JP2519419B2 - Breaking device - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a brake device for an automobile or the like, and more particularly to a brake device that can easily start on an uphill road.

[Conventional technology and its problems]

The present applicant has previously proposed, as a brake device of this type, a brake disc for the purpose of providing a brake device capable of performing an appropriate operation according to the state of wheels or a vehicle body when a vehicle or the like is stopped or started. A brake pad arranged so as to be capable of being pressed into contact with the brake pad, an operating device for pressing the brake pad to the brake disc in response to an external command, and a brake pad based on a change in the action direction of the frictional force between the brake pad and the brake disc. A detection device for detecting a relative change with respect to the vehicle body fixing part, and a brake holding device for making it possible to sustain a command to the actuation device based on a detection signal of the detection device until the change in the action direction of the frictional force again. , Proposed a brake device in which the actuating device has a pressing member for pressing the brake pad toward the brake disc

By the way, as a specific example of the type in which the brake pad is pressed against the brake disc by the pressing member of the actuating device, a plate-shaped shim is held on the brake pad in order to prevent so-called squeaking during brake operation. There is one in which a pressing member is brought into contact with a brake pad to apply a pressing force thereto. When the above-mentioned proposed brake device is configured using this shim, when the force for moving the brake pad is generated due to the change in the action direction of the friction force of the brake, the shim and the pressing force are applied. When the frictional force generated between the members exceeds the holding force of the shim on the brake pad, the shim does not move integrally with the brake pad, only the brake pad moves, and the shim has a permanent position with respect to the brake pad. There is a problem that misalignment occurs, which eventually causes the shim to fall off the brake pad, resulting in failure of the brake device.

Therefore, in order to prevent the above-mentioned shim from slipping or falling off,
By interposing the low-friction layer at the contact portion between the shim and the pressing member, when a force for moving the brake pad is generated due to a change in the action direction of the frictional force of the brake, the shim and the pressing member are interposed. It is conceivable to cause relative sliding.

However, since the pressing member normally locally contacts the shim as compared with the contact area between the brake pad and the shim, even when the frictional force between the shim and the pressing member is reduced, the sliding member and the shim are both slid together. There is a risk that the brake pads and shims may not operate smoothly due to changes in the direction of action of the frictional force of the brakes due to prying or catching, and that the detection operation by the detection device may also become unstable. .

[Problems to be Solved by the Invention] The present invention has been made in view of the above-described problems, and in automatically holding / releasing a brake in response to stop / start of an automobile or the like, a brake pad provided with a plate-shaped shim is provided. Even if it is used for, the purpose of the present invention is to provide a brake device in which the movement of the brake pad based on the change in the action direction of the friction force of the brake is smooth while preventing the shim from being displaced and falling off from the brake pad. And

[Means for Solving the Problem] The above object is to provide a brake pad that is arranged so as to be capable of being brought into pressure contact with a brake disc, an operating device that brings the brake pad into pressure contact with the brake disc in response to an external command, and the brake pad. A detection device for detecting a relative change of the brake pad with respect to the vehicle body fixing part based on a change in the direction of action of the friction force between the brake disc and the brake disc; and a command to the operating device based on the detection signal of the detection device A brake holding device that can be sustained until the action direction is changed again, and the actuating device has a pressing member that presses the brake pad toward the brake disc, wherein the pressing member and the brake are provided. At least two plate-shaped shims are interposed between the pad and the pad, and the adjacent surfaces of these two shims are used as sliding surfaces. Achieved by a rake device.

[Action]

When the vehicle stops on an uphill road as the brake pad receives a pressing force from the pressing member of the actuating device and is pressed against the brake disc, the direction of action of the brake changes from a direction that blocks forward movement to a direction that blocks backward movement. Causes sliding between adjacent surfaces of the two shims, causing the brake pad to move with one shim relative to the pressure member and the other shim. Then, when the detection device detects this and operates the holding device, the brake device is in a state of holding the brake. After that, when the vehicle starts, when the turning force in the forward direction is generated in the wheels, that is, the brake disc, the action direction of the frictional force of the brake is changed from the backward blocking direction to the forward blocking direction. Sliding again occurs between the adjacent surfaces of the two shims, and the brake pad moves back together with one shim in the opposite direction to the pressing member and the other shim. Then, when the detection device detects this and deactivates the holding device, the force with which the pressing member of the actuating device presses the brake pad against the brake disc decreases, and the held brake is released. .

As described above, when the brake pad moves with respect to the pressing member of the actuator, this relative movement is
The brake pad and the two shims are caused not by the sliding between the shim and the pressing member but by the sliding between the adjacent surfaces of the two shims having a larger contact area than the abutting portion between the shim and the pressing member and being equal. The shim on the brake pad side will move smoothly according to the change in the action direction of the friction force of the brake, and the shim on the brake pad side will shift or fall off the brake pad. Is prevented. Further, although relative movement occurs between the two shims, this relative movement is performed smoothly as described above without causing prying or catching. Permanent displacement does not occur, and the relative positional relationship between the shims is easily restored to the initial state according to the brake releasing operation, and the proper relationship is maintained.

〔Example〕

First, a disc brake in a brake device according to an embodiment of the present invention will be described with reference to FIGS.

In the drawing, the disc brake is shown as a whole by (80), and the main body (1) is composed of a cylinder portion (2) and a caliper portion (3) and has a known internal structure. The cylinder part (2) is integrally formed with an input mouthpiece (4) for receiving the hydraulic pressure from the master cylinder.
The piston (81) inside receives the hydraulic pressure from this and slides forward in the cylinder hole, and the main body (1) consisting of the cylinder part (2) and the caliper part (3) moves in the direction opposite to the piston due to the reaction force. Is configured to.

From the cylinder part (2), a pair of arm parts (5
a) and (5b) are projected, and these are guided by guide devices (6a) and (6b) slidably in the front-rear direction. The guide devices (6a) (6b) are supported by the arm portions (7a) (7b) of a bifurcated base member (7) fixed to the vehicle body.

The pad plate (8) is in contact with the tip end portion of the piston (81) in the cylinder portion (2) of the main body (1) via the two shims (82) (83). Brake lining (9) is attached to the bracket. The caliper part (3) straddles the disk rotor (10) that rotates with the wheel, and the fork-shaped arm parts (3a) (3b) of the caliper part (3) are provided with the other pad plate via the two shims (84) (85). (11)
Is in contact with The brake lining (12) is also attached to this pad plate (11). Disc rotor (10)
Brake lining (9) (1
2) Intervened between Since the guide devices (6a) and (6b) have the same configuration, only one (6a) will be described.

In the guide device (6a), the arm part (5
The sleeve (13) is fitted in the hole formed in (a), and the bolt (14) is inserted therethrough, and the bolt (14) is screwed and fastened to the arm portion (7a) of the base member (7). (14) and the sleeve (13) are integrated with the base member (7). Both ends of the sleeve (13) are covered by elastic rubber boots (15) (16).

The other guiding device (6b) is also configured in the same manner, and the main body (1)
Are guided slidably in the axial direction by these.

The pad plates (8) and (11) are respectively formed by bending leaf springs, and are provided with feed-side retainers (18) and (18) and feed-in side retainers (19) and (19) to form an arm portion (7a) of the base member (7).
It is elastically supported with respect to (7b) and is movable by a predetermined amount in the axial and circumferential directions. It should be noted that the feed-out side retainers (18) (18) may be omitted in some cases in order to increase the amount of movement of the pad plates (8) (11) in the circumferential direction.

A circumferentially extending recess (24) is formed in one arm portion (7b) of the base member (7), and a switch (20) is fitted therein. Switch (20) actuation rod (20a)
Is inserted into a notch formed in one bent portion (19b) of the entry side retainer (19) and is in contact with the other bent portion (19a) of the retainer (19). The bent portions (19a) and (19b) are respectively on the side surfaces of the pad plates (8) and (11) and the base member (7).
It makes elastic contact with the inner surface of the arm part (7b) of. The actuating rod (20a) of the switch (20) is biased to the left in FIG. 1 by a spring incorporated in the switch (20) and is elastically contacted with the bent portion (19a) of the retainer (19).

The brake lining (9) of the pad plate (8) is affected by the drag phenomenon even when the brake is not activated.
0), but at this time the pad plate (18) may be urged to the right in FIG. 1 due to the frictional force between them, but this retainer ( 1
The sum of the elastic force of the bent portion (19a) of 9) and the spring force of the spring that the switch (20) is built in and biases the operating rod (20a) to the left is sufficiently large.

A rubber tube (22) and a rubber ring (23) are interposed between the switch (20) and the inner wall surface of the recess (24), whereby the switch (20) is vibrated by the base member (7). It is isolated from forces and thermally insulated from the base member (7).

The entire disc brake is fixed to a part of the vehicle body (not shown) by mounting holes (17a) and (17b) provided in the base member (7). In addition, (21) is a lead wire and (25) is a bleeder.

As mentioned above, the pad plates (8) and (11) each have two
The piston (81) and the arm portions (3a) and (3b) are in contact with each other through the shims (82) (83) and (84) (85), which are shown in FIGS. The details of these shims and the mounting relationship with the pad plates (8) and (11) will be described with reference to FIG. Only the pad plate (8) side will be described. The same applies to the pad plate (11) side.

As shown in FIG. 4, the inner shim (83) is a metal plate (9
1) and a rubber layer (90) attached thereto, and the rubber layer (90) is in contact with the pad plate (8). Similarly, the outer shim (82) also includes a metal plate (93) and a rubber layer (92) attached to the metal plate (93), and the rubber layer (92) is in contact with the piston (81). And the surface (91S) of the metal plate (91) (93)
(93S) Comrades are in contact. These surfaces (91S) (93
S) serves as a sliding surface, but in some cases polishing or buffing may be applied to reduce the friction coefficient.

As shown in FIG. 6, the pad plate (8) is formed with protrusions (94) at each central portion, and further lower protrusions (8a) (8b).
The protrusions (95a) (95b) are also formed on these. Round holes (96) (98a) (98b) are formed in the inner shim (83) corresponding to these protrusions (94) (95a) (95b), and these round holes (96) are formed. ) (98a) (98b) is a pad plate (8)
The inner shim (83) is positioned immovably with respect to the pad plate (8) by fitting with the projections (94) (95a) (95b). The shims (83) are further formed with holes (97a) (97b) for enclosing grease. The grease reduces the sliding resistance between the shims (82) (83) surfaces (91S) (93S).

On the other hand, as shown in FIG. 8, the outer shim (82) has an outer shape substantially similar to that of the inner shim (83) and corresponds to the protrusions (94) (95a) (95b) of the pad plate (8). The play holes (99) (100a) (100b) are formed, and the claws (101a) (101b) are formed on both side edges of the outer shim (82). The claws (101a) are formed. As shown in FIG. 4, (101b) is bent by approximately 90 degrees so as to elastically engage with both side edges of the pad plate (8).

Then, in the state where both the shims (83) and (82) are combined with the pad plate (8) shown in FIGS. 4 and 5, the inner shim (83) is fixed to the pad plate (8) and The shim (82) is joined with the inner shim (83) to form the claw (101a).
Depending on the elastic deformation of (101b), the protrusions (94) (95a) (95
b) and the clearance holes (99) (100a) (100b),
It is retained on the pad plate (8) so that it can move with respect to the inner shim (83) and the pad plate (8).

The configuration and mounting relationship of the inner and outer shims (82) (83) on the pad plate (8) side have been described above, but regarding the structure and mounting relationship of the inner and outer shims (84) (85) on the other pad plate (11) side. Is also the same.

Each of the inner shims (83) (85) has a function for preventing squeaking.

The disc brake (80) in the present embodiment is configured as described above. Next, the entire braking device including this will be described with reference to FIG.

In FIG. 9, the brake pedal (32) is connected to the tandem master cylinder (31), and the first hydraulic pressure generating chamber is connected to the wheel cylinders of the rear wheels (34a) (34b) via the pipe line (33). To be done. The wheel cylinders of the front wheels (38a) (38b) are connected to the second hydraulic pressure generating chamber via the pipe (35), the solenoid valve (36) and the pipe (37). The disc brake (80) is used for the wheel cylinder of the front wheel (38b).

One lead wire (21) of the switch (20) in the disc brake (80) is connected to the plus terminal (40) of the battery via the electric line (39), and the other lead wire (21) is connected to the electric line (41a). ), Tilt detection switch (70), solenoid valve (3
It is connected to the negative terminal (42) of the battery via the solenoid (36a) of 6) and the electric line (41b).

The solenoid valve (36) is a two-position solenoid switching valve, and when the solenoid (36a) is not energized, the spring (36b) works to set the position to D so that the conduits (35) and (37) communicate with each other. However, when the solenoid (36a) is energized, the position of E is taken and the pipes (35) and (37) are not in communication.

The switch (20) is a switch that is closed by the back torque of the wheels of the vehicle when the vehicle stops on an uphill road.
A brake switch (71) and an accelerator switch (72) are further connected in parallel with this. The brake switch (71) is a switch that is closed when the brake pedal (32) is depressed, and the accelerator switch (72) is a switch that is opened when the accelerator is depressed. The tilt detection switch (70) described above is a switch that closes when the automobile is on an uphill road.

Also, a check valve (73) is connected in parallel with the valve (36) by an electrode, which is connected to the front wheel (38) from the master cylinder (31) side.
The direction of a) (38b) to the wheel cylinder side is the forward direction. Therefore, even when the solenoid (36a) of the solenoid valve (36) is excited to take the E position, the front wheels (38a) (38b) can be braked.

The embodiment of the present invention is configured as described above. Next, the operation, effect and the like will be described.

Now, as shown in FIG. 10, it is assumed that the vehicle is climbing a slope S and that the brake pedal (32) is depressed to stop. In FIG. 10, arrow F indicates the traveling direction of the automobile, and arrow A indicates the direction of rotation of the wheels.

The pressure liquid from the master cylinder (31) is supplied to the wheel cylinders of the rear wheels (34a) (34b) through the pipe line (33), and the solenoid valve (36) and the check valve (73) are interposed. It is supplied to the wheel cylinders of the front wheels (38a) (38b) through the pipes (35) (37).

The wheels (34a) (34b) (38a) (38b) are braked and the vehicle slows down. In the front wheel (38b), the brake linings (9) and (12) of the pad plates (8) and (11) are pressed against the disc rotor (10), and a frictional force is generated between them. As a result, the brake reaction force acts on the pads (8) and (11) in the direction of arrow B as shown in FIG. That is, in FIG. 1, the pad plates (8) and (11) are biased to the left. Therefore, although the switch (20) remains off, the tilt detection switch (70) is closed, and the brake switch (71) and the accelerator switch (72) (since they are not stepped on) are also closed. As a result, the solenoid (36a) of the solenoid valve (36) is excited and the solenoid valve (36)
Is switched from the D position to the E position, and the hydraulic pressure from the master cylinder is transmitted to the wheel cylinders (38a) (38b) of the front wheels via the check valve (73).

When the vehicle stops on a slope, the disc rotor (10), which was rotating together with the wheels, is rotated in the opposite direction to that when the vehicle was traveling, and the disc rotor (10) and the pad plates (8) (11) The frictional force working in the opposite direction is reversed. As a result, the pad plate (8) (1
1) is pushed to the right by overcoming the sum of the elastic force of the retainer (19) and the spring force of the spring built in the switch (20). The operating rod (20a) is pushed in, and the switch (2
0) turns on and the solenoid (36a) of the solenoid valve (36) continues to be excited. In this state, the driver can use the brake pedal (32)
When the pedaling force is released, the brake fluid flows back from the wheel cylinders of the rear wheels (34a) (34b) to the master cylinder (31), but the solenoid valve (36) is shut off, so the front wheels (38a) ( The brake fluid does not flow back from the wheel cylinder of 38b), and the pressure fluid is retained here. This allows the car to remain stationary on the slope.

In order to start the vehicle, change the gear and put the clutch pedal in the half-clutch state, and depress the accelerator pedal to open the accelerator switch (72), and the driving force is transmitted to the disc rotor (10) of the front wheel (38b). The frictional force between this and the pad plates (8) and (11) is reversed again, the brake reaction force is in the direction A, and the pad plates (8) and (11) are pushed to the left, as shown in FIG. Take the position shown in. That is, the switch (20) is turned off and the solenoid (36) of the solenoid valve (36) (36
Power to a) is cut off. The solenoid valve (36) takes the D position again and allows the master cylinder (31) side and the wheel cylinder side to communicate with each other. The pressure liquid held in the cylinder portion (2) flows back to the master cylinder (31) through the solenoid valve (36) in the illustrated state. Thus the brakes are released and the car starts.

In the above, when the brake pad (32) is depressed to further increase the braking force when the vehicle is stopped on an uphill road, the master cylinder side and the wheel cylinder side are made to communicate with each other. As a result, the braking force can be further increased.

The present embodiment performs the above-mentioned actions, but has the following effects.

That is, in this embodiment, between the pad plate (8) and the piston (81), the pad plate (11) and the arm portion (3a).
Squeak-preventing inner shims (83) (8
In addition to 5), an inner shim (83) (85) and an outer shim (82) (84) are interposed by interposing an outer shim (82) (84) movable relative to the inner shim (83) (85). ) Is a sliding surface so that the disc rotor (10) and the pad plates (8) (1
When the pad plates (8) and (11) move in response to changes in the direction of action of the frictional force generated between the outer shim (8) and
2) (84) is the piston (81) or arm (3a) (3
Locked in b) and kept immobile, the inner shim (8
3) The outer shim (8) where (85) joins with equal area
2) It comes into sliding contact with the sliding surface of (84) and moves the same amount as the pad plates (8) and (11). Therefore, it is possible to prevent the inner shims (83) (85) from being displaced or dropped from the pad plates (8) (11) due to the displacement of the pad plates (8) (11), while the pad plates (8) (1) are
The movement of 1) can be performed smoothly without prying or getting caught. Thus, the switch (20) can be stably and surely turned on / off in accordance with the movement of the pad plate (8), and the operation response of the device can be improved.

Also, inner shims (83) (85) and outer shims (82) (84)
Since a relative displacement smoothly occurs between the and, and the force for displacing the shim of the other party does not act, even if the outer shims (82) (84) are moved by the movement of the pad plates (8) (11). Positional displacement with respect to the piston (81) or the arm portions (3a) and (3b) does not occur, and the relative positional relationship between the inner and outer shims (82) to (85) is maintained in a proper positional relationship without being disturbed.

In addition, since the grease is applied to the sliding surface in the above embodiments, the sliding resistance can be particularly reduced.

Although the embodiments of the present invention have been described above, needless to say, the present invention is not limited to these, and various modifications can be made based on the technical idea of the present invention.

For example, in the above embodiment, the brake is held only on the front wheels, but if the braking force is insufficient, the rear wheels may also hold the braking force. In this case, as already proposed, a valve device that receives the brake fluid pressure of the front wheels and thereby closes the valve may be provided between the master shilling and the rear wheels.

Further, in the above embodiments, the switch (20) is provided on the arm portion (7b) of the base member (7) in the disc brake (80), that is, it is provided on the entry side of the disc rotor (10). It may be provided on the side. In this case, the switch (20) is turned off when the operating rod (20a) is pushed in. However, when the switch (20) is turned on, the solenoid of the solenoid valve (36) is turned off. Any circuit configuration may be used.

Further, in the above embodiment, the movement of the pad plate in the circumferential direction is detected, but the movement in the radial direction may be detected.

Further, the shapes of the shims (82) to (85) in the above embodiments are not limited to these, but the present invention can be applied to the outer shims having the shapes shown in FIGS. 11 and 12, for example. is there. That is, the outer shape of the shim (102) is almost the same as that of the shim (82) of the above-mentioned embodiment, but the claw portion (101a).
Instead of (101b), a pair of bent portions (1) are formed on both side edges of the notch (103) into which the projection (94) 'of the pad plate (8) is fitted.
04a) (104b) is formed. This causes the protrusion (9
4) ′ is held elastically. That is, the shim (102) is attached to the pad plate (8).

Further, in the above-mentioned embodiments, the inner and outer shims (82) to (85) both have the rubber layer attached to one side, but the inner shims (83) (85)
Only the rubber layer may be attached, and the outer shims (82) (84) may be made of only a metal plate. Alternatively, in the embodiment, the number of shims is two, but the number of shims is three, the middle shim is made of a metal plate, and the inner and outer shims have the same structure as that of the embodiment so that they are connected to each other on the same metal surface. Good.

〔The invention's effect〕

As described above, according to the brake device of the present invention, based on the change in the action direction of the friction force of the brake corresponding to the change in the action direction of the turning force that actually acts on the wheels at the time of stopping on the uphill road and starting, Since the actuating device for pressing the brake pad against the brake disc is activated / deactivated, the brake can be held / released at an appropriate time without any manual operation. And in addition to this,
Since the adjacent surfaces of at least two plate-shaped shims interposed between the pressing member of the actuating device and the brake pad are used as the sliding surface when the brake pad is moved based on the change in the action direction of the frictional force of the brake, a failure may occur. It is possible to avoid a position shift or drop of the shim with respect to the brake pad, and the brake pad can be smoothly moved without being twisted or caught with respect to the pressing member, thus ensuring a stable brake holding / release operation. be able to.

[Brief description of drawings]

FIG. 1 is a front view of a disc brake in a brake device according to an embodiment of the present invention, FIG. 2 is a plan view of the same, FIG. 3 is a rear view of the same, and FIG. FIG. 6 is a front view of the main part, FIG. 6 is a front view of a pad plate in the main part, FIG. 7 is a front view of an inner shim in the main part, and FIG. 8 is a front view of an outer shim in the main part. FIG. 9 is a piping system diagram showing the entire brake system, FIG. 10 is a schematic side view of a wheel on a slope for showing the operation of the embodiment, and FIG.
The figure is a plan view showing a modification of the inner shim, and FIG. 12 is a front view of the same. In the figure, (3a) (3b) ... arm (8) (11) ... pad plate (81) ... piston (82) to (85) ... shim

 ─────────────────────────────────────────────────── ─── Continuation of the front page (56) References JP-A-61-291258 (JP, A)

Claims (1)

(57) [Claims] 1. A brake pad disposed so as to be capable of being brought into pressure contact with a brake disc, an operating device for bringing the brake pad into pressure contact with the brake disc in response to a command from the outside, and a frictional force between the brake pad and the brake disc. A detection device that detects a relative change of the brake pad with respect to the vehicle body fixing part based on a change in the action direction, and a command to the operating device based on a detection signal of the detection device can be continued until the action direction of the friction force is changed again. And a brake holding device, wherein the actuating device has a pressing member that presses the brake pad toward the brake disc. At least two brake devices are provided between the pressing member and the brake pad. A brake device in which a plate-shaped shim is interposed and the adjoining surface of these two shims is a sliding surface.