JP2005121174A

JP2005121174A - Opposed piston type disk brake

Info

Publication number: JP2005121174A
Application number: JP2003358743A
Authority: JP
Inventors: Katsuyoshi Yamamoto; 勝義山本; Tatsuo Ogawara; 達夫小川原; Daisuke Fujiwara; 大輔藤原
Original assignee: Akebono Brake Industry Co Ltd
Current assignee: Akebono Brake Industry Co Ltd
Priority date: 2003-10-20
Filing date: 2003-10-20
Publication date: 2005-05-12

Abstract

<P>PROBLEM TO BE SOLVED: To reduce weight of an integral type caliper 5b structuring an opposed piston type disk brake by forming it from an aluminum alloy, and to maintain rigidity of the caliper 5b even under the high-temperature condition, restricting the cost. <P>SOLUTION: Both of intermediate parts of an outer body 3b and an inner body of the caliper 5b are connected to each other by a pair of outside connecting pins 16 and 16 having a large Young's modulus and one intermediate connecting pin 17 to prevent the generation of deformation in a direction for enlarging an interval between both the bodies 3b as much as possible even when braking under the high-temperature condition. The outside connecting pins 16 and 16 have a function for supporting the brake torque to be applied to an outer pad 11a and an inner pad. The intermediate connecting pin 17 has a function for locking a pad clip 21. With this structure, rise of the manufacturing cost of the caliper 5b can be prevented in comparison with a case of providing the connecting pin for the only purpose of securing rigidity. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

この発明は、自動車の制動に使用するディスクブレーキのうち、ロータの両側にピストンを、互いに対向する状態で設けた、対向ピストン型ディスクブレーキの改良に関する。 The present invention relates to an improvement of an opposed piston type disc brake in which pistons are provided on both sides of a rotor in a state of facing each other among disc brakes used for braking an automobile.

自動車の制動を行なう為に、ディスクブレーキが広く使用されている。ディスクブレーキによる制動時には、車輪と共に回転するロータの軸方向両側に配置された１対のパッドを、ピストンによりこのロータの両側面に押し付ける。この様なディスクブレーキとして従来から各種構造のものが知られているが、ロータの両側にピストンを、互いに対向する状態で設けた、対向ピストン型ディスクブレーキは、安定した制動力を得られる事から、近年使用例が増えている。図８は、例えば特許文献１に記載されたものを示している。この対向ピストン型のディスクブレーキ１は、ロータ２を挟む位置にアウタボディ部３及びインナボディ部４から成るキャリパ５を設け、これら各ボディ部３、４内にアウタシリンダ及びインナシリンダを、それぞれの開口部を上記ロータ２を介して互いに対向させた状態で設けている。そして、これらアウタシリンダ及びインナシリンダ内にアウタピストン及びインナピストンを、液密に、且つ上記ロータ２の軸方向に関する変位自在に嵌装している。又、上記アウタボディ部３にはアウタパッドを、上記インナボディ部４にはインナパッドを、それぞれ上記ロータ２の軸方向に変位自在に支持している。制動時には、上記アウタシリンダ及びインナシリンダ内に圧油を送り込み、上記アウタピストン及びインナピストンにより、上記アウタパッド及びインナパッドを、上記ロータ２の内外両側面に押し付ける。尚、上記特許文献１に記載された構造の場合には、互いに別個に形成した上記アウタボディ部３とインナボディ部４とを、複数本の結合ボルトにより結合して、上記キャリパ５としている。図示はしないが、特許文献２、３にも、同様に、アウタ、インナ両ボディ部を、複数本の結合ボルトにより結合してキャリパとした、対向ピストン型ディスクブレーキが記載されている。 Disc brakes are widely used to brake automobiles. At the time of braking by the disc brake, a pair of pads arranged on both sides in the axial direction of the rotor rotating together with the wheels are pressed against both side surfaces of the rotor by the piston. Conventionally, various types of disc brakes have been known. However, the opposed piston type disc brake, which is provided with pistons on both sides of the rotor so as to face each other, can obtain a stable braking force. In recent years, use cases have increased. FIG. 8 shows what is described in Patent Document 1, for example. This opposed piston type disc brake 1 is provided with a caliper 5 composed of an outer body portion 3 and an inner body portion 4 at a position sandwiching the rotor 2, and the outer cylinder and the inner cylinder are respectively opened in the body portions 3 and 4. The portions are provided so as to face each other with the rotor 2 interposed therebetween. The outer piston and the inner piston are fitted in the outer cylinder and the inner cylinder so as to be liquid-tight and displaceable in the axial direction of the rotor 2. Further, an outer pad is supported on the outer body 3 and an inner pad is supported on the inner body 4 so as to be displaceable in the axial direction of the rotor 2. During braking, pressure oil is fed into the outer cylinder and the inner cylinder, and the outer pad and the inner pad are pressed against both the inner and outer side surfaces of the rotor 2 by the outer piston and the inner piston. In the case of the structure described in Patent Document 1, the outer body portion 3 and the inner body portion 4 formed separately from each other are coupled by a plurality of coupling bolts to form the caliper 5. Although not shown, Patent Documents 2 and 3 similarly describe an opposed piston type disc brake in which both outer and inner body portions are coupled by a plurality of coupling bolts to form a caliper.

これに対して、特許文献４、５には、アウタボディ部とインナボディ部とを一体とした、対向ピストン型ディスクブレーキが記載されている。図９〜１０は、このうちの特許文献４に記載された構造を示している。この従来構造の第２例のディスクブレーキ１ａの場合、アウタボディ部３ａと、インナボディ部４ａと、これら両ボディ部３ａ、４ａの円周方向両端部外周寄り部分同士を連結する連結部６、６とを、アルミニウム合金等の軽合金、或は鉄系合金の鋳造により一体成形して、キャリパ５ａとしている。上記両ボディ部３ａ、４ａにはそれぞれ２個ずつのアウタシリンダ７ａ、７ｂ及びインナシリンダ８ａ、８ｂを、互いに対向する状態で設けている。そして、これら各シリンダ７ａ、７ｂ、８ａ、８ｂ内に、アウタ、インナ各ピストン９ａ、９ｂ、１０ａ、１０ｂを、それぞれ液密に且つロータ２ａの軸方向の変位自在に嵌装すると共に、上記各シリンダ７ａ、７ｂ、８ａ、８ｂの奥部に、圧油を送り込み自在としている。又、上記アウタボディ部３ａにはアウタパッド１１を、上記インナボディ部４ａにはインナパッド１２を、それぞれ支持している。 On the other hand, Patent Documents 4 and 5 describe opposed piston type disc brakes in which an outer body portion and an inner body portion are integrated. 9 to 10 show the structure described in Patent Document 4 among them. In the case of the disc brake 1a of the second example of the conventional structure, the outer body portion 3a, the inner body portion 4a, and the connecting portions 6 and 6 that connect the outer peripheral portions of both the body portions 3a and 4a in the circumferential direction. Are integrally formed by casting a light alloy such as an aluminum alloy or an iron-based alloy to form a caliper 5a. Two outer cylinders 7a and 7b and inner cylinders 8a and 8b are provided on the body portions 3a and 4a, respectively, in a state of facing each other. And, in each of these cylinders 7a, 7b, 8a, 8b, the outer and inner pistons 9a, 9b, 10a, 10b are respectively fitted in a liquid-tight manner and displaceable in the axial direction of the rotor 2a. Pressure oil can be fed freely into the back of the cylinders 7a, 7b, 8a, 8b. An outer pad 11 is supported on the outer body portion 3a, and an inner pad 12 is supported on the inner body portion 4a.

制動時には、上記各シリンダ７ａ、７ｂ、８ａ、８ｂ内に圧油を送り込む。この結果、これら各シリンダ７ａ、７ｂ、８ａ、８ｂ内に嵌装したアウタ、インナ各ピストン９ａ、９ｂ、１０ａ、１０ｂが、上記インナ、アウタ両パッド１１、１２を、上記ロータ２ａの両側面に押し付け、これら両パッド１１、１２のライニング１３、１３とこのロータ２ａの両側面との摩擦により、制動を行なわせる。この様な制動時に、摩擦に基づいて上記インナ、アウタ両パッド１１、１２に加わるブレーキトルクは、これら両パッド１１、１２を構成する裏板１４、１４を介して、上記アウタ、インナ両ボディ部３ａ、４ａに形成した支持段部１５、１５に伝わり、これら両ボディ部３ａ、４ａを支持した、懸架装置に支承される。 During braking, pressure oil is fed into the cylinders 7a, 7b, 8a, 8b. As a result, the outer and inner pistons 9a, 9b, 10a, and 10b fitted in the cylinders 7a, 7b, 8a, and 8b connect the inner and outer pads 11 and 12 to both sides of the rotor 2a. The brakes are applied by the friction between the linings 13 and 13 of the pads 11 and 12 and both side surfaces of the rotor 2a. During such braking, the brake torque applied to the inner and outer pads 11 and 12 based on friction is applied to the outer and inner body parts via the back plates 14 and 14 constituting the pads 11 and 12. It is transmitted to the support steps 15 and 15 formed in 3a and 4a, and is supported by a suspension device that supports both the body portions 3a and 4a.

対向ピストン型ディスクブレーキの組立作業性を考慮した場合、図８に示した従来構造の第１例の場合よりも、図９〜１０に示した従来構造の第２例の方が、アウタ、インナ両ボディ部同士を結合固定する手間が不要である分、有利である。又、ディスクブレーキのキャリパは、懸架装置を構成するばねよりも車輪側に設けられるもので、所謂ばね下荷重になる為、少しの重量増大も、走行安定性や燃費を中心とする走行性能に大きな影響を及ぼす。従って、走行性能を向上させる面からは、上記キャリパを、軽量なアルミニウム合金製とする事が好ましい。ところが、アルミニウム合金は、鋼を中心とする鉄系合金に比べてヤング率が低く、特に温度上昇時にその傾向が著しくなる。尚、上記キャリパの温度は、制動時には２００℃を越える場合も多い。 Considering the assembly workability of the opposed piston type disc brake, the second example of the conventional structure shown in FIGS. 9 to 10 is more suitable for the outer and inner than the first example of the conventional structure shown in FIG. This is advantageous because it eliminates the need for connecting and fixing the body parts. The caliper of the disc brake is provided on the wheel side of the spring that constitutes the suspension device, and is a so-called unsprung load. Therefore, even a slight increase in weight results in a driving performance centered on driving stability and fuel efficiency. It has a big effect. Therefore, from the viewpoint of improving running performance, it is preferable that the caliper is made of a lightweight aluminum alloy. However, aluminum alloys have a lower Young's modulus than iron-based alloys centered on steel, and this tendency is particularly marked when the temperature rises. The caliper temperature often exceeds 200 ° C. during braking.

従って、軽量化を目的として、単に一体型のキャリパをアルミニウム合金製としただけでは、このキャリパの剛性を十分に確保する事が難しい。具体的には、制動時にアウタ、インナ各ピストンをロータに押し付けた状態で、アウタボディ部とインナボディ部とに反力が加わり、これら両ボディ部が互いの間隔が拡がる方向に変形し、その分アウタ、インナ各シリンダ内へのブレーキ液の送り込み量を増大させる必要が生じて、ブレーキペダルの操作感が悪化する。
この様な原因でのブレーキペダルの操作感の悪化を防止する為に、前記特許文献５には、一体型のキャリパで、アウタボディ部とインナボディ部とを２本の連結ピンにより、１対の連結部同士の間で連結した構造が記載されている。但し、この構造の場合、上記各連結ピンを、上記キャリパの剛性確保の為だけに設けている。従って、このキャリパを含むディスクブレーキのコストが嵩む事が避けられない。 Therefore, it is difficult to ensure sufficient rigidity of the caliper simply by making the integrated caliper made of an aluminum alloy for the purpose of weight reduction. Specifically, while the outer and inner pistons are pressed against the rotor during braking, a reaction force is applied to the outer body portion and the inner body portion, and the two body portions are deformed in a direction in which the distance between them increases. It becomes necessary to increase the amount of brake fluid fed into each of the outer and inner cylinders, which deteriorates the feeling of operation of the brake pedal.
In order to prevent the deterioration of the operational feeling of the brake pedal due to such a cause, Patent Document 5 discloses that an outer caliper and a pair of outer body parts and inner body parts are formed by a pair of connecting pins. The structure which connected between the connection parts is described. However, in the case of this structure, the connecting pins are provided only for securing the caliper rigidity. Therefore, the cost of the disc brake including the caliper is unavoidable.

前記特許文献２の第４図には、別体のアウタボディ部とインナボディ部とを連結するボルトによりパッドを係止すると共に、このボルトにより、制動時にこのパッドに加わるブレーキトルクを支承させる構造が記載されている。但し、上記特許文献２に記載された発明は、単に別体のアウタボディ部とインナボディ部とを連結するボルトを、パッド係止とブレーキトルク支承とに利用する事を意図したのみである。言い換えれば、一体型のキャリパの剛性を、コストを抑えつつ向上させる技術は、上記特許文献２には記載されていない。 FIG. 4 of Patent Document 2 has a structure in which a pad is locked by a bolt that connects a separate outer body part and inner body part, and the brake torque applied to the pad during braking is supported by this bolt. Has been described. However, the invention described in Patent Document 2 merely intends to use a bolt that connects a separate outer body part and inner body part for pad locking and brake torque support. In other words, the technique for improving the rigidity of the integrated caliper while suppressing the cost is not described in Patent Document 2.

更に、この特許文献２に記載された構造の場合には、パッドの径方向内側を支持する部位が存在せず、被制動時にこのパッドの径方向内側が自由に変位する様になって異音が発生するといった懸念がある。又、前記特許文献３に記載された構造の場合には、インナボディ部とアウタボディ部との間に掛け渡されていない係止ピンにより、１対のパッドに加わる回転方向のトルク（ブレーキトルク）を支承しているが、これら両パッドの裏板の径方向内端縁は何ら支持されていない。この為、これら両パッドが、組み付け字に径方向内側に脱落する可能性がある。 Further, in the case of the structure described in Patent Document 2, there is no portion that supports the inner side in the radial direction of the pad, and the inner side in the radial direction of the pad is freely displaced when braked, so that an abnormal noise is generated. There is a concern that will occur. In the case of the structure described in Patent Document 3, torque in the rotational direction (brake torque) applied to a pair of pads by a locking pin not spanned between the inner body portion and the outer body portion. However, the inner end edges in the radial direction of the back plates of these pads are not supported at all. For this reason, there is a possibility that both these pads fall off radially inward in the assembled character.

実開平５−２７３６４号公報Japanese Utility Model Publication No. 5-27364 実公平５−２６３５０号公報Japanese Utility Model Publication 5-26350 特許第２８９９９７６号公報Japanese Patent No. 2899976 特開２００１−１０７９９４号公報JP 2001-107994 A 特開平１−２１０６２８号公報Japanese Patent Laid-Open No. 1-210628

本発明は、上述の様な事情に鑑みて、対向ピストン型ディスクブレーキを構成する一体型のキャリパを、軽量化の為にアルミニウム合金製とした場合でも、このキャリパの剛性を、コストを抑えつつ向上させられる構造を実現すべく発明したものである。 In view of the circumstances as described above, the present invention reduces the cost of the caliper rigidity even when the integrated caliper constituting the opposed piston type disc brake is made of an aluminum alloy for weight reduction. It was invented to realize an improved structure.

本発明の対向ピストン型ディスクブレーキは、例えば特許文献４に記載されて従来から広く知られている対向ピストン型ディスクブレーキと同様に、車輪と共に回転するロータを挟んで設けられたアウタボディ部及びインナボディ部を一体化したキャリパと、これら両ボディ部に、互いに対向して設けられたシリンダと、これら各シリンダ内に液密に且つ上記ロータの軸方向に関する変位自在に嵌装されたピストンと、この軸方向に関する変位を自在に支持された１対のパッドとを備える。 The opposed piston type disc brake of the present invention includes, for example, an outer body portion and an inner body provided with a rotor rotating together with a wheel, as in the opposed piston type disc brake described in Patent Document 4 and widely known in the past. A caliper with integrated parts, cylinders provided opposite to each other on both body parts, a piston fitted in each cylinder so as to be liquid-tight and displaceable in the axial direction of the rotor, And a pair of pads that freely support displacement in the axial direction.

特に、本発明の対向ピストン型ディスクブレーキに於いては、上記両ボディ部のロータ径方向内側部分に、上記両パッドのロータ径方向内端縁を当接可能としてこれら各ボディ部毎にロータに近付く方に突出した係止ピンを複数設けている。又、上記ロータの外周縁よりも径方向外寄り部分に中間ピンを、上記両ボディ部の間に掛け渡した状態で設け、この中間ピンと上記両パッドの径方向外周縁との間に弾性材製のクリップを設けている。更に、この中間ピンの周方向両側で上記ロータの外周縁よりも径方向外寄り部分に１対の結合ピンを、上記両パッドのロータ周方向両端縁に当接若しくは近接対向させ、それぞれ上記両ボディ部の間に掛け渡すと共に、これら両ボディ部同士の間隔がロータ軸方向に拡がるのを規制可能に設けている。そして、上記両結合ピンは上記キャリパを構成する金属材料よりもヤング率の大きな金属材料製としている。
尚、本明細書及び特許請求の範囲で「周方向」とは、特に断らない限り、上記ロータの円周方向（＝回転方向）を言い、同じく「径方向」とは、このロータの半径方向を言う。 In particular, in the opposed piston type disc brake of the present invention, the rotor radial inner ends of the two pads can be brought into contact with the rotor radial inner side portions of the two body portions, and each of the body portions is attached to the rotor. A plurality of locking pins protruding toward the approaching side are provided. Further, an intermediate pin is provided in a state of being diametrically outer than the outer peripheral edge of the rotor in a state of being spanned between the two body parts, and an elastic material is provided between the intermediate pin and the radial outer peripheral edge of the two pads. The clip is made. Further, a pair of coupling pins are arranged on both sides in the circumferential direction of the intermediate pin at the outer side in the radial direction from the outer peripheral edge of the rotor, and are brought into contact with or in close proximity to both ends of the rotor in the circumferential direction of the pads. While spanning between the body parts, it is provided so that the interval between the two body parts can be restricted in the rotor axial direction. Both the coupling pins are made of a metal material having a Young's modulus larger than that of the metal material constituting the caliper.
In the present specification and claims, unless otherwise specified, “circumferential direction” refers to the circumferential direction (= rotation direction) of the rotor, and similarly, “radial direction” refers to the radial direction of the rotor. Say.

上述の様に構成する本発明の対向ピストン型ディスクブレーキの場合、一体型のキャリパの剛性を、コストを抑えつつ向上させられる。即ち、アウタ、インナ両ボディ部のうちで両端の連結部同士の間部分を、１対の結合ピンにより結合しているので、図１１に示す様に、これら両結合ピンを設けていない場合と比べて上記キャリパの剛性を向上させられる。又、上記両結合ピンは制動時に両パッドに加わるブレーキトルクを支承する役目を兼ね備えている。言い換えれば、上記キャリパの剛性を確保する為にのみ、上記両結合ピンを設けているのではない。従って、このキャリパの剛性を確保する為のコスト上昇を抑えられる。 In the case of the opposed piston type disc brake of the present invention configured as described above, the rigidity of the integrated caliper can be improved while suppressing the cost. That is, between the outer and inner body parts, the part between the connecting parts at both ends is connected by a pair of connecting pins, and as shown in FIG. 11, both these connecting pins are not provided. Compared to the above, the caliper can be improved in rigidity. Further, both the connecting pins have a function of supporting a brake torque applied to both pads during braking. In other words, the two coupling pins are not provided only to ensure the rigidity of the caliper. Therefore, an increase in cost for securing the caliper rigidity can be suppressed.

又、上記中間ピンと上記パッドクリップと各係止ピンとを適切に配置しているので、両パッドの姿勢を、非制動時、制動時に拘らず安定させる事ができる。即ち、非制動時には上記中間ピンと上記両パッドの径方向外周縁との間に設けたパッドクリップがこれら両パッドの裏板の径方向内周縁を、上記各係止ピンに押し付けるので、走行に伴う振動等により、上記両パッドががたつく事はない。又、制動時にはこれら両パッドに、周方向端縁と何れかの結合ピンとの当接部を中心として、これら両パッドを径方向内方に回動させる方向のモーメントが加わる。そして、このモーメントにより、上記両パッドの裏板の内周縁が係止ピンに押し付けられて、これら両パッドが２個所位置で、上記何れかの結合ピンと上記係止ピンとに強く押し付けられた状態となる。この結果、上記両パッドの姿勢が安定して、制動力を安定させると共に、制動時にパッドが振動する事を抑えて、制動時に発生する騒音の低減を図れる。 Further, since the intermediate pin, the pad clip, and the locking pins are appropriately arranged, the postures of both pads can be stabilized regardless of whether the brake is applied or not. In other words, during non-braking, the pad clip provided between the intermediate pin and the radially outer peripheral edge of both pads presses the radially inner peripheral edge of the back plate of both pads against each locking pin. The two pads do not rattle due to vibration or the like. Further, at the time of braking, a moment is applied to these pads in the direction of rotating both the pads inward in the radial direction around the contact portion between the circumferential edge and one of the coupling pins. Then, due to this moment, the inner peripheral edges of the back plates of both pads are pressed against the locking pins, and the two pads are strongly pressed against any one of the coupling pins and the locking pins at two positions. Become. As a result, the postures of the two pads are stabilized, the braking force is stabilized, and the pads are prevented from vibrating during braking, so that noise generated during braking can be reduced.

本発明を実施する場合に好ましくは、請求項２に記載した様に、上記両結合ピンを、上記両ボディ部の互いに整合する位置に形成された支持孔に挿通し、更に雄ねじと雌ねじとの螺合により上記両ボディ部に対し組み付ける。
この様な構成を採用すれば、上記両ボディ部に対する上記両結合ピンの組み付け作業を容易且つ確実に行なえる。
又、好ましくは、請求項３に記載した様に、キャリパをアルミニウム合金製とし、両結合ピンを鉄若しくは鉄系合金製とする。
この様な構成を採用すれば、車両の走行性能の向上の為のばね下荷重の軽減を図るべく、上記キャリパの軽量化を図りつつ、制動時に温度上昇した場合にも、このキャリパの剛性を十分に確保できる。
又、好ましくは、請求項４に記載した様に、上記両結合ピンとして、少なくともそれぞれの両端部に、それぞれの両端面に開口するねじ孔を設けたものを使用する。そして、このねじ孔に螺合したねじにより、上記両結合ピンの両端部を、上記キャリパを構成するアウタ、インナ両ボディ部に結合固定する。
この様に構成すれば、上記両ボディ部に対する上記両結合ピンの結合作業を容易に行なえる。この場合に、上記両結合ピンを、両端部だけでなく、中間部にも孔を有する円管状（スリーブ）とすれば、これら両結合ピンの軽量化を図れる。又、上記ねじ孔を加工する為の下孔を加工する工程が不要になり、このねじ孔を備えた上記両結合ピンの加工コストを低く抑えられる。
又、好ましくは、請求項５に記載した様に、上記両結合ピン同士の周方向のピッチよりも、各係止ピン同士の周方向のピッチを短くする。
この様に構成すれば、上記両パッドの着脱作業を、中間ピンを外した状態で径方向外側から容易に行ない、しかもこれら両パッドが径方向内側に脱落する事を確実に防止できる。
更に好ましくは、請求項６に記載した様に、上記中間ピンも、上記キャリパを構成する金属材料よりもヤング率の大きな金属材料製の中間結合ピンとする。そして、この中間結合ピンを上記両ボディ部の互いに整合する位置に形成された支持孔に挿通し、更に雄ねじと雌ねじとの螺合により上記両ボディ部に対し組み付ける。
この様に構成すれば、一体型のキャリパの剛性をより向上させる事ができる。 Preferably, when carrying out the present invention, as described in claim 2, the both coupling pins are inserted into support holes formed at positions where the two body portions are aligned with each other, and further, a male screw and a female screw are provided. Assemble to both body parts by screwing.
If such a structure is employ | adopted, the assembly | attachment operation | work of the said both connecting pins with respect to the said both body parts can be performed easily and reliably.
Preferably, as described in claim 3, the caliper is made of an aluminum alloy, and both the connecting pins are made of iron or an iron-based alloy.
By adopting such a configuration, the caliper can be reduced in weight to reduce the unsprung load to improve the running performance of the vehicle, and the rigidity of the caliper can be reduced even when the temperature rises during braking. Enough can be secured.
Preferably, as described in claim 4, as the both coupling pins, at least both end portions are provided with screw holes that open to both end surfaces. Then, both ends of the both coupling pins are coupled and fixed to both the outer and inner body portions constituting the caliper by screws screwed into the screw holes.
If comprised in this way, the joint operation | work of both the said connection pins with respect to the said both body parts can be performed easily. In this case, if both the coupling pins are formed into a circular tube (sleeve) having holes not only at both ends but also at the middle, the weight of both the coupling pins can be reduced. Moreover, the process of processing the prepared hole for processing the screw hole is not necessary, and the processing cost of the both connecting pins provided with the screw hole can be kept low.
Preferably, as described in claim 5, the pitch in the circumferential direction between the locking pins is made shorter than the pitch in the circumferential direction between the two coupling pins.
If comprised in this way, the removal | attachment operation | work of the said both pads can be easily performed from the radial direction outer side in the state which removed the intermediate pin, and also it can prevent reliably that these both pads fall off to the radial direction inner side.
More preferably, as described in claim 6, the intermediate pin is also an intermediate coupling pin made of a metal material having a Young's modulus larger than that of the metal material constituting the caliper. Then, the intermediate coupling pin is inserted into a support hole formed at a position where both the body portions are aligned with each other, and is further assembled to both the body portions by screwing between a male screw and a female screw.
If comprised in this way, the rigidity of an integrated caliper can be improved more.

図１〜７は、本発明の実施例を示している。本実施例のディスクブレーキ１ｂは、車輪と共に回転するロータ２ｂを跨ぐ状態で配置されたキャリパ５ｂを備える。このキャリパ５ｂは、アルミニウム合金製の素材により一体に造ったもので、上記ロータ２ｂの軸方向（図１、３の表裏方向、図２の上下方向、図４の左右方向）両側に配置されたアウタボディ部３ｂ及びインナボディ部４ｂと、これら両ボディ部３ｂ、４ｂの周方向（図１〜３の左右方向）両端部同士を連結する１対の連結部６ａ、６ａとを備える。そして、本実施例の場合には、上記両ボディ部３ｂ、４ｂにそれぞれ３個ずつ、合計６個のアウタ、インナ各シリンダ７ｃ、７ｃ（８ｃ、８ｃ）を設け、これら各シリンダ７ｃ、７ｃ（８ｃ、８ｃ）にアウタ、インナ各ピストン９ｃ、９ｃ（１０ｃ、１０ｃ）を嵌装している。そして、これら各ピストン９ｃ、９ｃ（１０ｃ、１０ｃ）により、上記ロータ２ｂを挟んで上記両ボディ部３ｂ、４ｂに支持されたアウタ、インナ両パッド１１ａ、１２ａを、上記ロータ２ｂに押圧する事で制動を行なう様に構成している。 1-7 show an embodiment of the present invention. The disc brake 1b according to the present embodiment includes a caliper 5b that is disposed so as to straddle the rotor 2b that rotates together with the wheels. The caliper 5b is integrally made of an aluminum alloy material, and is arranged on both sides of the rotor 2b in the axial direction (front and back directions in FIGS. 1 and 3, the up and down direction in FIG. 2, and the left and right direction in FIG. 4). The outer body portion 3b and the inner body portion 4b, and a pair of connecting portions 6a and 6a that connect both ends of the body portions 3b and 4b in the circumferential direction (left and right direction in FIGS. 1 to 3) are provided. In the case of the present embodiment, a total of six outer and inner cylinders 7c and 7c (8c and 8c) are provided on each of the body parts 3b and 4b, and the cylinders 7c and 7c ( 8c, 8c) are fitted with outer and inner pistons 9c, 9c (10c, 10c). Then, by the pistons 9c, 9c (10c, 10c), the outer and inner pads 11a, 12a supported by the body parts 3b, 4b across the rotor 2b are pressed against the rotor 2b. It is configured to perform braking.

上記アウタボディ部３ｂとインナボディ部４ｂとの周方向中間部で上記両連結部６ａ、６ａの間に位置する部分のうち、径方向外端部同士の間に、１対の外側結合ピン１６、１６を、それぞれ上記両ボディ部３ｂ、４ｂ同士の間に掛け渡す状態で設けている。更に本実施例の場合には、１本の中間結合ピン１７も、上記両ボディ部３ｂ、４ｂ同士の間に掛け渡す状態で設けている。これら各結合ピン１６、１７は、それぞれが上記キャリパ５ｂを構成するアルミニウム合金よりもヤング率の大きな金属材料製である、鉄系合金により、円管状に構成している。そして、それぞれの両端部内周面にねじ溝を形成して、当該部分を雌ねじとしている。 A pair of outer coupling pins 16 between the radially outer ends of the portions located between the connecting portions 6a and 6a at the circumferential intermediate portion between the outer body portion 3b and the inner body portion 4b, 16 is provided in a state of being spanned between the body parts 3b and 4b. Further, in the case of the present embodiment, one intermediate coupling pin 17 is also provided in a state of being spanned between the body parts 3b and 4b. Each of the coupling pins 16 and 17 is formed in a circular tube shape by an iron-based alloy made of a metal material having a Young's modulus larger than that of the aluminum alloy constituting the caliper 5b. And the thread groove is formed in the internal peripheral surface of each both ends, and the said part is made into the internal thread.

それぞれがこの様な形状を有する上記各結合ピン１６、１７のうち、両外側結合ピン１６、１６は、上記アウタ、インナ両パッド１１ａ、１２ａの裏板１４ａ、１４ａを周方向両側から挟む位置で、ロータ２ｂの外周縁よりも径方向外寄り部分に設けている。又、上記中間結合ピン１７は、上記両パッド１１ａ、１２ａよりも径方向外側で上記両外側結合ピン１６、１６の間部分に設けている。これら各結合ピン１６、１７を設ける為に本実施例の場合には、上記アウタボディ部３ｂ及びインナボディ部４ｂの外径寄り部分に、それぞれピン支持部１８ａ、１８ｂを、それぞれの一部が前記ロータ２ｂの外周縁よりも径方向外方に突出する状態で形成している。そして、上記両ピン支持部１８ａ、１８ｂのうちで上記ロータ２ｂの外周縁よりも径方向外方に突出した部分同士の間に、上記各結合ピン１６、１７の端部をがたつきなく挿入自在な支持孔１９ａ、１９ｂを、上記両ボディ部３ｂ、４ｂ同士の間で互いに同心に形成している。 Out of the coupling pins 16 and 17 each having such a shape, the outer coupling pins 16 and 16 are located at positions sandwiching the back plates 14a and 14a of the outer and inner pads 11a and 12a from both sides in the circumferential direction. The outer peripheral edge of the rotor 2b is provided in the radially outward portion. Further, the intermediate coupling pin 17 is provided in a portion between the both outer coupling pins 16 and 16 on the outer side in the radial direction than the both pads 11a and 12a. In the case of the present embodiment in order to provide each of these coupling pins 16 and 17, pin support portions 18a and 18b are respectively provided on the outer diameter portions of the outer body portion 3b and the inner body portion 4b. It is formed in a state of projecting radially outward from the outer peripheral edge of the rotor 2b. And, between the portions of the pin support portions 18a and 18b that protrude radially outward from the outer peripheral edge of the rotor 2b, the end portions of the coupling pins 16 and 17 are inserted without rattling. Free support holes 19a, 19b are formed concentrically with each other between the body parts 3b, 4b.

上記各結合ピン１６、１７は、それぞれの両端部を上記各支持孔１９ａ、１９ｂに内嵌した状態で、上記両ピン支持部１８ａ、１８ｂの外側（互いに反対側）からそれぞれの両端部内周面に形成したねじ孔に結合ねじ２０ａ、２０ｂを螺合し更に緊締する事により、上記両ボディ部３ｂ、４ｂ同士の間に掛け渡された状態で固定している。上記各結合ねじ２０ａ、２０ｂの頭部の直径は上記各支持孔１９ａ、１９ｂの内径よりも大きく、これら各結合ねじ２０ａ、２０ｂの頭部の座面２０ｃは、上記両ピン支持部１８ａ、１８ｂの外側面１８ｄに当接している。従って、上記各結合ピン１６、１７及び上記各結合ねじ２０ａ、２０ｂは、上記両ピン支持部１８ａ、１８ｂ同士の間隔が、制動の為の加圧時の反力で拡がる方向に変形する事を極力阻止する役目を果たす。 Each of the coupling pins 16 and 17 has both end inner peripheral surfaces from the outside (opposite sides) of the both pin support portions 18a and 18b in a state where both ends are fitted in the support holes 19a and 19b. The coupling screws 20a and 20b are screwed into the screw holes formed in the above and further tightened, so that the body parts 3b and 4b are fixed in a state of being stretched between the two body parts 3b and 4b. The diameters of the heads of the coupling screws 20a and 20b are larger than the inner diameters of the support holes 19a and 19b, and the seating surfaces 20c of the heads of the coupling screws 20a and 20b are formed on the pin support portions 18a and 18b. Is in contact with the outer side surface 18d. Accordingly, the coupling pins 16 and 17 and the coupling screws 20a and 20b are deformed in a direction in which the distance between the pin support portions 18a and 18b expands due to a reaction force during pressurization for braking. Play the role of blocking as much as possible.

上述の様に、上記両ピン支持部１８ａ、１８ｂ同士の間に掛け渡した、上記各結合ピン１６、１７のうち、両外側結合ピン１６、１６は、前記アウタ、インナ両パッド１１ａ、１２ａを構成する裏板１４ａ、１４ａの周方向両端縁１４ｂに、当接若しくは近接対向させている。本実施例の場合、これら両裏板１４ａ、１４ａの周方向両端縁１４ｂは、互いに平行な直線状に形成している。即ち、これら両裏板１４ａ、１４ａのうちで上記両外側結合ピン１６、１６が当接若しくは近接対向する部分は、平坦面としている。従って、周方向に関して互いに対向する、上記両ボディ部３ｂ、４ｂの内幅部分３ｃ、４ｃと上記両裏板１４ａ、１４ａ周方向両端縁１４ｂとの精度を特に高くしなくても、これら両裏板１４ａ、１４ａの周方向両端縁１４ｂと上記両外側結合ピン１６、１６との係合状態を安定させる事ができる。尚、上記両裏板１４ａ、１４ａ周方向両端縁１４ｂで精度が不要な部分は、これら両裏板１４ａ、１４ａの周方向長さを短くする方向に減肉して、材料の低減と軽量化とを図る事もできる。又、上記両裏板１４ａ、１４ａの周方向両端部で且つ径方向外端部は、前記ロータ２ｂの外周縁よりも径方向外方に突出させ、当該突出部分で、上記両外側結合ピン１６、１６と係合する様にしている。各突出部分には、ライニング１３ａ、１３ａは設けてない。 As described above, of the coupling pins 16 and 17 spanned between the pin support portions 18a and 18b, the outer coupling pins 16 and 16 are connected to the outer and inner pads 11a and 12a. The back plates 14a and 14a to be configured are brought into contact with or in close proximity to both ends 14b in the circumferential direction. In the case of the present embodiment, both end edges 14b in the circumferential direction of both the back plates 14a and 14a are formed in straight lines parallel to each other. That is, of the two back plates 14a and 14a, the portions where the outer coupling pins 16 and 16 abut or face each other are flat. Therefore, even if the accuracy of the inner width portions 3c, 4c of the body portions 3b, 4b and the back plates 14a, 14a, both end edges 14b in the circumferential direction, facing each other in the circumferential direction is not particularly high, these both It is possible to stabilize the engagement state between the circumferential end edges 14b of the plates 14a and 14a and the outer coupling pins 16 and 16. In addition, the portions where the accuracy is not required at both the circumferential edges 14b of the both back plates 14a and 14a are reduced in thickness in the direction of shortening the circumferential length of both the back plates 14a and 14a, thereby reducing the material and reducing the weight. You can also try. Further, both end portions in the circumferential direction of both the back plates 14a, 14a and radially outer end portions protrude outward in the radial direction from the outer peripheral edge of the rotor 2b. , 16 is engaged. The protruding portions are not provided with the linings 13a and 13a.

これに対して、残りの中間結合ピン１７と、上記両パッド１１ａ、１２ａの裏板１４ａ、１４ａの径方向外周縁との間に、パッドクリップ２１を設けている。このパッドクリップ２１は、ステンレスのばね鋼板等の弾性材製で、中央係合部２２と、この中央係合部２２の周方向両側に設けられた、それぞれがＴ字形である押圧腕部２３、２３とを備える。このうちの中央係合部２２は、上記中間結合ピン１７の径方向内半側に当接した状態で、上記パッドクリップ２１が径方向及び周方向に安定する様に、径方向外側が凹面となった、断面円弧形としている。更に、上記中央係合部２２は、ロータ２ｂの軸方向に関して、上記両ボディ部３ｂ、４ｂの内壁部１８ｃ、１８ｃに近接し、この軸方向に関する上記パッドクリップ２１の位置決めを図っている。これに対して、上記各押圧腕部２３、２３は、それぞれの先端部を、図５に示す様に内側に折り返して弾性係合部２４、２４とし、これら各弾性係合部２４、２４を、上記両裏板１４ａ、１４ａの径方向外周縁のうちで前記ロータ２ｂ寄りの内端縁に当接させている。この構成により、上記両裏板１４ａ、１４ａに、径方向内方に向く弾力と、互いに離れる方向の弾力とを付与している。 In contrast, a pad clip 21 is provided between the remaining intermediate coupling pin 17 and the radially outer peripheral edges of the back plates 14a, 14a of the pads 11a, 12a. The pad clip 21 is made of an elastic material such as a stainless spring steel plate, and is provided with a central engaging portion 22 and pressing arm portions 23 each having a T-shape provided on both sides in the circumferential direction of the central engaging portion 22. 23. Of these, the central engaging portion 22 is in a state in which the pad clip 21 is stabilized in the radial direction and the circumferential direction in a state in which the central engagement portion 22 is in contact with the radially inner half side of the intermediate coupling pin 17. The cross section is arc-shaped. Further, the center engaging portion 22 is close to the inner wall portions 18c and 18c of the body portions 3b and 4b in the axial direction of the rotor 2b, and positions the pad clip 21 in the axial direction. On the other hand, the respective pressing arm portions 23, 23 are folded back inwardly as shown in FIG. 5 to form elastic engagement portions 24, 24, and these elastic engagement portions 24, 24 are connected to each other. Of the outer peripheral edges in the radial direction of both the back plates 14a, 14a, they are brought into contact with the inner end edge near the rotor 2b. With this configuration, both the back plates 14a and 14a are given elasticity inward in the radial direction and elasticity in directions away from each other.

尚、上記両パッド１１ａ、１２ａの挙動、そのライニング１３ａ、１３ａの摩耗の進行や偏摩耗の発生に拘らず、上記各弾性係合部２４、２４と上記両裏板１４ａ、１４ａの端縁との当接状態を片当たりなく安定させる為に、当接部の面積を点接触に近くする事が好ましい。この為に、例えば図６（Ａ）に示す様に、上記両裏板１４ａ、１４ａの端縁に形成した円弧状凸部２５に上記各弾性係合部２４を当接させたり、或は図６（Ｂ）に示す様に、上記各弾性係合部２４に形成した凸曲面部２６を上記各裏板１４ａの端縁に当接させる。即ち、上記各弾性係合部２４、２４と上記両裏板１４ａ、１４ａの端縁とのうちの何れか一方を、相手側が凸となる曲面とする事で、上記ライニング１３ａ、１３ａの摩耗の進行に拘らず、上記押圧腕部２３の端部が上記裏板１４ａに片当たりせずに、上記当接状態を安定させられる。 Regardless of the behavior of the pads 11a and 12a, the progress of wear of the linings 13a and 13a, and the occurrence of uneven wear, the elastic engagement portions 24 and 24 and the edges of the back plates 14a and 14a In order to stabilize the abutting state without contact, it is preferable that the area of the abutting portion is close to point contact. For this purpose, for example, as shown in FIG. 6A, the elastic engagement portions 24 are brought into contact with arcuate convex portions 25 formed at the edges of the two back plates 14a, 14a. As shown in FIG. 6 (B), the convex curved surface portion 26 formed on each elastic engagement portion 24 is brought into contact with the end edge of each back plate 14a. That is, any one of the elastic engagement portions 24 and 24 and the end edges of the two back plates 14a and 14a is formed as a curved surface having a convex side, so that the wear of the linings 13a and 13a is reduced. Regardless of the progress, the end of the pressing arm 23 does not come into contact with the back plate 14a, and the contact state can be stabilized.

更に、前記アウタボディ部３ｂ及びインナボディ部４ｂの径方向内寄り部分に、これら両ボディ部３ｂ、４ｂ毎に独立した係止ピン２７ａ、２７ｂを、これら両ボディ部３ｂ、４ｂ毎に２本ずつ設けている。これら各係止ピン２７ａ、２７ｂはそれぞれ、これら両ボディ部３ｂ、４ｂの径方向内端部で周方向両端部近傍位置に形成した取付孔２８ａ、２８ｂにそれぞれの基半部を内嵌した状態で、ボルト２９、２９により、上記両ボディ部３ｂ、４ｂに固定している。この状態で上記各係止ピン２７ａ、２７ｂの一部外周面が、上記両パッド１１ａ、１２ａの裏板１４ａ、１４ａのうちの何れかの裏板１４ａの径方向内端縁に、前記パッドクリップ２１の弾力に基づいて当接する。 Further, two locking pins 27a and 27b, which are independent for each of the body parts 3b and 4b, are provided on the radially inward portions of the outer body part 3b and the inner body part 4b. Provided. Each of the locking pins 27a and 27b is in a state in which the base half portion is fitted in the mounting holes 28a and 28b formed at the positions in the vicinity of both ends in the circumferential direction at the radially inner end portions of the body portions 3b and 4b. The bolts 29 and 29 are fixed to the body parts 3b and 4b. In this state, a part of the outer peripheral surface of each of the locking pins 27a and 27b is formed on the inner edge in the radial direction of the back plate 14a of the back plates 14a and 14a of the pads 11a and 12a. The contact is made based on the elasticity of 21.

上述の様に構成する本実施例の対向ピストン型ディスクブレーキの場合、アルミニウム合金から成る、前記一体型のキャリパ５ｂの剛性を、コストを抑えつつ向上させられる。即ち、上記アウタ、インナ両ボディ部３ｂ、４ｂのうちで両端の連結部６ａ、６ａ同士の間部分を、ヤング率の大きい前記両外側結合ピン１６、１６と１本の中間結合ピン１７との、合計３本の結合ピン１６、１７により結合しているので、上記キャリパ５ｂの剛性を向上させられる。この点に就いて、以下に、詳しく説明する。 In the case of the opposed piston type disc brake of the present embodiment configured as described above, the rigidity of the integrated caliper 5b made of an aluminum alloy can be improved while reducing costs. That is, between the outer and inner body parts 3b and 4b, the part between the connecting parts 6a and 6a at both ends is connected to the outer coupling pins 16 and 16 having a large Young's modulus and one intermediate coupling pin 17. Since the three connecting pins 16 and 17 are combined, the rigidity of the caliper 5b can be improved. This point will be described in detail below.

制動時には、前記各アウタシリンダ７ｃ、７ｃ及びインナシリンダ８ｃ、８ｃに嵌装した、前記アウタピストン９ｃ、９ｃ及びインナピストン１０ｃ、１０ｃの押し出しに伴って、前記アウタ、インナ両パッド１１ａ、１２ａを前記ロータ２ｂの両側面に押圧する。この様に両パッド１１ａ、１２ａをロータ２ｂに押圧する事に伴う反力として、上記各シリンダ７ｃ、８ｃを設置した上記両ボディ部３ｂ、４ｂには、互いに離れる方向の力が加わる。又、上記両パッド１１ａ、１２ａを構成するライニング１３ａ、１３ａと上記ロータ２ｂとの摩擦により生じる熱により、上記キャリパ５ｂの温度が上昇し、このキャリパ５ｂを構成するアルミニウム合金のヤング率が低下し、その分、このキャリパ５ｂ自体の剛性も低下する。 At the time of braking, the outer and inner pads 11a, 12a are moved to the outer cylinders 7c, 7c and the inner cylinders 8c, 8c by pushing out the outer pistons 9c, 9c and the inner pistons 10c, 10c. Press against both sides of the rotor 2b. As a reaction force accompanying pressing the pads 11a and 12a against the rotor 2b in this way, forces in directions away from each other are applied to the body portions 3b and 4b where the cylinders 7c and 8c are installed. Further, the heat generated by friction between the linings 13a and 13a constituting the pads 11a and 12a and the rotor 2b raises the temperature of the caliper 5b, and the Young's modulus of the aluminum alloy constituting the caliper 5b is lowered. Accordingly, the rigidity of the caliper 5b itself also decreases.

この為、何らの対策も施さない場合には、制動力を高めるべく上記各シリンダ７ｃ、８ｃ内の油圧を高くする程、上記両ボディ部３ｂ、４ｂ同士の間隔が拡がる方向に変形する。この結果、ブレーキペダルの踏み込み量（ペダルストローク）と得られる制動力とが比例しなくなり、運転者に違和感を与える。これに対して本実施例の場合には、上記各結合ピン１６、１７が上記両ボディ部３ｂ、４ｂ同士の間隔が拡がる方向に変形する事を極力防止する。この為、上記踏み込み量と制動力とをほぼ比例させる事ができて、ブレーキペダルの操作感が向上する。 For this reason, when no countermeasure is taken, the higher the hydraulic pressure in each of the cylinders 7c, 8c is, the higher the braking force is, the more the deformation between the body parts 3b, 4b increases. As a result, the amount of depression of the brake pedal (pedal stroke) and the obtained braking force are not proportional, giving the driver a sense of incongruity. On the other hand, in the case of the present embodiment, the connecting pins 16 and 17 are prevented from being deformed in the direction in which the distance between the body parts 3b and 4b is increased. For this reason, the depression amount and the braking force can be made substantially proportional to each other, and the operational feeling of the brake pedal is improved.

又、上記両外側結合ピン１６、１６は制動時に上記両パッド１１ａ、１２ａに加わるブレーキトルクを支承する役目を、上記中間結合ピン１７は前記パッドクリップ２１の中央係合部２２を係止する役目を、それぞれ兼ね備えている。即ち、制動時に上記両パッド１１ａ、１２ａには、上記ライニング１３ａ、１３ａと上記ロータ２ｂとの摩擦に伴って、このロータ２ｂの回転方向に向かう力（ブレーキトルク）が加わる。この様なブレーキトルクは、上記キャリパ５ｂの一部で支承する必要があるが、このキャリパ５ｂがアルミニウム合金製である場合には、制動の繰り返しに伴う摩耗を抑える事を考慮すれば、アルミニウム合金に比べて摩耗しにくい材料製のアンカ部材により、上記ブレーキトルクを支承する必要がある。本実施例の場合、上記両外側結合ピン１６、１６が、このブレーキトルクを支承する、摩耗しにくい材料製のアンカ部材として機能する。又、上記中間結合ピン１７は、上記両パッド１１ａ、１２ａのがたつき防止の為に必須である、上記パッドクリップ２１を係止する為に必要な機能を兼ね備えている。この様に本実施例の場合には、上記キャリパ５ｂの剛性を確保する為にのみ、上記各結合ピン１６、１７を設けているのではない。従って、上記キャリパ５ｂの剛性を確保する為のコスト上昇を抑えられる。尚、上記ブレーキトルクを支承する部材を上記各外側結合ピン１６、１６とする事で、ロータ２ｂと前記両ボディ部３ｂ、４ｂとの間に存在する軸方向のスペースが広がり、上記キャリパ５ｂの径方向内側と径方向外側との間及び周方向での空気の流通を円滑にし、制動時に発生する熱を周囲に放散し易くなる効果も得られる。 Further, the outer coupling pins 16 and 16 serve to support the brake torque applied to the pads 11a and 12a during braking, and the intermediate coupling pin 17 serves to lock the center engaging portion 22 of the pad clip 21. Have both. That is, during braking, a force (brake torque) in the rotational direction of the rotor 2b is applied to both the pads 11a and 12a along with the friction between the linings 13a and 13a and the rotor 2b. Such a brake torque needs to be supported by a part of the caliper 5b. If the caliper 5b is made of an aluminum alloy, the aluminum alloy can be used in consideration of suppressing wear caused by repeated braking. The brake torque needs to be supported by an anchor member made of a material that is less likely to be worn. In the case of the present embodiment, the both outer coupling pins 16 and 16 function as anchor members made of a material that resists wear and supports the brake torque. The intermediate coupling pin 17 also has a function necessary for locking the pad clip 21, which is essential for preventing the pads 11a and 12a from rattling. Thus, in the case of the present embodiment, the connecting pins 16 and 17 are not provided only for securing the rigidity of the caliper 5b. Therefore, an increase in cost for securing the rigidity of the caliper 5b can be suppressed. By using the outer coupling pins 16 and 16 as members for supporting the brake torque, the axial space existing between the rotor 2b and the body parts 3b and 4b is widened, and the caliper 5b The effect of facilitating the circulation of air between the radially inner side and the radially outer side and in the circumferential direction and facilitating the dissipation of heat generated during braking to the surroundings is also obtained.

又、上記各結合ピン１６、１７と、上記パッドクリップ２１と、前記各係止ピン２７ａ、２７ｂとを適切に配置しているので、上記両パッド１１ａ、１２ａの姿勢を、非制動時、制動時に拘らず安定させる事ができる。即ち、非制動時には、上記中間結合ピン１７と上記両パッド１１ａ、１２ａを構成する裏板１４ａ、１４ａの径方向外周縁との間に設けた上記パッドクリップ２１の押圧腕部２３、２３が、これら両裏板１４ａ、１４ａの径方向内周縁を、上記各係止ピン２７ａ、２７ｂに押し付ける。この為、走行に伴う振動等により、上記両パッド１１ａ、１２ａががたつく事はない。上記各係止ピン２７ａ、２７ｂと上記裏板１４ａ、１４ａとの当接位置は、上記両ボディ部３ｂ、４ｂの径方向内側に存在する為、この裏板１４ａ、１４ａと上記各係止ピン２７ａ、２７ｂとの当接状態は安定し、上記がたつきの防止効果を十分に得られる。 In addition, since the coupling pins 16, 17, the pad clip 21, and the locking pins 27a, 27b are appropriately arranged, the postures of the pads 11a, 12a are set to be braked when not braked. It can be stabilized regardless of time. That is, at the time of non-braking, the pressing arm portions 23 and 23 of the pad clip 21 provided between the intermediate coupling pin 17 and the radially outer peripheral edges of the back plates 14a and 14a constituting both the pads 11a and 12a, The radially inner peripheral edges of the two back plates 14a and 14a are pressed against the locking pins 27a and 27b. For this reason, the two pads 11a and 12a do not rattle due to vibrations or the like accompanying traveling. Since the contact positions of the respective locking pins 27a, 27b and the back plates 14a, 14a exist on the inner side in the radial direction of the both body portions 3b, 4b, the back plates 14a, 14a and the respective locking pins The contact state with 27a, 27b is stable, and the effect of preventing rattling can be sufficiently obtained.

又、制動時には上記両パッド１１ａ、１２ａに、周方向端縁と何れかの外側結合ピン１６との当接部を中心として、これら両パッド１１ａ、１２ａを径方向内方に回動させる方向のモーメントが加わる。例えば、図３で前記ロータ２ｂが反時計方向に回転するとした場合、上記両パッド１１ａ、１２ａには、このロータ２ｂの側面とライニング１３ａとの摩擦面のほぼ中心であるＯ点の接線方向に、ブレーキトルクＦが加わる。このブレーキトルクＦの作用方向は、上記両パッド１１ａ、１２ａの裏板１４ａと一方（図３の左方）の外側係合ピン１６との当接位置よりも径方向内側に存在するので、上記両パッド１１ａ、１２ａには、この当接位置を中心として図３の時計方向のモーメントＭが加わる。そして、このモーメントＭにより、上記両パッド１１ａ、１２ａの裏板１４ａ、１４ａの内周縁が、係止ピン２７ａ、２７ｂに押し付けられる。この結果、上記両パッド１１ａ、１２ａの姿勢が安定して、制動力を安定させると共に、制動時にこれら両パッド１１ａ、１２ａが振動する事を抑えて、制動時に発生する騒音の低減を図れる。 Further, at the time of braking, both the pads 11a and 12a are rotated inward in the radial direction around the contact portion between the circumferential edge and one of the outer coupling pins 16. Moment is added. For example, when the rotor 2b is rotated counterclockwise in FIG. 3, the pads 11a and 12a are in the tangential direction of point O, which is substantially the center of the friction surface between the side surface of the rotor 2b and the lining 13a. Brake torque F is applied. The acting direction of the brake torque F exists radially inward from the contact position between the back plate 14a of both the pads 11a and 12a and one of the outer engagement pins 16 (left side in FIG. 3). The moment M in the clockwise direction in FIG. 3 is applied to both the pads 11a and 12a around the contact position. Then, by this moment M, the inner peripheral edges of the back plates 14a, 14a of the pads 11a, 12a are pressed against the locking pins 27a, 27b. As a result, the postures of the pads 11a and 12a are stabilized, the braking force is stabilized, and vibrations of the pads 11a and 12a are suppressed during braking, so that noise generated during braking can be reduced.

又、本実施例の場合には、上記各結合ピン１６、１７として、円管状で両端部にねじ孔を設けたものを使用している。この為、これら各結合ピン１６、１７の軽量化を図れる。又、上記ねじ孔を加工する為の下孔を加工する工程が不要になり、このねじ孔を備えた上記各結合ピン１６、１７の加工コストを低く抑えられる。
又、本実施例の場合には、前記両ボディ部３ｂ、４ｂの両ピン支持部１８ａ、１８ｂの外側面１８ｄ同士の自由状態でのピッチは、上記各結合ピン１６、１７の軸方向長さよりも０．１mm程度長く設定している。従って、前記各結合ねじ２０ａ、２０ｂを螺合し更に緊締た状態では、上記両ボディ部３ｂ、４ｂ同士の間隔が広がらない方向の力が加わる。尚、上記外側面１８ｄ同士の自由状態でのピッチを、上記各結合ピン１６、１７の軸方向長さよりも長い程度が０．１mmよりも大きくなる様に設定して、これら各結合ねじ２０ａ、２０ｂを螺合し更に緊締た状態でも、前記結合ねじ２０ａ、２０ｂの頭部の座面２０ｃと上記各結合ピン１６、１７の端面とが当接しない様にしても良い。要は、上記各結合ねじ２０ａ、２０ｂを螺合し更に緊締た状態で、これら各結合ねじ２０ａ、２０ｂにより、上記ボディ部３ｂ、４ｂに、互いの間隔が広がらない方向の力を付与できれば良い。
又、本実施例の場合には、両外側結合ピン１６、１６同士の周方向のピッチＰ₁₆よりも、上記各係止ピン２７ａ、２７ｂ同士の周方向のピッチＰ₂₇を短く（Ｐ₁₆＞Ｐ₂₇）している。この為、パッド組み付け時及びライニング１４ａ、１４ａが摩耗したパッドを新しいパッドと交換する場合等に、上記両パッド１１ａ、１２ａの着脱作業を、上記中間結合ピン１７を外した状態で径方向外側から容易に行なえる。しかも、上記各係止ピン２７ａ、２７ｂが上記両パッド１１ａ、１２ａが必要以上に径方向内方に入り込む事を防止するので、これら両パッド１１ａ、１２ａが、前記キャリパ５ｂ径方向内側に脱落する事を確実に防止できる。
尚、上記各結合ピン１６、１７の両端部と前記両ピン支持部１８ａ、１８ｂとを結合する構造は、図２及び図７（Ａ）に示す様な、１対の結合ねじ２０ａ、２０ｂによる構造以外に、図７（Ｂ）（Ｃ）に示す様な構造も採用できる。このうちの図７（Ｂ）に示した構造は、ボルト状の結合ピンの先端部にナットを螺合させたもの、図７（Ｃ）に示した構造は、ボルト状の結合ピンの先端面にねじを螺合させたものである。 In the case of this embodiment, the connecting pins 16 and 17 are circular and provided with screw holes at both ends. For this reason, weight reduction of each of these coupling pins 16 and 17 can be achieved. Further, the process of machining the pilot hole for machining the screw hole is not required, and the machining cost of the connecting pins 16 and 17 provided with the screw hole can be kept low.
In the case of the present embodiment, the pitch in the free state between the outer side surfaces 18d of the pin support portions 18a and 18b of the body portions 3b and 4b is determined by the axial length of the coupling pins 16 and 17. Is set to about 0.1 mm longer. Therefore, when the coupling screws 20a and 20b are screwed together and further tightened, a force is applied in such a direction that the distance between the body parts 3b and 4b is not widened. The pitch in the free state between the outer surfaces 18d is set so that the length longer than the axial length of each of the coupling pins 16, 17 is larger than 0.1 mm, and each of these coupling screws 20a, Even in a state where the screw 20b is screwed and further tightened, the seat surface 20c of the head of the coupling screw 20a, 20b and the end surface of the coupling pin 16, 17 may not contact each other. In short, it is only necessary to apply a force in the direction in which the distance between the body parts 3b and 4b is not widened to each of the body parts 3b and 4b with the coupling screws 20a and 20b being screwed and further tightened. .
Further, in the case of the embodiment, than the pitch P ₁₆ in the circumferential direction between the two outer coupling pins 16, 16, each locking pin 27a, the pitch P ₂₇ in the circumferential direction of 27b between short (P _16> and P ₂₇₎ and. For this reason, when assembling the pad and when the pad with worn linings 14a, 14a is replaced with a new pad, the detaching work of both the pads 11a, 12a is performed from the outside in the radial direction with the intermediate coupling pin 17 removed. It can be done easily. In addition, the locking pins 27a and 27b prevent the pads 11a and 12a from entering inward in the radial direction more than necessary, so that both the pads 11a and 12a drop out radially inward of the caliper 5b. You can definitely prevent things.
In addition, the structure which couple | bonds the both ends of each said coupling pin 16 and 17 and said both pin support parts 18a and 18b is based on a pair of coupling screws 20a and 20b as shown in FIG.2 and FIG.7 (A). In addition to the structure, a structure as shown in FIGS. 7B and 7C can also be employed. Of these, the structure shown in FIG. 7B is a structure in which a nut is screwed to the tip of a bolt-shaped coupling pin, and the structure shown in FIG. The screw is screwed together.

本発明の実施例を示す正面図。The front view which shows the Example of this invention. 同部分切断平面図。The partial cutting top view. 図２のＡ−Ａ断面図。AA sectional drawing of FIG. 図３のＢ−Ｂ断面図。BB sectional drawing of FIG. 同Ｃ−Ｃ断面図。CC sectional drawing. パッドクリップの押圧片とパッドの裏板との係合状態の２例を示す、図５のＤ矢視図。The D arrow line view of FIG. 5 which shows two examples of the engagement state of the pressing piece of a pad clip, and the back plate of a pad. 結合ピンの支持構造の３例を示す部分断面部。The partial cross section which shows three examples of the support structure of a coupling pin. 従来から知られているディスクブレーキの第１例を示す斜視図。The perspective view which shows the 1st example of the disk brake conventionally known. 同第２例を示す部分切断平面図。The partial cutting top view which shows the 2nd example. 図９の下方から見た図。The figure seen from the lower part of FIG. キャリパをアルミニウム合金製とした場合に、鋼製の結合ピンの有無が温度上昇に伴う剛性の低下に及ぼす影響を示す線図。The diagram which shows the influence which the presence or absence of a steel coupling pin has on the decrease in rigidity accompanying a temperature rise when the caliper is made of an aluminum alloy.

Explanation of symbols

１、１ａ、１ｂディスクブレーキ
２、２ａ、２ｂロータ
３、３ａ、３ｂアウタボディ部
３ｃアウタボディ部の（周方向）内幅部
４、４ａ、４ｂインナボディ部
４ｃインナボディ部の（周方向）内幅部
５、５ａ、５ｂキャリパ
６、６ａ連結部
７ａ、７ｂ、７ｃアウタシリンダ
８ａ、８ｂ、８ｃインナシリンダ
９ａ、９ｂ、９ｃアウタピストン
１０ａ、１０ｂ、１０ｃインナピストン
１１、１１ａアウタパッド
１２、１２ａインナパッド
１３、１３ａライニング
１４、１４ａ裏板
１４ｂ裏板の周方向両端縁
１５支持段部
１６外側結合ピン
１７中間結合ピン
１８ａ、１８ｂピン支持部
１８ｃボディ部の内壁部
１８ｄピン支持部の外側面
１９ａ、１９ｂ支持孔
２０ａ、２０ｂ結合ねじ
２０ｃ結合ねじの頭部の座面
２１パッドクリップ
２２中央係合部
２３押圧腕部
２４弾性係合部
２５円弧状凸部
２６凸曲面部
２７ａ、２７ｂ係止ピン
２８ａ、２８ｂ取付孔
２９ボルト 1, 1a, 1b Disc brake 2, 2a, 2b Rotor 3, 3a, 3b Outer body part 3c (circumferential) inner width part 4, 4a, 4b Inner body part 4c Inner body part (circumferential) inner width Part 5, 5a, 5b Caliper 6, 6a Connecting part 7a, 7b, 7c Outer cylinder 8a, 8b, 8c Inner cylinder 9a, 9b, 9c Outer piston 10a, 10b, 10c Inner piston 11, 11a Outer pad 12, 12a Inner pad 13 , 13a Lining 14, 14a Back plate 14b Both edges in the circumferential direction of the back plate 15 Support step portion 16 Outer connection pin 17 Intermediate connection pin 18a, 18b Pin support portion 18c Inner wall portion 18d of the body portion Outer surfaces 19a, 19b of the pin support portion Support holes 20a, 20b Coupling screw 20c Seating surface 21 of coupling screw head Pad Clip 22 Center engaging portion 23 Pressing arm portion 24 Elastic engaging portion 25 Arc-shaped convex portion 26 Convex curved surface portions 27a and 27b Locking pins 28a and 28b Mounting hole 29 Bolt

Claims

A caliper that integrates an outer body portion and an inner body portion that are provided with a rotor that rotates together with the wheels, a cylinder that is provided opposite to each other on these body portions, and a liquid-tight and above-mentioned inside each of these cylinders In a counter-piston disc brake comprising a piston fitted in a freely displaceable manner in the axial direction of the rotor and a pair of pads that are supported in a freely displaceable manner in the axial direction, A plurality of locking pins projecting toward the rotor are provided for each of these body parts so that the inner radial edges of the pads can be brought into contact with each other on the inner side in the direction, and more radially outward than the outer peripheral edge of the rotor. An intermediate pin is provided in the state where it is bridged between the two body parts, and a clip made of an elastic material is provided between the intermediate pin and the radially outer peripheral edge of the two pads. A pair of coupling pins are arranged on both sides in the circumferential direction of the intermediate pin in the radially outer portion than the outer peripheral edge of the rotor so as to abut against or be in close proximity to both ends of the rotor in the circumferential direction of the pads, And the space between the two body parts is provided so as to be able to be restricted in the rotor axial direction, and both the coupling pins are made of a metal material having a Young's modulus larger than that of the metal material constituting the caliper. Opposite piston type disc brake characterized by that.

The both coupling pins are inserted into support holes formed at positions where the two body parts are aligned with each other, and are further assembled to the two body parts by screwing a male screw and a female screw. Opposed piston type disc brake.

The opposed piston type disc brake according to any one of claims 1 and 2, wherein the caliper is made of an aluminum alloy, and the both coupling pins are made of iron or an iron-based alloy.

The both coupling pins are provided with screw holes that are open at both end faces at least at both ends, and both ends are coupled and fixed to the body parts by screws screwed into the screw holes. The opposed piston type disc brake according to any one of claims 1 to 3.

The opposed piston type disc brake according to any one of claims 1 to 4, wherein a pitch in the circumferential direction between the locking pins is shorter than a pitch in the circumferential direction between the coupling pins.

The intermediate pin is an intermediate coupling pin made of a metal material having a Young's modulus larger than that of the metal material constituting the caliper, and the intermediate coupling pin is formed in a support hole formed at a position where the two body portions are aligned with each other. The opposed piston type disc brake according to any one of claims 1 to 5, wherein the opposed piston type disc brake is inserted and further assembled to both the body portions by screwing of a male screw and a female screw.