GB2155126A - Disc brake adjustors - Google Patents
Disc brake adjustors Download PDFInfo
- Publication number
- GB2155126A GB2155126A GB08405395A GB8405395A GB2155126A GB 2155126 A GB2155126 A GB 2155126A GB 08405395 A GB08405395 A GB 08405395A GB 8405395 A GB8405395 A GB 8405395A GB 2155126 A GB2155126 A GB 2155126A
- Authority
- GB
- United Kingdom
- Prior art keywords
- piston
- cylinder
- thrust screw
- bore
- caliper
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
- F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
- F16D65/18—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/38—Slack adjusters
- F16D65/40—Slack adjusters mechanical
- F16D65/52—Slack adjusters mechanical self-acting in one direction for adjusting excessive play
- F16D65/56—Slack adjusters mechanical self-acting in one direction for adjusting excessive play with screw-thread and nut
- F16D65/567—Slack adjusters mechanical self-acting in one direction for adjusting excessive play with screw-thread and nut for mounting on a disc brake
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2121/00—Type of actuator operation force
- F16D2121/02—Fluid pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2121/00—Type of actuator operation force
- F16D2121/14—Mechanical
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2123/00—Multiple operation forces
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2125/00—Components of actuators
- F16D2125/18—Mechanical mechanisms
- F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
- F16D2125/22—Mechanical mechanisms converting rotation to linear movement or vice versa acting transversely to the axis of rotation
- F16D2125/28—Cams; Levers with cams
- F16D2125/32—Cams; Levers with cams acting on one cam follower
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2125/00—Components of actuators
- F16D2125/18—Mechanical mechanisms
- F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
- F16D2125/34—Mechanical mechanisms converting rotation to linear movement or vice versa acting in the direction of the axis of rotation
- F16D2125/36—Helical cams, Ball-rotating ramps
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2125/00—Components of actuators
- F16D2125/18—Mechanical mechanisms
- F16D2125/58—Mechanical mechanisms transmitting linear movement
- F16D2125/60—Cables or chains, e.g. Bowden cables
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Braking Arrangements (AREA)
Abstract
A mechanical parking brake integral to a hydraulically activated automotive disc brake 10. The mechanical mechanism features wear adjustment means 35 and 41 for maintenance of a desired clearance between the friction pads 14a and 14b and the disc 15. Adjustment for friction pad wear is controlled by differential hydraulic forces acting at 39 and 59 on an adjustment screw 40 associated with the hydraulic activating piston 30. <IMAGE>
Description
SPECIFICATION
Improvements in and relating to disc brake adjusters
The invention relates to disc brakes and disc brake systems. Historically, in the United States, the use of disc brakes has primarily been limited to front wheel appiications with the typical drum brake system used on rear wheel installations. However, an interest in rear wheel disc brakes is developing.
The use of rear wheel disc brakes requires an adequate and dependable mechanical parking brake system preferably integral to the disc brake.
Such an integral system preferably includes an adjustment mechanism by which the friction pad to disc clearance is maintained and automatically adjusted for friction pad wear.
The present invention provides a mechanical parking brake assembly, integral to the disc brake mechanism and having automatic wear adjustment features. The basic adjustment mechanism is suitable for any number of actuating techniques.
The adjusting mechanism comprises a thrust screw having two different cross-sectional areas axially separated thereon and each being exposed to an actuating pressure, preferably a hydraulic actuating pressure received from a vehicle master cylinder. An adjusting nut is threadingly received on the thrust screw and rotatably attached to the hydraulic actuating piston is such a way that the adjusting nut is free to rotate with respect to the thrust screw and piston.
The hydraulic pressure acting on the thrust screw creates opposing forces, the resultant of which is applied to a resisting mechanical spring.
So long as the hydraulic pressure is less than a predetermined value, approximately 200 psi (1.5
MN/m2), for a typical automobile brake system, the resultant hydraulic force acting upon the thrust screw is insufficient to overcome a resisting spring force and the thrust screw remains stationary.
However, as the piston moves the adjusting nut is dragged along and rotatingly advances relative to the thrust screw thereby adjusting for friction pad wear. As resistance between the disc and friction pads increases, a proportional increase in hydraulic pressure occurs. When the resultant hydraulic force acting on the thrust screw is sufficient to overcome the resisting mechanical spring, the thrust screw in combination with the adjusting nut translates toward the piston causing the adjusting nut to engage the piston frictionally, preventing any further advance of the adjusting nut relative to the thrust screw, ending the adjustment cycle.
Although the adjusting mechanism is described below as applied to a hydraulic disc brake incorporating a mechanical parking brake, it may also be applied to any hydraulic disc brake mechanism.
Figure 1 is a perspective view of the first form of disc brake assembly;
Figure 2 is a cross-sectional view taken along line 2-2 in Figure 1;
Figure 3 is an exploded pictorial view of the adjuster elements shown in Figure 2;
Figure 4 is a cross-sectional view taken along the line 4-4 in Figure 2;
Figure 5 is a cross-sectional view, similar to Figure 2, of the second form of disc brake assembly;
Figure 6 is an exploded view of the principal activating elements of the assembly shown in Figure 5; and
Figures 7 and 8 are diagrammatic representations of the activating elements shown in Figure 6 in their non activated state and their activated state, respectively.
Referring to Figure 1, one form of floating-caliper disc-brake assembly 10 comprises a caliper 11 slidably supported upon caliper guide pin assemblies 12L, and 12R. The pins 12L, and 12R are fixed to an anchor plate 13 which in turn supports inboard and outboard friction pad assemblies 14a and 14b on either side of a brake rotor 15 in such a way that the braking torque is transmitted directly from the friction pad assemblies to the anchor plate.
Referring now to Figures 2 to 4, the caliper 11 includes a piston cylinder bore 21, a two-stepped thrust screw bore 22a and 22b, a cam actuator bore 23a and a threaded end-plug bore 24. The wider part of the thrust screw bore 22b is vented to the atmosphere near the step 25 by means of an atmosphere vent hole 27; and the piston cylinder bore 21 hydraulically communicates with the cam actuator bore 23a through a passageway 28.
Positioned within the piston cylinder 21 is a hydraulic piston 30. The piston includes a threestepped internal bore comprising a relatively narrow end bore 31, a frustoconical adjustment nut bore 32 and a relatively wide assembly access bore 33. Assembled within the piston 30 are an adjusting nut 35, a ball bearing assembly 36, a flat washer 34, a wavy washer 37 and a lock ring 38.
The adjusting nut 35 and the adjustment nut bore 32 are shown as having matching frustoconical surfaces, but any other set of mating surfaces may be used as will become more apparent upon understanding the functional relationship between these surfaces as described below. It may be desirable, under certain operating conditions to provide matching serrations or other frictionally engaging means on these mating surfaces.
A thrust screw 40 is provided with a threaded end 41, a head 45 and a journal 42 extending therebetween. The thrust screw journal 42 includes a circumferential groove 43 in which there is an O- ring 44. The thrust screw head 45 includes a circumferential groove 46, in which there is an O-ring 47, and anti-torque flats 48.
The thrust screw 40 axially extends from the bore 22b through the bore 22a, and into the bore 21, and threadingly engages the adjusting nut 35.
As may be seen from Figure 2, a hydraulic seal is made between the thrust screw head 45 and the bore 22b by means of the O-ring 47 and similarly a hydraulic seal is made between the thrust screw journal 42 and the bore 22a by means of the O-ring 44. A stack of Bellville washers 49 is provided between the thrust screw head 45 and the bore step 25 to provide an axial force upon the thrust screw 40. Thrust screw threads 41 and matching threads of the adjusting nut 35 are of such pitch that the nut 35 will rotatingly translate along the screw 40 in response to a given axial force applied to the nut 35. For example, a three-start buttress thread having 10 threads per inch (4/cm) has been found to be satisfactory. However, any suitable multi-start high helix thread may be used.An antirotation washer 53 encircles the thrust screw head 45 engaging the flats 48 and thereby restraining rotation of the thrust screw 40.
Screwed into the threaded plug bore 24 is an end plug 60 having a hydraulic sealing O-ring 61.
The end plug 60 includes a bore 23b which provides an extension of the cam actuator bore 23a into the plug 60. Within the cam actuator bore 23a and 23b is a rotary ball cam actuating mechanism comprising a non-rotatable cam plate 51, a rotary cam plate 50, and balls 54 positioned between the two ccam plates and within cam recesses 58, formed in the opposed faces of the cam plates.
The non rotatable cam plate 51 is in abutting contact with the thrust screw head 48 and is restrained from rotational movement by an anti-torque pin 55 positioned within a hole mutually formed by the alignment of a recess 16a, in the wall of the cam actuator bore 23a, and a recess 16b in the outer periphery of the cam plate 51. The pin 55 also prevents rotation of the anti-torque washer 53. A spring washer 52 serves to bias the anti-torque washer 53 against the end wall of the cam actuator bore 23a and to bias the non-rotatable cam plate 51 towards the rotary cam plate 50. A thrust bearing 57 is provided between the rotary cam plate 50 and the end wall of the cam actuator bore 23b. A shaft 56 extends axially from the rotary cam plate 50 and is journalled in the end plug 60, where a further hydraulic seal is made by an O-ring 63.
Thus two distinct hydraulic chambers are created. A piston hydraulic actuating chamber 39 is defined between a piston seal 18 between the piston 30 and its cylinder 21 and the thrust screw journal O-ring 44. The piston hydraulic actuating chamber 39 communicates hydraulically, through the passage 28, with an actuating cam hydraulic chamber 59 which is defined between the thrust screw head O-ring 47 and the end plug O-rings 61 and 63. A non-hydraulic thrust screw chamber 29 is thus defined between the thrust screw head 0ring 47 and the thrust screw journal O-ring 44. The thrust screw chamber 29 is vented to atmosphere via the vent hole 27.
The operate the mechanical parking brake, a mechanical actuating lever 19 secured to the end of the axial shaft 56 is caused to rotate by the action of a brake cable 17. Thus the rotary cam plate 50 is rotated, effecting axial translation of the non-rotatable cam plate 51 and resulting in an axial force being applied to the thrust screw 40. When the axial force is sufficient to compress the Bellville washer stack 49 and the spring washer 52, the thrust screw 40 is caused to translate axially towards the rotor 15.The adjusting nut 35 is thus caused to engage the actuating piston 30 frictionally, preventing it from rotating, and the piston is urged into abutting contact with the inboard friction pad assembly 14a; the reaction force acting upon the caliper 11 from the rotary cam plate 50 through the thrust bearing 57 and the end plug 60 causes the caliper to translate inboard and thereby urges the caliper outboard leg 17 into abutting contact with the outboard friction pad assembly 14b. Thus both the inboard and outboard friction pad assemblies 14a and 14b are caused to engage the rotor 15 frictionally.
Upon release of the mechanical parking brake, the mechanical actuating lever 19 is caused to return to its approximate non applied position, thereby permitting the energy stored within the
Bellville washer stack 49, by compression thereof during brake application, to effect retraction of thrust screw 40.
Upon application of the hydraulic brake mechanism, the piston hydraulic chamber 39 is pressurized by hydraulic fluid from the vehicle master cylinder (not shown). The piston 30 is urged towards the rotor 15 so as to cause frictional engagement between the friction pad assemblies 14a and 14b and the rotor 15. If a clearance that calls for adjustment exists between the friction pad assemblies and the rotor, the piston 30 will translate axially to close the clearance. However, since the force necessary to compress the Bellville washer stack 49 is greater than the force necessary to compress the wavy washer 37, the thrust screw 40 will remain stationary and by compression of the wavy washer 37 the frictional engagement between the adjusting nut 35 and the adjusting nut bore 32 is diminished to the extent that the nut 35 is free to rotate.Thus by the translation of the piston 30 the adjusting nut 35 is also caused to translate towards the rotor 15, rotating on the thrust screw 40 as it does so.
Upon closing of the clearance between the friction pad assemblies 14a and 14b and the rotor 15, the hydraulic pressure within the chamber 39 will rise proportionally to the amount of braking being applied as will the hydraulic pressure within the cam actuator chamber 59 by reason of the hydraulic passage 28. As the hydraulic pressure in the chambers 39 and 59 rises to within the preferred range of 100 psi to 200 psi (700 to 1500 kN/ m2), the hydraulic force acting upon the exposed area of the thrust screw head 45 becomes sufficient to compress the Bellville washer stack 49 and overcome the opposing hydraulic force acting upon the exposed cross sectional area of the thrust screw journal 42 within the chamber 39. Thus the thrust screw 40 is caused to translate towards the rotor 15 thereby forcing the adjusting nut 35 into frictional engagement with the piston 30 and preventing further advance of the nut 35 along the thrust screw threads 41. Upon deactivation of the hydraulic brake, the piston 30, the adjusting nut 35, and the thrust screw 40 retract as a unit with the adjusting nut 35 in frictional engagement with the piston 30. A desired clearance between the friction pads and the rotor may be maintained by control of the looseness or "slop" between the threads 41 on the thrust screw 40 and the matching threads in the adjusting nut 35.
Referring now to Figure 5, in the second form of disc brake assembly the piston adjusting mechanism is similar to that in the first form described above with reference to Figure 2, but the mechanical actuation mechanism is different.
A caliper 110 includes a piston cylinder bore 121, a two-stepped thrust screw bore 122a and 122b with a step 125, a cam actuator bore 123 and a threaded end plug bore 124. The thrust screw bore 122b is vented to the atmosphere by means of an atmosphere vent hole 127 near the step 125, and the piston cylinder bore 121 hydraulically communicates with the cam actuator bore 123 through a passageway 128.
Positioned within the piston cylinder 121 is a hydraulic piston 130. The piston includes a threestepped internal bore comprising an end bore 131 of relatively small diameter, an adjustment nut bore 132 and an assembly access bore 133 of relatively large diameter. Assembled within the piston 130 are an adjusting nut 135, a ball bearing assembly 136, a flat washer 134, a wavy washer 137, and a lock ring 138.
The adjusting nut 135 and the adjusting nut bore 132 are shown as having matching frustoconical surfaces, but any other suitable pair of mating surfaces may be used as will become more apparent upon understanding the functional relationship between these surfaces below. It may be desirable, under certain operating conditions, to provide matching serrations or other frictionally engaging means on these mating surfaces.
The thrust screw 140 is provided with a threaded end 141, a head 145 and a journal 142 extending between the head and the threaded end. The thrust screw journal 142 includes a circumferential groove 143 within which is received an O-ring 144.
The thrust screw head 145 includes a circumferential groove 146 within which is received an O-ring 147.
The thrust screw 140 extends axially from the bore 122b, through the bore 122a, into the bore 131 and threadingly engages the adjusting nut 135.
As may be seen from Figure 5, a hydraulic seal is made between the thrust screw head 145 and the bore 122b by means of the O-ring 147 and similarly a hydraulic seal is made between the thrust screw journal 142 and the bore 122a by means of the O-ring 144. A stack of Bellville washers 149 is provided between the thrust screw head 145 and the bore step 125 to provide an axial force upon the thrust screw 140. The thrust screw threads 141 and the matching threads of the adjusting nut 135 are of such a pitch that the nut 135 will rotatingly translate along the screw 140 in response to an axial force applied to the nut. Screwed into the threaded plug bore 124 is an end plug 160 having a hydraulically sealing O-ring 161.
Rotatingly positioned within the cam actuating bore 123 is a camming pin 150 generally aligned at a right angle to the thrust screw 145 in such a way that the axis of the pin 150 intersects the axis of the thrust screw 145, the camming pin 150 is provided with O-ring grooves 151 and 153 having 0rings 152 and 154 therein and providing a hydraulic seal about the pin 150. The camming pin 150 and the thrust screw head 145 include opposed complementary camming grooves 155 and 156 configured and oriented as shown in Figures 5 to 8, with a cam roller 158 extending parallel to the camming pin 150 and seated in both camming grooves.
As can be seen in Figure 5, three separate and distinct chambers are defined. The piston hydraulic actuating chamber 139 is formed between the piston seal 118 and the thrust screw journal O-ring 144. The piston hydraulic actuating chamber 139 hydraulically communicates, through the passage 128, with the camming pin hydraulic chamber 159 formed by the thrust screw head O-ring 147, the end plug O-ring 161 and the camming pin O-rings 152 and 154. A non-hydraulic thrust screw chamber 129 is defined between the thrust screw head
O-ring 147 and the thrust screw journal O-ring 144.
The thrust screw chamber 129 is vented to the atmosphere by the vent hole 127.
To operate the mechanical parking brake of the second form of disc brake assembly, an actuating lever 119 mounted on one end of the camming pin 150 is caused to rotate. Rotation of the lever 119 in turn causes the camming pin 150 to rotate from its non-activated position, as represented in Figure 7, to its activated position, as represented in Figure 8.
By the action of the cam roller 158, an axial force is applied to the thrust screw 140. When the axial force is sufficient to compress the Bellville washer stack 149, the thrust screw 140 is caused to translate axially towards the friction pad assembly 114.
The adjusting nut 135 is thus caused to engage the actuating piston 130 frictionally, preventing the nut from rotating and urging the piston into abutting contact with the inboard friction pad assembly 114.
Thus the inboard and outboard friction pad assemblies are caused to engage the rotor (not shown) frictionally.
Upon release of the mechanical parking brake, the mechanical actuating lever 119 is caused to return to its approximate non-applied position, thereby permitting the energy stored within the
Beliville washer stack 149, by compression thereof during brake application, to retract the thrust screw 140 and the piston 130.
Upon application of the hydraulic brake mechanism, the piston hydraulic chamber 139 is pressurized by hydraulic fluid from the vehicle master cylinder (not shown). The piston 130 is urged towards the friction pad assembly 114 so as to affect frictional engagement between the friction pad assemblies and the rotor (not shown). If a clearance calling for adjustment exists between the friction pad assemblies and the rotor, the piston 130 will translate axially to close up the clearance. Since the force necessary to compress the Bellville washer stack 149 is greater.than the force necessary to compress the wavy washer 137, the thrust screw 140 will remain stationary and be compression of the wavy washer the frictional engagement between the bore 132 and the adjusting nut 135 is diminished to such an extent that the nut 135 is free to rotate.Thus, by the translation of the piston 130, the adjusting nut 135 is also caused to translate towards the friction pad assembly 114, rotating on the thrust screw 140 as it does so.
Upon closing of the clearance between the friction pad assemblies and the rotor, the hydraulic pressure within the chamber 139 will rise proportionally to the amount of braking being applied, and so will the hydraulic pressure within the cam actuator chamber 159 by reason of the hydraulic passage 128. As the hydraulic pressure in the chambers 139 and 159 rises to within the range of 100 psi to 200 psi (700-1500kN/m2) the hydraulic force acting on the exposed area of the thrust screw head 145 becomes sufficient to compress the Beliville washer stack 149 and to overcome the opposing hydraulic force acting on the exposed cross-sectional area of the thrust screw journal 142 within the chamber 139. Thus the thrust screw 140 is caused to translate in the direction of the rotor, thereby forcing the adjusting nut 135 into frictional engagement with the piston 130 and preventing further advance of the nut 135 along the thrust screw threads 141. Upon deactivation of the hydraulic brake, the piston 130, the adjusting nut 135, and the thrust screw 140 retract as a unit with the adjusting nut 135 in frictional engagement with the piston 130.
Claims (6)
1. An actuator comprising a cylinder, a piston slidably received within the cylinder, means for pressurising the cylinder thereby causing axial displacement of the piston, a chamber hydraulically communicating with the pressurizing means, an adjustment screw means coaxial with the piston and extending from the said chamber into the piston cylinder, the adjusting screw having a first cross-sectional area acted upon by the pressure within the said chamber thereby applying a first force to the adjusting screw urging the adjusting screw towards the piston and a second cross-sectional area acted upon by the pressure within the piston cylinder thereby applying a second force to the adjusting screw opposing the first force, nut means coaxial with the adjustment screw and threadingly engaging the portion of the adjustment screw extending into the piston cylinder, frictional engagement means between the nut and the piston so arranged that a predetermined movement of the piston in the direction of the said axial displacement effects frictional disengagement between the nut and the piston causing axial advancement of the nut relative to the adjustment screw.
2. An actuator as claimed in claim 1 which is arranged to be activated hydraulically.
3. A disc brake assembly comprising a caliper having first and second legs and an actuator as claimed in claim 1 or claim 2, the cylinder of the actuator being so disposed within the first leg of the caliper that pressurizing the cylinder causes axial displacement of the piston towards the second leg of the caliper.
4. A disc brake assembly substantially as hereinbefore described with reference to, and as shown in, the accompanying drawings.
5. Apparatus comprising a rotatable member to be braked, a brake disc or rotor secured to the rotatable member coaxially therewith, a disc brake assembly as claimed in claim 3 or claim 4 secured to a non-rotatable member of the apparatus with the caliper straddling the brake disc or rotor, and a pair of brake pads disposed between the legs of the caliper and arranged to be urged into frictional engagement with the brake disc or rotor by activation of the actuator.
6. Apparatus as claimed in claim 5 which is a motor vehicle of which the rotatable member is a road wheel.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR8402160A FR2559563B1 (en) | 1984-02-13 | 1984-02-13 | ADJUSTING DEVICE FOR DISC BRAKE |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB8405395D0 GB8405395D0 (en) | 1984-04-04 |
| GB2155126A true GB2155126A (en) | 1985-09-18 |
| GB2155126B GB2155126B (en) | 1988-05-18 |
Family
ID=9300983
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB08405395A Expired GB2155126B (en) | 1984-02-13 | 1984-03-01 | Disc brake adjustors |
Country Status (3)
| Country | Link |
|---|---|
| DE (1) | DE3405277A1 (en) |
| FR (1) | FR2559563B1 (en) |
| GB (1) | GB2155126B (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2638214A1 (en) * | 1988-10-24 | 1990-04-27 | Kelsey Hayes Co | DISC BRAKE AND ITS AUTOMATIC ADJUSTMENT MECHANISM |
| EP0436906A1 (en) * | 1990-01-11 | 1991-07-17 | Lucas Industries Public Limited Company | Actuating device for a vehicle brake, especially disc brake |
| US5038895A (en) * | 1988-10-24 | 1991-08-13 | Kelsey-Hayes Company | Automatic adjusting mechanism for a disc brake assembly having a mechanically actuated parking brake |
| WO1998039576A1 (en) * | 1997-03-04 | 1998-09-11 | Robert Bosch Technology Corporation | A rotary toggle mechanism for actuating a parking brake |
| WO2006056598A2 (en) * | 2004-11-26 | 2006-06-01 | Continental Teves Ag & Co. Ohg | Caliper for a disk brake |
| GB2421061A (en) * | 2004-12-09 | 2006-06-14 | Akebono Brake Ind | Disc brake actuating apparatus operable as a parking brake |
| WO2013143962A1 (en) * | 2012-03-26 | 2013-10-03 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | Brake-application device for a rotary-lever-actuated disc brake |
| WO2018158386A1 (en) * | 2017-03-03 | 2018-09-07 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | Disc brake having an adjuster device and method for adjusting a clearance of a disc brake of this type |
| TWI649503B (en) * | 2017-12-28 | 2019-02-01 | 溫芫鋐 | Car caliper |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4038032A1 (en) * | 1990-11-29 | 1992-06-04 | Teves Gmbh Alfred | Automatic adjustment for disc brake - has brake piston, with two adjustment sections, auxiliary piston and friction coupling |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1381281A (en) * | 1971-01-13 | 1975-01-22 | Girling Ltd | Brake adjusters |
| GB1434369A (en) * | 1972-06-19 | 1976-05-05 | Automotive Prod Co Ltd | Vehicle brake operating motor cylinders and to brake assemblies |
| FR2192661A5 (en) * | 1972-07-12 | 1974-02-08 | Bendix Corp | |
| DE7227547U (en) * | 1972-07-25 | 1973-01-25 | The Bendix Corp | DISC BRAKE |
| JPS5813150Y2 (en) * | 1978-10-13 | 1983-03-14 | 曙ブレーキ工業株式会社 | Disc brake braking gap automatic adjustment device |
| GB2090355A (en) * | 1980-12-12 | 1982-07-07 | Lucas Industries Ltd | Improvements relating to brake adjusters |
-
1984
- 1984-02-13 FR FR8402160A patent/FR2559563B1/en not_active Expired
- 1984-02-15 DE DE19843405277 patent/DE3405277A1/en not_active Ceased
- 1984-03-01 GB GB08405395A patent/GB2155126B/en not_active Expired
Cited By (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2226093A (en) * | 1988-10-24 | 1990-06-20 | Kelsey Hayes Co | Disc brake |
| US5038895A (en) * | 1988-10-24 | 1991-08-13 | Kelsey-Hayes Company | Automatic adjusting mechanism for a disc brake assembly having a mechanically actuated parking brake |
| GB2226093B (en) * | 1988-10-24 | 1992-09-09 | Kelsey Hayes Co | Disc brake assembly |
| FR2638214A1 (en) * | 1988-10-24 | 1990-04-27 | Kelsey Hayes Co | DISC BRAKE AND ITS AUTOMATIC ADJUSTMENT MECHANISM |
| EP0436906A1 (en) * | 1990-01-11 | 1991-07-17 | Lucas Industries Public Limited Company | Actuating device for a vehicle brake, especially disc brake |
| WO1991010841A1 (en) * | 1990-01-11 | 1991-07-25 | Lucas Industries Public Limited Company | Actuator for a vehicle brake, in particular a disk brake |
| WO1998039576A1 (en) * | 1997-03-04 | 1998-09-11 | Robert Bosch Technology Corporation | A rotary toggle mechanism for actuating a parking brake |
| US7523815B2 (en) | 2004-11-26 | 2009-04-28 | Continental Teves Ag & Co. Ohg | Caliper for a disk brake |
| WO2006056598A2 (en) * | 2004-11-26 | 2006-06-01 | Continental Teves Ag & Co. Ohg | Caliper for a disk brake |
| WO2006056598A3 (en) * | 2004-11-26 | 2006-08-03 | Continental Teves Ag & Co Ohg | Caliper for a disk brake |
| EP2065611A1 (en) * | 2004-11-26 | 2009-06-03 | Continental Teves AG & Co. oHG | Brake calliper of a disc brake |
| GB2421061A (en) * | 2004-12-09 | 2006-06-14 | Akebono Brake Ind | Disc brake actuating apparatus operable as a parking brake |
| GB2421061B (en) * | 2004-12-09 | 2009-05-06 | Akebono Brake Ind | Disc brake actuating apparatus with parking-brake operating mechanism |
| US7490703B2 (en) | 2004-12-09 | 2009-02-17 | Akebono Brake Industry Co., Ltd. | Disc brake actuating apparatus with parking-brake operating mechanism |
| WO2013143962A1 (en) * | 2012-03-26 | 2013-10-03 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | Brake-application device for a rotary-lever-actuated disc brake |
| WO2018158386A1 (en) * | 2017-03-03 | 2018-09-07 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | Disc brake having an adjuster device and method for adjusting a clearance of a disc brake of this type |
| TWI649503B (en) * | 2017-12-28 | 2019-02-01 | 溫芫鋐 | Car caliper |
Also Published As
| Publication number | Publication date |
|---|---|
| DE3405277A1 (en) | 1985-08-29 |
| GB2155126B (en) | 1988-05-18 |
| GB8405395D0 (en) | 1984-04-04 |
| FR2559563B1 (en) | 1989-11-24 |
| FR2559563A1 (en) | 1985-08-16 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 19940301 |