JP2008196604A - Vehicular disc brake device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a floating type disc brake device capable of suppressing abnormal abrasion of a disc rotor. <P>SOLUTION: In this disc brake device equipped with a disc rotor which rotates with a vehicle, a pair of pads provided face to face with both sides of the disc rotor, a caliper which presses each of a pair of the pads toward the disc rotor, and a mounting which slidably supports the caliper in parallel with the rotation shaft of the disc rotor through a slide pin mechanism and which is fixed to the vehicle, a running determination device to sense or estimate the running state of the pads and the disc rotor, a friction mechanism to make the sliding frictional force of the slide pin mechanism variable, and a controller to control the friction mechanism based on the running state sensed or estimated by the running determination device are provided. The controller increases the sliding frictional force of the slide pin mechanism when the rotor and the pads are running, and reduces the sliding frictional force of the slide pin mechanism when they are not running. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle disc brake device, and more particularly to a floating disc brake device.

  FIG. 1 is a partial cross-sectional view showing an example of a main configuration of a conventional floating disc brake.

  The floating disc brake device presses the inner pad 2a and the outer pad 2b against the disc rotor 1, and generates a braking force by the frictional force between the two pads 2a and 2b and the disc rotor 1 sandwiched therebetween. Device. The inner pad 2a is pressed against the disc rotor 1 by the piston 5 by hydraulic pressure. Since the outer pad 2b slides in the pulling direction in the pin hole 11 fixed to the mounting 7 by the reaction force when the inner pad 2a is pressed against the disc rotor 1, the outer pad 2b slides in the pulling direction. The disc rotor 1 is pressed by the three claws 3c. In this way, the disc rotor 1 is sandwiched between the two pads 2a and 2b. Therefore, the floating disc brake device needs to slide smoothly between the slide pin 12 and the pin hole 11 at the start of braking.

  Further, the floating disc brake device lowers the hydraulic pressure that presses the inner pad 2a against the disc rotor 1 when the brake is released, and uses the elastic force of a rubber seal (retract seal (not shown)) to Create a clearance that 2a can move backwards. As a result, the inner pad 2 a is separated from the disk rotor 1 due to the runout of the disk rotor 1. On the other hand, the outer pad 2 b is separated from the disk rotor 1 when the slide pin 12 slides in the push-in direction in the pin hole 11 due to surface deflection of the disk rotor 1. Therefore, the floating disk brake device needs to slide smoothly between the slide pin 12 and the pin hole 11 when releasing the brake.

  As described above, in the floating disk brake device, smooth sliding between the slide pin 12 and the pin hole 11 constituting the slide pin mechanism is important at the time of starting and releasing the braking.

  The disc brake device described in Patent Document 1 forms a sealed space by blocking a portion formed by the tip end portion of the slide pin 12 and the inner peripheral surface in the pin hole 11 from the outside, and the inside of the sealed space. It is characterized by comprising pressure responsive means that moves to the low pressure side of the external pressure and the external pressure.

  By adopting such a configuration, foreign matter can be prevented from entering the pin hole 11 and sliding of the slide pin 12 can be facilitated. That is, the sliding resistance of the slide pin 12 due to foreign matters is suppressed, and the sliding resistance of the slide pin 12 due to the pressure change in the sealed space is suppressed, thereby enabling smooth sliding.

  In the disc brake device described in Patent Document 2, a variable volume chamber is provided in the pin hole 11 to widen the gap with the slide pin 12 in accordance with the movement of the caliper 3 at the start of braking, and to expand the volume. A replenishing chamber communicating with the variable volume chamber through an orifice passage is provided inside or outside the hole 11, and a lubricant is sealed in the variable volume chamber and the replenishing chamber.

With such a configuration, the slide pin 12 suddenly moves to the vehicle side together with the caliper 3 at the start of braking, so that a negative pressure is generated in the variable volume chamber. Pulled into the hole 11, the caliper 3 moves to the outside of the vehicle and returns to the neutral position during non-braking.
JP-A-8-219197 JP-A-11-287267

  In the floating type disc brake, the clearance between the pads 2a and 2b and the disc rotor 1 is designed to be narrow in order to shorten the time until the braking effect starts. Further, since the caliper 3 is slidably supported via the slide pin mechanism (11, 12) with respect to the mounting 7 fixed to the vehicle, the caliper 3 receives an inertial force due to road surface disturbance (for example, curve travel). Then, the posture of the caliper 3 becomes unstable. When the posture of the caliper 3 becomes unstable, the clearance between the pads 2a, 2b and the disk rotor 1 is originally narrow. Therefore, even when the pads 2a, 2b and the disk rotor 1 are idle, the pads 2a, 2b Dragged by the rotor 1. When the pads 2a and 2b are dragged by the disk rotor 1 during idling, the disk rotor 1 is slightly worn abnormally and its thickness becomes non-uniform in the circumferential direction, so that it is re-polished or replaced. If the thickness of the disk rotor 1 is not uniform in the circumferential direction, the space between the two pads 2a and 2b sandwiching the disk rotor 1 becomes wider or narrower while the disk rotor 1 rotates once. Therefore, a large torque is generated. This torque is transmitted to the vehicle body through a suspension (not shown) and causes vehicle body vibration. Further, when the brake pedal (not shown) is depressed, this torque is transmitted to the brake pedal via the hydraulic pressure of the brake oil, thereby causing a so-called brake judder phenomenon in which the brake pedal vibrates back and forth.

  The floating brake device described in Patent Document 1 and Patent Document 2 enables smooth sliding between the slide pin 12 and the pin hole 11 constituting the slide pin mechanism, but the attitude of the caliper 3 against road surface disturbance. Is not stabilized, and there is no function of ensuring the clearance between the pads 2a and 2b and the disk rotor 1.

  The present invention has been made in view of the above, and can slide smoothly between the slide pin 12 and the pin hole 11 when not idling and stabilize the posture of the caliper 3 during idling. An object of the present invention is to provide a floating disk brake device that can suppress abnormal wear of the disk rotor 1.

In order to achieve the above object, a first invention comprises a disc rotor that rotates together with a vehicle,
A pair of pads provided opposite to both side surfaces of the disk rotor;
A caliper that presses each of the pair of pads in the direction of the disk rotor;
A mounting that supports the caliper via a slide pin mechanism so as to be slidable parallel to the rotation axis of the disk rotor, and is fixed to the vehicle;
In the disc brake device provided with
An idling determination device that senses or predicts the idling situation of the pad and the disc rotor;
A friction mechanism that varies the sliding frictional force of the slide pin mechanism;
A controller that controls the friction mechanism based on the slipping state sensed or predicted by the slipping determination device,
The controller increases the sliding frictional force of the slide pin mechanism during idling, and decreases the sliding frictional force of the slide pin mechanism during non-idling.

The second invention is the disc brake device according to the first invention,
The friction mechanism is characterized in that the friction force is varied by an electromagnetic spring.

A third invention is the disc brake device according to the first invention,
The friction mechanism is characterized in that the friction force is varied by a hydraulic mechanism.

4th invention is the disc brake device which concerns on 1st invention,
The friction mechanism is characterized in that the friction force is varied by a pneumatic mechanism.

  According to the present invention, by controlling the sliding frictional force of the slide pin mechanism, the slide pin 12 and the pin hole 11 can be smoothly slid when not idling, and the posture of the caliper 3 during idling. And the abnormal wear of the disk rotor 1 can be suppressed.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 2 is a partial sectional view showing an embodiment of a disc brake device according to the present invention. As shown in FIG. 2, the disc brake device of the present embodiment is slidable in parallel to the rotational axis of the disc rotor 1 with respect to the mounting 7 fixed to the vehicle and the mounting 7 via the slide pin mechanism 20. And a sliding friction control mechanism (not shown) that controls the sliding frictional force of the slide pin mechanism 20. The details of the sliding friction control mechanism will be described later. Hereinafter, each configuration will be described in detail.

  The caliper 3 includes a cylinder 3a, a claw portion 3c, and a bridge portion 3b that connects the cylinder 3a and the claw portion 3c. The cylinder 3 a has a hydraulic chamber 6 composed of an inner hole 4 and a piston 5. The hydraulic pressure chamber 6 is connected to a hydraulic pressure source (not shown) so that the hydraulic pressure in the hydraulic pressure chamber 6 can be raised and lowered. By controlling the hydraulic pressure in the hydraulic chamber 6, the pads 2 a and 2 b can be pressed or separated from the disk rotor 1. The claw portion 3 c is disposed on the opposite side of the cylinder 3 a with respect to the disk rotor 1. When the inner pad 2a is pressed against the disk rotor 1, the claw portion 3c presses the outer pad 2b against the disk rotor 1 because the slide pin 12 slides in the pin hole 11 by the reaction force. Further, when the hydraulic pressure in the hydraulic chamber 6 is lowered, the claw portion 3c slides the outer pad 2b into the disc rotor because the slide pin 12 slides in the pin hole 11 due to the surface vibration of the disc rotor 1. 1 away.

  The mounting 7 is fixed to a non-rotating part of the vehicle. The mounting 7 has a substantially U-shape opening to the caliper 3 side, and the claw portion 3c of the caliper 3 is opposed to the substantially U-shaped recess. The mounting 7 supports the caliper 3 through the slide pin mechanism 20 so as to be slidable in parallel with the rotation axis of the disk rotor 1.

  The slide pin mechanism 20 includes a pin hole 11 provided in the mounting 7 and a slide pin 12 provided in the caliper 3 and slidably inserted into the pin hole 11. By providing the slide pin 12 and the pin hole 11 in parallel to the rotation axis of the disk rotor 1, the caliper 3 that supports the pads 2 a and 2 b can be slid in parallel to the rotation axis of the disk rotor 1. When a foreign object enters the sliding surface, smooth sliding is hindered, so that the exposed portion of the slide pin 12 is protected by the pin boot 12d. Further, a peripheral groove (not shown) is formed at the tip of the slide pin 12, and an annular rubber bush 22 is fitted into the peripheral groove. When the slide pin 12 slides in the pin hole 11, the rubber bush 22 slides in the pin hole 11 while rubbing against the pin hole 11.

  The disc brake device of this embodiment has a sliding friction control mechanism that controls the sliding friction force of the slide pin mechanism 20 as a characteristic configuration. FIG. 3 is a functional block diagram of the sliding friction control mechanism that controls the sliding frictional force of the slide pin mechanism 20. The sliding friction control mechanism 40 is detected by an idling determination device 41 that senses or predicts the idling state of the pads 2a and 2b and the disk rotor 1, a friction mechanism 43 that varies the sliding frictional force of the slide pin mechanism 20, and an idling determination device. Alternatively, the controller 42 is configured to control the friction mechanism 43 based on the predicted idling situation. The controller 42 increases the sliding frictional force of the slide pin mechanism 20 during idling, and decreases the sliding frictional force of the slide pin mechanism during non-idling.

  The idling determination device 41 senses or predicts the idling situation between the pads 2a, 2b and the disc rotor 1. The idling determination device 41 can detect the idling condition based on the hydraulic pressure of the brake fluid, for example. That is, when the driver depresses the brake pedal, the brake pedal force is converted into the hydraulic pressure of the brake fluid and transmitted to the hydraulic pressure chamber 6 of the disc brake device via the brake fluid piping, and the inner pad 2a is transferred to the disc. The rotor 1 is pressed. Therefore, the idling state can be detected by the hydraulic pressure of the brake fluid. The idling determination device 41 that measures the hydraulic pressure of the brake fluid can be installed in the disc brake device, but can also be installed in the middle of the brake fluid piping independently of the disc brake device. In addition, even if the vehicle is equipped with a pneumatic brake instead of the hydraulic brake, the idling state can be similarly detected by the air pressure. Further, the idling determination device 41, instead of the brake fluid pressure gauge, detects the driver's stepping on the brake pedal, and applies the brake pedal force when converting the brake pedal force into the brake fluid pressure. A master cylinder pressure sensor installed in the master cylinder to be amplified or a wheel cylinder pressure sensor installed in the cylinder 3a that converts the hydraulic pressure of the brake fluid into the movement of the inner pad 2a can be used.

  Alternatively, the idling determination device 41 can predict the idling situation between the pads 2a and 2b and the disc rotor 1 using the speed of the vehicle instead of the hydraulic pressure of the brake fluid. When the driver depresses the accelerator pedal to step on the brake pedal, the vehicle begins to decelerate due to the engine brake, so it can be predicted that the idling will end thereafter. Further, when the driver releases the brake pedal and steps on the accelerator pedal, the vehicle starts to accelerate, so that it can be predicted that the idling will start thereafter. When the idling situation is predicted based on the speed of the vehicle, unlike the case of the hydraulic pressure of the brake fluid, a speed meter mounted on the vehicle can be used as the idling determination device 41. There is no need to install the device 41. The idling determination device 41 can also use the hydraulic pressure of the brake fluid and the speed of the vehicle in combination.

  FIG. 4 is a diagram showing an example of the relationship between the hydraulic pressure of the brake fluid and the idling situation. For example, as shown in FIG. 4, the controller 42 determines a time Ta when the hydraulic pressure of the brake fluid has increased from normal pressure to a predetermined pressure P1 as the idling end time, and the hydraulic pressure has dropped below the predetermined pressure P1. A time Tb at which a predetermined time tb has elapsed from the time is determined as the idling start time. When the controller 42 determines that the idling is started, the controller 42 outputs a command to increase the sliding frictional force between the slide pin 12 and the pin hole 11 to the friction mechanism 43 and maintains the high sliding frictional force until it is determined that the idling is completed. When the controller 42 determines that the idling is completed, the controller 42 outputs a command to reduce the sliding frictional force between the slide pin 12 and the pin hole 11 to the friction mechanism 43, and maintains the low sliding frictional force until it is determined that the idling is started. The controller 42 can be installed in the disc brake device, but can also be installed independently of the disc brake device.

  FIG. 5 is a diagram showing an example of the relationship between the vehicle speed and the idling situation. As shown in FIG. 5, the controller 42 determines that the time Tc when the vehicle has continued to decelerate for a certain time tc is the idling end time, and determines the time Td when the speed exceeds a predetermined speed V1 after the vehicle stops as the idling start time. To do. When the controller 42 determines that the idling is started, the controller 42 outputs a command to increase the sliding frictional force between the slide pin 12 and the pin hole 11 to the friction mechanism 43 and maintains the high sliding frictional force until it is determined that the idling is completed. When the controller 42 determines that the idling is completed, the controller 42 outputs a command to reduce the sliding frictional force between the slide pin 12 and the pin hole 11 to the friction mechanism 43, and maintains the low sliding frictional force until it is determined that the idling is started. The controller 42 can be installed in the disc brake device, but can also be installed independently of the disc brake device.

  The command to increase the sliding frictional force is, for example, continuously from the time Tb when a certain time tb has elapsed from the time when the hydraulic pressure of the brake fluid drops below a predetermined pressure P1 to the time Te when a certain time te has elapsed. It can be a command to increase the sliding friction force. Alternatively, it can be a command for binary control of ON and OFF, and a command to increase the sliding frictional force at a time at time Tb.

  Further, the command to increase the sliding friction force is a command to continuously increase the sliding friction force from time Td when the vehicle speed exceeds a predetermined speed V1 after the vehicle stops until time Tf when a certain time tf elapses. it can. Alternatively, it can be a command for binary control of ON and OFF, and a command to increase the sliding frictional force at a time at time Td.

  The command to reduce the frictional force is, for example, a command to gradually reduce the sliding frictional force from the time Ta when the hydraulic pressure of the brake fluid rises from the normal pressure to the predetermined pressure P1 until the time Th when a certain time th elapses. And can. Alternatively, it can be a command for binary control of ON and OFF, and a command to reduce the sliding frictional force at a time at time Ta.

  The command to reduce the sliding friction force is a command to continuously reduce the sliding friction force from time Tc when the vehicle speed continues to decelerate for a certain time tc until time Ti when the certain time ti elapses. it can. Alternatively, it can be a command for binary control of ON and OFF, and a command to reduce the sliding frictional force at a time at time Tc.

  FIG. 6 is a cross-sectional view showing an example of the friction mechanism 43. An electromagnetic spring 60 is used for the friction mechanism 43. For example, as shown in FIG. 6, the electromagnetic spring 60 includes an electromagnetic solenoid 63 including an exciting coil 61 and a movable iron core 62, rubber 64 fixed to the movable iron core 62, an electric circuit (not shown), and not shown. And a voltage source.

  The exciting coil 61 is installed inside the slide pin 12, and the movable iron core 62 and the rubber 64 are slidably inserted into a groove 65 that is substantially orthogonal to the central axis of the slide pin 12. The exciting coil 61 is connected to a voltage source (not shown) via an electric line (not shown). The voltage source is controlled by a controller 42 (not shown).

  When the exciting coil 61 is energized, a magnetic field acts on the movable iron core 62 and presses the sliding rubber 64 fixed to the tip of the movable iron core 62 against the pin hole 11. When the sliding rubber 64 is pressed against the pin hole 11, the sliding frictional force between the slide pin 12 and the pin hole 11 can be increased. When the energization of the exciting coil 61 is stopped, the sliding rubber 64 fixed to the tip of the movable iron core 62 is housed inside the slide pin 12. When the sliding rubber 64 is stored inside the slide pin 12, the sliding frictional force between the slide pin 12 and the pin hole 11 can be reduced.

  As described above, according to the present embodiment, when the pads 2a and 2b and the disk rotor 1 start idling, the controller 42 turns on the voltage source based on the information of the idling determination device 41. When the voltage source is turned on, a voltage is supplied to the exciting coil 61 to excite the magnetic field. When the excited magnetic field acts on the movable iron core 62, the sliding rubber 64 fixed to the movable iron core 62 is pressed against the pin hole 11, and the sliding frictional force between the slide pin 12 and the pin hole 11 increases. The state in which the sliding frictional force is increased is maintained by the controller 42 until the idling is completed. Thus, during idling, by increasing the sliding frictional force between the slide pin 12 and the pin hole 11, the posture of the caliper 3 can be stabilized and the clearance between the pads 2a, 2b and the disk rotor 1 can be secured. Therefore, it is possible to prevent the caliper 3 from changing in posture due to road surface disturbance and dragging the pads 2a and 2b to the disc rotor 1, and to suppress the disc rotor 1 from being abnormally worn. Further, since the pads 2a and 2b can be prevented from being dragged by the disc rotor 1 during idling, fuel can be saved.

  Further, according to the present embodiment, when idling between the pads 2a and 2b and the disk rotor 1 is completed, the controller 42 turns off the voltage source based on the information of the idling determination device 41. When the voltage source is turned off, the voltage to the exciting coil 61 is stopped and the excited magnetic field disappears. When the excited magnetic field disappears, the sliding rubber 64 fixed to the movable iron core 62 is housed inside the slide pin 12, and the sliding frictional force between the slide pin 12 and the pin hole 11 decreases. The state in which the sliding frictional force is reduced is maintained by the controller 42 until the idling starts. Thus, during non-idling, the sliding friction between the slide pin 12 and the pin hole 11 can be reduced, so that the slide pin 12 and the pin hole 11 can be smoothly slid.

  FIG. 7 is a cross-sectional view showing another example of the friction mechanism 43. A hydraulic mechanism 70 is used for the friction mechanism 43. For example, as shown in FIG. 7, the hydraulic mechanism 70 includes a hydraulic pipe 71, a sliding rubber 72, and a hydraulic source (not shown).

  The hydraulic pipe 71 is composed of a first pipe 73 and a second pipe 74. The first pipe is embedded along the central axis of the slide pin 12 and extends to a hydraulic pressure source (not shown). The second pipe 74 is formed radially from the end of the first pipe 73 in a direction perpendicular to the central axis of the slide pin 12. As shown in FIG. 7, the sliding rubber 72 is annularly installed on the outer periphery of the slide pin 12 so as to cover the second pipe 74. A hydraulic pressure source (not shown) is controlled by a controller 42 (not shown).

  When the hydraulic pressure of the hydraulic pipe 71 is increased, the sliding rubber 72 installed in an annular shape on the outer periphery of the slide pin 12 is pressed against the pin hole 11. When the sliding rubber 72 is pressed against the pin hole 11, the sliding frictional force between the slide pin 12 and the pin hole 11 can be increased. Further, when the hydraulic pressure of the hydraulic pipe 71 is lowered, the sliding rubber 72 is accommodated inside the slide pin 12. When the sliding rubber 72 is housed inside the slide pin 12, the sliding frictional force between the slide pin 12 and the pin hole 11 can be reduced.

  As described above, according to this embodiment, when the pads 2a and 2b and the disk rotor 1 start idling, the controller 42 increases the hydraulic pressure of the hydraulic pressure source based on the information of the idling determination device 41. When the hydraulic pressure of the hydraulic pressure source rises and the hydraulic pressure of the hydraulic pipe 71 rises, the sliding rubber 72 is pressed against the pin hole, and the sliding frictional force between the slide pin 12 and the pin hole 11 increases. The state in which the sliding frictional force is increased is maintained by the controller 42 until the idling is completed. Thus, during idling, by increasing the sliding frictional force between the slide pin 12 and the pin hole 11, the posture of the caliper 3 can be stabilized and the clearance between the pads 2a, 2b and the disk rotor 1 can be secured. Therefore, it is possible to prevent the caliper 3 from changing in posture due to road surface disturbance and dragging the pads 2a and 2b to the disc rotor 1, and to suppress the disc rotor 1 from being abnormally worn. Further, since the pads 2a and 2b can be prevented from being dragged by the disc rotor 1 during idling, fuel can be saved.

  Further, according to the present embodiment, when the idle rotation between the pads 2a, 2b and the disk rotor 1 is completed, the controller 42 decreases the hydraulic pressure of the hydraulic pressure source based on the information of the idle rotation determination device 41. When the hydraulic pressure of the hydraulic pressure source decreases and the hydraulic pressure of the hydraulic piping 71 decreases, the sliding rubber 72 is accommodated in the slide pin 12 and the sliding frictional force between the slide pin 12 and the pin hole 11 decreases. The state in which the sliding frictional force is reduced is maintained by the controller 42 until the idling starts. Thus, during non-idling, the sliding friction between the slide pin 12 and the pin hole 11 can be reduced, so that the slide pin 12 and the pin hole 11 can be smoothly slid.

  When the hydraulic mechanism 70 is used for the friction mechanism 43, unlike the case where the electromagnetic spring 60 is used, the sliding rubber 72 is annularly installed on the outer periphery of the slide pin 12. It can be pressed uniformly in the inner circumferential direction. Therefore, the posture of the caliper 3 can be more stably maintained against road surface disturbance.

  FIG. 8 is a cross-sectional view showing another example of the friction mechanism 43. A pneumatic mechanism 80 is used as the friction mechanism 43. For example, as shown in FIG. 8, the atmospheric pressure mechanism 80 includes an atmospheric pressure pipe 81, a sliding rubber 82, and an atmospheric pressure source (not shown).

  The atmospheric pressure pipe 81 includes a first pipe 83 and a second pipe 84. The first pipe is embedded along the central axis of the slide pin 12 and extends to a pressure source (not shown). The second pipe 84 is formed radially from the end of the first pipe 83 in a direction perpendicular to the central axis of the slide pin 12. As shown in FIG. 8, the sliding rubber 82 is annularly installed on the outer periphery of the slide pin 12 so as to cover the second pipe 84. A pressure source (not shown) is controlled by a controller 42 (not shown).

  When the atmospheric pressure of the atmospheric pressure pipe 81 is increased, the sliding rubber 82 installed annularly on the outer periphery of the slide pin 12 is pressed against the pin hole 11. When the sliding rubber 82 is pressed against the pin hole 11, the sliding frictional force between the slide pin 12 and the pin hole 11 can be increased. Further, when the atmospheric pressure of the atmospheric pressure pipe 81 is lowered, the sliding rubber 82 is accommodated inside the slide pin 12. When the sliding rubber 82 is housed inside the slide pin 12, the sliding frictional force between the slide pin 12 and the pin hole 11 can be reduced.

  As described above, according to the present embodiment, when the pads 2a and 2b and the disk rotor 1 start idling, the controller 42 increases the atmospheric pressure of the atmospheric pressure source based on the information of the idling determination device 41. When the atmospheric pressure of the atmospheric pressure source rises and the atmospheric pressure of the atmospheric pressure pipe 81 rises, the sliding rubber 72 is pressed against the pin hole, and the frictional force between the slide pin 12 and the pin hole 11 increases. The state in which the sliding frictional force is increased is maintained by the controller 42 until the idling is completed. Thus, during idling, by increasing the sliding frictional force between the slide pin 12 and the pin hole 11, the posture of the caliper 3 can be stabilized and the clearance between the pads 2a, 2b and the disk rotor 1 can be secured. Therefore, it is possible to prevent the caliper 3 from changing in posture due to road surface disturbance and dragging the pads 2a and 2b to the disc rotor 1, and to suppress the disc rotor 1 from being abnormally worn. Further, since the pads 2a and 2b can be prevented from being dragged by the disc rotor 1 during idling, fuel can be saved.

  Further, according to the present embodiment, when the idle rotation between the pads 2a and 2b and the disk rotor 1 is completed, the controller 42 lowers the atmospheric pressure of the atmospheric pressure source based on the information of the idle rotation determination device 41. When the atmospheric pressure of the atmospheric pressure source decreases and the atmospheric pressure of the atmospheric pressure pipe 81 decreases, the sliding rubber 82 is accommodated in the slide pin 12, and the sliding frictional force between the slide pin 12 and the pin hole 11 decreases. The state in which the sliding frictional force is reduced is maintained by the controller 42 until the idling starts. Thus, during non-idling, the sliding friction between the slide pin 12 and the pin hole 11 can be reduced, so that the slide pin 12 and the pin hole 11 can be smoothly slid.

  When the pneumatic mechanism 80 is used as the friction mechanism 43, unlike the case where the electromagnetic spring 60 is used, the sliding rubber 82 is annularly installed on the outer periphery of the slide pin 12. It can be pressed uniformly in the circumferential direction. Therefore, the posture of the caliper 3 can be more stably maintained against road surface disturbance.

  Further, when the atmospheric pressure mechanism 80 is used as the friction mechanism 43, the pressure of the atmospheric pressure pipe 81 can be made negative, unlike the case where the hydraulic pressure mechanism 70 is used, so that the sliding rubber 82 is placed inside the slide pin. Can be stored quickly.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, in the slide pin mechanism 20 of this embodiment, the slide pin 12 is provided in the caliper 3 and the pin hole 11 is provided in the mounting 7. However, as long as the caliper 3 can be slidably supported with respect to the mounting 7, the caliper 3 A pin hole 11 may be provided on the mounting 7, and a slide pin 12 may be provided on the mounting 7.

  Further, although the friction mechanism 43 of this embodiment is installed on the slide pin 12 side, it may be installed on the pin hole 11 side as long as the frictional force between the slide pin 12 and the pin hole 11 can be controlled.

  Further, the idling determination device 41 of the present embodiment uses a brake fluid pressure gauge or the like, but also uses a collision prevention support system that detects a front obstacle or the like with a sensor such as a camera or a radar together with the fluid pressure gauge or the like. be able to. That is, when the collision prevention support system detects a front obstacle or the like, the controller 42 reduces the sliding frictional force of the slide pin mechanism 20 in advance before the driver steps on the brake. Then, when the driver actually depresses the brake pedal, the sliding frictional force of the slide pin has already been reduced, so that the pads 2a and 2b can be quickly pressed against the disc rotor 1, and the time until braking begins to take effect is reduced. Can be shortened.

It is the top view which showed an example of the main structures of the conventional floating disc brake. It is a partial sectional view showing one example of a disc brake device concerning the present invention. 3 is a functional block diagram of a sliding friction force control mechanism that controls a sliding friction force of the slide pin mechanism 20. FIG. It is the figure which showed an example of the relationship between the hydraulic pressure of brake fluid, and the idling condition. It is the figure which showed an example of the relationship between vehicle speed and idling condition. 4 is a schematic diagram illustrating an example of a friction mechanism 43. FIG. 6 is a schematic view showing another example of the friction mechanism 43. FIG. 6 is a schematic view showing another example of the friction mechanism 43. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Disc rotor 2a Inner pad 2b Outer pad 3 Caliper 3c Claw part 7 Mounting 11 Pin hole 12 Slide pin 20 Slide pin mechanism 40 Sliding friction force control mechanism 41 Idling judgment device 42 Controller 43 Friction mechanism 60 Electromagnetic spring 70 Hydraulic mechanism 80 Pneumatic mechanism

Claims (4)

A disc rotor that rotates with the vehicle;
A pair of pads provided opposite to both side surfaces of the disk rotor;
A caliper that presses each of the pair of pads in the direction of the disk rotor;
A mounting that supports the caliper via a slide pin mechanism so as to be slidable parallel to the rotation axis of the disk rotor, and is fixed to the vehicle;
In the disc brake device provided with
An idling determination device that senses or predicts the idling situation of the pad and the disc rotor;
A friction mechanism that varies the sliding frictional force of the slide pin mechanism;
A controller for controlling the friction mechanism based on the slipping state sensed or predicted by the slipping determination device,
The disc brake device, wherein the controller increases the sliding frictional force of the slide pin mechanism during idling and decreases the sliding frictional force of the slide pin mechanism during non-idling.   The disc brake device according to claim 1, wherein the friction mechanism varies a frictional force by an electromagnetic spring.   The disc brake device according to claim 1, wherein the friction mechanism varies a frictional force by a hydraulic mechanism.   The disc brake device according to claim 1, wherein the friction mechanism varies a frictional force by a pneumatic mechanism.

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