FIG. 5) such that they always intersect the axis of rotation A of the associated brake disc, just as if two independent brake calipers would be mounted side by side. This prevents radial lifting of the brake pads 1-4 during a brake application. Such an undesired radial lifting of the brake pads 1-4 would be feared in the case of tangentially arranged in a straight line (i.e. not at an angle to one another) in the brake holder clearance profiles for brake pad support due to the then unfavorable equilibrium of moments around the brake pad support points.

According to the invention, the clearing profiles (grooves 19) for displaceably supporting the brake pads 1-4 are arranged radially to the brake disc axis A in the circumferential direction. In relation to the brake disc axis A, the individual clearing profiles thus fan out in a V-shape.

The brake pads 1-4 are held rattle-free via springs 11, 12 in associated brake pistons or recesses on the fist side of the frame-shaped floating caliper. The vehicle-side axially outer end of the floating saddle can be provided with a large-area cover plate 13 in the assembled state in order to achieve optically advantageous effects. In particular, as shown in FIG. 10e, the cover plate 13 can be in unity with a multi-part sheet metal housing retaining spring 45, which serves to brace the floating caliper 31 with respect to the brake holder 5. The spring attached to the floating caliper 31 engages with its free ends under the arms 6 and 8.

Due to the angled arrangement of the brake pads, on the inlet and outlet side, it is in principle not possible to mount the preassembled floating caliper with brake pads by means of a radial feed to the brake holder without further measures, since this would result in undercuts in the mounting direction 14. The brake pads 1-4 can be moved laterally by a distance S by their respective attachment in the brake piston or in the floating caliper via springs 11, 12. This lateral displacement is forced according to FIGS. 5 and 6 by mounting bevels or guide bevels 17 on side lugs 15 of the brake pads (in particular on the hooks 38), which, when fed radially in the direction of arrow 14 of the floating caliper, have brake pads on the clearing profile 19 in the holder 5 meet. About the inclined guide bevels or sliding surfaces 17 on the side approaches of the brake pads 1- 4, these are guided outwards during the radial floating caliper assembly in the circumferential direction by a certain amount 18 until the respective brake pad with its lateral approach can snap into the inclined clearing profile 19. This assembly sequence of the disc brake according to the invention is illustrated using the example of the brake pads and the brake holder in FIGS. 5-6. This lateral mobility of the brake pads in the circumferential direction is also achieved according to FIG. 2 in that the radially outward-pointing hooks 44 of the brake pads only bear against the tangential outer side 20, 21 of the floating caliper 31. On the inside, radially upward-facing side hooks, there must be just as much play “S” between the floating caliper and the brake pad as the brake pad needs to overcome the undercuts when assembling the pre-assembled floating caliper and brake holder for lateral evasion.

The mounting springs 11, 12 of the brake pads 1 to 4 give way accordingly during the floating caliper assembly and center the brake pads in the axial and radial direction after assembly. The special arrangement of the brake pads, which enables lateral evasion when mounting the preassembled floating caliper on the brake holder, enables an inexpensive mounting concept with radial mounting direction 14 (FIG. 5) for the preassembled floating caliper with brake pads on the brake holder.

An advantageous further development of the floating caliper 31 according to the invention results from the fact that the floating caliper is additionally designed in the form of a frame and has at least two brake pads 1 to 4 on each brake disc side. This increases both the achievable braking performance and the brake comfort of the entire disc brake. The geometrical shape of the friction surfaces of the individual brake pads is almost square designed and have advantageous dimensions for the braking function. In particular, the tangentially elongated brake pads known from multi-piston disc brakes can each be divided into two small brake pads per disc friction surface. This brake pad geometry has positive effects on comfort, wear and the interaction of the friction partners brake pad and brake disc. The passage of the still rotating brake disc through the brake pads pressed together during the braking process is optimized in that the brake pads, due to their reduced tangential expansion, can better adapt to temporary geometry changes on the brake disc due to temperature and pressure. There are also positive effects on the inclination of the entire disc brake to form uneven thickness changes on the brake disc.

With all these positive effects, the basic coordination of the brake pads and the brake holder as a brake concept with brake pads preferably pulled in the brake holder is retained. In addition, even larger brake pad areas (> 100 cm ² ) can be implemented per friction surface of the brake disc without having to accept negative influences.

The maximum circumferential force to be transmitted per brake lining is reduced by dividing the circumferential braking force over several, in particular four, brake pads. As a result, the brake pads can be designed for purely drawn loads, which brings significant improvements in comfort. The individual brake pads are optimized with regard to the geometric dimensions of their friction surfaces, the width of the friction surfaces essentially corresponding to the height of the friction surfaces. In addition, the brake pads are arranged concentrically within the brake holder.

Further developed variants of the disc brake provide for the use of floating caliper designs with an even larger number of brake pads. For example, such a floating caliper can accommodate three brake pads on each side of the brake disc, the brake pads being slidably guided on the brake holder and supported in the circumferential direction as described above. For this purpose, the brake holder has four holder arms projecting beyond the brake disc. In particular, the brake pads are also slidably supported on the brake holder or the holder arms with the realization of the push / pull pin.

Further useful detailed features of the invention can be found in the exemplary embodiments in FIGS. 1 to 6.

7 and 8, one or two self-locking screws 50 are screwed into the saddle to limit the inclined position of the saddle 31. The screw head 51 is spherical and comes under load in the circumferential direction (example in the forward direction V in contact with the unloaded outlet-soapy holder arm 6. The tangential inclined position of the saddle, which is often referred to as the housing below, can be adjusted via the screw-in depth of the screw 50 the 7 on the outlet-side screw in FIG. 7, since the housing always lies against the outlet-side holder arm during forward throwing. This outlet-side bracket arm does not have to transmit any force of the linings in the circumferential direction in the forward rotation direction in the present saddle. This force is only transmitted from arm 7 and 8 when driving forward. The arm 6 can only be used to absorb the tangential housing support forces. This allows the tangential inclined position of the housing to be predetermined very precisely and permanently fixed.

After the screw on the outlet side is set, the screw 50 on the inlet side can also be positioned on the right in FIG. 7, if it is present. The goal here is to achieve a small tangential play (small saddle movement forwards / backwards). A clearance of 0.1-0.4 mm could be optimal here.

The inclined position is advantageously set on or in a measuring and setting device. The assembly of a housing with bushings on a holder with guide bolts can be used in a device, measured and brought into the desired inclined position using the adjusting screw. For this purpose, large (thick) pads on the fist side should preferably be used in order to simulate the optimal housing position on the holder in connection with a brake disc replacement piece. This process is largely automated for reasons of cycle times and quality. Alternatively, the screws can also be set to a gauge size without a special pairing with the holder, with the disadvantage that the tolerances become larger.

The technical advantage over known solutions is a substantial narrowing of the inclination tolerances. In connection with the present brake holder and the non-loaded outlet-soapy holder arm 6, there is a new possibility of adjusting the housing slant position. This leads to significant advantages when it comes to wear and tear and comfort behavior.

In order to increase the comfort even further, as shown in FIG. 9, the outer pad-holding retainer springs 12 deviating from FIG. 1c have a third spring arm 53, as can also be provided with regard to the piston-side springs 11. As a result, the covering is printed on the room profile 19 in order to avoid vibrations. This applies in particular if the housing retaining spring 45 in FIGS. 1 a and 2 may not be able to fulfill this task completely.

FIGS. 10a to 10d show a second exemplary embodiment of the invention, which largely corresponds to the exemplary embodiments according to FIGS. 1a to 1d. Therefore, only the deviations of the second exemplary embodiment from the first exemplary embodiment will be discussed below. Corresponding components in the two exemplary embodiments are given the same reference symbols. In Fig. 10a, the housing retaining spring 45 is shown broken off, so that the cover plate 13 is only partially shown. This clears the view of two holes 42, 43 inserted into the outer leg of the floating caliper 31, in the edge of which the springs 11, 12 of the two outer brake pads 3, 4 are engaged. The holes 42, 43 simultaneously allow the machining of the cylinders of the saddle 31, not shown in the drawing, in which the pistons 40, 41 (see FIG. 10d) are guided. The punches can optionally be circular or have another suitable shape which allows the introduction of a tool for machining the cylinders mentioned.

In Fig. 10e, the housing holding spring 45 is shown separately, which engages on the outer leg of the caliper 31 and is supported with its outer ends on the arms 6 and 8 of the brake support 5 from below, as a result of which the outer part of the caliper counteracts radially downward the brake pads 3, 4 are pulled.

Other major changes to the second

Exemplary embodiment compared to the exemplary embodiment according to FIG. 1 can be seen from FIG. 10c. As a comparison of FIG. 10c with FIG. 1c shows, the back plates of the brake pads 1 to 4 are only provided with hooks 38 on the right inlet side, ie on the right in FIG. 10c. Accordingly, the space profiles 19 are also designed as grooves only, the inner groove wall of which undercuts the hooks 38 and thus gives the possibility of transmitting the force acting on the brake pads as a tensile force to the arms 7 and 8. The 10c each of the ends of the brake pads 1 to 4 located on the left side in FIG. 10c have no hooks but only approaches which can absorb compressive forces. This ensures that in the forward direction of rotation the brake pads are only loaded on tensile forces and in the reverse direction of rotation can only be loaded on compressive forces. However, it is possible to load the brake pads in the forward direction of rotation both on tensile forces and on compressive forces (push-pull-Prmzip).

A further significant deviation of the second exemplary embodiment according to FIG. 10c compared to the first exemplary embodiment according to FIG. 1c consists in the support of the caliper 31 on the brake pads 3 and 4. While, as described in connection with the exemplary embodiment according to FIG. 2, the first exemplary embodiment the caliper 31 is supported on the side lugs 15 of the brake pads, the caliper is now supported on separate projections 55 of the brake pads, as is explained in more detail in connection with FIG. 11.

Fig. 11 largely corresponds to Fig. 2 so that only the deviations from this figure are explained at this point. In Fig. 11 the saddle viewed from the outside is shown broken at two places. The broken places show a section of the brake pads 3, 4 with projections 55, on which the saddle also rests, shown in section. The protrusions and brake pads are also clearly visible in Fig. 10c. At the height of the protrusions, recesses 56 open into the outside are also inserted, into which Sensors can be used. In this way, each projection 55 has two contact surfaces 57 on which the saddle 31 is supported.

11 also shows adjustment means 50 for setting the possible inclination of the saddle, which they have already been described in connection with FIGS. 7 and 8. However, while in this figure the adjustable extension 51 was formed by the head of a screw 50 that can be screwed into the saddle 31, the adjustable extension 51 in FIG. 11 is formed by the head 51 of a plug-in pin, the length of which projects from the saddle by corresponding number of annular grooves is marked on the head of the pin. The alignment of the saddle relative to the holder 5 is done by measuring the position of the saddle and then inserting a pen with a suitable head length into the saddle. As can be seen from FIG. 8, the setting means 50 are preferably used on the side of the saddle facing away from the piston, since here the displacements are greatest at an inclined position.

Instead of the self-locking screws explained above, pins of different lengths, such as are shown in FIG. 14, can also be used as setting means 50. The setting can be made in the same way as for the screws. After measuring the brake in a device, the appropriate pin is automatically fed. The pins have a spherical surface and circumferential grooves, which mark the length of the pen head. The pins are inserted flush into the saddle on both sides, as has already been described above. FIG. 15 shows a cut-out and broken-out representation of a pin 51 inserted into the saddle 31, which is supported on the arm 6.

Figures 12 and 13 of the second exemplary embodiment correspond to Figures 5 and 6 of the first

Exemplary embodiment. The difference is essentially that the brake pads are asymmetrical and have no hooks 38 on the outlet side and the associated spatial profiles 19 are accordingly not designed as grooves. FIGS. 12 and 13 show the movement of the brake pads 3, 4 when the caliper, not shown, is mounted on the brake holder 5. It can be seen here how the brake pads 3, 4 with their hooks 38 in FIG. 13 still above the space profile 19 and, respectively the groove 19 and then gem. Fig. 12 when radially lowering the saddle simultaneously perform a movement in the circumferential direction, by means of which they are threaded into the associated groove with their hooks 38. When dismantling the brake pads suspended elastically in the saddle 31, the movement of the brake pads is reversed accordingly, so that the brake pads according to the position in FIG. 12 into the position. Fig. 13 change.

Claims

claims

1. floating caliper brake, with a brake carrier (5), with a floating caliper (31) which extends over the outer edge of a brake disc and is guided on the brake carrier (5) so as to be axially displaceable, with a floating caliper (1) on both sides of the brake disc enclosed brake pads (1, 2, 3, 4), of which at least two (1, 2) are arranged on the axially inner side of the brake disc and at least two (3, 4) on the axially outer side, the inner brake pads ( 1, 2) are displaceably guided on the brake support (5), characterized in that the two outer brake pads (3, 4) are supported by arms (6, 7, 8) of the brake support projecting over the brake disc and in that the floating caliper (31) attacks on the two outer brake pads simultaneously.

2. Floating caliper brake according to claim 1, characterized in that the brake carrier has at least three, in particular exactly three arms (6, 7, 8) which overlap the brake disc and which extend in the axial direction and which are supported by the brake pads (1, 2, 3, 4) absorb the forces exerted directly.

3. floating caliper brake according to claim 2, characterized in that at least the inlet-side arm (8) and the middle arm (7) of the three arms (6, 7, 8) are provided with grooves (19) into which are essentially radial running, preferably radially inward-facing side hooks (38) of the brake pads (1, 2, 3, 4) engage.

Floating caliper brake according to claim 1, characterized in that the arms and the brake pads are designed such that the brake pads (1, 2, 3, 4) are only subjected to tensile forces in the circumferential direction and only to compressive forces in the reverse direction of rotation in the forward direction of rotation of the brake disc.

i. Floating caliper brake according to claim 2, characterized in that only the inlet-side arm (8) and the middle arm (7) of the three arms (6, 7, 8) are each provided with a groove (19) into which at least the two outer brake pads ( 3,4) engage with an associated side hook (38) in such a way that when the brake disc is rotated in the forward direction of rotation, the brake pads are loaded in tension and that the circumferentially opposite sides of the brake pads are preferably designed without hooks.

5. floating caliper brake according to claim 1, characterized in that in a plane located brake pads (1, 2 or 3, 4) are arranged at an angle to each other and the corresponding contact surfaces of the brake pads and the arms for transmitting forces are also arranged at an angle ,

7. floating caliper brake according to claim 1, characterized in that both the brake pads (1, 2) on the piston side and the brake pads (3, 4) on the opposite outer side of the floating caliper (31) in the floating caliper are at least laterally slidably attached.

8. floating caliper brake according to claim 6, characterized in that the brake pads in particular the hook (38) and / or the brake holder (5) in particular the arms (6,7,8) are provided with guide bevels (17) that during assembly of the caliper (31) on the brake holder (5), the brake pads (1, 2, 3, 4) are not only displaced radially with the caliper but also tangentially with respect to the caliper in the direction pointing away from the center perpendicular of the caliper and the hooks into the associated grooves be threaded.

9. floating caliper brake according to claim 3, characterized in that the middle of the three arms (7) is provided with two mutually parallel grooves (19) in which side hooks (38) of the adjacent brake pads (1, 2, or 3, 4) intervene.

10. floating caliper brake according to claim 1, characterized in that all the brake pads in the brake (1, 2, 3, 4) have the same symmetrical dimensions.

11. floating caliper brake according to claim 1, characterized in that the brake pads (1, 2,3,4) are provided with radially outwardly facing additional hooks (44) which engage associated edges (20, 21) of the floating caliper (31) and transfer tensile forces exerted on the brake pads (1, 2, 3, 4) to the floating caliper.

12. floating caliper brake according to claim 3, characterized in that the distance and the width of the grooves (19) compared to the distance of the engaging in the grooves hook (38) is dimensioned such that only pulling forces on the brake pads on the brake pads arm (1, 2, 3.4) can be exercised.

13. floating caliper brake according to claim 2, characterized in that the floating caliper (31) in its central region (26) has an opening (27) into which the middle arm (7) is immersed.

14. floating caliper brake according to claim 1, characterized in that at least the outer brake pads

(3, 4) are provided with projections (55) pointing radially towards the saddle, on which the saddle (31) is guided in the axial direction.

15. floating caliper brake according to claim 1, characterized in that the floating caliper (31) with two Cylinders is provided that the floating caliper has two preferably circular holes (42, 43) on its outer leg facing away from the cylinders and that the brake pads (1, 2, 3, 4) are elastically attached via springs (11, 12) attached to their carrier plates the walls of the pistons (40, 41) or the holes guided in the cylinders.

16. floating caliper brake according to claim 1, characterized in that the floating caliper (31) is a floating caliper and that the floating caliper has a frame-shaped web (30) which engages around the two outer arms (6, 8).

17. floating caliper brake according to claim 1, characterized in that adjusting means (50, 51) are provided by which the position of the caliper (31) relative to the position of at least one of the holder arms (6) is adjustable.

18. Floating saddle brake according to claim 18, characterized in that the adjusting means (50, 51) are arranged in the region of the free end of at least one of the arms, in particular the spout-like arm (6).

19. floating caliper brake according to claim 17, characterized in that the floating caliper (31) is a floating caliper, that the outer arms (6, 8) up to the height of the axial side surfaces (20, 21) on the bridge (26) of the floating saddle and that at least one axial side surface (20, 21) is provided with adjusting means (50, 51), via which the position of the saddle (31) relative to the arm can be determined in the circumferential direction.

20. floating caliper brake according to claim 18, characterized in that the adjusting means (50, 51) on the saddle

(31) are fastened and are designed as an extension (51) which can be set in the tangential direction and which points in the direction of a contact surface on the associated holding arm (6, 8).

21. A floating caliper brake according to claim 20, characterized in that the adjusting means (50, 51) are formed by a set screw which can be screwed into the bridge (26) of the saddle (31) or a pin of optional length which can be inserted into an opening in the bridge.

22. A floating caliper brake according to claim 21, characterized in that the two opposing axial bridge surfaces (20, 21) are provided with adjusting means (50, 51), that the adjusting means are insertable pins provided with a stop, the attachment (51) the end of the pin protruding from the sattei bridge (26) is provided with markings, preferably circumferential grooves, and the number of grooves depends on the height of the shoulder.

23. floating caliper brake according to claim 13, characterized characterized in that in the region of the projection (55) a recess (56) is inserted in the brake block for receiving a sensor.