JP2006029467A - Disc brake operating device comprising boosting mechanism for parking - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a disc brake operating device comprising a boosting mechanism for parking capable of reducing rotational frictional resistance of a cam shaft without needing much time in processing a caliper, and stably providing braking force of high boosting ratio. <P>SOLUTION: The boosting mechanism (PM) for packing is composed of a parking lever 23 having the cam shaft 25 at its one end, and a toggle link assembly (TA) driven by the rotation of the cam shaft 25. The assembly (TA) is composed of a rotor-side link 27 connected with an adjustment spindle 19a at its one end, and a anti-rotor-side link 29 connected with a housing 31 at its one end, and an adjustment spindle 19a and a cylindrical guide 37 for slidably supporting the cam shaft 25 mounted orthogonally to the adjustment spindle 19a, are fixed in a cylindrical hole 31a formed on the housing 31. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a disc brake actuating device having a parking boosting operation mechanism on one end side of a caliper that slidably supports a piston incorporating an adjuster mechanism.

  Conventionally, a booster operating mechanism for parking of a disc brake actuator using a wedge, a ball ramp, or a cam has been known, but any of them can obtain a high boost ratio with respect to an increase in brake lever stroke. In order to obtain this, for example, the size of the mechanism, such as increasing the length of the parking lever that operates the cam, and the complexity of the shape and structure have been forced. For this reason, what uses a toggle link in order to obtain a higher boost ratio is also known (for example, refer patent document 1).

  FIG. 8 is a partial cross-sectional view of a parking boost operation mechanism provided with a toggle link in such a conventional disc brake operating device. By rotating the parking lever 1 in the direction of the arrow, one end of the parking lever is shown. The camshaft 2 provided in FIG. 1 rotates, and one toggle link 3 arranged symmetrically pushes the adjusting spindle 4 leftward to actuate a brake piston (not shown), while simultaneously moving the other toggle link 5 to the right. The caliper 6 is pushed in the direction and the caliper 6 is operated so that the pair of brake pads press the brake disc with a high boost ratio to perform the brake operation. Since the camshaft 2 is supported by the slide holes 6a, 6a formed in the caliper 6 so as to be movable in a direction parallel to the axial direction of the adjusting spindle 4, the rotation of the camshaft 2 is supported. It was effective in reducing the dynamic frictional resistance.

JP-A-60-65920 (FIG. 3)

  However, the conventional parking boosting operation mechanism using such a toggle link has sliding holes 6b and 6b for sliding the adjusting spindle 4 in the caliper 6 and two surfaces arranged orthogonal to the adjusting spindle 4. The sliding holes 6a, 6a of the cam shaft 2 having a width must be formed. Apart from the processing of the sliding hole 6b, grinding the sliding hole 6a having the two-sided width of the camshaft 2 from the outside of the caliper 6 belongs to a difficult class in processing technology and takes a long time.

  The present invention has been made paying attention to such problems, and does not require much time for caliper processing, reduces the rotational frictional resistance of the camshaft, and stabilizes the braking force with a high boost ratio. It is an object of the present invention to provide a disc brake actuating device having a parking boosting operation mechanism that can be applied.

In order to solve the above-mentioned problem, a disc brake actuating device having a parking boost operation mechanism according to claim 1 of the present invention is provided on one end side of a caliper that slidably supports a piston incorporating an adjuster mechanism. In the disc brake actuating device provided with the boosting mechanism for parking, the booster operating mechanism comprises a parking lever having a cam shaft at one end and a toggle link assembly driven by rotation of the cam shaft, The toggle link assembly includes a rotor-side link having one end connected to the adjustment spindle of the adjuster mechanism, and a counter-rotor-side link having one end connected to a housing provided at the rear end of the caliper. An adjustment spindle and a camshaft arranged orthogonal to the adjustment spindle are slid into a cylindrical hole formed at one end of the adjustment spindle. Cylindrical guide which supports are configured with fixed.
According to the present invention, not only can the braking force of the high boost ratio be provided by the toggle link, but also the adjustment spindle and the camshaft are slidably supported by the cylindrical guide, so that the housing formed at the rear end of the caliper has a cylindrical shape. A circular cylinder hole (cylindrical hole) for fixing the guide can be machined and formed from one end of the housing, and a complex two-sided sliding hole for slidingly supporting the camshaft is provided from the outside of the housing There is no need, and only the cylindrical processing of the camshaft insertion port is sufficient.

According to a second aspect of the present invention, there is provided a disc brake actuating device including the parking boost operating mechanism according to the first aspect, wherein the adjusting spindle includes the parking boost operating mechanism. Is slidably supported on the inner surface of the cylindrical guide, and the camshaft is slidably supported by a pair of notch grooves formed in the cylindrical portion of the cylindrical guide.
According to this invention, since the camshaft is slidably supported by the pair of notch grooves, the rotational friction resistance of the camshaft is small, and the groove width of the notch groove of the cylindrical guide is set in accordance with the shaft diameter of the camshaft. Since it can be formed, it can correspond to various camshafts having different shaft diameters.
Further, since the position of the cutout groove of the cylindrical guide can be freely set, the axes of the adjusting spindle and the camshaft need not be on the same plane, and the degree of freedom in design is great.

A disc brake actuating device provided with the parking boost operating mechanism according to claims 3 and 4 of the present invention is a disc brake actuating device provided with the parking boost operating mechanism according to claim 1 or 2. The cylindrical guide is attached to a plug fixed to the bottom of the cylindrical hole of the housing through a rotation preventing portion so as not to rotate, the cylindrical guide is engaged with the plug, the adjusting spindle, the toggle link assembly, and A camshaft is integrally assembled in the cylindrical guide.
According to the present invention, the cylindrical guide can be easily fixed to the housing, and the adjusting spindle, the toggle link assembly and the camshaft can be compactly accommodated in the cylindrical guide. If the cylindrical guide is removed from the housing, each part can be easily disassembled.

According to a fifth aspect of the present invention, there is provided a disc brake actuating device including the parking boost operating mechanism according to the third aspect, wherein the disc brake operating device includes the parking boost operating mechanism according to the third aspect. The side link is connected to the housing via the plug.
According to this invention, the thrust from the non-rotor side link can be reliably transmitted to the caliper while minimizing deformation and wear between the toggle link and the housing. Further, even if the shape and position of the toggle link assembly are changed, the shape of the housing can be used without changing the shape of the housing by replacing only the plugs having different shapes and positions of the concave ends that come into contact with the non-rotor side link.

According to a sixth aspect of the present invention, there is provided a disc brake actuator having a parking boost operating mechanism according to any one of the first to fifth aspects. The camshaft has an axial hole and two radial holes formed in the outer peripheral surface of the camshaft communicating with the axial hole, and the pair of toggle links pass through the respective radial holes and the other end. Is inscribed in the axial hole.
According to the present invention, since the other end of the toggle link is inscribed in the axial hole of the camshaft, the design can be made without depending on the wall thickness strength of the central portion of the camshaft, and both the toggle links are close to each other. Since it can be arranged, the required boost ratio can be ensured without increasing the length of the parking lever.

According to a seventh aspect of the present invention, there is provided a disc brake actuating device including the parking boost operating mechanism according to the sixth aspect, wherein the disc brake actuating device includes the parking boost operating mechanism according to the sixth aspect. The inscribed position of the link is a point symmetrical position beyond the axis of the camshaft.
According to the present invention, the rotational force of the camshaft can be transmitted to both toggle links under the same conditions, and the other end sides of both toggle links overlap, so that the lever ratio after the parking operation is abrupt. The rise can be suppressed.

A disc brake actuating device comprising the parking boost operating mechanism according to claim 8 of the present invention is the disc brake actuating device comprising the parking boost operating mechanism according to claim 6 or 7, wherein The axial hole is formed by processing two circular holes.
According to the present invention, by selecting the size and position of a circle for circular hole processing, the shape and position of the portion inscribed by the toggle link can be set to an optimum one according to the design.

A disc brake actuating device provided with a parking boost operating mechanism according to claim 9 of the present invention is the disc brake actuating device provided with the parking boost operating mechanism according to claim 8, wherein the two Each of the axial holes formed by circular hole processing is provided with a link sheet.
According to this invention, the wear resistance of the contact portion between the toggle link and the camshaft can be improved by the link sheet, and the shape of the portion where the toggle link can be inscribed by the link sheet can be designed in more detail.

  Examples of the present invention will be described below.

  A first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a cross-sectional view of the entire main part of a disc brake actuator equipped with a parking boost operating mechanism according to a first embodiment of the present invention. FIG. 2 shows a camshaft and a link seat in the parking boost operating mechanism according to the first embodiment. 3 is an exploded perspective view of the adjusting spindle and the cylindrical guide in the parking boost operation mechanism, FIG. 4 is an assembly perspective view of the parking boost operation mechanism, and FIG. 5 is also a parking boost. FIG. 6 is an operation state diagram of the parking boost operation mechanism for explaining the lever ratio with respect to the camshaft rotation angle and the stroke change of the adjusting spindle. a) Initial state, (b) Cam shaft rotated 2.4 ° by parking lever, (c) Cam shaft rotated 5.1 ° in the same manner. Similarly, the state (d) shows a state where the camshaft is rotated by 8.1 °.

  As shown in FIG. 1, the disc brake actuating device of the present invention comprises a fluid actuated service brake mechanism (SM) comprising a caliper 13 and a piston assembly 15, and a parking boosting operation mechanism (PM). . The piston assembly 15 includes a piston 17 that receives fluid pressure when the service brake is applied and slides within the caliper 13, and an adjuster assembly 19 for brake pad wear compensation and over-adjustment prevention. The caliper 13 is slidably supported with respect to the fixed support 14.

  A conventionally known reversible screw type adjuster assembly 19 is used. This reversible screw type adjuster includes an adjustment spindle 19a having a reversible screw, an adjustment sleeve 19b screwed to the spindle 19a, a bearing 19c for supporting the rotation of the adjustment sleeve 19b, a spring 19d, and the like. If the wear of the pads 21 and 22 exceeds a specified value, the adjustment sleeve 19b moves forward with respect to the adjustment spindle 19a, and the retracted position of the piston 17 moves forward when the brake is released to compensate the wear of the brake pads 21 and 22. The

  If excessive brake fluid pressure is applied to the piston 17, the adjusting sleeve 19b cannot rotate with respect to the adjusting spindle 19a, and the adjusting spindle 19a resists the spring force of the spring 19d. In addition, since it moves forward, over-adjustment is prevented.

  The parking boost operation mechanism (PM) includes a parking lever 23 and a camshaft 25. When the parking lever 23 is operated by a brake wire and the camshaft 25 rotates, a pair of toggle links (hereinafter simply referred to as “links”). The toggle link assembly (TA) with 27, 29 (possibly) is driven. The toggle link assembly (TA) is housed in the camshaft 25, and one end of the toggle link protrudes from the camshaft 25 and engages with the concave end portion 20c (see FIG. 3) of the adjustment spindle 19a so as to be swingable. The rotor link 27 is configured as a rotor-side link 27. One of the toggle links protrudes from the cam shaft 25 and engages with a concave end portion 33b (see FIG. 3) of a hard plug 33 provided on the housing 31 so as to be swingable. The non-rotor side link 29 is configured.

  The hard plug 33 is formed of a material harder than the housing 31, and the thrust from the non-rotor side link 29 is received by the hard plug 33 to suppress deformation and wear between the toggle link and the housing as much as possible. 3 can be reliably transmitted. Further, even if the shape and position of the toggle link assembly (TA) is changed, it can be used without changing the shape of the housing 31 by replacing only the plugs 33 having different shapes and positions of the concave end portion 33b.

  The plug 33 is locked to the bottom of the cylindrical hole 31a of the housing 31 by a pin 35 so that the plug 33 cannot be rotated. A cylindrical guide 37 that is also non-rotatably engaged with the plug 33 is fixed to the housing 31 so as not to move. Has been. That is, the cylindrical guide 37 inserted into the cylindrical hole 31 a is prevented from moving in the axial direction by the plug 33 and the retaining clip 39, and is prevented from moving in the rotational direction by the plug 33.

  The head 20b of the adjustment spindle 19a is slidable in the direction of the central axis XX of the adjustment spindle 19a while being always urged rightward (in FIG. 1) by the spring 19d to the cylindrical inner surface 37a of the cylindrical guide 37. It is supported. On the other hand, the camshaft 25 is disposed so as to be orthogonal to the central axis XX, and is fitted into a pair of notch grooves 37b and 37b (see FIG. 3) formed in the cylindrical guide 37, and similarly to the adjustment spindle 19a. It is slidably supported in the central axis XX direction. Thus, the cylindrical guide 37 supports the adjusting spindle 19a and the camshaft 25 so as to be slidable in the direction of the central axis XX. Therefore, the housing 31 has a cylindrical hole 31a into which the cylindrical guide 37 can be fitted, and a camshaft described later. It is only necessary to form the insertion port 31b (see FIG. 4), and it is not necessary to perform complicated processing, particularly difficult two-sided width processing on the housing.

  Next, the details of each component of the parking boost operation mechanism and the assembly procedure will be described with reference to FIGS.

  FIG. 2 is an exploded perspective view of the camshaft and the link sheet in the parking boost operation mechanism. The pair of crescent-shaped link sheets 41 and 41 are integrated by sandwiching the sheet guides 43 and 43 at their left and right ends. It is assembled in a state and inserted into the axial hole 25A of the camshaft 25. Concave portions 41a and 41a are formed on the inner surfaces of the link sheets 41 and 41 so that the other ends of the toggle links 27 and 29 can be swingably held. Thereby, the wear resistance of the contact portion of the toggle link can be improved, and the shape of the portion where the toggle link is inscribed by the link sheet can be designed in more detail.

  The axial hole 25A is formed in accordance with the shape of the outer peripheral surface of the sheet guides 43, 43. In this embodiment, the outer periphery of the sheet guides 43, 43 is formed in an arc shape in order to facilitate processing. Two circular holes are formed by circular hole machining. Further, two radial holes 25B for inserting the pair of toggle links 27 and 29 are formed on the outer peripheral surface 25a of the camshaft 25, and the radial holes 25B communicate with the axial hole 25A inside. Yes.

  FIG. 3 is an exploded perspective view of the adjusting spindle and the cylindrical guide in the parking boosting operation mechanism. The adjusting spindle 19a is a reversible screw portion 20a that is screwed with the adjusting sleeve 19b, and a head portion 20b that slides on the inner surface of the cylindrical guide 37. A spring 19d is disposed between the head 20b and a retaining clip 39 provided at one end of a cylindrical hole 31a formed in the housing 31.

  The cylindrical guide 37 is formed with a pair of cutout grooves 37b (only one side is shown) for slidingly guiding the camshaft 25, and the outer peripheral surface 25a of the camshaft 25 is supported by the cutout grooves 37b. The upper and lower cut edges 37b-1 and 37b-2 of the groove 37b are slidably guided in the direction of the axis XX of the adjusting spindle 19a.

  At the plug side end of the cylindrical guide 37, locking grooves 37c and 37c for fitting and locking with a pair of locking projections 33a and 33a formed on the plug 33 are provided and driven into the bottom of the cylindrical hole 31a. The locking grooves 37c and 37c of the cylindrical guide 37 are fitted into the locking protrusions 33a and 33a of the plug 33 which are locked so as not to rotate by the pin 35, so that the cylindrical guide 37 is inserted into the cylindrical hole 31a. It is fixed.

  FIG. 4 shows the assembly procedure of the parking boost operation mechanism. First, the plug 33 is fixed to the bottom surface of the cylindrical hole 31a formed in the housing 31 via the pin 35, and the adjustment spindle 19a, the spring 19d, With the clip 39 temporarily inserted into the cylindrical inner surface 37a of the cylindrical guide 37, a pair of cutout grooves 37b of the cylindrical guide 37 are inserted through an insertion port 31b formed in a direction perpendicular to the cylindrical hole 31a formed in the housing 31 of the camshaft 25. , 37b. When the camshaft 25 is inserted, the pair of link sheets 41 and 41 holding the sheet guides 43 and 43 are already accommodated in the axial holes 25A of the camshaft 25, and the rotor side and non-rotor side links 27 and 29 are linked to the link sheet 41. , 41 and its tip protrudes from the radial hole 25B of the camshaft 25.

  When the camshaft 25 is inserted into the cutout grooves 37b and 37b, the tip of the anti-rotor side link 29 is engaged with the concave end portion 33b of the plug 33, and the tip of the rotor side link 27 is engaged with the concave end portion 20c of the adjusting spindle 19a. In order to make contact, the cylindrical guide 37 is pushed into the cylindrical hole 31a together with the adjusting spindle 19a, and with the spring 19d inserted, the stop clip 39 is locked to the cylindrical hole 31a and the parking boost operation mechanism (PM ) Is assembled.

  The action and lever ratio (boost ratio) of the parking boost operation mechanism (PM) assembled in this way will be described with reference to FIG.

  When a brake wire (not shown) is connected to the one-end groove 23a of the parking lever 23 and the brake wire is pulled by the force F in the W direction at the point O ′, the camshaft 25 is shown in FIG. Rotate clockwise. At this time, since the camshaft 25 is rotated in a point contact state by the upper and lower cut-out edges 37b-1 and 37b-2 of the cylindrical guide 37, the rotational friction resistance received by the camshaft 25 is small. If the effective length from the point O to the acting point O ′ of the force F is L, a rotational torque of T = L × F is generated on the camshaft 25.

  One end of the rotor side link 27 is engaged with the concave end portion 20c of the adjusting spindle 19a, the other end is slidably engaged with the concave portion 41a of the link sheet 41, and one end of the non-rotor side link 29 is engaged with the concave end portion of the plug 33. Since the other end of the portion 33b is slidably engaged with the concave portion 41a of the link sheet 41, when the camshaft 25 rotates, the rotor side link 27 receives the axial thrust f through the adjustment spindle 19a. The non-rotor side link 29 transmits the axial thrust f to the other pad 21 via the plug 33 and the housing 31. As a result, the rotor is sandwiched between the two brake pads 21 and 22 to be braked.

  The other ends of the toggle links 27 and 29 extend beyond the center point O of the camshaft 25, and both are arranged in an overlapping state. At the initial stage of braking, the distance between the shaft centers of the toggle links 27 and 29 is d, the inclination angle with respect to the central axis XX is β, and the inclination direction of the toggle link when the rotational torque T acts on the camshaft 25 If the force generated in the (longitudinal direction) is f ′, T = d × f ′ (= L × F), and f is f′cos β. Therefore, the lever ratio (PM) of the parking boost operation mechanism (PM) Boost ratio) M = f / F = (L / d) × cos β.

  Here, the lever ratio with respect to the amount of rotation of the parking lever and the change in the stroke of the adjusting spindle 19a in the parking boost operating mechanism of the first embodiment fluctuate at a rate shown in FIG.

  FIG. 6A shows the initial state of the start of braking. The distance d between the shaft centers of the toggle links 27 and 29 is 4.1 mm, the inclination angle is β is 16.1 °, and the effective length of the parking lever 23. The length L is 45 mm, the lever ratio is (45 / 4.1) × cos 16.1 °, and the value is about 10.5 in calculation. This relatively large lever ratio is because the axial links 25A are formed in the central portion of the camshaft 25, the toggle links 27 and 29 are supported by the inner peripheral side wall portions, and the toggle links 27 and 29 are arranged close to each other.

  As shown in FIG. 8, the conventional one supports the toggle link in the vicinity of the central portion of the camshaft, so the distance d between the shaft centers cannot be set to a small value for reasons of strength. A large ratio is not possible. For this reason, if the toggle link is supported in the vicinity of the outer peripheral portion of the camshaft, it is conceivable that the shaft center separation distance d is set to a small value. However, as the camshaft rotates, the separation distance d suddenly increases. As a result, the lever ratio increases abruptly, braking becomes unstable, and the stroke of the adjusting spindle can hardly be obtained even if the camshaft rotation angle is large.

  FIG. 6B shows a desktop study in which the camshaft 25 is rotated 2.4 ° counterclockwise from the initial position by operating the parking lever 23, and the distance d between the shaft centers of the toggle links 27 and 29 is 3.7 mm. The inclination angle β changes to 13.7 °, and the lever ratio is 11.8. The stroke of the adjusting spindle 19a at this time was 0.81 mm. Similarly, FIGS. 6C and 6D show the camshaft 25 rotated to 5.1 ° and 8.1 °, respectively. When the camshaft rotation angle is 5.1 °, the lever ratio is 14.2 and the spindle stroke is 1.32 mm. When the rotation angle is 8.1 °, the lever ratio is 19.4 and the spindle stroke is It became 1.8 mm.

  As described above, in this embodiment, even when the rotation angle of the camshaft increases, the separation distance d does not decrease abruptly and the lever ratio gradually increases in a stable state, and is also effective in the latter half of the rotation of the camshaft. The reason why the stroke increases stably is that the other ends of the toggle links 27 and 29 are arranged in an overlapping state beyond the center point O of the camshaft 25.

  Next, a disc brake operating device provided with a parking boost operating mechanism according to an embodiment of the present invention will be described with reference to FIG. FIG. 7 is a partial cross-sectional view of the parking boost operation mechanism according to the second embodiment. In addition, the description about the overlapping part by the same structure as the said Example is abbreviate | omitted.

  In the first embodiment, the camshaft 25 rotates counterclockwise about the center point O by the rotation of the parking lever 23. However, the parking boost operation mechanism according to the second embodiment rotates the camshaft clockwise. It is different in that it is made to rotate.

  In FIG. 7, the pair of toggle links 53 and 55 disposed on the camshaft 51 are inclined so as to rise toward the left. The parking lever 57 is inclined to the upper right, and a brake wire (not shown) is connected to one end groove portion 57a. When the brake wire is pulled by the force F in the U direction at the point O ′, the camshaft 51 is It rotates in the clockwise direction in FIG.

  The toggle links 53 and 55 are arranged close to each other and the end portions are partially overlapped with each other as in the first embodiment. Thus, by preparing a parking lever whose direction of rotation is changed, it is possible to easily cope with a change in the vehicle body structure or the brake operation position. Although not shown as another modification, a pair of toggle links may be arranged in parallel with the central axis XX of the adjusting spindle. Even with such an arrangement, a large lever ratio can be stably obtained from the initial stage of rotation to the final stage due to the proximity and overlapping arrangement of both links.

Although the embodiments of the present invention have been described with reference to the drawings, the specific configuration is not limited to these embodiments. For example, the anti-rotor side link transmits the thrust to the caliper via the plug. The plug is not always necessary, and the end of the link on the side opposite to the rotor may be directly brought into contact with the bottom of the cylindrical hole of the housing. In this embodiment, a ring sheet is used to improve wear resistance. However, the ring sheet can be directly supported on the inner peripheral surface of the camshaft without using the ring sheet.
Further, the axial hole of the camshaft can be formed into an arbitrary hole shape not only by circular hole processing but also by drawing by a different shape.

It is sectional drawing of the whole principal part of the disc brake actuator provided with the boosting operation mechanism for parking of Example 1 of this invention. FIG. 3 is an exploded perspective view of the camshaft and the link sheet in the parking boost operation mechanism of the first embodiment. It is an exploded perspective view of an adjustment spindle and a cylindrical guide in the same boosting operation mechanism for parking. It is an assembly perspective view of a boosting operation mechanism for parking. It is explanatory drawing for demonstrating the effect | action and lever ratio of a boosting mechanism for parking similarly. FIG. 2 is an operation state diagram of a parking boost operating mechanism for explaining a lever ratio with respect to a rotation angle of a camshaft and a stroke of an adjusting spindle according to the present invention, where (a) is an initial state, and (b) is a camshaft driven by a parking lever. Is a state in which the camshaft is rotated by 5.1 °, and (d) is a state in which the camshaft is rotated by 8.1 °. It is a fragmentary sectional view of the boosting operation mechanism for parking concerning Example 2 of the present invention. It is a fragmentary sectional view of the conventional boosting operation mechanism for parking.

Explanation of symbols

DESCRIPTION OF SYMBOLS 13 ... Caliper 14 ... Support 15 ... Piston assembly 17 ... Piston 19 ... Adjuster assembly 19a ... Adjustment spindle 19b ... Adjustment sleeve 19c ... Bearing
19d ... Spring 20a ... Reversible screw 20b ... Head 20c ... Concave end 21, 22 ... Pad 23 ... Parking lever 23a ... Groove 25 ... Camshaft 25A ... Axial hole 25B ... Diameter hole 25a ... Outer peripheral surface 27 ... Rotor side link 29 ... Non-rotor side link 31 ... Housing 31a ... Cylindrical hole 31b ... Cam Shaft insertion port 33 ... Plug 33a ... Locking protrusion 33b ... Concave end 35 ... Non-rotating means (pin)
37 ... Cylindrical guide 37a ... Cylinder inner surface 37b ... Notch groove 37c ... Locking groove 37b-1 ... Notch edge 37b-2 ... Notch edge 39 ... Stop clip 41 ... Link sheet 41a ... concave part
43 ... Seat guide 51 ... Camshaft 53, 55 ... Toggle link 57 ... Parking lever 57a ... Groove f ... Shaft thrust F ... Force M ... Lever ratio (times) Power ratio)
O '... Action point of force F O ... Center point (PM) ... Parking boosting mechanism T ... Rotational torque (TA) ... Toggle link assembly XX ... Center axis β ・ ・ ・ Inclination angle

Claims (9)

  In a disc brake actuator having a parking boost operation mechanism on one end side of a caliper that slidably supports a piston incorporating an adjuster mechanism, the boost operation mechanism includes a parking lever having a cam shaft at one end; The toggle link assembly is driven by rotation of the camshaft. The toggle link assembly includes a rotor-side link having one end connected to the adjustment spindle of the adjuster mechanism, and one end at the rear end of the caliper. An anti-rotor link linked to the provided housing, and a cylindrical guide for slidingly supporting an adjustment spindle and a camshaft arranged orthogonal to the adjustment spindle are fixedly installed in a cylindrical hole formed in the housing. A disc brake operating device having a boosting mechanism for parking.   2. The parking boost operation mechanism according to claim 1, wherein the adjustment spindle is slidably supported on an inner surface of a cylindrical guide, and the camshaft is slidably supported by a pair of notch grooves formed in a cylindrical portion of the cylindrical guide. Disc brake actuator equipped with.   The cylindrical guide is attached to a plug fixed to the bottom of the cylindrical hole so as not to be rotatable by a detent means, and the adjusting spindle, toggle link assembly and camshaft are integrally assembled in the cylindrical guide. A disc brake actuating device comprising the parking boost operation mechanism according to 2.   The disc brake operating device provided with the boosting mechanism for parking according to claim 3, wherein the cylindrical guide is engaged with the plug.   5. A disc brake operating device provided with a parking boost operating mechanism according to claim 3, wherein the non-rotor side link is connected to the housing via the plug.   The camshaft has an axial hole and two radial holes formed in the outer peripheral surface of the camshaft communicating with the axial hole, and the pair of toggle links penetrates the respective radial holes and passes through the other end. A disc brake actuating device comprising the parking boost operation mechanism according to claim 1, wherein is inscribed in the axial hole.   7. The disc brake operating device having a parking boost operation mechanism according to claim 6, wherein the inscribed positions of the toggle links are point-symmetric positions exceeding the axis of the camshaft.   The disk brake operating device provided with a boosting mechanism for parking according to claim 6 or 7, wherein the axial hole is formed by machining two circular holes.   The disc brake actuating device provided with a boosting mechanism for parking according to claim 8, wherein a link sheet is disposed in each of the axial holes formed by machining the two circular holes.

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