JP2009024867A - Disc brake with parking mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce manufacturing cost of a disc brake 1b with a parking mechanism, by realizing a structure not requiring to apply processing for checking the rotation of a sleeve 12b constituting an adjusting mechanism 8b in a caliper 2b. <P>SOLUTION: A cylindrical liner member 33 is fitted and fixed in a holding hole 3b formed in the right-angled direction to the axial direction of a cylinder of the caliper 2b. A projection part 38 formed in a base end part of a relay member 21a is engaged with a side opening 36 of this liner member 33 in a state of checking rotation to this liner member 33. A support surface 39 formed in a tip part of the relay member 21a is engaged with a flat surface 41 of a recessed part 55 formed on a base end surface of the sleeve 12b, to check relative rotation of mutual both these members 21a and 12b. The problem is solved thereby. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a disc brake with a parking mechanism that incorporates a parking mechanism that exerts a braking force by mechanically pushing a piston used for a service brake that operates based on depression of a brake pedal based on an operation of a parking lever. Regarding improvements. Specifically, the cylinder body has a structure that does not need to be processed to prevent the spindle or sleeve constituting the adjustment mechanism from rotating, thereby reducing the manufacturing cost of the disc brake with the parking mechanism. It is intended to plan. Further, it is intended to realize a structure capable of effectively discharging the air existing in the screw structure portion of the spindle and sleeve as required.

  As a disc brake with a parking mechanism as described above, for example, a structure described in Patent Documents 1 to 3 is known. FIG. 31 shows the structure described in Patent Document 1 among them. This disc brake 1 with a parking mechanism supports a camshaft 4 rotatably in a holding hole 3 provided in a caliper 2 that is a cylinder body. The holding hole 3 is formed on the central axis of the cylinder 9 of the caliper 2. Therefore, the central axis of the camshaft 4 also coincides with the central axis of the cylinder 9. Further, the fixed cam plate 5 is supported on the end surface of the holding hole 3 on the side through which the camshaft 4 passes, and the center portion thereof is passed through the camshaft 4 and supported in a state in which the caliper 2 is prevented from rotating. ing. A plurality of rolling elements 7 are arranged between the fixed cam plate 5 and a drive cam plate 6 provided at the intermediate portion of the camshaft 4. When the parking brake mechanism is operated, the drive cam plate 6 is rotated relative to the fixed cam plate 5 by rotating the camshaft 4. The camshaft 4 is displaced in the axial direction based on the engagement between the rolling elements 7 and cam surfaces formed on the side surfaces of the cam plates 5 and 6 facing each other. The movement of the camshaft 4 can be transmitted to the piston 10 fitted to the cylinder 9 via the adjusting mechanism 8.

  The adjusting mechanism 8 can adjust the position of the piston 10 in the axial direction in accordance with the wear state of the pad. The respective center axes coincide with the center axis of the cylinder 9 and are engaged with each other by screws. The spindle 11 and the sleeve 12 are provided. Of these, the spindle 11 has a male screw portion 13 on the outer peripheral surface and is rotatably supported in the caliper 2. The sleeve 12 has a female thread portion 14 on the inner peripheral surface, and is supported in the caliper 2 so as not to rotate. For this purpose, the cylindrical member 15 disposed around the camshaft 4 and the sleeve 12 is non-rotatably supported by the fixed cam plate 5, and a part of the sleeve 12 is supported by the cylindrical member 15. Engage part. The fixed cam plate 5 is prevented from rotating with respect to the caliper 2 by engaging a convex portion 16 formed on a part of one end surface with a concave portion 17 formed on the end surface of the holding hole 3. Therefore, the sleeve 12 is also prevented from rotating relative to the caliper 2. Then, by rotating the spindle 11 with respect to the sleeve 12, the spindle 11 is displaced in the axial direction based on the engagement between the male screw portion 13 and the female screw portion 14, and the axial position of the piston 10 is changed. adjust.

  32 to 33 show a disc brake 1a with a parking mechanism described in Patent Document 2. In the case of the structure described in Patent Document 2, unlike the structure described in Patent Document 1, the holding hole 3a is formed in a direction perpendicular to the direction of the central axis of the cylinder 9a. The camshaft is supported in the holding hole 3a so as to be rotatable about its own central axis. A cam rod 18 that protrudes in the axial direction of the cylinder 9a based on the rotation of the camshaft is provided at the tip of the camshaft. In addition, a relay member 21 is provided in an oil-tight manner in a through hole 20 provided in a partition wall 19 that partitions the holding hole 3a and the cylinder 9a. A concave portion 22 that engages with the distal end portion of the cam rod 18 is formed on the proximal end surface of the relay member 21. The movement of the cam rod 18 can be transmitted to the piston 10a via the relay member 21 and the adjusting mechanism 8a.

  In the case of the structure described in Patent Document 2 described above, the sleeve 12a constituting the adjusting mechanism 8a is rotatably supported with respect to the caliper 2a, and the spindle 11a is also supported in a state in which the rotation with respect to the caliper 2a is prevented. . For this purpose, engaging convex portions 23, 23 formed at the base end portion of the spindle 11a are engaged with engaging concave portions 24, 24 formed at a part of the inner peripheral surface of the caliper 2a.

  In any of the structures described in Patent Documents 1 and 2, by operating a parking lever (not shown), the camshaft 4 is rotated and the pistons 10 and 10a are displaced via the adjusting mechanisms 8 and 8a. Then, an inner pad (not shown) is pressed by the pistons 10 and 10a, and the inner pad is pressed against the inner side surface of the rotor (not shown). As a reaction of the pressing, the calipers 2 and 2a are displaced toward the inner side with respect to the support (not shown), so that the pad on the outer side (not shown) is connected to the outer side of the rotor via the caliper claw provided on the calipers 2 and 2a. Press toward the side of the. As a result, the rotor is strongly held by the pair of pads from both sides in the axial direction, so that a braking force necessary for maintaining the stopped state can be obtained.

  In the case of the structure described in Patent Documents 1 and 2, the sleeve 12 (in the case of the structure described in Patent Document 1) or the spindle 11a (described in Patent Document 2) constituting the adjusting mechanisms 8 and 8a. In order to prevent rotation in the case of the structure described above, a recess 17 or an engagement recess 24 is formed in a part of the calipers 2 and 2a. The operation of forming the recesses 17 and 24 in the calipers 2 and 2a is troublesome, and flash is likely to occur during processing. Also, the work of removing the flash generated in this way is troublesome. For this reason, when it is set as the structure which forms each said recessed part 17 and 24 in the said caliper 2, 2a, cost becomes high.

  In the case of a disc brake with a parking mechanism, it is necessary to prevent the parking lever fixed to the camshaft constituting the parking mechanism from coming out of the camshaft or from the cylinder body holding hole with the camshaft. There is. For example, Patent Documents 4 and 5 describe structures as shown in FIGS. In the structure shown in FIGS. 34 and 35, the parking lever 59 is prevented from coming off by a pin 58 for locking one end of the return spring 57. That is, when the parking lever 59 tends to come out to the front side in FIG. 34 and the upper side in FIG. 35, a part of the parking lever 59 and the flange portion 60 provided at the base end portion of the pin 58 Engage. This prevents the parking lever 59 from coming off.

  However, in the case of the structure shown in FIGS. 34 and 35 described above, the pin 58 needs to be fixed to a part of the cylinder bodies 61 and 61a. For this reason, in the case of the structure shown in FIGS. 34 and 35, the pin 58 is press-fitted and fixed to a part of the cylinder bodies 61 and 61a. For example, in order to prevent the pin 58 from being inadvertently pulled out, a hole having a diameter slightly smaller than the diameter of the press-fitting portion of the pin 58 is formed in a part of the cylinder bodies 61 and 61a. A knurling process is applied to the press-fitting portion of the pin 58. As described above, forming a hole in a part of the cylinder bodies 61 and 61a or subjecting the pin 58 to knurling increases the number of processing steps and increases the manufacturing cost of the disc brake with a parking mechanism.

  Patent Document 6 describes a structure in which the cylinder body is divided, although not shown. In the case of the structure described in Patent Document 6, a portion of the cylinder body having a holding hole for arranging a cam shaft for fixing the parking lever at the base end portion and a piston for pressing the pad by hydraulic pressure are arranged. And a portion having a cylinder for the purpose. And these both parts are being fixed with the volt | bolt.

  In the case of a disc brake with a parking mechanism as described above, a bracket is provided for supporting a reaction force against the pulling force of the parking lever (the force that rotates the parking lever by pulling the cable). When fixing such a bracket to the cylinder body, conventionally, for example, as shown in FIGS. 36 (A) and 36 (B), the abutting surface in which the tip end portion of the bracket 62 projects from a part of the cylinder body 61b. 63. That is, when the bracket 62 is fixed to the cylinder body 61b with the bolt 64, the bolt 64 is tightened while the front end of the bracket 62 is abutted against the abutting surface 63, and the bolt 64 is tightened. Accordingly, the bracket 62 is prevented from rotating.

  Among the structures shown in FIGS. 36 (A) and 36 (B), in the case of the structure shown in FIG. 36 (A), the tightening direction of the bolt 64 and the reaction force F against the pulling force of the parking lever 59a acts on the bracket 62. Since the direction to perform is the same direction (clockwise in FIG. 36A), the bolt 64 does not loosen during parking operation. On the other hand, in the structure of FIG. 36 (B), the bolt 64 is tightened in the clockwise direction of FIG. 36 (B), whereas the bracket 62 has a reaction force F against the pulling force of the parking lever 59a. The acting direction is the counterclockwise direction of FIG. Therefore, a force acts on the bracket 62 in the direction in which the bolt 64 is loosened during parking operation. As a result, the bolt 64 does not come off, but it is not preferable that a force acts in such a direction that the bolt 64 is loosened. In the case of the structure shown in FIG. 36, the bracket 62 is fixed to the cylinder body 61b with only one bolt 64. For this reason, the load acting from the bracket 62 is concentrated on the connecting portion by the bolt 64. Therefore, it is necessary to increase the thickness of the bracket 62 so that the portion corresponding to the joint portion by the bolt 64 does not deform at the base end portion of the bracket 62 due to such load concentration. Increasing the thickness of the bracket 62 not only increases the manufacturing cost, but also increases the weight of the disc brake with a parking mechanism.

JP 2006-9920 A JP 2006-194450 A JP 60-175831 A JP 2006-118686 A Japanese Utility Model Publication No. 5-1038 JP 2005-106248 A

In view of the circumstances as described above, the present invention realizes a structure in which there is no need to perform processing for preventing the spindle or sleeve constituting the adjustment mechanism from rotating in the cylinder body, and the parking mechanism is provided. The invention was invented to reduce the manufacturing cost of the disc brake.
Furthermore, the present invention realizes a structure capable of effectively discharging air existing in the screw structure portion of the spindle and sleeve as required.

The disc brake with a parking mechanism of the present invention includes an adjustment mechanism and a holding hole.
The adjusting mechanism includes a spindle and a sleeve that engage with each other and rotate relative to each other about the center axis of the cylinder provided in the cylinder body, thereby being relatively displaced in the axial direction of the cylinder. is there. In addition, any one member of the spindle and the sleeve does not rotate with respect to the cylinder body. The axial position of the piston fitted to the cylinder can be adjusted according to the wear state of the pad.
The holding hole is formed in a direction perpendicular to the direction of the central axis of the cylinder at the end of the cylinder body opposite to the side where the pad exists.

  In particular, the disc brake with a parking mechanism according to the present invention has a liner member fitted and fixed in the holding hole so as not to rotate around the central axis of the cylinder. Then, only by engaging the end of the one member directly or via a relay member with the liner member while preventing the one member from rotating relative to the liner member, One member is prevented from rotating with respect to the cylinder body.

  Specifically, for example, as described in claim 2, the rotation of the one member is prevented via a relay member. The relay member is provided in a state of oil-tightly penetrating a through hole provided in a partition wall that partitions the holding hole and the cylinder. Further, as the camshaft disposed in the holding hole rotates, the camshaft is displaced in the axial direction of the cylinder, and the movement of the camshaft is transmitted to the piston via the adjusting mechanism. Then, one end of the relay member is engaged with the liner member fitted and fixed in the holding hole in a state in which rotation with respect to the liner member is prevented, and the end of the one member is connected to the other of the relay member. The end portion is engaged in a state in which the rotation with respect to the relay member is prevented.

Further, in the structure described in claim 2 described above, when the one member is a sleeve formed in a hollow shape as described in claim 3, the following configuration is preferable.
That is, a recess is provided at the end of the sleeve.
Further, a pair of opposite side surfaces of the inner surface of the concave portion are a pair of flat surfaces that exist in a direction perpendicular to the direction of the central axis of the sleeve and are parallel to each other.
Also, one end of a through hole penetrating the sleeve is opened in the recess.
Further, a part of the recess is opened upward in the vertical direction in a state where it is assembled to the vehicle.

  More preferably, as described in claim 4, in a state where the end portion of the sleeve and the other end portion of the relay member are engaged, the bottom surface of the concave portion in which the through hole of the sleeve is opened, A gap exists between the bottom surface and a part of the end surface of the relay member facing the bottom surface.

Further, in the invention described in claim 1, there is, for example, a structure described in claim 5 as a structure in which the end portion of one member is directly engaged with the liner member.
In the case of the structure described in claim 5, the one member is a spindle. Further, the end of the spindle is engaged with the liner member directly in a state in which the spindle member is prevented from rotating with respect to the liner member. Such a spindle is displaced in the axial direction of the cylinder in accordance with the rotation of the camshaft disposed in the holding hole, and the movement of the camshaft is transferred to the piston via the sleeve constituting the adjusting mechanism. introduce.

  Preferably, when carrying out each of the above-described inventions, preferably, as described in claim 6, the liner member is formed in a cylindrical shape, and the end of the one member or the one end of the relay member is formed laterally. It shall have a non-circular opening that engages the part.

Alternatively, as described in claim 7, the liner member has a pair of flat plate portions disposed at both ends with respect to the axial direction of the holding hole at right angles to the axial direction. And in the state which made the edge part of said one member or the one end part of the said relay member approach between these both flat plate parts, the edge part of these one members or the one end part of a relay member is these both flat plate parts. Respectively engaged with the inner surface.
In carrying out the invention described in claim 7, preferably, as described in claim 8, the liner member includes a pair of flat plate portions and a connecting portion for connecting these flat plate portions to each other. And consists of

In the case of the present invention configured as described above, a process for preventing one of the spindle and sleeve constituting the adjusting mechanism from rotating relative to the cylinder body is performed in the cylinder body. There is no need to apply.
That is, in the case of the present invention, the liner member fitted and fixed in a holding hole formed in a direction perpendicular to the direction of the central axis of the cylinder does not rotate around the central axis of the cylinder. Therefore, if the end of the one member is engaged directly or via a relay member in a state in which the one member is prevented from rotating with respect to the liner member, this one member can be obtained only by this structure. Can be prevented from rotating with respect to the cylinder body. For this reason, it is not necessary to provide a structure such as a recess for preventing the rotation of the one member in the cylinder body, and no burrs are generated when the recess is processed.
As a result, the manufacturing cost of the disc brake with a parking mechanism can be reduced.

Further, in the case of the invention described in claims 3 and 4, the air present in the screw structure portion of the spindle and sleeve can be effectively discharged.
That is, a part of the air existing in the screw structure portion reaches the concave portion where the through hole is opened through the through hole of the sleeve. In the case of the invention described in claim 2, since a part of the recess is opened to the upper side in the vertical direction in the assembled state to the vehicle, the air can be effectively discharged.
Further, in the case of the invention described in claim 4, in the state where the sleeve and the relay member are combined, a gap is provided between the bottom surface of the recess and the end surface of the relay member. Air existing in the through hole of the sleeve is more easily discharged.
Further, in the case of the invention described in claim 3, since the pair of side surfaces of the concave portion formed on the end surface of the sleeve are flat surfaces parallel to each other, these both side surfaces can be easily processed.

[First example of embodiment]
FIGS. 1-10 has shown the 1st example of embodiment of this invention corresponding to Claims 1-4, 6. FIG. In this example, the present invention is applied to a floating caliper type disc brake. In the case of this example, a holding hole 3b is formed at the inner side end of the caliper 2b, which is a cylinder body, in a direction perpendicular to the direction of the central axis of the cylinder 9b provided in the caliper 2b (the left-right direction in FIG. 1). 1 in the vertical direction). In this holding hole 3b, a camshaft 4a is supported so as to be capable of rotating around its own central axis and displacement of the piston 10b fitted in the cylinder 9b in the axial direction (left-right direction in FIG. 1). Yes. That is, the central axis of the camshaft 4a exists at the chain line α position closer to the inner when the parking mechanism is not operated, but moves to the chain line β position closer to the outer when the parking mechanism is operated. A base end portion of the parking lever 25 is coupled and fixed by press-fitting to a portion of the base end portion of the camshaft 4a protruding outside the holding hole 3b. The structure of the coupling portion between the parking lever 25 and the camshaft 4a includes serration coupling and screw coupling.

  When the parking mechanism is operated, the parking lever 25 is rotated against the elasticity of the return spring 26. Then, while the cam shaft 4a rotates, the cam mechanisms 27a and 27b described later move in parallel from the chain line α position to the chain line β position and press the relay member 21a described below toward the piston 10b. To do. A boot 28 made of an elastic material such as rubber is mounted between the opening of the holding hole 3b and the outer peripheral surface of the cam shaft 4a near the base end, and the cam shaft 4a is parallel to the cam shaft 4a. While permitting movement, foreign matter intrusion into the holding hole 3b is prevented.

  The relay member 21a is provided in a state of being inserted through a through hole 20a provided in a partition wall 19a that partitions the holding hole 3b and the cylinder 9b. An O-ring 29 is provided between the inner peripheral surface of the through hole 20a and the outer peripheral surface of the relay member 21a to prevent leakage of the pressure oil introduced into the cylinder 9b, while preventing the relay member 21a from leaking. The piston 10a can be displaced in the axial direction. Then, the movement of the camshaft 4a rotating based on the operation of the parking lever 25 is transmitted to the piston 10b through the relay member 21a and the adjusting mechanism 8b by the action of the cam mechanisms 27a and 27b. Based on the axial movement of the piston 10b, the pair of pads 30a and 30b are pressed against the side surface of the rotor 31 that rotates together with the wheels to generate a braking force.

  The adjusting mechanism 8b includes a spindle 11b and a sleeve 12b. The spindle 11b and the sleeve 12b are screw-engaged with each other and rotate relative to each other about the central axis of the cylinder 9b provided in the caliper 2b, whereby the spindle 11b is in the axial direction of the cylinder 9b with respect to the sleeve 12b. It is displaced to. At this time, the sleeve 12b does not rotate with respect to the caliper 2b. The axial position of the piston 10b fitted to the cylinder 9b can be adjusted according to the wear state of the pads 30a and 30b. In the case of this example, the sleeve 12b corresponds to “one member” recited in the claims. The configuration and operation of such an adjusting mechanism 8b is the same as the known structure described in, for example, Patent Documents 1 and 2 described above, and is not the gist of the present invention. To do.

  In order to configure the cam mechanisms 27a and 27b, cam surfaces are respectively provided at two positions opposite to the diameter direction of the outer peripheral surface of the portion near the tip of the camshaft 4a and in the inner half of the holding hole 3b. 32a and 32b are formed. Each of the cam surfaces 32a and 32b has a shape in which the depth gradually decreases as it goes in the same direction with respect to the circumferential direction of the outer peripheral surface of the camshaft 4a (as it goes in the clockwise direction in FIG. 2). The cam surfaces 32a and 32b are arranged in parallel with the camshaft 4a between the inner surface of the liner member 33 fitted and fixed in the holding hole 3b and the base end surface of the relay member 21a. The cams 27a and 27b are configured by installing rollers 34a and 34b. The liner member 33 is prevented from rotating around the central axis of the cylinder 9b in the holding hole 3b. The base end surface 35 of the relay member 21a is a flat surface that exists in a direction perpendicular to the central axis of the relay member 21a.

  The liner member 33 is formed by forging a raw material such as low carbon steel (for example, S10C to S20C) (further performing carburizing treatment if necessary), or forging or pressing the drawn material. It is integrally formed and has a generally cylindrical shape, and has end openings at both ends with respect to the axial direction of the camshaft 4a and side openings 36 on the side facing the through hole 20a. The side opening 36 is formed in a substantially rectangular shape. Accordingly, the opposite side edges of the peripheral edge of the side opening 36 are parallel flat surfaces. A portion of the inner peripheral surface of the liner member 33 opposite to the side opening 36 is a flat bearing surface 37. The bearing surface 37 is a flat surface parallel to the base end surface 35 of the relay member 21a.

  Further, in order to constitute both the cam mechanisms 27a and 27b, the base end portion (“one end portion” described in the claims) of the relay member 21a is connected to the inner diameter of the liner member 33 through the side opening 36. Inserted on the side. The relay member 21a has a cylindrical shape, and a projection 38 that protrudes in the axial direction of the relay member 21a is formed at the base end portion. The projecting portion 38 has a rectangular parallelepiped shape that can be inserted into the side opening 36 with little play. Therefore, in the state where the protrusions 38 are inserted into the inner diameter side of the liner member 33 through the side openings 36, the mutually opposing side surfaces of the protrusions 38 and the side openings 36 are engaged, and the relay member In a state where the rotation of the liner 21a with respect to the liner member 33 is prevented, the axial displacement is possible. At the same time, the liner member 33 is prevented from rotating in the holding hole 3b.

  On the other hand, the distal end portion of the relay member 21a (the “other end portion” described in the claims) is a pair of two perpendicular to the central axis of the relay member 21a at two positions in the diameter direction of the outer peripheral surface. The bearing surfaces 39 and 39 are formed, and the cross-sectional shape is an oval shape. Both the bearing surfaces 39, 39 are flat surfaces. And the front-end | tip part of the relay member 21a comprised in this way is engaged with the base end part of the sleeve 12b which comprises the said adjustment mechanism 8b. That is, the recess 55 is formed on the base end surface of the sleeve 12b. For this purpose, a pair of projecting portions 40, 40 projecting in the axial direction is provided at the base end portion of the sleeve 12 b, and the portion between these projecting portions 40, 40 is the recess 55. A pair of opposing side surfaces (a pair of opposing side surfaces of the inner surface of the recess 55) of both the projecting portions 40, 40 exist in a direction perpendicular to the direction of the central axis of the sleeve 12b and are parallel to each other. A pair of flat surfaces 41 and 41 are provided. The distance between the flat surfaces 41 and 41 is substantially the same as the distance between the bearing surfaces 39 and 39 (same or slightly larger). Accordingly, the support surfaces 39, 39 and the flat surfaces 41, 41 are engaged with each other with little backlash with the leading end of the relay member 21a inserted into the recess 55. Then, rotation of the sleeve 12b with respect to the relay member 21a is prevented. In the case of this example, the sleeve 12b and the relay member 21a are prevented from rotating relative to each other as described above, and as described above, only the relative rotation between the relay member 21a and the liner member 33 is prevented. The rotation of 12b with respect to the caliper 2b is prevented.

  In the case of this example, in order to easily engage the proximal end portion of the sleeve 12b and the distal end portion of the relay member 21a, as shown in detail in FIGS. The chamfers 52 and 52 are formed at the continuous portion between the end surfaces of the protrusions 40 and 40 formed on the sleeve 12b and the flat surfaces 41 and 41, respectively. If comprised in this way, it will be guided to these double-sided picking 52 and 52, and the front-end | tip part of the said relay member 21a will approach easily into the said recessed part 55. FIG. Further, as shown in FIG. 11, chamfers 52a and 52a may be formed at both ends in the diameter direction of both protrusions 40 and 40 of the sleeve 12b. If comprised in this way, when making the front-end | tip part of the relay member 21a approach into the recessed part 55 from the diameter direction of the said sleeve 12b, each said chamfer 52a, 52a becomes a guide surface, and it becomes easy to perform this operation | work.

  Further, with the distal end portion of the relay member 21a and the proximal end portion of the sleeve 12b engaged, a gap 43 exists between the distal end surface 42 of the relay member 21a and the bottom surface 56 of the recess 55. ing. For this reason, the intermediate member 21a is located between the outer peripheral surface of the relay member 21a and the both bearing surfaces 39, 39 in a state where the distal end portion of the relay member 21a is engaged with the proximal end portion of the sleeve 12b. The stepped portions 44, 44 are brought into contact with the end surfaces of the projecting portions 40, 40 provided at the base end portion of the sleeve 12b. Further, the projecting amount of both the projecting portions 40, 40 (in other words, the depth of the recess 55) is made larger than the axial distance between the stepped portions 44, 44 and the front end surface 42 of the relay member 21a. . Thereby, in a state where the leading end portion of the relay member 21 a is inserted into the concave portion 55, the end surfaces of the projecting portions 40 and 40 come into contact with the stepped portions 44 and 44, and the leading end surface 42 and the concave portion 55 are brought into contact with each other. The gap 43 exists between the bottom surface 56 and the bottom surface 56. The force acting in the axial direction from the relay member 21a to the sleeve 12b is transmitted by the contact portion between the stepped portions 44, 44 and the end surfaces of the projecting portions 40, 40.

  In the recess 55, one end of a through hole 45 penetrating the sleeve 12b is opened. In the case of this example, in the state where the disc brake 1b with a parking mechanism is assembled to the vehicle, the opening on one side in the diameter direction of the sleeve 12b of the recess 55 is present on the upper side in the vertical direction. Therefore, as described above, the gap 43 that exists in a state where the distal end portion of the relay member 21a and the proximal end portion of the sleeve 12b are engaged also opens upward in the vertical direction.

  In the case of this example, the relay includes a pair of side surfaces present in the longitudinal direction of the protrusion 38 provided at the base end portion of the relay member 21a and a pair of support surfaces 39, 39 formed at the distal end portion. Although the phase of the member 21a in the circumferential direction is shifted, this shift amount is determined by design. For example, considering the relationship between the presence of the opening of the gap 43 on the upper side in the vertical direction when assembled to the vehicle and the installation direction of the parking lever 25 fixed to the base end of the camshaft 4a. Determine. Therefore, depending on this relationship, the amount of deviation may be 0, that is, the phases of both side surfaces of the protrusion 38 in the longitudinal direction and the both bearing surfaces 39, 39 may be the same.

  In the case of this example, of the cam mechanisms 27a and 27b, the cam mechanism 27a on the relay member 21a side has a part of the rolling surface of one roller 34a of the pair of rollers 34a and 34b. In addition, the rolling member 21a is brought into direct rolling contact with the proximal end surface 35 of the relay member 21a, and the other part of the rolling surface of the roller 34a is brought into rolling contact with one of the cam surfaces 32a and 32b. It is composed. On the other hand, of the cam mechanisms 27a and 27b, the cam mechanism 27b on the side opposite to the relay member 21a has a part of the rolling surface of the other roller 34b of the pair of rollers 34a and 34b. The roller member 34b is brought into rolling contact with a bearing surface 37 provided on the inner peripheral surface of the liner member 33 and the other part of the rolling surface of the roller 34b is brought into contact with the other cam surface 32b of the cam surfaces 32a, 32b. It is configured by rolling contact.

  The camshaft 4a provided with both the cam surfaces 32a and 32b has a base end portion (upper end portions in FIGS. 1, 5, 6, 7, and 8) for coupling and fixing the base end portion of the parking lever 25. Except for the stepped shape, the outer diameter decreases from the proximal side toward the distal side (the lower side of FIGS. 1, 5, 6, 7, and 8). That is, the camshaft 4 a includes a base half 46, a tip half 47, a step surface 48, and a locking projection 49. Of these, the base half 46 is cylindrical in outer peripheral surface and has an outer diameter that cannot be inserted into the inner diameter side of the liner member 33. The tip half 47 has an outer diameter that can be inserted into the inner diameter side of the liner member 33 and an axial length that is equal to or longer than the axial length of the liner member 33. The cam surfaces 32a and 32b are formed at the positions. The step surface 48 is provided at a continuous portion of the base half portion 46 and the tip half portion 47, and is a flat surface existing in a direction perpendicular to the central axis of the camshaft 4a. Further, the locking projection 49 protrudes in the axial direction from the center of the front end surface of the tip half 47 and has a smaller diameter than the tip half 47.

  Prior to assembling the camshaft 4a, the pair of rollers 34a and 34b, and the liner member 33 into the holding hole 3b, as shown in FIGS. 5 and 6, the subassembly is performed. ) At this time, grease is applied if necessary. That is, the camshaft 4 a and the rollers 34 a and 34 b are combined by being inserted inside the liner member 33. And the retaining ring 50 called a spring nut is latched by the said latching protrusion 49 provided in the front-end | tip part of the said camshaft 4a. The outer diameter of the retaining ring 50 is sufficiently smaller than the inner diameter of the holding hole 3 b and larger than the diameter of the inscribed circle related to the inner peripheral surface of the liner member 33. Further, the retaining ring 50 can be easily fitted on the locking projection 49, but it does not come out carelessly after the fitting. Further, the outer diameter of the base half 46 is larger than the diameter of the inscribed circle. Therefore, when the members 4a, 34a, 34b, and 33 are combined with the state shown in FIGS. 5 and 6, and the retaining ring 50 is locked to the locking protrusion 49, the liner member 33 and the two rollers are combined. 34 a and 34 b are sandwiched between the retaining ring 50 and the stepped surface 48, so that they are not inadvertently separated. As described above, the operation of locking the retaining ring 50 by combining the members 4a, 34a, 34b, 33 can be easily performed in a wide space outside the holding hole 3b.

  Each of the members 4a, 34a, 34b, 33 assembled as described above is placed in the holding hole 3b as shown in FIGS. 1 and 2, and the liner member 33 is not loosely held in the holding hole 3b. Assemble and fit. Then, the protrusion 38 provided at the proximal end portion of the relay member 21 a inserted through the through hole 20 a of the partition wall 19 a is inserted into the inner diameter side of the liner member 33 through the side opening 36 of the liner member 33. In this state, the pair of cam mechanisms 27a and 27b are assembled in the holding hole 3b. Further, it is possible to prevent the members 4a, 34a, 34b, 33 from coming out of the holding hole 3b in the vertical direction in FIG. In the case of this example, as described above, the parking lever 25 is fixed to the base end portion of the camshaft 4a. For this purpose, the base end portion of the camshaft 4a is knurled, and the base end portion of the camshaft 4a is press-fitted and fixed in a circular hole 65 formed in the base end portion of the parking lever 25. As a result, the parking lever 25 is not separated from the caliper 2b. In this example, since the separation of the parking lever 25 is thus prevented, it is not necessary to provide the pin 58 as in the structure shown in FIGS. 33 and 34 described above, and the disc brake 1b with the parking mechanism can be reduced. Cost can be reduced. Further, the proximal end portion of the sleeve 12b constituting the adjusting mechanism 8b is engaged with the distal end portion of the relay member 21a.

  When operating the parking mechanism, the camshaft 4a is rotated counterclockwise in FIG. With this rotation, the rollers 34 a and 34 b roll between the cam surfaces 32 a and 32 b, the base end surface 35, and the support surface 37. As a result, the distance between the base end surface 35 and the support surface 37 increases, and the relay member 21a is pushed toward the piston 10b. At this time, the central axis of the camshaft 4a moves in parallel from the position of the chain line α in FIGS. When the inclination angles of the cam surfaces 32a and 32b are the same, the moving amount of the relay member 21a toward the piston 10b is twice the distance between the chain lines α and β.

  In this way, as a result of the relay member 21a moving toward the piston 10b, the piston 10b is pushed via the adjusting mechanism 8b and moved in parallel toward the rotor 31. Then, the piston 10 b presses the inner pad 30 a toward the inner side surface of the rotor 31. Further, as a reaction of this pressing, the caliper 2b is displaced toward the inner side with respect to the support (not shown) fixed to the knuckle constituting the suspension device, so that the caliper claw 51 provided on the caliper 2b is moved to the outer pad. 30 b is pressed against the outer side surface of the rotor 31. As a result, the rotor 31 is strongly held by the pair of pads 30a and 30b from both sides in the axial direction, and a braking force necessary for maintaining the stopped state can be obtained.

  On the other hand, when the axial position of the piston 10b is adjusted in accordance with the wear state of both the pads 30a and 30b, the spindle 11b rotates in the same manner with respect to the sleeve 12b constituting the adjusting mechanism 8b. Based on the screw engagement between the spindle 12b and the spindle 11b, the spindle 11b moves in the axial direction. Then, the axial position of the piston 10b is adjusted. In order to rotate the spindle 11b relative to the sleeve 12b and move it in the axial direction, it is necessary to prevent the sleeve 12b from rotating relative to the caliper 2b. In the case of this example, as described above, the sleeve 12b is engaged with the relay member 21a, and the relay member 21a is engaged with the liner member 33 in a state where rotation is prevented. Since the liner member 33 is fitted in the holding hole 3b formed in a direction perpendicular to the direction of the central axis of the cylinder 9b, the liner member 33 does not rotate around the central axis of the cylinder 9b. Accordingly, the sleeve 12b is prevented from rotating with respect to the caliper 2b.

In the case of the disc brake 1b with the parking mechanism of the present example configured as described above, the adjusting mechanism 8b is configured, and processing is performed to prevent the sleeve 12b that does not rotate during use from rotating relative to the caliper 2b. The caliper 2b need not be applied.
That is, in this example, since it is configured as described above, the caliper 2b of the sleeve 12b is not subjected to any processing for preventing the rotation of the sleeve 12b in any part of the caliper 2b. Can be prevented from rotating. For this reason, in order to prevent the rotation of the sleeve 12b, for example, it is not necessary to form the concave portion 17 and the engaging concave portion 24 as shown in FIGS. 31 to 33 in the caliper 2b. Further, if such processing is not required, flash does not occur. In the case of this example, the two flat surfaces 41 and 41 of the recess 55 formed at the base end portion of the sleeve 12b and the both support surfaces 39 and 39 formed at the distal end portion of the relay member 21a are engaged with each other. Since the flat surfaces are parallel to each other, the surfaces 41 and 39 are easily processed. Therefore, the manufacturing cost of the disc brake with a parking mechanism 1b can be reduced.

In the case of this example, the air present in the screw structure portion of the spindle 11b and the sleeve 12b constituting the adjusting mechanism 8b can be effectively discharged.
For example, when the caliper 2a is filled with the brake fluid, there is a possibility that air stays in the screw structure portion of the spindle 11b and the sleeve 12b. Part of the air staying in the screw structure in this way reaches the gap 43 between the opening of the through hole 45 and the front end face 42 of the relay member 21a through the through hole 45 of the spindle 12b. In the case of this example, the gap 43 is opened upward in the vertical direction in the assembled state to the vehicle, so that the air can be effectively discharged through the gap 43. And the air discharged | emitted from the screw structure part in this way is discharged | emitted outside from the air vent valve which is not shown in part provided in the said caliper 2a.

[Second Example of Embodiment]
12 to 17 also show a second example of the embodiment of the invention corresponding to claims 1 to 4 and 6. In the case of this example, the liner member 33a is made of a sheet metal formed by subjecting a single metal plate to predetermined pressing or the like. In the case of this example, the end portions of the arm portions 53, 53 formed by bending portions of the side opening 36a of the liner member 33a that are present at both ends with respect to the axial direction of the camshaft 4a toward each other. It is configured by bringing them close together. Further, in the side opening 36a, a portion that exists in a direction perpendicular to the axial direction of the camshaft 4a, and between the arm portions 53, 53, is an extension that extends toward the relay member 21a. Protruding portions 54 and 54 are provided. A portion surrounded by the arm portions 53, 53 and the extending portions 54, 54 is defined as the side opening 36a, and a protrusion formed at the base end portion of the relay member 21a in the side opening 36a. The part 38 can be inserted freely. Since other structures and operations are the same as those of the first example of the above-described embodiment, illustration and description regarding equivalent parts are omitted.

[Third example of embodiment]
18 to 30 show a third example of the embodiment of the invention corresponding to claims 1, 5, 7 and 8. In the case of this example, the adjusting mechanism 8c includes a spindle 11c and an adjusting nut 66 corresponding to the sleeve described in the claims. The spindle 11c and the adjustment nut 66 are screw-engaged with each other and rotate relative to each other about the central axis of the cylinder 9c provided in the caliper 2c. The piston 10c is slidably disposed in the cylinder 9c and is displaced in the axial direction. In the case of this example, the adjusting nut 66 rotates with respect to the caliper 2c, and the spindle 11c does not rotate with respect to the caliper 2c. For this reason, this spindle 11c corresponds to one member described in the claims.

  In this example, in order to prevent the spindle 11c from rotating with respect to the caliper 2c, the end of the spindle 11c is directly prevented from rotating with respect to the liner member 33b. Match. Therefore, in this example, unlike the first and second examples of the above-described embodiment, no relay member is provided. As described in detail in FIG. 23, the liner member 33b is formed in a substantially U shape by subjecting a single metal plate to a predetermined pressing process or the like. That is, the liner member 33b includes a pair of flat plate portions 67 and 67 and a connecting portion 68 that connects the base end portions of the flat plate portions 67 and 67 to each other. The flat plate portions 67 and 67 are formed with through holes 69 and 69 for arranging the camshaft 4a and the rollers 34a and 34b, respectively. By forming the liner member 33b in this manner, the liner member 33b can be easily formed and the cost can be reduced.

  As in the first and second examples of the above-described embodiment, the liner member 33b configured as described above is attached to the inner side (right side in FIGS. 18 and 19) of the caliper 2c at the center axis of the cylinder 9c. It arrange | positions in the holding hole 3c formed in the direction (front and back direction of FIG. 18, the up-down direction of FIG. 19, 21) with respect to the direction (left-right direction of FIG. 18, 19, 21). In this state, the connecting portion 68 of the liner member 33b comes into contact with the support surface 37 that is on the opposite side of the cylinder 9c from the inner surface of the holding hole 3c, and the side edges of both flat plate portions 67 and 67. The inner surface of the holding hole 3c is engaged. As a result, the liner member 33b rotates about the central axis of the cylinder 9c in the holding hole 3c, and rotates about the central axis of the camshaft 4a inserted into the holding hole 3c. Each thing is blocked. That is, the engagement between the side edges of the flat plate portions 67 and 67 and the inner surface of the holding hole 3c prevents the liner member 33b from rotating about the central axis of the cylinder 9c. Further, the engagement between the connecting portion 68 and the bearing surface 37 prevents the liner member 33b from rotating about the central axis of the camshaft 4a. In addition, in the state where the liner member 33b is disposed in the holding hole 3c, the tip portions of the two flat plate portions 67 and 67 exist on the cylinder 9c side.

  In the liner member 33b, the cam shaft 4a and the rollers 34a and 34b having the parking lever 25 fixed to the base end portion are disposed in the same manner as in the first and second examples of the above-described embodiment. In addition, the retaining ring 50 is locked to a locking protrusion 49 provided at the tip of the camshaft 4a, and at a position closer to the middle than the portion where the parking lever 25 is fixed at the base end of the camshaft 4a. The boot 28a is fixed. Thereby, these members 33b, 4a, 34a, 34b, 50, 28a are combined in a non-separable manner. These members 33b, 4a, 34a, 34b, 50, and 28a are temporarily assembled (sub-assembled) prior to assembly in the holding hole 3c (intermediate assembly 93 described later). The boot 28a is fitted and fixed to a large-diameter portion 70 formed in the opening of the holding hole 3c and having a diameter larger than that of the holding hole 3c, and is in contact with the base end portion of the parking lever 25. In addition, it is possible to prevent foreign matter from entering the holding hole 3c from outside while allowing the camshaft 4a to move in parallel.

  As described above, in the state where the liner member 33b, the camshaft 4a and the like are arranged in the holding hole 3c, the flange portion 71 provided at the base end portion of the spindle 11c is connected to both flat plates of the liner member 33b. It is made to approach between the front-end | tip parts of the parts 67 and 67. FIG. On the outer peripheral surface of the flange portion 71, a pair of flat portions 72, 72 are formed so as to be parallel to each other and on the opposite side in the radial direction. The distance between the flat portions 72 and 72 is substantially the same as or slightly smaller than the distance between the inner surfaces of the flat plate portions 67 and 67. Therefore, in a state where the flange portion 71 is inserted between the flat plate portions 67 and 67, the flat portions 72 and 72 formed on the outer peripheral surface of the flange portion 71 and the flat portions 67 and 67 are formed. The inner surface engages with almost no backlash.

  As described above, the liner member 33b is fitted in the holding hole 3c while being prevented from rotating around the central axis of the cylinder 9c. The spindle 11c engaged with the base end portion is also prevented from rotating around the central axis of the cylinder 9c. The base end surface 35a of the spindle 11c is a flat surface. The base end surface 35a is parallel to the support surface 37 of the holding hole 3c in a state where the base end portion of the spindle 11c is engaged with the liner member 33b. Therefore, as in the first and second examples of the above-described embodiment, the rollers 34a and 34b and the base end surface 35a and the bearing surface 37 are brought into contact with the movement of the camshaft 4a that rotates based on the operation of the parking lever 25. The spindle 11c is displaced in the axial direction by engaging the side surfaces of the connecting portions 68 that are in contact with each other.

  An intermediate portion of the spindle 11c is inserted through a through hole 20b provided in a partition wall 19b that partitions the holding hole 3c and the cylinder 9c. An O-ring 29 is provided between the outer peripheral surface of the intermediate portion of the spindle 11c and the inner peripheral surface of the through hole 20b to prevent leakage of the pressure oil introduced into the cylinder 9c, and 11c enables displacement of the piston 10c in the axial direction. Further, a male screw portion 13 is formed at an intermediate portion or a tip portion of the spindle 11c, and is engaged with a female screw portion 14 formed on the inner peripheral surface of the adjusting nut 66. The adjusting nut 66 does not rotate when a part of the outer peripheral surface is engaged with a part of the inner surface of the piston 10c, but rotates in a separated state. Therefore, when the spindle 11c is displaced in the axial direction based on the operation of the parking lever 25, the adjustment nut 66 that is screw-engaged with the spindle 11c is pressed against a part of the inner surface of the piston 10c and does not rotate. The displacement of the spindle 11c in the axial direction is transmitted to the piston 10c. As a result, the piston 10c is displaced based on the operation of the parking lever 25, and functions as a parking brake as in the first example of the above-described embodiment. The basic structure and operation of the adjusting mechanism 8c configured by the adjusting nut 66, the spindle 11c, a predetermined spring mechanism, and the like are, for example, well-known structures as described in Patent Document 6 described above. Since it is the same and is not the gist of the present invention, detailed description is omitted.

  In the case of this example, the caliper 2c is configured by combining a cylinder side body portion 73 in which the cylinder 9c and the like, which are separate from each other, and a cam side body portion 74 in which the camshaft 4a and the like are arranged. That is, these body parts 73 and 74 are coupled and fixed by a plurality of bolts 75 and 75. A bracket 76 for supporting a reaction force against the pulling force of the parking lever 25 is fixed to the cam side body portion 74. The bracket 76 is bent at a substantially right angle from a coupling plate portion 77 coupled to the cam side body portion 74 and a base end portion of the coupling plate portion 77, and a cable for operating the parking lever 25 is inserted therethrough. It has a through hole 78 and is composed of a support plate portion 79 which is a portion for supporting the reaction force. Further, both side edge portions of both plate portions 77 and 79 are bent by 90 ° to form bent plate portions 80 and 80, respectively. And the rigidity of the said bracket 76 is improved by these both bending plate parts 80 and 80. FIG. The connecting plate portion 77 has a base portion 81 and arm portions 82 and 82 that are divided into two portions from the base portion 81. And the through-holes 83 and 83 are formed in the front-end | tip part of these both arm parts 82 and 82, and the through-hole 84 is formed in the intermediate part of the said base 81, respectively.

  Further, locking portions 86 and 86 for locking one end portion of a return spring 85 to be described later are formed at the distal end portions of the both folded plate portions 80 and 80, respectively. In the case of the illustrated example, the locking portions 86 and 86 are also formed on both of the bent plate portions 80 and 80. However, the return spring 85 is locked on either one of the locking portions 86. Only. That is, one end of the return spring 85 is locked to the locking portion 86 on the side where the parking lever 25 exists. Therefore, if the positional relationship with the parking lever 25 is clear in advance, the locking portions 86, 86 can be formed only at the distal end portion of one of the bent plate portions 80.

  The cam side body 74 and the bracket 76 are previously coupled by a second bolt 87. That is, the coupling plate portion 77 of the bracket 76 is abutted from the inner side of the cam side body portion 74. At this time, a housing portion 88 having a holding hole 3c therein is disposed between the both arm portions 82, 82 of the coupling plate portion 77, and an outer side end portion (of FIGS. 18 and 19) of the housing portion 88 is disposed. The arm portions 82 and 82 are brought into contact with flange-like extending portions 89 and 89 extending from the left end portion to both sides. Further, the intermediate portion of the base portion 81 of the coupling plate portion 77 is brought into contact with a flange-like tongue piece 90 protruding from the outer side end portion of the housing portion 88. Further, in this state, the through holes 91 and 91 formed in the both extending portions 89 and 89 and the through holes 83 and 83 formed in the both arm portions 82 and 82 are screwed in the tongue piece 90. The holes 92 and the through holes 84 formed in the intermediate part of the base part 81 are aligned. At this time, for example, a jig such as a positioning pin inserted into each of the through holes 91, 91 is projected toward the bracket 76, and the protruding portion of the jig is inserted into each of the through holes 83, 83. Etc. to perform positioning. Then, the second bolt 87 inserted through the through hole 84 is screwed into the screw hole 92 and further tightened, whereby the cam side body portion 74 and the bracket 76 are coupled and fixed. In the case of this example, the direction in which the second bolt 87 is disposed is a direction perpendicular to the rotation center axis of the parking lever 25 (the axial direction of the camshaft 4a). The cam-side body 74 and the bracket 76 can be coupled by other coupling means besides the above-described coupling by bolts.

  As described above, before the cam side body portion 74 and the bracket 76 are coupled (or after the coupling), the cam shaft 4a, the rollers 34a, 34b, An intermediate assembly 93 in which the liner member 33b, the boot 28a, and the retaining ring 50 are assembled together is disposed. In this state, the spindle 11c is formed in the cam side body portion 74 from the communication hole 94 formed on the side of the holding hole 3c of the cam side body portion 74 and communicating the cylinder 9c side and the holding hole 3c. From the base end side. The communication hole 94 is concentric with the cylinder 9c in a state where the cam side body portion 74 and the cylinder side body portion 73 are coupled. Then, the flat surface portions 72 and 72 of the flange portion 71 provided at the base end portion of the spindle 11c are engaged with the inner surfaces of the distal end portions of both flat plate portions 67 and 67 of the liner member 33b fitted in the holding hole 3c. . A spring 95 is disposed on the base end side of the spindle 11c, and a retaining ring 104 is engaged with the opening side of the communication hole 94. The spring 95 is elastically compressed between the retaining ring 104 and the flange portion 71 of the spindle 11c to urge the spindle 11c toward the holding hole 3c. It should be noted that the spindle 11c is displaced toward the outer side against the elastic force of the spring 95 when the parking brake is operated and when the hydraulic brake is applied.

  Further, both end portions of the return spring 85 are locked to a part of the parking lever 25 fixed to the base end portion of the camshaft 4a and the locking portion 86 of the bracket 76, respectively. The parking lever 25 is applied with a force in a direction opposite to the force pulled by the cable when the parking operation is performed. Thus, the respective members are combined to obtain a cam side assembly 96 in which predetermined members are assembled to the cam side body portion 74.

  The cam side assembly 96 assembled as described above is assembled to the cylinder side body portion 73 as shown in FIG. That is, the spindle 11c is fitted into the through hole 20b of the cylinder-side body portion 73 in a state where the O-ring 29 is locked in advance in the intermediate portion of the spindle 11c of the cam-side assembly 96. The bolts 75, 75 are formed in the through holes 83, 83 formed in the distal ends of the both arms 82, 82 of the bracket 76, and both extended portions 89, 89 of the cam side body 74. It is inserted into the through holes 91, 91, screwed into the screw holes 97, 97 formed in the inner end portion of the cylinder side body portion 73, and further tightened. In the case of the present example, the arrangement direction of the bolts 75 and 75 is a direction perpendicular to the rotation center axis of the parking lever 25, similarly to the second bolt 87. Also, in this state, the head of one of the bolts 75, 75, as shown in detail in FIG. 22, is a part of the base end of the parking lever 25 and the axial direction of the camshaft 4a. Superimpose with respect to (vertical direction in FIG. 22). For this reason, even if the retaining ring 50 is broken and the parking lever 25 tends to drop upward in FIG. 22, the head of the one bolt 75 and the base end of the parking lever 25 It is possible to prevent the parking lever 25 from dropping due to engagement with a part of the portion. Although such a situation is unlikely to occur, it is effective as a means of functioning secondarily in the unlikely event.

  In the case of this example, prior to assembling the cam side assembly 96 to the cylinder side body portion 73, each member such as the piston 10c is assembled to the cylinder side body portion 73. That is, from the outer side of the cylinder side body portion 73, the piston 10c in which the adjustment nut 66 and a predetermined spring mechanism are incorporated is assembled to the cylinder side body portion 73 together with the seal 98, the boot 99, and the spring 100. At this time, the piston 10c is pushed in until the base end surface of the piston 10c comes into contact with the bottom surface of the cylinder 9c (the outer side surface of the partition wall 19b). The seal 98 seals between the outer peripheral surface of the piston 10c and the cylinder 9c, and the boot 99 is disposed between the tip of the piston 10c and the opening of the cylinder 9c. The foreign matter can be prevented from entering the cylinder 9c while allowing the displacement of the piston 10c in the axial direction. The spring 100 is called a garter spring, and is incorporated in the boot 99 to give an elastic force in the direction in which the diameter expands, so that the outer peripheral surface of the boot 99 becomes the inner peripheral surface of the opening of the cylinder 9c. Press to improve the sealing performance of this part.

  As described above, the cam side assembly 96 is assembled to the cylinder side body portion 73 as described above in a state where the members such as the piston 10c are assembled to the cylinder side body portion 73. At this time, the cam side assembly 96 is rotated. In other words, the male threaded portion 13 of the spindle 11c of the cam side assembly 96 is engaged with the female threaded portion 14 of the adjusting nut 66 disposed in the piston 10c. In this way, if the assembly work of the cylinder side body portion 73 and the cam side assembly 96 is performed while the cam side assembly 96 is rotated, the assembly work of the disc brake with a parking mechanism 1c can be performed more easily. On the other hand, when the piston 10c incorporating the adjustment nut 66 and the like is assembled after the cylinder side body portion 73 and the cam side assembly 96 are coupled, first, this piston incorporating the adjustment nut 66 and the spring mechanism. 10c is arranged in the cylinder 9c together with the seal 98 and the boot 99. At this time, it is necessary to rotate the piston 10c so that the adjustment nut 66 and the spindle 11c are screw-engaged. Such an operation is difficult because, for example, a large frictional resistance is generated at the contact portion between the inner peripheral surface of the seal 98 and the outer peripheral surface of the piston 10c. This makes it difficult to assemble the disc brake with a parking mechanism 1c.

  In the case of this example, the gap δ (FIG. 18) between the base end surface of the piston 10c and the bottom surface of the cylinder 9c (the outer side surface of the partition wall 19b) in the initial state (after completion), and the through hole 20b of the partition wall 19b. The relationship with the position where the O-ring 29 of the spindle 11c inserted therethrough is arranged is regulated as follows. That is, when the spindle 11c is screwed to a predetermined position with the adjustment nut 66 disposed in the piston 10c with the base end surface of the piston 10c being in contact with the bottom surface of the cylinder 9c, In order to prevent the externally fitted O-ring 29 from entering the through-hole 29, in other words, the O-ring 29 stops on the front side of the through-hole 29 (the right side in FIGS. 18 to 19). The positional relationship between δ and the O-ring 29 is regulated. In the case of this example, the distance between the inner surface of the caliper claw 51 of the caliper 2c and the bottom surface of the cylinder 9c is the thickness of the pads 30a and 30b, the thickness of the rotor 31, the pads 30a and 30b, and the rotor 31. Is the sum of the slight gap between them, the axial length of the piston 10c, and the gap δ.

  Therefore, in the case of this example, when the spindle 11c is screwed to the predetermined position of the adjustment nut 66 while rotating the cam side assembly 96, the spindle 11c is locked to the outer peripheral surface of the intermediate portion of the spindle 11c. In order to stop the displacement of the cam side assembly 96 toward the cylinder side body portion 73 using a jig or the like so that the O-ring 29 stops before the through hole 20b of the cylinder side body portion 73. To do. Then, from this state, the cam side assembly 96 is linearly pushed, and the O-ring 29 locked to the outer peripheral surface of the intermediate portion of the spindle 11c is disposed in the through hole 20b. Thereafter, as described above, the cam-side assembly 96 and the cylinder-side body portion 73 are coupled by the bolts 75, 75.

  In the case of this example, when the O-ring 29 is disposed in the through hole 20b, the O-ring 29 can be performed without being rotated. That is, when the above-described assembly operation is performed to the end while rotating the cam side assembly 96, the O-ring 29 is twisted when entering the through hole 20b, or strongly against the inner peripheral surface of the through hole 20b. There is a possibility of rubbing and damage. On the other hand, if the O-ring 29 is arranged so as to be pushed into the through hole 20b as in this example, the O-ring 29 will not be twisted or rubbed strongly, and will not be easily damaged during assembly. .

  In the case of this example, the relationship between the position where the O-ring 101 provided at the coupling portion between the cylinder-side body portion 73 and the cam-side assembly 96 is temporarily arranged and the gap δ is also restricted as described above. To do. That is, the base end portion outer peripheral surface of the cylindrical portion 102 projecting to the inner side end portion of the partition wall 19 b of the cylinder side body portion 73 and the chamfer 103 provided in the inner peripheral surface opening portion of the communication hole 94 of the cam side body portion 74. The O-ring 101 is provided between the two. Therefore, when the male threaded portion of the spindle 11c is screwed to a predetermined position of the female threaded portion of the adjusting nut 66 while the cam side assembly 96 is rotated, the chamfer 103 becomes the outer periphery near the tip of the cylindrical portion 102. It stops on the near side of the O-ring 101 temporarily arranged on the surface. When the cam side assembly 96 is pushed in, the O-ring 101 is pushed by the chamfer 103 and moved to the base end portion of the cylindrical portion 102. As a result, even with respect to the O-ring 101, it is possible to prevent twisting and rubbing with the outer peripheral surface of the cylindrical portion 102, and it is difficult to break.

  As described above, after assembling the cam-side assembly 96 and the piston 10c to the cylinder-side body portion 73, the pads 30a and 30b are disposed at predetermined positions to obtain the disc brake 1c with a parking mechanism. In the case of this example configured as described above, the assembly work of the disc brake with a parking mechanism 1c can be easily performed. Further, the O-rings 29 and 101 are less likely to be damaged during assembly. Further, the direction in which the bracket 76 is fixed to the cam-side body 74 is set in a direction perpendicular to the rotation center axis of the parking lever 25 by the two bolts 75 and 75 and the second bolt 87 (in this example, , The bolts 75 and 87 are not loosened by the rotation of the parking lever 25. Further, unlike the structure shown in FIG. 36 described above, it is not necessary to provide the abutting surface 63.

  Further, in the case of this example, the parking lever 25 is prevented from coming off by engaging the retaining ring 50 and the liner member 33b, which are locked to the tip of the camshaft 4a, and both flat plate portions 72 of the liner member 33b, Since the engagement is made between the base 72 and the base end of the spindle 11c, it is not necessary to provide the pin 58 as in the structure shown in FIGS. 33 and 34, and the manufacturing cost can be reduced. In particular, in the case of this example, the heads of the bolts 75, 75 that connect the cam side assembly 96 and the cylinder side body portion 73, the part of the base end portion of the parking lever 25, and the camshaft 4a. Therefore, even in the unlikely event that the retaining ring 50 comes off, a part of the base end of the parking lever 25 and the heads of the bolts 75 and 75 are connected. The parking lever 25 can be prevented from falling off when engaged.

  In the case of this example, as shown in FIG. 20, the connecting portion by the second bolt 87 is arranged on the line of reaction force F acting on the bracket 76 by the cable for operating the parking lever 25. At the same time, the coupling portions are arranged by the bolts 75 and 75 at positions symmetrical to the action line. For this reason, the reaction force F can be efficiently supported by the connecting portions of the bolts 87 and 75, and the reaction force F acts equally on the bolts 75 and 75. As a result, the force acting on the reaction force F can be dispersed, and the load acting on each coupling portion can be reduced. For this reason, the plate | board thickness of the said bracket 76 can be made thin, and the cost reduction and weight reduction of the disc brake 1c with a parking mechanism can be achieved. Further, the moldability of the bracket 76 is improved, and for example, deep drawing can be performed. Other structures and operations are the same as those of the first example of the above-described embodiment.

  In the first and second examples of the above-described embodiment, the present invention is applied to a structure in which a member that does not rotate during use is a sleeve among the spindle and the sleeve constituting the adjusting mechanism. However, for example, the structure of the first and second examples is also applied to the structure in which the spindle does not rotate during the adjustment operation, as in the conventional structure described in FIGS. 31 to 32 and the third example of the embodiment described above. Applicable. In this case, the distal end portion of the relay member is engaged with the proximal end portion of the spindle while preventing relative rotation. Further, the structure of the third example can be applied to a structure in which the sleeve does not rotate as in the first and second examples. That is, the end of the sleeve can be directly engaged with the liner member so that the sleeve does not rotate during use.

  Also, the engaging portion of the liner member and the relay member or spindle, etc., of the base end of one member that does not rotate during use, and the tip of the relay member and the base of the sleeve or spindle In addition to the structure of each example of the embodiment described above, the engaging portion can be applied as long as the relative rotation is prevented by each engaging portion. For example, the liner members 33 and 33a as used in the first and second examples of the embodiment are applied to the structure of the third example of the embodiment, or the structure of the third example is changed to the structure of the first example. It can also be applied. In this case, the shape of the base end portion of the relay member 21a or the base end portion of the spindle 11c is made to match the shape of the engaging portion of the liner member.

  Further, regarding the cam mechanism for pressing the relay member or one member by rotating the parking lever, for example, the structure described in Patent Document 2 described above, in addition to the structure of each example of the embodiment described above. Is also applicable. In each example of the above-described embodiment, a pair of cam mechanisms are provided on both sides of the camshaft. However, a cam mechanism may be provided on only one of them.

Sectional drawing which shows the 1st example of embodiment of this invention. II enlarged sectional view of FIG. The figure which looked at the sleeve from the base end face side. (A) is the front view of a relay member, (B) is the figure seen from the left of (A), (C) is the figure seen from the right of (A). The perspective view which decomposes | disassembles and shows the cam mechanism part containing a sleeve, a relay member, and a liner member. The perspective view similarly seen from another direction. The perspective view which shows the state which combined the sleeve, the relay member, and the cam mechanism part containing a liner member. The perspective view similarly seen from another direction. (A) is the front view of a sleeve, (B) is the figure seen from the right side of (A). The B section enlarged view of FIG. The figure similar to FIG. 9 which shows another structure of a sleeve. The figure similar to FIG. 2 which shows the 2nd example of embodiment of this invention. The liner member is shown, (A) is a perspective view, (B) is a plan view, (C) is a side view, and (D) is a front view. The perspective view which decomposes | disassembles and shows the cam mechanism part containing a sleeve, a relay member, and a liner member. The perspective view similarly seen from another direction. The perspective view which shows the state which combined the sleeve, the relay member, and the cam mechanism part containing a liner member. The perspective view similarly seen from another direction. Sectional drawing which shows the 3rd example of embodiment of this invention. FIG. 19 is a cross-sectional view of FIG. The figure seen from the right side (inner side) of FIG. FIG. 19 is a sectional view of the knee of FIG. 18. FIG. (A) is a perspective view, (B) is a plan view, (C) is a front view, (D) is a rear view, (E) is a side view, and (F) is a side view of the liner member. F sectional view. (A) is the perspective view of a cam side body part, (B) is the perspective view which cut | disconnected a part similarly. The disassembled perspective view of the disc brake with a parking mechanism of the third example. The disassembled perspective view of a cam side assembly. FIG. 3 is an exploded perspective view showing a state before and after engaging a base end portion of a spindle with a liner member in a part of a cam side assembly. Sectional drawing similar to FIG. 18 of a cam side assembly. The figure corresponding to the knee cross section of FIG. 18 similarly. The figure seen from the left side (outer side) of FIG. Sectional drawing which shows the 1st example of conventional structure Sectional drawing which similarly shows the 2nd example. FIG. 33 is a cross-sectional view of the tote of FIG. 32. The fragmentary top view which shows the 3rd example of conventional structure. Similarly, the fragmentary sectional view which shows the 4th example. The partial top view which shows two examples of the part which assembles a parking lever.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1, 1a, 1b, 1c Parking brake disc brake 2, 2a, 2b, 2c Caliper 3, 3a, 3b, 3c Holding hole 4, 4a Camshaft 5 Fixed side cam plate 6 Drive side cam plate 7 Rolling body 8, 8a , 8b, 8c Adjustment mechanism 9, 9a, 9b, 9c Cylinder 10, 10a, 10b, 10c Piston 11, 11a, 11b, 11c Spindle 12, 12a, 12b Sleeve 13 Male thread 14 Female thread 15 Cylindrical member 16 Protrusion 17 Recess 18 Cam rod 19, 19a, 19b Bulkhead 20, 20a, 20b Through hole 21, 21a Relay member 22 Recess 23 Engagement protrusion 24 Engagement recess 25 Parking lever 26 Return spring 27a, 27b Cam mechanism 28, 28a Boot 29 O-ring 30a, 30b pad 31 rotor 32a, 2b Cam surface 33, 33a, 33b Liner member 34a, 34b Roller 35, 35a Base end surface 36, 36a Side opening 37 Bearing surface 38 Protruding portion 39 Bearing surface 40 Protruding portion 41 Flat surface 42 Tip surface 43 Clearance 44 Step portion 45 Penetration Hole 46 Base half part 47 Leading half part 48 Stepped surface 49 Locking projection part 50 Retaining ring 51 Caliper claw 52, 52a Chamfer 53 Arm part 54 Extension part 55 Concave part 56 Bottom face 57 Return spring 58 Pin 59, 59a Parking lever 60 Flange Part 61, 61a, 61b Cylinder body 62 Bracket 63 Abutting surface 64 Bolt 65 Circular hole 66 Adjust nut 67 Flat plate part 68 Connection part 69 Through hole 70 Large diameter part 71 Flange part 72 Flat part 73 Cylinder side body part 74 Cam side body Part 75 Bolt 76 Bracket 77 Connection Plate portion 78 Through hole 79 Support plate portion 80 Bending plate portion 81 Base portion 82 Arm portion 83 Through hole 84 Through hole 85 Return spring 86 Locking portion 87 Second bolt 88 Housing portion 89 Extension portion 90 Tongue piece 91 Through hole 92 Screw hole 93 Intermediate assembly 94 Communication hole 95 Spring 96 Cam side assembly 97 Screw hole 98 Seal 99 Boot 100 Spring 101 O-ring 102 Cylindrical portion 103 Chamfer 104 Retaining ring

Claims (8)

A spindle and a sleeve which are relatively engaged with each other in the axial direction of the cylinder by rotating relative to each other about the center axis of the cylinder provided in the cylinder body by screw engagement are provided. One of the members does not rotate with respect to the cylinder body, and an adjustment mechanism that can adjust the axial position of the piston fitted to the cylinder according to the wear state of the pad; In a disc brake with a parking mechanism provided with a holding hole formed in a direction perpendicular to the direction of the central axis of the cylinder at an end opposite to the side where the pad exists.
The holding hole has a liner member that is fitted and fixed so as not to rotate around the central axis of the cylinder, and the end of the one member is directly or via a relay member on the liner member. The disc brake with a parking mechanism, wherein the one member is prevented from rotating with respect to the cylinder body only by being engaged with the liner member while preventing the one member from rotating with respect to the liner member. .   The relay member is provided in a state of oil-tightly penetrating a through hole provided in a partition wall that divides the cylinder and the holding hole, and in the axial direction of the cylinder as the camshaft disposed in the holding hole rotates. The displacement of the camshaft is transmitted to the piston via the adjusting mechanism, and one end of the relay member is rotated with respect to the liner member, which is fitted and fixed in the holding hole. The parking according to claim 1, wherein the first member is engaged with the other end of the relay member in a state in which rotation with respect to the relay member is prevented. Disc brake with mechanism.   A sleeve in which the one member is formed in a hollow shape, and a recess is provided at an end of the sleeve, and a pair of opposite side surfaces of the inner surface of the recess are arranged in the direction of the central axis of the sleeve. A pair of flat surfaces that exist in a direction perpendicular to each other and are parallel to each other, and one end of a through hole that penetrates the sleeve is opened in the recess, and a part of the recess is assembled to the vehicle. The disc brake with a parking mechanism according to claim 2, wherein the disc brake is open upward in the vertical direction.   With the end of the sleeve and the other end of the relay member engaged, the bottom surface of the recess where the through-hole of the sleeve is opened and the part of the end surface of the relay member facing the bottom surface The disc brake with a parking mechanism according to claim 3, wherein a gap exists in the disc brake.   The parking mechanism according to claim 1, wherein the one member is a spindle, and an end portion of the spindle is engaged with the liner member in a state in which the spindle member is prevented from rotating with respect to the liner member. Disc brake with.   The liner member is formed in a cylindrical shape, and has a non-circular opening that engages with an end of the one member or one end of the relay member on a side. The disc brake with a parking mechanism described in any one of the above.   The liner member has a pair of flat plate portions arranged at right angles to the axial direction at both ends with respect to the axial direction of the holding hole, and the end portion of the one member or the one end portion of the relay member The one end of one member or one end of the relay member is engaged with the inner surface of each of the two flat plate portions in a state of being inserted between the two flat plate portions, respectively. Disc brake with parking mechanism described in any one of the items.   The disc brake with a parking mechanism according to claim 7, wherein the liner member includes a pair of flat plate portions and a connecting portion that connects the flat plate portions to each other.

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