JP2009162289A - Disk brake device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To respond to the movement of a disk rotor while securing high flexibility in all directions of an arm member to appropriately follow an actuator and a booster with a simple structure, achieve secure adjustment of automatic clearance adjusting mechanisms and excellent assemblability and facilitate installation of a parking brake mechanism. <P>SOLUTION: In a disk brake device, brake arms 5, 6 supported by a housing 2A and oscillated with flexibility in all directions are pressed via rod members 16R, 16S in which the automatic clearance adjusting mechanisms 17R, 17S are interposed by shaft movement of a cam mechanism 4 operated by a brake chamber 3A and comprising a ball ramp assembly boosting mechanism 4RS, so as to press and operate brake pads 18R, 18S, wherein operating force is obtained by the orthogonal brake chamber 3A, and by the ball ramp assembly boosting mechanism 4RS securely operated and having a simple structure, the axial volume to the rod members 16R, 16S including the automatic clearance adjusting mechanisms 17R, 17S can be made compact. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention provides a brake arm that is supported by a housing and swings with a degree of freedom in all directions via a rod member having an automatic gap adjustment mechanism interposed by an axial movement of a cam mechanism that operates in a brake chamber. The present invention relates to a disc brake device that presses and actuates a brake pad.

In a disc brake device used in a vehicle, particularly in an air disc brake for a railway vehicle, the relative movement between a sprung to which a brake is attached and an unsprung to which a disc rotor is attached is large. In general, there is known an insulator type brake by connecting links which can be easily adapted to a large relative movement (see, for example, Patent Documents 1 to 3 below).
Japanese translation of PCT publication No. 10-505038 (refer to claim 1) DE19514463 (published in 1996.11.07) JP 2006-315422 A (refer to the gazette abstract)

  Regarding the above-mentioned patent document, patent document 1 and patent document 2 are technically similar, a common technical part is presented and described as Conventional Example 1, and a technical part peculiar to patent document 2 will be described later. The brake caliper unit disclosed in Patent Document 1 shown in FIG. 13 as the conventional example 1, particularly for a disc brake of a rail vehicle, is provided with two caliper levers 101 and 102 extending substantially in parallel. Brake pads 103 and 104 that can be crimped to the brake disc 105 are pivotally attached to one end portion of the caliper levers 101 and 102 for tightening the disc brake, and the other end portions of both caliper brakes and Central regions are pivotally connected to each other or to the casing 108, a brake force generator and an adjusting device 106 are incorporated in the connection device, and at least one of the connection points is tightened by the brake force generator. It is formed as an eccentric body transmission device 111 that can be operated to the other, and the other connecting point is rotated And it is formed as a receiving 122.

  In addition, the railway vehicle disc brake device disclosed in Patent Document 3 shown in FIG. 15 as Conventional Example 3 has brake heads 307 and 307 attached with brake pads for clamping the disc D, respectively. The caliper levers 306 and 306 and an actuator 314 including a movable rod 315 driven in at least one of the advancing direction and the retracting direction are provided. The disc brake device 301 is pivotally connected to the movable rod 315. And a telescopic shaft 310 that engages with the rotation transmission arm 316. The screw body 313 is pushed outward by the screw mechanism by the push-out rotation of the rotation transmission arm 316 accompanying the advancement of the actuator 314, and the caliper levers 306 and 306 are swung around the support pin 305, and the brake head 307, 307 pinches the disk D, and a braking operation is performed. When the brake pad wears, the end of the notch 320 of the cam plate 319 comes into contact with the gap adjusting rod 321 fixed to the base body due to the excessive stroke of the rotation transmission arm 316, the worm gear 317 rotates, and the gap adjusting gear 318 is rotated. Rotates and automatic gap adjustment is performed.

  With these configurations, in the first conventional example disclosed in FIG. 13, by adopting an improved brake caliper unit that employs an eccentric body transmission device 111 that can be operated in the tightening direction by a brake force generator, With a small required space and a small weight, a compact structure and a high transmission ratio can be realized, and a simple structure is realized. Further, in the third conventional example disclosed in FIG. 15, the advance operation of the movable rod 315 is converted into the extension operation of the telescopic shaft 310 via the rotation transmission arm 316 and the force is increased. It is transmitted to the caliper levers 306 and 306. In addition, since the rotation transmission arm 316 constituting the boost conversion mechanism is provided with a gap adjustment mechanism including the cam plate 319, the notch 320, the worm gear 317, the gap adjustment gear 318, and the like, the gap between the disk D and the brake pad. It is possible to provide a compact configuration of the high-functional disc brake device 301 that can automatically adjust the angle. Further, the second conventional example disclosed in Patent Document 2 shown in FIG. 14 having the same technology as that of the first conventional example of FIG. 13 includes a parking brake cylinder 222 in the casing 206 in addition to the main brake cylinder 216. And the attachment ratios 224 and 223 are interposed between the cylinders 216 and 222 and the crank arms 214 and 219 so that the conversion ratio of the brake force between the main brake and the parking brake can be adjusted. It is composed.

  However, in these conventional examples, the first conventional example adopts the eccentric body transmission device 111 and enables a compact structure and a high transmission ratio with a small required space and a small weight. The actuator such as a brake cylinder and the eccentric body transmission device 111 which is a booster device are assembled in advance in the casing, and the assembly into the casing is troublesome and difficult. In addition, since these devices including the casing are configured close to the pressure-bonding surface between the brake disc 105 and the brake pads 103 and 104 that generate high heat when the brake is operated, there is a risk of causing various problems. It was. Moreover, in this conventional example, the relative movement between the sprung and unsprung parts is large as in a railway vehicle, and it is sufficient for a mechanism that requires a degree of freedom in movement in all directions of the wheel following the rail. It was hard to say that consideration was given.

  Even in the third conventional example, the actuator 314, the rotation transmission arm 316 that is a booster device, and the gap adjustment mechanism are not preferable because they are exposed to the outside, and these devices are attached. Also with respect to the mounting form with respect to the substrate (casing), the actuator 314 and the booster device are located between the pair of rotation transmission arms 316, and it is difficult to disassemble and maintain. In addition, even when a parking brake device is additionally installed, the space is limited and impossible. Further, in the second conventional example disclosed in Patent Document 2, the parking brake cylinder 222 is arranged on the same side as the main brake cylinder 216, and the operation of the main brake is a relatively long shaft 208. Since interlocking is performed from the end side, there is a possibility that the brake force from the parking brake cylinder 222 side to the caliper levers 201 and 202 may not be smoothly transmitted.

  Accordingly, the present invention solves the problems of the conventional disc brake device, and provides an actuator and a booster device with a simple structure corresponding to the movement of the disc rotor while ensuring a high degree of freedom of the arm member in all directions. An object of the present invention is to provide a disc brake device that can be properly followed and that the automatic clearance adjustment mechanism is reliably adjusted, has excellent ease of assembly, and is easy to install a parking brake mechanism.

  For this reason, the present invention provides a brake that is supported by a housing and swings with a degree of freedom in all directions through a rod member having an automatic gap adjustment mechanism interposed by an axial movement of a cam mechanism that operates in a brake chamber. In the disc brake device that presses the arm and presses the brake pad, the cam mechanism is composed of a ball ramp assembly booster mechanism, and is configured to obtain an operation force by an orthogonal brake chamber. Further, the present invention is characterized in that the brake chamber and the rotor side of the ball lamp assembly are pin-connected, and the stator side of the ball lamp assembly is pivotally supported on the housing by a rotating link. Further, the present invention is characterized in that the automatic gap adjusting mechanism is configured to adjust by swinging of an adjusting lever interlocked with the axial movement of each lever bracket on the rotor side and the stator side of the ball ramp assembly. Further, the present invention is characterized in that a parking brake chamber is disposed opposite to the brake chamber, and a parking link that pulls the rotor side of the ball lamp assembly in the brake operating direction is connected to the parking brake chamber. These are the means for solving the problems.

  According to the present invention, a brake that is supported by a housing and swings with freedom in all directions via a rod member having an automatic gap adjustment mechanism interposed by an axial movement of a cam mechanism that operates in a brake chamber. In the disc brake device that presses the arm and presses the brake pad, the cam mechanism is composed of a ball ramp assembly booster mechanism, and an operation force is obtained by the orthogonal brake chamber, so that the orthogonal brake chamber By adopting a ball ramp assembly booster mechanism that can be operated by a reliable and simple structure, the axial bulk up to the rod member including the automatic gap adjusting mechanism can be made compact.

  In addition, a pin structure is connected between the brake chamber and the rotor side of the ball lamp assembly, and when the stator side of the ball lamp assembly is pivotally supported on the housing by a rotary link, the structure is simple and reliable. When the operation force is applied by the orthogonal brake chamber by adopting the ball ramp assembly booster mechanism, the actuator and booster corresponding to the movement of the disc rotor while ensuring the high degree of freedom of the arm member in all directions The apparatus can be appropriately followed and the operation performance can be improved. Further, when the automatic gap adjusting mechanism is configured to adjust by swinging of an adjusting lever that is interlocked with the axial movement of each lever bracket on the rotor side and the stator side of the ball ramp assembly, the ball ramp is extended during braking. Since the automatic gap adjustment is performed only by the amount, the occurrence of over-adjustment can be prevented and a stable adjustment operation can be obtained.

  Furthermore, a parking brake chamber is disposed opposite to the brake chamber, and a parking link that pulls the rotor side of the ball lamp assembly in the brake operating direction is connected to the parking brake chamber. Using this mechanism as it is, a parking brake mechanism can be additionally provided even if it is easily retrofitted.

  DESCRIPTION OF EMBODIMENTS Preferred embodiments for implementing a disc brake device according to the present invention will be described below with reference to the drawings. As shown in FIG. 1, the basic structure of the disc brake device according to the present invention is a rod member in which automatic clearance adjustment mechanisms 17R and 17S are interposed by the axial movement of a cam mechanism 4 (4RS) operating in a brake chamber 3A. In the disc brake device for pressing the brake pads 18R and 18S by pressing the brake arms 5 and 6 that are supported by the housing 2A and swing with freedom in all directions via the 16R and 16S. The mechanism 4 is composed of a ball ramp assembly booster mechanism, and is characterized in that an operating force is obtained by an orthogonal brake chamber 3A.

  As shown in FIGS. 5 and 6, the disc brake device of the present invention is a main brake that is mounted and disposed between an upper mounting housing 1 and a lower unit housing assembly 2 that are divided into upper and lower parts. Power is obtained by the brake chamber assembly 3 for use. Preferably, the power source is fluid pressure such as air pressure (either positive pressure or negative pressure is possible). As shown in FIGS. 2 and 3, the brake chamber 3 </ b> A is biased in the brake release direction by the restoring force of the coil spring 3 </ b> B disposed inside. These coil springs 3B are compressed by a positive pressure disposed on the opposite side via a diaphragm, or a negative pressure is introduced to the coil spring 3B side to compress the coil spring 3B, thereby performing a braking operation. . The rotor assembly 4R of the ball ramp assembly 4RS constituting the cam unit assembly (cam mechanism) is pressed and rotated by the link 4G and the clevis 4H accompanying the advancement of the rod 3C of the brake chamber 3A. The rod 3C and the link 4G of the brake chamber 3A are connected by a vertical connecting pin 3D, and the ball lamp assembly 4RS can move in the axial direction (direction orthogonal to the paper surface of FIG. 2). Accordingly, it is possible to allow the axial movement of the rod member and the ball lamp assembly 4RS that follow the complicated movement of the disk rotor while ensuring a high degree of freedom in all directions of the arm member having the pad at the lower end.

  As shown in FIG. 1, the ball ramp assembly 4RS constituting the cam mechanism 4 presses and rotates the rotor assembly 4R with respect to the non-rotatable stator assembly 4S, for example, on the circumference between them. The axial distance between the stator assembly 4S and the rotor assembly 4R due to the cam action of the three balls 4C interposed at the three positions and the ball storage groove 19 (FIG. 2) whose axial depth is gradually reduced. To enlarge. Thereby, the rod members 16R and 16S are pressed outward through the rotor shaft 4LR and the stator plug 4LS (see FIG. 10), and the arm assembly is supported by the arm shafts 5B and 6B with freedom in all directions. By pressing the upper end portions 5A and 6A of the arm assemblies 5 and 6 respectively, the pads 18R and 18S disposed inside the lower end of the arm assemblies 5 and 6 are pressed against the respective surfaces on both sides of the disk rotor to perform a braking operation. As understood from FIG. 6, the braking operation is released by the return springs 14 and 15 stretched between the upper ends 5 </ b> A and 6 </ b> A of the arm assemblies 5 and 6. 2 and 3, the rotary link 4I fixed to the stator assembly 4S in the ball lamp assembly 4RS is configured to be swingable with respect to the unit housing 2A by arm pins 2E. Accordingly, the ball ramp assembly 4RS constituting the cam mechanism 4 is allowed to move in the axial direction on the stator assembly 4S side as well as on the rotor assembly 4R side with the connecting pin 3D with the rod 3C of the brake chamber 3A. The

  In FIG. 5, what is indicated by reference numeral 7 is a moderation restricting member for maintaining the initial position of the arm assemblies 5 and 6 with respect to the unit housing 2A, which is substantially flush with the unit housing 2A and the arm assemblies 5 and 6, respectively. A fixing plug 5C attached to a flat plate spring 7 abutting on the side surface of the arm assembly 5 and 6B in such a manner as to close both ends of the arm shafts 5B and 6B as supporting shafts for the unit housing 2A of the arm assemblies 5 and 6; Install at 5C. Accordingly, only the arm assemblies 5 and 6 can be configured so that the low-mass portion swings with freedom in all directions, but the arm shafts 5B and 6B supported by the rigid unit housing 2A portion. Due to the elasticity of the flat plate spring 7 attached to the arm assembly 5, the initial position of the arm assembly 5, 6 is not reliably held and blindly moved, but the arm assembly 5, 6 can be allowed to move moderately. . Further, if the leaf spring 7 is fixed by the fixing plugs 5C and 6C of the arm shafts 5B and 6B, the fixing plugs 5C and 6C of the arm shafts 5B and 6B are also used for fixing the leaf spring 7 to reduce the number of parts. In addition to making it possible, the fixing process can be performed at once.

  FIG. 4 is a side sectional view taken along the center line of the arm shaft. The mounting housing 1 in which the brake chamber 3A constituting the power unit and the ball ramp assembly 4RS constituting the cam mechanism 4 are disposed are connected to each other by a fastening bolt, and the brake pad 18R is braked at the lower end. An arm assembly 5 supported so as to swing freely up and down by bolts (see also FIGS. 5 and 6) is attached to and supported by the unit housing 2A by an arm shaft 5B. As shown in FIG. 1, the upper end portion 5A of the substantially gate-shaped arm assembly 5 with respect to the unit housing 2A is coupled to rod members 16R and 16S connected via automatic gap adjusting mechanisms 17R and 17S. The lower middle part is pivotally supported by the arm shafts 5B and 6B.

  4, only the arm assembly 5 side will be described. The unit housing 2A and the arm assembly 5 are formed with shaft holes 2F and 5F for the arm shaft 5B, and the shaft holes 2F and 5F are provided with sleeves 5D and 5D, respectively. The fixed plugs 5C and 5C are screwed into both end portions of the arm shaft 5B that are inserted in such a manner that both end portions of the arm shaft 5B are closed. The inner end surfaces of the sleeves 5D and 5D come into contact with both end surfaces of the spherical bearing 2B at the center position of the arm shaft 5B. Plugs 2C and 2C are interposed between the outer periphery of the sleeve 5D and the inner periphery of the shaft hole of the unit housing 2A. 2D is a dustproof boot. By configuring in this way, the arm shaft 5B can be configured by a slightly shorter rod-like body, and it is not necessary to perform precision work such as bolts and nuts, so that the cost can be reduced. Then, by screwing the fixed plugs 5C and 5C into the arm assembly 5, both end surfaces of the spherical bearing 2B can be reliably pressed and positioned via the sleeve 5D. Thus, by supporting the arm shaft 5B by the flexible sleeve 5D, plug 2C, and spherical bearing 2B, the arm assembly 5 has freedom in all directions and the pad portion follows the movement of the disk rotor in all directions. It becomes possible to make it.

  FIG. 5 is an overall perspective view of the disc brake device, and FIG. 6 is an overall perspective view of the disc brake device with the upper mounting housing removed, and is a type without a parking chamber assembly or an overall cross-sectional view before installing the parking chamber. is there. (In FIG. 6, a parking chamber assembly 13 of a second embodiment which will be described later is shown) The configuration of the part from the brake chamber 3A constituting the power unit to the cam mechanism 4 and the automatic gap adjusting mechanism will be described later. To do. Here, the connection between the upper end portions 5A and 6A of the arm assemblies 5 and 6 and the rod member 4T output from the automatic gap adjustment mechanism will be described. Referring to FIG. 1, the non-circular outer peripheral portion of the outer end portion of the rod members 16R and 16S constituting the end portion of the automatic gap adjusting mechanism, which will be described in detail later, is the arm assembly 5 (the same applies to the arm assembly 6 as well) The lock plate 11 is fitted to the non-circular outer peripheral portion and elastically contacted by the spring 10 on the outer side of the upper end portion 5A of the cup spring 9 and It is held by the clip 12. The lock plate 11 is non-rotatably fixed to the outer surface of the arm upper end 5A. The lock plate 11, the clip 12 and the cup spring 9 are removed from the outside so that the rotation of the rod member 16R can be allowed, the adjuster of the automatic gap adjustment mechanism is returned, and the loose fitting hole between the rod member 16R and the arm upper end 5A The engagement with the part is released, and the brake pad can be easily replaced.

  Next, the cam mechanism and the automatic gap adjustment mechanism will be described with reference to FIGS. FIG. 7 is a perspective view of the main part from the automatic gap adjusting mechanism to the rod member in the vicinity of the ball lamp assembly. FIG. 7 shows a ball ramp assembly 4RS constituting the cam mechanism, a related configuration of the rotor assembly 4R in the ball ramp assembly 4RS and the link 4G connected to the brake chamber, and the stator assembly 4S and the rotating link 4I in the ball ramp assembly 4RS. The related structure is clearly understood. Furthermore, it is understood that automatic clearance adjustment mechanisms 17R, 17S are disposed between the rod members 16R, 16S on both sides of the ball lamp assembly 4RS.

  8 is a bottom view of the vicinity of the ball lamp assembly of FIG. 7 and a front view seen from the brake chamber side. In FIG. 8A, when the rotor assembly 4R and the stator assembly 4S of the ball lamp assembly 4RS are separated in the axial direction (vertical direction in FIG. 8) due to the pressing rotation of the link 4G by the brake chamber 3A, the rotary link 4I is separated. The rotor-side lever bracket 4ER moves outward in the axial direction with respect to the connected stator-side lever bracket 4ES. The rotation link 4I and the lever bracket 4ES are allowed to swing the rotation link 4I by connecting the elongated hole and the pin. That is, when the brake is operated by the ball ramp assembly 4RS, the lever bracket 4ER and the lever bracket 4ES on the rotor side and the stator side are in the direction of the arrow in conjunction with the outward movement of the rod members 16R and 16S on the rotor side and the stator side. Move in opposite directions. As understood from FIG. 8B, the lever bracket 4ER (4ES) is formed in a relatively flat shape.

  FIG. 9 is a side view and a plan view of the ball lamp assembly of FIG. 7 viewed from the stator side. From FIG. 9A, the flat shape of the lever bracket 4ER (4ES) described above is well understood. As shown in FIG. 9B, automatic gap adjustment mechanisms 17R and 17S are arranged between the ball lamp assembly 4RS and the rod members 16R and 16S at both ends, respectively. This will be described with reference to FIG. When an excessive stroke occurs due to wear of the brake pads 18R and 18S, the rotor shaft 4LR pressed against the rotor assembly 4R and the stator assembly 4S of the ball ramp assembly 4RS respectively (the rotor shaft 4LR is pressed via the thrust bearing 4M). Adjuster rings 4NR and 4NS, which are rotatably mounted on the stator plug 4LS, spring the adjuster levers 4FR and 4FS by means of locking portions (not shown) as the lever brackets 4ER and 4ES move in the direction of the arrows. The adjuster rings 4NR and 4NS are rotated by a ratchet claw at the tip of the adjuster levers 4FR and 4FS, respectively, against the restoring force of 4DR and 4DS. As a result, the adjuster / joint assemblies 4JR and 4JS screwed to the adjuster rings 4NR and 4NS move forward with wear and the automatic clearance adjustment is completed.

  FIG. 11 shows a second embodiment of the disc brake device of the present invention, and is a side view of an arm assembly corresponding to FIG. 2 with a parking chamber attached thereto. In the present embodiment, a parking chamber assembly 13 is disposed to face the main brake chamber assembly 3. The parking chamber assembly 13 can be installed later. The parking chamber assembly 13 is installed coaxially opposite the rod of the brake chamber assembly 3, and a parking link 13 </ b> P that pulls the rotor side 4 </ b> R of the ball lamp assembly by the brake chamber assembly 3 in the brake operating direction is arranged in the parking chamber assembly 13. The rod 13C was connected. As a result, the parking brake mechanism can be additionally provided even if it is easily retrofitted using the existing mechanism of the brake chamber assembly 3 as it is. FIG. 12 is a cross-sectional perspective view of the operation unit in FIG. 11 and clearly shows a mechanism for pulling the rotor side 4R of the ball ramp assembly by the parking link 13P in the brake operating direction. In order to prevent the brake chamber assembly 3 side from being affected during the parking operation, a long hole 4GA is formed in the link 4G on the brake chamber assembly 3 side so as to be pin-connected to the clevis 4H.

  The embodiments of the present invention have been described above. Within the scope of the present invention, the housing is divided into two parts, the brake chamber and the cam mechanism are mounted and arranged, and the actuator of the power unit is configured. Main brake and parking air chamber (both positive pressure and negative pressure types can be used) shape and type (diaphragm type, piston type, etc.) The parking link can be actuated) and the arrangement part, the swinging shaft support form with freedom in all directions to the housing of the arm assembly (gap, spherical bearing, flexible spacer, plug, etc. Etc.), the shape and type of the brake pad, and the pivot support form (vertical swing form etc.) to the brake arm, -The shape and type of the ball ramp assembly booster mechanism that constitutes the cam mechanism as a unit (preferably the distance between the opposing end surfaces of the rotor assembly and the stator assembly that rotate relative to each other by obtaining the operating force by pressing the rods of the brake chamber that are orthogonal A configuration is adopted in which the axial expansion and contraction are performed by the cam action of the provided ball and the ball storage groove, but the relative rotation between the rotor assembly and the status assembly may be obtained by pulling the brake chamber rod. ), A pin connection configuration between the brake chamber and the rotor side of the ball ramp assembly for allowing the cam mechanism to move in the swing direction from the arm assembly, and the shaft to the housing of the rotating link on the stator side of the ball ramp assembly Support form (long hole to absorb the swing allowance of the rotating link Can be appropriately selected for pivotally embodiment can be employed), and the like with. Also, the shape and type of the automatic gap adjustment mechanism including the shape of the lever bracket and adjustment lever, etc., and the gap adjustment form (preferably, the adjustment linked to the axial movement of each lever bracket on the rotor side and stator side of the ball ramp assembly) Although the adjustment is performed by swinging the lever, the adjustment lever may not be in contact with the lever bracket, but may be configured so that the adjustment lever contacts and interlocks with the stator assembly and the rotor assembly of the ball ramp assembly during an excessive stroke. ), The shape and type of the parking link in the parking brake chamber (if the brake is operated by pulling the brake chamber, the parking link can also press the brake chamber side), etc. Can be selected . The specifications described in the examples are merely examples in all respects and should not be interpreted in a limited manner.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 shows a first embodiment of a disc brake device of the present invention, and is an overall cross-sectional view of a disc brake device on a center line of a ball ramp assembly constituting a cam mechanism perpendicular to a brake chamber. FIG. 3 is a side view of the arm assembly including a cross-sectional view of the ball ramp assembly at the cam surface. FIG. 3 is a cross-sectional perspective view of an operation unit from the brake chamber to the ball lamp assembly in FIG. 2. FIG. 3 is a side sectional view taken along the center line of the arm shaft. FIG. 2 is an overall perspective view of the disc brake device. FIG. 2 is an overall perspective view of the disc brake device with the upper mounting housing removed. FIG. 6 is a perspective view of the main part from the automatic gap adjustment mechanism to the rod member in the vicinity of the ball lamp assembly. FIG. 8 is a bottom view of the vicinity of the ball lamp assembly of FIG. 7 and a front view seen from the brake chamber side. It is the side view and top view which were seen from the stator side of the ball lamp assembly of FIG. FIG. 8 is a plan sectional view of FIG. 7. FIG. 7 is a side view of an arm assembly corresponding to FIG. 2 and having a parking chamber according to a second embodiment of the disc brake device of the present invention. FIG. 12 is a cross-sectional perspective view of the operation unit corresponding to FIG. 3 provided with the parking chamber in FIG. 11. It is explanatory drawing of the brake caliper unit for the disc brakes of a rail vehicle which shows a 1st prior art example. It is explanatory drawing of the brake caliper unit which shows a 2nd prior art example. It is explanatory drawing of the disc brake apparatus for rail vehicles which shows a 3rd prior art example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Mounting housing 2 Unit housing assembly 2A Unit housing 3 Brake chamber assembly 4 Cam mechanism (cam unit assembly)
4C Ball 4RS Ball ramp assembly 4R Rotor assembly 4S Stator assembly 5 Arm assembly 5A Arm upper part 5B Arm shaft 6 Arm assembly 6A Arm upper part 6B Arm shaft 9 Cup spring 10 Spring 11 Lock plate 12 Clip 13 Parking chamber assembly 14 Return spring 16 Rod member 17 Automatic gap adjustment mechanism 18 Pad

Claims (4)

The brake is pressed by pressing the brake arm supported by the housing and swinging in all directions through the rod member with the automatic gap adjustment mechanism interposed by the axial movement of the cam mechanism that operates in the brake chamber. In the disc brake device for pressing the pad, the cam mechanism is constituted by a ball ramp assembly boosting mechanism, and the operation force is obtained by an orthogonal brake chamber. 2. The disk according to claim 1, wherein the brake chamber and the rotor side of the ball lamp assembly are pin-connected, and the stator side of the ball lamp assembly is pivotally supported on the housing by a rotary link. Brake device. 3. The automatic gap adjustment mechanism is configured to adjust by swinging an adjustment lever that interlocks with the axial movement of each lever bracket on the rotor side and the stator side of the ball ramp assembly. Disc brake device. 4. A parking brake chamber is disposed opposite to the brake chamber, and a parking link for pulling a rotor side of the ball lamp assembly in a brake operating direction is connected to the parking brake chamber. The disc brake device according to any one of the above.

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