EP2831450A1

EP2831450A1 - Brake-application device for a rotary-lever-actuated disc brake

Info

Publication number: EP2831450A1
Application number: EP13711879.0A
Authority: EP
Inventors: Johann Iraschko
Original assignee: Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Current assignee: Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Priority date: 2012-03-26
Filing date: 2013-03-21
Publication date: 2015-02-04
Also published as: DE102013101047A1; WO2013143962A1; DE102013101047B4

Abstract

A disc brake that can be actuated by means of a piston rod of a pneumatically or electromotively operated brake cylinder, having a brake caliper (3) which engages in the manner of a frame over an edge region of a brake disc, wherein, on one side of the brake disc, the brake caliper (3) receives a brake-application device in an opening (2), which disc brake has at least the following features: a rotary lever (5) which is situated on the inside, that is to say in the interior of the brake caliper (3), and which has an axis of rotation oriented parallel to the brake disc (35); and at least one rolling-body-type brake-application unit (15a) which has at least one brake-application piston (21a, b) movable perpendicularly with respect to the brake disc and which is designed for overcoming the working stroke or for applying the brake-application-side brake-application piston with the brake pad to the brake disc as a result of a pivoting of the rotary lever during braking operations, wherein a drive connection is formed between the rotary lever (5) and the at least one rolling-body-type brake-application unit.

Description

Clamping device for a lever-operated disc brake

The invention relates to a disc brake, in particular an operable by means of a piston rod of a pneumatically or electrically operated brake cylinder disc brake, with a caliper, which preferably engages over an edge region of a brake disc, wherein the caliper on one side of the brake disc in an opening receives a clamping device, the one Turning lever has.

Pneumatically actuated disc brakes usually have designed as a sliding caliper, swivel saddle or fixed caliper caliper, in which a brake application device is arranged, which serves to bring brake pads on both sides of a brake disc and the brake disc with each other in operative connection to achieve a braking effect by friction.

Pneumatically operated disc brakes are now standard equipment for heavy commercial vehicles. Such disc brakes need to generate the required application force a mechanical translation, since the force of the pneumatically actuated brake cylinder is limited because of the pressure level (currently about 10 bar) and the limited size of the brake cylinder. In the currently known pneumatically actuated disc brakes are ratios between 10: 1 and 20: 1.

The main requirements for the translation mechanism are:

• a compact design;

• compliance with the given installation space;

• high strength;

• high rigidity;

• High mechanical efficiency or low mechanical hysteresis;

• Compliance with the specified force directions for the actuator side and the application side;

• An even distribution of the clamping force on the brake pad.

Further requirements for the translation mechanism are:

• High flexibility in terms of mechanical translation;

• applying a directivity to the brake pad to prevent skew wear;

• simple and cost-effective production of mechanical components; • Easy mechanical machining of saddle and components; and

• Easy installation.

To meet the aforementioned main requirements, the principle of simple leverage has proven to be an interesting option. Such Zuspannme- mechanisms or devices have now established in various designs on the market.

The power transmission is represented by a lever with two different Hebelarmlängen. In this case, the brake cylinder force acts on the long lever arm and thus generates on the lever ratio on the short lever arm, a high force, which is required for pressing the brake pads to the brake disc. For better distribution, the application of the application force in the brake pad is often done via two so-called plungers, which in turn are coupled via threaded or Zuspannstempel (with a threaded spindle and a threaded sleeve or traverse) with the translation mechanism. But there are also systems that are designed with only one pressure piece and a threaded temple.

A typical representative of this o. Described brake generation is the disc brake shown in WO 91/191 15. The application device of this disc brake has a rotary lever which has at least one eccentric shoulder at its lower end, which is rotatably supported by a first pivot bearing in the interior of the caliper and which is supported via a support roller on a cross member, in which threaded spindles are screwed, over Pressure pieces can act on the action-side brake pad to move it during braking in the direction of the brake disc. This known pneumatically actuated disc brake also has an automatic adjuster to compensate for the pad and disc wear.

The US RE38,874E discloses a sliding caliper disc brake in which the arrangement of rotary lever and back-up roll has been "reversed" compared to the prior art mentioned above, ie the back-up roll or support roll-like contour is non-rotatable on the inside of the caliper arranged or formed and on the support roller of the lower eccentric neck of the rotary lever is rotatably mounted, which acts on its applied by the support roller side via a pivot bearing on a cross member, in which the two via the synchronization gear - screwed here a bevel gear - coupled adjusting spindles with the pressure pieces are. In addition to the high power transmission of the clamping mechanism must have a low friction, so that a good efficiency and a low hysteresis can be achieved.

To meet this requirement, at least the main rotary bearing of the rotary lever is preferably equipped in practice with a needle bearing. Due to the high forces (up to 270 kN), the needle bearing must be dimensioned relatively large. For embedding the bearing in the caliper housing, therefore, a relatively large space is required. Unfavorable is in addition to the accumulation of material, the processing of the bearing seat in the saddle. In order to enable accessibility with a machining tool, a lateral machining opening must be provided on the caliper housing.

So that the internal mechanism of the brake is sealed, the machining opening must be closed with a sealing element. This results in machining and component costs as well as an additional sealing point with a certain risk of leakage.

To distribute the clamping force (up to 270 kN!) Is used in the above-described prior art, the so-called bridge or traverse. Due to the offset of the force introduced by the lever and the force expelled from the thread tamping (in the direction parallel to the axis of rotation of the brake disc), this component is subjected to a bending stress. Due to the high forces and the previously described load, this component must be relatively large dimensions.

The space required for this must be taken into account when designing the saddle housing. Due to the redirection of the high clamping force of the thread tamping over the bridge in the lever and its storage in the caliper, must be expected with relatively large deformation paths.

An additional requirement for the translation mechanism is the simple realization of a non-constant translation characteristic. In the usual leverage this is only possible to a very limited extent. The translation can essentially only be influenced by the offset between the large and the small lever arm. For kinematic reasons, however, the compilation characteristic can not be influenced between the starting point and the end point.

A new mechanical concept is intended to improve or avoid the previously described unfavorable circumstances. In addition, the above-described functional requirements should be met. To adjust lining wear, the disk brake explained above has an adjusting device. Thus, it is known from the cited prior art to couple the rotary lever of the application device via a drive pin with a transmission element of the adjusting device, so that when the brake is tensioned, in which the rotary lever is pivoted, the transmission element of the adjustment device is also moved, in particular is turned. This rotation is transmitted via further gear elements of the adjusting device to an output gear element, which is non-rotatably coupled to the nut or the spindle of the MutterVSpindelanordnung. A particular disadvantage is that the drive pin is difficult to be formed with sufficient precision on the rotary lever. Also, a recalibration of the pen is difficult and expensive.

In WO 91/191 15 two rotatably coupled mother-spindle assemblies are provided which are rotatably coupled via a synchronization gear - a belt drive such as a chain or a toothed belt -, wherein only in one of these arrangements, an adjusting device or an adjusting drive is arranged. The belt drive engages around the coupling region between the eccentric shoulder of the rotary lever and the traverse.

From EP 0 248 385 A1 a sliding caliper disc brake is also known, for applying the brake with a lying outside a caliper pivot lever whose axis of rotation is parallel to the brake disc axis to rotate a brake caliper passing drive pulley a ball ramp assembly which is connected in the interior of the caliper and acting on a pressure piece that engages the back of a brake pad. This disc brake has u.a. the problem is that the caliper is penetrated by a rotating shaft.

In summary, an alternative application device with a simple structural design and good performance is to be created.

The solution to this problem is the object of the invention.

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

The solution is provided by a new concept for the application mechanics. This concept is no longer based on a simple transmission lever as before, but on a Wälzkörperzuspanneinheit, especially a ball ramp mechanism, but unlike the prior art with an arranged inside the caliper pivot lever (with a preferably aligned parallel to the brake disc plane axis of rotation) is driven. A particularly preferred embodiment according to claim 2, the embodiment with two preferably parallel aligned Wälzkörpereinheiten, in particular ball ramp mechanisms, which are driven by the advantageous in this case centrally or centrally positioned between these rotary lever.

The drive from the rotary lever to the Wälzkörpereinheiten, in particular the ball ramp units or mechanisms, carried by a drive connection, which although can be configured in various ways, but is particularly preferably designed as a bevel gear. Due to the small angle of rotation, bevel gear segments are sufficient for driving on lugs of the rotary lever and in each case one drive pulley of the rolling element units.

This embodiment has many advantages. Since the rotary lever is no longer primarily used to generate the clamping force, but is mainly used as a drive element for the ball ramps, the forces acting on the lever, in comparison to the above-described prior art significantly smaller. Due to this situation, the lever bearing can be performed in comparison considerably less in the dimensioning. This results in significant advantages for the size and the load of the housing or caliper in the lever storage area.

The reaction moments resulting from the ball ramp mechanisms are, according to an advantageous variant of the invention, particularly preferably intercepted by a so-called torque support, which is specified in the subclaims. It should be noted that the mutual support of the two ball ramp mechanisms via the torque arm no reaction forces acting on the caliper housing. Frictional forces and associated wear and negative effects on the efficiency are thus avoided.

The arrangement according to the invention offers even more numerous advantages.

Thus, a non-cutting and cost-effective production of the components is possible by the preferred structural design of the components.

Due to the arrangement and storage of the mechanical components also results in a low processing cost for the housing of the caliper.

In addition, a good accessibility for the machining is given and a special machining opening can even be dispensed with as a rule. Due to the conceptual arrangement of the components results in a very compact design for the caliper housing.

The direct power flow results in lower deformation paths on the mechanism and on the brake caliper (no force deflection, in the main force direction, no bending stress on the components, due to the far outside of the center held force introduction into the caliper results in a lower bending load for the caliper housing). This results in a relatively low lifting requirement.

Another advantage is the high directivity on the brake lining, since the application mechanism is mounted directly in the saddle with a large span. This results in a small circumferential oblique wear.

It results in a good hysteresis over the entire work area, since all components located in the primary power flow are ball bearings. This in turn results in a favorable operating behavior.

The invention also offers the advantage of a large degree of freedom in the structural design of the mechanical translation. Non-constant translation characteristics can be easily represented by a corresponding design of the ball ramp geometry. This results in only a small lifting requirement, which in turn results in higher safety reserves or a lower energy consumption.

In addition, there is a high variability in the arrangement of the brake cylinder. From an axial to a radial design all arrangements are possible. There is a good adaptability to the respective installation conditions at the vehicle axle.

Particularly advantageous is a clear linear movement of the application elements (plungers) can be realized. This results in the advantages of a favorable introduction of force in the brake pad and a simple detection of the Zuspannwegs for the realization of additional functions.

Within the scope of the main claim, there are numerous alternative embodiments, some of which should be mentioned.

Thus, the Wälzkörperzuspanneinheiten can be realized with the Zuspannkolben instead of ball ramp mechanisms with helical surfaces with cylindrical or conical rolling elements or even with ball screw units or ball screw units. The drive connection according to the feature c) of claim 1 can also be realized with different elements, wherein the bevel gears or bevel gear segments are preferred. Alternatives are crown gear, spur gear, a rack drive with spur gears, a coupling gear with coupling element and / or a traction mechanism.

Instead of the particularly preferred embodiment with two Wälzkörpereinheiten for clamping preferably parallel to each other with respect to their axis of rotation may alternatively be provided only one Wälzkörpereinheit, in particular only one ramp mechanism or three or more Wälzkörpereinheiten, in particular ramp mechanisms. These variants also realize advantageous designs.

The invention will be described in more detail by means of exemplary embodiments with reference to the drawing. It shows:

1 shows a section through a zuspannseitigen portion of a caliper and a brake application device of a first disc brake according to the invention.

Fig. 2 is a perspective view of a rolling body Zuspanneinheit with a

screw

Fig. 3 is a side view of the rolling element clamping unit of FIG. 1 without

Threaded spindle;

Fig. 4a, b is a perspective view and a section through the application device of Fig. 1; and

5 is a perspective view of a first rotary lever.

6 is a perspective view of a zuspannseitigen portion of a

Caliper; and

Fig. 7 is a perspective view of a disc brake without brake disc;

8 shows a section through a further application device for a caliper and a disc brake in the manner of FIGS. 6 and 7; a perspective view of the application device of Fig. 8; 10a, b is a sectional view and a perspective view of an assembly of the application device of Figures 8 and 9 ..;

Fig. 11a, b is a sectional view and a perspective view of a lever subassembly of the assembly of Fig. 10;

Fig. 12a, b two different perspective views of a hub of

Assembly of FIG. 10.

Fig. 1 shows a section through a portion of an application device 1 receiving opening 2 of a brake caliper 3 only partially shown here one of a (not shown here) actuator operable disc brake. The actuator element is preferably a piston rod of a pneumatically or electromotively or spring-actuated brake cylinder (not shown here).

The one or more parts caliper 3 is preferably formed as a sliding caliper (see also Fig. 7), which is guided on a brake carrier 36 - for example, not shown here camps on one or usually two bearing pin - slidably. The brake caliper 3 surrounds - for example, in the manner of the prior art of EP 0 248 385 A1 - frame-like an edge portion of a here shown in Fig. 4b only indicated brake disc 35. On both sides of the brake disc 35 brake pads 4, 37 are arranged, of which in FIG. 1 of an application-side brake pad 4 is shown and of which in Fig. 7 both can be seen.

During braking, the application-side brake pad 4 is pressed parallel to the axis of rotation of the brake disk 35 in the direction X directly against the brake disk 35, whereas the reaction-side brake pad 37 (Fig. 7) with the sliding caliper 3 in the -X direction against the brake disk 35th is pulled.

For such a sliding caliper disc brake, the application device shown is particularly suitable.

The application device has as a drive element to a rotary lever 5, which is adapted to be moved by a piston rod of a brake cylinder, not shown here. The rotary lever has an elongate lever arm 6.

This lever arm 6 is configured at its one end such that the piston rod can attach to it in order to pivot the rotary lever 5. For example, the rotary lever 5 at this end a recess 7, in which the piston Rod of the brake cylinder can engage through an opening 38 in the brake caliper 3. Starting from the recess 7, the lever arm 6 in a preferred embodiment spreads like a fork and ends at this or here at its two ends of the fork in at least one (here two) two parallel to each other and spaced drive segments, here "Antriebsradsegmenten" 8a 8b (see FIG. 5).

The two Antriebsradsegmente 8a, 8b are rotatably mounted - for example by means of a respective sliding bearing 32a, b - on a lever bearing pin 9, the holes 10a, b of Antriebsradsegmente 8a, 8b passes through, extending between the two drive segments 8a, 8b and in a Area between the drive segments 8 a, 8 b is supported on the inner wall of the caliper 3. It can be fixed to the inner wall of the brake caliper 3 facing away from the brake disk 35 with a fastening element such as a kind of clamp 11 and one or more screws.

The lever bearing pin can also be integrally formed directly with the rotary lever, which then has a corresponding bearing pin-like contouring, which is supported in a corresponding bearing contour possibly with plain bearings or roller bearings on the brake caliper (not shown here).

In this case, a drive toothing is in each case formed on the two drive segments 8a, 8b which are rotatably or pivotably arranged on the bearing pin 9.

This drive toothing is again formed in a particularly advantageous embodiment as a bevel gear (ssegment) 12 on the opposite outer sides of the drive segments 8a, 8b, whose axis of rotation is located in the middle of the bearing pin 9. On a drive eccentric is thus advantageously omitted in this rotary lever. The rotary lever 5 is only a driving element, but does not directly generate a movement in the direction X parallel to the brake disc to produce the power stroke (to be explained later) pressure pieces. The rotary lever 5 can thus be designed compact and inexpensive. Also, it can be dispensed with a rolling bearing on him - preferably but not mandatory.

The rotary lever 5 is designed to drive a drive disk 13a, b, which is rotatable about an axis of rotation Ra, Rb parallel to the brake disk 35, by one or more roller body clamping units 15 via the at least one or two drive teeth , Here are two of these drive pulleys 13a, b are provided, whose axes of rotation Ra and Rb are parallel to each other. In this case, the / each drive pulley 13a, b has a drive toothing, which meshes with the respectively corresponding drive toothing of the drive segments 8a, 8b.

Preferably, this drive toothing is respectively formed on the drive pulleys 13a, b as a bevel gear (ssegment) 14a, b, which meshes with the bevel gear teeth 12a, b on the rotary lever 5.

The bevel gear teeth 12a, b; 14a, b lie in Fig. 1 at right angles to each other.

A preferred Wälzkörperzuspanneinheit 15 can be seen in Fig. 2 and 3 and shown in Fig. 3.

The rolling element drive units 15a, b are arranged parallel to one another. Preferably, two of the Wälzkörperzuspanneinheiten 15 a, b are provided, which are parallel to each other and two Zuspannkolben 20 a, b can generate the application movement, with the Zuspannkolben 20 a, b in the X direction on the tension-side brake pad 4 can act. This means that with the Wälzkörperzuspanneinheiten 15a, b the Zuspannhub is overcome during braking, especially during service braking but also during parking braking to press the application-side brake pad 4 to the brake disc 35.

But it is also conceivable designs with only one or more than two Wälzkörpereinheiten

According to FIG. 1, the drive disks 13a, b are respectively supported on the inner wall of the brake caliper 3 via an axial ball bearing 16a, b which is formed directly on the brake pad facing side by an axial side of the drive disk 13a, b and rolling bodies (FIGS. preferably balls) 17 and each consisting of a support plate 18a, b. Here, the drive pulley 13a, b and the support discs 19a, b respectively at their mutually aligned sides Wälzkörperaufnahmen 19 for the rolling elements 17.

The teeth 12, 14 between the rotary lever and the drive wheels 13a, b thus do not serve or at least not only to drive an adjusting but they serve or at least also to one or more Wälzkörperzuspanneinheiten drive of clamping piston 20a, 20b of the adjusting piston to order Press one or more plungers 21 a, b by means of these Zustelldrehantriebe during braking together with the brake pad 4 in the X direction to a brake disc 35 to brake the brake disc 35 by friction. In the illustrated embodiment, the Wälzkörperzuspanneinheiten 15 a, b are each formed as ball ramp units, which are formed from the drive pulley 13 a, b, rolling elements 22 a, b - preferably balls - and one respective ramp plate 23 a, b, preferably both the drive pulleys 13 a, b and the ramp discs 23a, b each have ramp tracks 33 for the balls.

Here, the ramp tracks 33 are formed as grooves in the axial sides of the drive pulley 13a, b (on the side facing away from en thrust ball bearings sides) and the ramp discs 23a, b and extend in each case so inclined at a constant or variable angle alpha inclined to the axial sides of the discs 13a, b and 23a, b and inclined to the brake disc plane (or parallel to the friction surface of brake pad 4).

The two Wälzkörperzuspanneinheiten 15 a, b are each of the Zuspannkolben 20 a, b interspersed at the brake disc ends facing the plungers 21 a, b are arranged or formed.

It is advantageous if the application pistons 20a, b are each formed as Gewindehülsen- / Gewindespindelkombinationen 24a, b, comprising a threaded spindle 25a, b and a threaded sleeve 26a, b, which are screwed together, so that by a relative screwing the threaded sleeves - / threaded spindle combinations 24a, b wear of the brake pads 4 and the brake disc 35 can be compensated because the total length of Zuspannein- unit in the direction X between the support on the brake pad 4 and the brake caliper 3 is changed. Shown is - see, e.g. Also Fig. 2 - here already that the threaded sleeves 26 have an external toothing 34 or that a gear wheel is placed on each of them.

Here, the threaded sleeves 26a, b are each supported with a flange portion 27a, b on the ramp discs 21 a, b a of their sides facing away from the balls.

It when a torque arm is designed in the manner of a traverse between the two Wälzkörpereinheiten is particularly advantageous.

For example, the torque arm 30 may be formed as a support plate having two spaced holes 31 a, b (see also Fig. 4a), which are penetrated by the ramp discs 23 a, b, so that they can not rotate in these holes / openings. The support plate 30 is preferably formed parallel to the brake disc plane or parallel to the brake pads and is not applied in the application direction X directly from any component with forces such as Traverse in the initially described prior art. However, the torque arm allows in a simple manner the inclusion of the forces acting on the Wälzkörpereinheiten 15 a, b due to the introduction of force via the rotary lever forces. The support plate 30 may have at least one further bore for an adjusting device, not shown here.

Possibly. may be provided an adjusting device (not shown here), which is driven by the rotary lever 5. This can be arranged conveniently and space-saving centered on the rotary lever 5, further preferably have a one-way rotary coupling and an overload clutch - and the rotary drive of the threaded sleeves 25a, b be designed around the axes Ra, Rb, the threaded spindles 26a, b (eg on the lining 4) are held against rotation, whereby the adjustment function can be realized. Such adjusting devices are basically known and therefore need not be shown in detail here.

The plungers 21 a, b are placed here on the ends of the threaded spindles 25 a, b on pins and engage here in recesses 28 a, b a brake pad back plate 29 of the brake pad 4, which is exemplary and advantageous but is variable with respect to the exact configuration. So could be provided instead of two pressure pieces, for example, a cross-pressure plate.

For applying the disc brake, the rotary lever 5 is rotated about the central axis of the bearing pin 9 during a movement of the piston rod of the brake cylinder, wherein the drive pulleys 23a, b of the rolling element clamping units 15a, b are also rotated via the bevel gear toothing and thus the application pistons via the ball ramp units 20a, b are advanced in the direction X of the brake disc 35, overcoming it Bremshubes / stroke until the brake pad 4 comes to rest on the brake disc 35 to brake their rotation.

It is particularly advantageous that the reaction forces (arrows R) are supported directly on the brake piston 20a, b with the Wälzkörpereinheiten on the inside of the caliper 3 for moving the saddle and that these forces do not have a traverse and / or the rotary lever 5 back on Support caliper 3.

Fig. 1 illustrates that the distance B between the clamping piston 20a, 20b or their axes of rotation can be particularly large. This large span affects a high directivity on the brake pad 4.

It should be mentioned that in Fig. 1 for the sake of simplicity, no closure plate has been shown with seals to the pressure pieces, but how they stand out the technique is basically known and can also be provided here. Also not shown in Fig. 6, the brake disc 35 like a frame in the edge region encompassing part of the here multi-part caliper, but can be seen in Fig. 7, wherein the caliper can be quite well designed as a one-piece caliper.

The tensioning on a reaction-side brake lining can take place via a sliding caliper or, for example, via a reaction-side application device or a displaceable brake disk which is pressed against the brake lining on the opposite side of the brake disk 35.

8 and 9 show views of a further application device 100 for a brake caliper 3 and a disk brake of the type of FIGS. 6 and 7, which also also (essentially) in the manner of Fig. 1 in a brake caliper 3 for support and power transmission a brake pad 104 can be used. FIGS. 10 to 12 each show assemblies and components of this application device 100.

As has already been described in detail above, the problem described at the outset with regard to the prior art can at least be largely avoided by the use of the inventive joining device 1 and its tightening concept. This concept is no longer based on a simple transmission lever, but on a ball ramp mechanism with angle drive.

Also, the application device 100 shown in FIGS. 8 and 9 uses two ball ramp mechanisms, namely the Wälzkörperzuspanneinheiten 150a, 150b, which are driven by a centrally positioned rotary lever 105. The drive from the rotary lever 105 to the Wälzkörperzuspanneinheiten 150a, 150b takes place here but in contrast to the above-described embodiment not by means of a bevel gear.

But according to FIGS. 8 to 12, a further variant of the application device 100 is created, which is based on the concept of FIGS. 1 to 8, but further developed in the manner of an alternative. Compared with FIGS. 1 to 8, in particular the coupling mechanism 400a, b between the drive element rotary lever 105 and drive pulley 1 13 is alternatively configured.

Corresponding components have in Figures 8 to 12 increased by 100 reference numerals. In the embodiment of the application device 100 shown in FIGS. 8 to 12, the rotational movement is transmitted by means of at least one rolling body, in particular at least one ball 401.

The ball 401 serves as a coupling member between the drive element "rotary lever 105" and the at least one output element "drive pulley 500".

Instead of a ball 401 but also a different shaped, rounded coupling element for coupling the rotary lever with the drive pulley is preferably used, for example, designed as a hemisphere or part ball coupling element, or a coupling rod.

8 to 12 embodiment fulfills the boundary conditions required for the application device according to the invention, namely a very low angular velocity (quasi-static), a relatively low, oscillating rotation angle (maximum 50 °) and only a swelling (and not changing) Load, which increases continuously with the angle of rotation.

In the rotary lever 105, the ball 401 is rotatably mounted and guided in a hemispherical dome 402 with low friction. The cap 402 fulfills the function of a ball joint and is preferably designed as a plain bearing.

On the drive pulley 500, the ball 401 can roll on a preferably flat end face 501 with little resistance. Since a relatively high Hertzian pressure results between the ball 401 and the plane surface 501, a high hardness of the plane surface 501 is generally required. In this case, the plane surface 501 is arranged transversely to the application direction X, in which the application-side brake lining 104 is pressed in the direction of the brake disk 35. The force acting on the drive pulley 500 during rotation of the rotary lever 105 therefore acts in a direction of force approximately transversely to the application direction X.

Due to the low-friction sliding bearing of the ball 401 in the rotary lever 105 and the rolling movement on the flat surface 501 on the drive pulley 500, a good efficiency of the coupling mechanism 400a, b can be achieved.

The storage of the at least one ball 401 in the rotary lever 105 is preferably carried out by means of at least one corresponding slide bearing. The at least one ball 401 may be made of steel. In this case, the dome 402 is preferably made of a A Lagrmaterial such as bronze, a bronze-plastic composite, a plastic, a ceramic or fiber material produced.

Instead of a sliding bearing but also a direct storage in conjunction with suitable lubricants is preferred. Furthermore, a rolling bearing is also suitable.

Compared to the bevel gear described in FIGS. 1-8, there are significant advantages to the coupling mechanism 400 using the ball 401:

• The hardened lever does not require hardened functional surfaces. As a result, the lever can be produced inexpensively from cast iron.

• The functional surfaces on the rotary lever 105 are easy to produce, so that the production cost is low and no specific Fertigungsknowhow is required.

• The flat surface 501 on the drive pulley 500 (ball ramp disc) is flat and therefore very simple. Again, the production cost is low and no specific Fertigungsknowhow required.

• The bearings, e.g. in the caliper require a relatively low accuracy in terms of their machining, so that the reject rate is low.

• There is a relatively large degree of freedom with regard to the arrangement of the drive and driven components, in particular with respect to the rotary lever and the plane surface. Due to the high fault tolerance, the assembly process is easy.

The coupling mechanism described in FIGS. 8 to 12 has a low complexity compared to the bevel gear. When selecting the possible suppliers is therefore great.

• The components are also simplified, making assembly easier overall. As a result, the cost is lower and a global production possible.

In comparison with the conventional application devices described in the prior art, the application device 100 according to the invention also has many advantages:

The described coupling mechanism 400 has a very high maximum load capacity. Its efficiency is high. It is easy to produce and easy to assemble. Its requirements in terms of tolerances to be met are small. The space required for the coupling mechanism 400 is small. And he is inexpensive to produce. reference numeral

Clamping device 1, 100

Opening 2

Brake caliper 3

Brake pad 4, 104

Rotary lever 5, 105

Lever arm 6, 106

Well 7, 107

Drive wheel segments 8a, 8b

Lever bearing bolts 9, 109

Holes 10a, 10b, 1 10a, 1 10b

Clamp part 1 1

Bevel gear segment 12

Drive pulley 13a, 13b, 500a, 500b

Bevel gear segment 14

Rolling element clamping unit 15a, 15b, 150a, 150b

Axial ball bearings 16

Rolling elements 17

Support disk 18a, 18b, 1 18a, 1 18b

Rolling element receptacles 19

Application piston 20a, 20b, 120a, 120b

Plungers 21 a, 21 b, 121 a, 121 b

Rolling elements 22a, 22b

Ramp disc 23a, 22b

Threaded sleeve / threaded spindle combinations 24a, 24b

Threaded spindle 25a, 25b, 125a, 125b

Threaded sleeve 26a, 25b, 126a, 126b

Flange portion 27a, 27b

Recess 28a, 28b

Back plate 29

Torque arm 30, 130

Bores 31 a, 31 b

Slide bearing 32a, 32b

Gear 34

Brake disc 35

Brake carrier 36

Brake pad 37 Opening 38

Coupling mechanism 400a, 400b ball, coupling element 401a, 401b dome 402 plane surface 501a, 501b

Claims

claims

1 . Disc brake, in particular a disc brake which can be actuated by means of a piston rod of a pneumatically or electromotively operated brake cylinder, with a brake caliper (3) which preferably engages over an edge region of a brake disc (35) like a frame, wherein the brake caliper (3) on one side of the brake disc (35) in an opening (2) receives a clamping device (1, 100) and has at least the following features: a) an internal, ie arranged inside the caliper (3)

Rotary lever (5, 105, 6, 106), which preferably has a parallel to the brake disc (35) aligned axis of rotation; b) at least one Wälzkörperzuspanneinheit (15a, b, 150a, b) having at least one movable to the brake disk Zuspannkolben (21 a, b, 121 a, b) and to overcome the working stroke or for applying the zuspannseitigen Zuspannkolbens with the Brake lining to the brake disc (35) is designed as a result of pivoting of the rotary lever during braking, c) wherein a drive connection between the rotary lever (5, 105, 6, 106) and the at least one Wälzkörperzuspanneinheit (15a, b, 150a, b) is formed ,

2. Disc brake according to claim 1, characterized in that two or more of the Wälzkörperzuspanneinheiten (15 a, b, 150 a, b) are provided.

3. Disc brake according to claim 1 or 2, characterized in that the two or more of the Wälzkörperzuspanneinheiten (15 a, b, 150 a, b) one or more rotatable discs (drive pulley 13 a, b, 500 a, b, ramp disc), wherein the Rotary axes of these discs of the various Wälzkörperzuspanneinheiten (15a, b, 150a, b) are aligned parallel to each other.

4. Disc brake according to claim 1, 2 or 3, characterized in that the two Wälzkörperzuspanneinheiten (15 a, b, 150 a, b) a) as ball ramp units (15 a, b) b) as threaded spindles, c) as ball screws, or d) are designed as other ball units.

5. Disc brake according to claim 2, 3 or 4, characterized in that the rotatable parts of the two Wälzkörperzuspanneinheiten (15a, b, 150a, b), in particular the ball ramp units or the other ball units of Zuspannkolben (20a, b, 120a, b) are interspersed, which act on one or more plungers (21 a, b, 121 a, b).

6. Disc brake according to one of the preceding claims, characterized in that between the rotary lever (5) and the one or two or more Wälzkörperzuspanneinheiten (15 a, b) is formed a toothing.

7. Disc brake according to one of the preceding claims, characterized in that the toothing of intermeshing Kegelradsegmenten (12, 14) or Kronenradsegmenten.

8. Disc brake according to one of claims 1-5, characterized in that between the rotary lever (105) and the one or two Wälzkörperzuspanneinheiten (150 a, b) at least one rounded coupling element (401 a, b) is arranged, in particular a ball, a hemisphere, a partial sphere or a coupling rod.

9. Disc brake according to claim 8, characterized in that the ball (401 a, b) on a flat surface (501 a, b) of the drive pulley (500a, b) rolls.

10. Disc brake according to one of the preceding claims, characterized in that the or the clamping piston (20a, b, 120a, b) as a variable-length threaded sleeve / threaded spindle combinations (25a, b, 26a, b, 125a, b, 126a, b) is formed / are, the or a centric opening in the or Wälzkörperzuspanneinheiten (15 a, b, 150 a, b) prevail.

1 1. Disc brake according to one of the preceding claims, characterized in that each Wälzkörperzuspanneinheit (15a, b, 150a, b) has a thrust bearing (16, 160), with which it is supported on the inner wall of the brake caliper (3).

12. Disc brake according to one of the preceding claims, characterized in that the one or more Wälzkörperzuspanneinheiten (15a, b, 150a, b) have at least the following: a) a drive pulley (13a, b), each via a Kegelradsegment

(12a, b) is coupled to the rotary lever (5), rolling elements (22) and a Ramp disc (23a, b), preferably with ramped raceways (33) for the rolling elements, or a drive pulley (500a, b), which in each case via a ball (401 a, b) is coupled to the rotary lever (105), rolling elements (22 ) and a plane surface (501 a, b) for the ball (401) b) the axial roller bearing, which on one side with a disc on the

Inner wall of the caliper is supported, and c) one of the Zuspannkolben (20a, b, 120a, b), which passes through the Wälz- bodyzuspanneinheiten (15a, b, 150a, b) in the middle.

13. Disc brake according to one of the preceding claims, characterized in that a torque arm (30) between the two Wälzkörpereinheiten (15) is formed.

14. Disc brake according to one of the preceding claims, characterized in that the torque arm (30) is designed as a support cross member, in particular as a support plate.

15. Disc brake according to one of the preceding claims, characterized in that the support plate has two spaced-apart bores (31 a, b) which are penetrated by the ramp discs (23 a, b).

16. Disc brake according to one of the preceding claims, characterized in that the rotary lever (5, 105) has an operable at one end of a piston rod of a brake cylinder or other drive lever arm (6, 106).

16. Disc brake according to claim 15, characterized in that the rotary lever (5, 105) towards the other end has at least one drive segment (8a, 8b), either as a toothing, in particular a bevel gear, preferably segmental, or as at least one ball (401), a hemisphere or the like is formed.

16. Disc brake according to claim 15 or 16, characterized in that the rotary lever (5, 105) widens towards the other end like a fork and at the ends of the fork-like region has two drive segments (8 a, 8 b), to each of which either a toothing, in particular a bevel gear, preferably segmented, or a ball (401) or a hemisphere or the like. Is formed.

17. Disc brake according to one of the preceding claims, characterized in that the drive segments of a rotary lever bearing pin (9, 109) are interspersed, which is preferably non-rotatably supported on the inside of the caliper (3).