GB1241929A - Improvements in the fastening of friction linings to clutch or brake components - Google Patents

Abstract

1,241,929. Brake friction linings; construction and attachment; friction clutches. L. SCHULER G.m.b.H. 22 Jan., 1970 [29 Jan., 1969], No. 3137/70. Headings F2C and F2E. A friction lining for a clutch or brake component comprises a friction material secured to one face of a carrier, and at least one stud projecting from the opposite face of the carrier and adapted to pass through a bore in a clutch or brake component to which the lining is to be applied, the stud having a neck carrying an integral head; the head is resiliently compressible on at least one axis perpendicular to its longitudinal axis and can only pass through the bore in a compressed condition; in its expanded condition it presents one or more clamping surfaces facing the carrier and adapted to retain the stud in the bore. In Figs. 1 and 2, a body of friction material 3 having a friction surface 2 is secured to (or integral with) a carrier 4, the two together forming a lining 16 of a brake shoe 1. Two studs, each consisting of a neck 5 and head 6, are secured to the carrier 4, the outside diameter of the neck being smaller than that of the head. The stud may have a slot 8. The head at least (see below) is made of rubber or a resilient plastics material. In Fig. 3 the head and neck are integral, and the stud thereby formed has a bore 7 and is adhesively bonded to the carrier 4. A clamping surface 9 on the stud at the transition from head 6 to neck 5 co-acts with a surface 10 in a bore 11 provided in the shoe 1. The surfaces may be perpendicular to the head axis, as shown on the right, or inclined thereto, as shown on the left. The bore 11 is extended at 17 to accommodate the neck. The stud may be integral with the carrier (Fig. 4, not shown); the stud, the carrier and the friction material may be integral (Fig. 6, not shown). Where slots 8 are provided, the radial width of the clamping surfaces may be zero adjacent the slots and increase gradually to a maximum at the regions midway between the slots (Fig. 5, not shown). In Fig. 7, where four slots 8 are provided, the radial width of the clamping surfaces is uniform. In Fig. 12 (as in Fig. 6, not shown) the head is cylindrical instead of tapered; also, in Fig. 12 the neck 5 is joined to the carrier 4 by means of an enlarged base 15 embedded in it. To fit the lining 16, it is pressed against the shoe 1 so that the heads 6 penetrate the bores 17 until the clamping surfaces engage. For removal pressure is applied by means of a tool to the heads of the studs. The brake shoe 1 shown in Fig. 1 is mounted pivotally in known manner at one end (not shown), and at the other end (not shown) it is spring biased against e.g. an operating cam.