JP4651640B2 - Opposite piston type disc brake - Google Patents

Opposite piston type disc brake Download PDF

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JP4651640B2
JP4651640B2 JP2007118240A JP2007118240A JP4651640B2 JP 4651640 B2 JP4651640 B2 JP 4651640B2 JP 2007118240 A JP2007118240 A JP 2007118240A JP 2007118240 A JP2007118240 A JP 2007118240A JP 4651640 B2 JP4651640 B2 JP 4651640B2
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rotor
pads
portions
disc brake
outer peripheral
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JP2008014486A (en
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誠 森本
大介 小林
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Akebono Brake Industry Co Ltd
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Akebono Brake Industry Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • F16D2055/0004—Parts or details of disc brakes
    • F16D2055/0016—Brake calipers
    • F16D2055/002—Brake calipers assembled from a plurality of parts

Description

この発明は、自動車の制動に使用するディスクブレーキのうち、ロータの両側にピストンを、互いに対向する状態で設けた、対向ピストン型ディスクブレーキの改良に関する。   The present invention relates to an improvement of an opposed piston type disc brake in which pistons are provided on both sides of a rotor in a state of facing each other among disc brakes used for braking an automobile.

自動車の制動を行なう為に、ディスクブレーキが広く使用されている。ディスクブレーキによる制動時には、車輪と共に回転するロータの軸方向両側に配置された１対のパッドを、ピストンによりこのロータの両側面に押し付ける。この様なディスクブレーキとして従来から各種構造のものが知られているが、ロータの両側にピストンを、互いに対向する状態で設けた、対向ピストン型ディスクブレーキは、安定した制動力を得られる事から、近年使用例が増えている。この様な対向ピストン型ディスクブレーキとして従来から、例えば特許文献１〜１０に記載された構造のものが知られている。このうちの特許文献８の記載に基づいて、対向ピストン型ディスクブレーキの基本的構造を図１８により、具体的構造を図１９〜２２により、それぞれ説明する。   Disc brakes are widely used to brake automobiles. At the time of braking by the disc brake, a pair of pads arranged on both sides in the axial direction of the rotor rotating together with the wheels are pressed against both side surfaces of the rotor by the piston. Conventionally, various types of disc brakes have been known. However, the opposed piston type disc brake, which is provided with pistons on both sides of the rotor so as to face each other, can obtain a stable braking force. In recent years, use cases have increased. Conventionally, for example, a structure described in Patent Documents 1 to 10 is known as such an opposed piston type disc brake. Of these, the basic structure of the opposed piston type disc brake will be described with reference to FIG. 18, and the specific structure will be described with reference to FIGS.

図１８に示す様に対向ピストン型のディスクブレーキ１は、車輪と共に回転するロータ２を挟む位置に、アウタボディ部３及びインナボディ部４から成るキャリパ５を設けている。又、これら各ボディ部３、４内にアウタシリンダ及びインナシリンダを、それぞれの開口部を上記ロータ２を介して互いに対向させた状態で設けている。そして、これらアウタシリンダ及びインナシリンダ内にアウタピストン及びインナピストンを、液密に、且つ上記ロータ２の軸方向に関する変位を可能に嵌装している。又、上記アウタボディ部３にはアウタパッドを、上記インナボディ部４にはインナパッドを、それぞれ上記ロータ２の軸方向に関する変位を可能に支持している。制動時には、上記アウタシリンダ及びインナシリンダ内に圧油を送り込み、上記アウタピストン及びインナピストンにより、上記アウタパッド及びインナパッドを、上記ロータ２の内外両側面に押し付ける。   As shown in FIG. 18, the opposed piston type disc brake 1 is provided with a caliper 5 composed of an outer body portion 3 and an inner body portion 4 at a position sandwiching a rotor 2 that rotates together with wheels. Further, an outer cylinder and an inner cylinder are provided in each of the body portions 3 and 4 in a state where the respective opening portions face each other through the rotor 2. The outer piston and the inner piston are fitted in the outer cylinder and the inner cylinder in a liquid-tight manner and capable of displacement in the axial direction of the rotor 2. Further, an outer pad is supported on the outer body portion 3 and an inner pad is supported on the inner body portion 4 so as to be capable of displacement in the axial direction of the rotor 2. During braking, pressure oil is fed into the outer cylinder and the inner cylinder, and the outer pad and the inner pad are pressed against both the inner and outer side surfaces of the rotor 2 by the outer piston and the inner piston.

又、図１９〜２２に示した、より具体的なディスクブレーキ１ａも、ロータ２を跨ぐ状態で配置されたキャリパ５ａを備える。このキャリパ５ａは、アルミニウム合金製の素材により一体に造ったもので、上記ロータ２の軸方向（図１９、２１の表裏方向、図２０の上下方向、図２２の左右方向）両側に配置されたアウタボディ部３ａ及びインナボディ部４ａと、これら両ボディ部３ａ、４ａの周方向（図１９〜２１の左右方向）両端部同士を連結する１対の連結部６、６とを備える。そして、図示の例の場合には、上記両ボディ部３ａ、４ａにそれぞれ３個ずつ、合計６個のアウタ、インナ各シリンダ７、７（８、８）を設け、これら各シリンダ７、７（８、８）にアウタ、インナ各ピストン９、９（１０、１０）を嵌装している。そして、これら各ピストン９、９（１０、１０）により、上記ロータ２を挟んで上記両ボディ部３ａ、４ａに支持されたアウタ、インナ両パッド１１、１２を、上記ロータ２に押圧する事で制動を行なう様に構成している。   Further, the more specific disc brake 1 a shown in FIGS. 19 to 22 also includes a caliper 5 a arranged so as to straddle the rotor 2. The caliper 5a is integrally made of an aluminum alloy material, and is disposed on both sides of the rotor 2 in the axial direction (front and back directions in FIGS. 19 and 21, the vertical direction in FIG. 20, and the horizontal direction in FIG. 22). The outer body portion 3a and the inner body portion 4a, and a pair of connecting portions 6 and 6 that connect both ends of the body portions 3a and 4a in the circumferential direction (the left-right direction in FIGS. 19 to 21) are provided. In the case of the illustrated example, a total of six outer and inner cylinders 7 and 7 (8 and 8) are provided in each of the body parts 3a and 4a, and the cylinders 7 and 7 ( 8 and 8) are fitted with outer and inner pistons 9 and 9 (10 and 10), respectively. Then, by the pistons 9 and 9 (10 and 10), the outer and inner pads 11 and 12 supported by the body parts 3a and 4a are pressed against the rotor 2 with the rotor 2 interposed therebetween. It is configured to perform braking.

上記アウタボディ部３ａとインナボディ部４ａとの周方向中間部で上記両連結部６、６の間に位置する部分のうち、径方向外端部同士の間に、１対の外側結合ピン１３、１３と１本の中間結合ピン１４とを、それぞれ上記両ボディ部３ａ、４ａ同士の間に掛け渡す状態で設けている。これら各結合ピン１３、１４のうち、両外側結合ピン１３、１３は、上記アウタ、インナ両パッド１１、１２のプレッシャプレート１５、１５を周方向両側から挟む位置で、ロータ２の外周縁よりも径方向外寄り部分に設けている。又、上記中間結合ピン１４は、上記両パッド１１、１２よりも径方向外側で上記両外側結合ピン１３、１３の間部分に設けている。これら各結合ピン１３、１４は、上記アウタボディ部３ａとインナボディ部４ａとの間隔が、制動の為の加圧時の反力で拡がる方向に変形する事を極力阻止する役目を果たす。   A pair of outer coupling pins 13 between the radially outer ends of the portions located between the connecting portions 6 and 6 at the circumferential intermediate portion between the outer body portion 3a and the inner body portion 4a, 13 and one intermediate coupling pin 14 are provided in a state of being spanned between the body parts 3a and 4a. Out of these coupling pins 13, 14, both outer coupling pins 13, 13 are located at a position where the pressure plates 15, 15 of the outer and inner pads 11, 12 are sandwiched from both sides in the circumferential direction, rather than the outer peripheral edge of the rotor 2. It is provided in the radially outward portion. Further, the intermediate coupling pin 14 is provided at a portion radially outside the both pads 11 and 12 and between the both outer coupling pins 13 and 13. Each of the connecting pins 13 and 14 serves to prevent the distance between the outer body portion 3a and the inner body portion 4a from being deformed in a direction in which the distance is increased by a reaction force during pressurization for braking.

又、上記両外側結合ピン１３、１３は、上記アウタ、インナ両パッド１１、１２を構成するプレッシャプレート１５、１５の周方向両端縁に、当接若しくは近接対向させている。これに対して、残りの中間結合ピン１４と、上記両パッド１１、１２のプレッシャプレート１５、１５の径方向外周縁との間に、パッドクリップ１６を設けて、これら両プレッシャプレート１５、１５に、径方向内方に向く弾力と、互いに離れる方向の弾力とを付与している。   The outer coupling pins 13 and 13 are in contact with or in close proximity to both circumferential edges of the pressure plates 15 and 15 constituting the outer and inner pads 11 and 12. On the other hand, a pad clip 16 is provided between the remaining intermediate coupling pin 14 and the radially outer peripheral edges of the pressure plates 15 and 15 of the pads 11 and 12, and the pressure plates 15 and 15 are attached to the pressure plates 15 and 15. , Elastic force directed radially inward and elastic force in directions away from each other are applied.

更に、前記アウタボディ部３ａ及びインナボディ部４ａの径方向内寄り部分に、これら両ボディ部３ａ、４ａ毎に独立した係止ピン１７、１７を、これら両ボディ部３ａ、４ａ毎に２本ずつ設けている。これら各係止ピン１７、１７はそれぞれ、これら両ボディ部３ａ、４ａの径方向内端部で周方向両端部近傍位置に、それぞれ固定している。この状態で上記各係止ピン１７、１７の一部外周面に、上記両パッド１１、１２のプレッシャプレート１５、１５の径方向内端縁が、上記パッドクリップ１６の弾力に基づいて押し付けられる。上記各係止ピン１７、１７は、上記両パッド１１、１２が前記キャリパ５ａから、前記ロータ２の径方向内方に抜け出る事を防止すると共に、非制動時に上記両パッド１１、１２ががたつく事を防止する。   Furthermore, two locking pins 17 and 17 for each of the body portions 3a and 4a are provided on the radially inward portions of the outer body portion 3a and the inner body portion 4a. Provided. These locking pins 17 and 17 are respectively fixed to the positions in the vicinity of both ends in the circumferential direction at the radially inner ends of the body portions 3a and 4a. In this state, the radially inner end edges of the pressure plates 15, 15 of the pads 11, 12 are pressed against the partial outer peripheral surfaces of the locking pins 17, 17 based on the elasticity of the pad clip 16. The locking pins 17 and 17 prevent the pads 11 and 12 from slipping out of the caliper 5a inward in the radial direction of the rotor 2, and the pads 11 and 12 are rattled when not braked. To prevent.

上述の様に構成する対向ピストン型ディスクブレーキによる制動時には、前記各アウタシリンダ７、７及びインナシリンダ８、８に圧油を送り込む。そして、前記アウタピストン９、９及びインナピストン１０、１０を押し出して、上記アウタ、インナ両パッド１１、１２を前記ロータ２の両側面に押圧する。この結果、これら両パッド１１、１２を構成するライニング３４、３４と上記ロータ２の両側面との摩擦により、制動が行なわれる。尚、この摩擦に基づいて上記両パッド１１、１２に加わる制動トルクは、前記両外側結合ピン１３、１３のうちのアンカ側（ロータ２の回出側）の外側結合ピン１３により支承する。   At the time of braking by the opposed piston type disc brake configured as described above, pressure oil is fed into each of the outer cylinders 7 and 7 and the inner cylinders 8 and 8. Then, the outer pistons 9 and 9 and the inner pistons 10 and 10 are pushed out to press the outer and inner pads 11 and 12 against both side surfaces of the rotor 2. As a result, braking is performed by friction between the linings 34 and 34 constituting both the pads 11 and 12 and both side surfaces of the rotor 2. The braking torque applied to the pads 11 and 12 based on this friction is supported by the outer coupling pin 13 on the anchor side (the delivery side of the rotor 2) of the outer coupling pins 13 and 13.

上述の様にして行なう制動時に、上記各ピストン９、１０により上記両パッド１１、１２をロータ２に押圧する事に伴う反力として、上記両ボディ部３ａ、４ａには、互いに離れる方向の力が加わる。この様な力に対しては、それぞれ前記両外側結合ピン１３、１３及び中間結合ピン１４が対抗し、上記両ボディ部３ａ、４ａ同士の間隔が拡がる事を防止する。従って、急制動時に上記両ボディ部３ａ、４ａ同士の間に互いに離れる方向の力が加わっても、上記キャリパ５ａの剛性を確保して、安定した制動力を確保できる。   As a reaction force caused by pressing the pads 11 and 12 against the rotor 2 by the pistons 9 and 10 at the time of braking performed as described above, the body portions 3a and 4a are forced to move away from each other. Will be added. The outer coupling pins 13 and 13 and the intermediate coupling pin 14 counteract against such a force, respectively, to prevent the distance between the body parts 3a and 4a from expanding. Therefore, even if forces are applied in directions away from each other between the body parts 3a and 4a during sudden braking, the rigidity of the caliper 5a can be ensured and a stable braking force can be ensured.

上述の、図１９〜２２に示した、従来の対向ピストン型のディスクブレーキ１ａの場合、上記制動時に加わる力に拘らず上記両ボディ部３ａ、４ａ同士の間隔が拡がる事を防止する為に、これら両ボディ部３ａ、４ａ同士を前記中間結合ピン１４により、上記ロータ２の回転方向に関して中間部で結合している。この結合作業は、この中間結合ピン１４の両端部に形成したねじ孔１８、１８に、上記両ボディ部３ａ、４ａを挿通したねじ１９、１９を螺合し更に緊締する事により行なう。   In the case of the conventional opposed piston type disc brake 1a shown in FIGS. 19 to 22 described above, in order to prevent the interval between the body portions 3a and 4a from expanding regardless of the force applied during the braking, The two body parts 3a and 4a are coupled to each other at the intermediate part in the rotational direction of the rotor 2 by the intermediate coupling pin 14. This coupling operation is performed by screwing the screws 19 and 19 inserted through the body portions 3a and 4a into the screw holes 18 and 18 formed at both ends of the intermediate coupling pin 14 and further tightening.

この為、上記中間結合ピン１４の長さと上記両ボディ部３ａ、４ａの中間部外側面同士の距離とが不一致であると、これら両ボディ部３ａ、４ａが変形する可能性がある。具体的には、上記中間結合ピン１４の長さが上記外側面同士の距離よりも小さい場合には、上記両ねじ１９、１９の緊締に伴ってこれら両外側面同士が近付く方向に、上記両ボディ部３ａ、４ａが変形する。これに対して、上記中間結合ピン１４の長さが上記外側面同士の距離よりも大きい場合には、上記両ねじ１９、１９を緊締し切った状態でも、これら両ねじの頭部内側面と上記両ボディ部３ａ、４ａの中間部外側面とが当接しない状態となる。この状態から、急制動に伴って上記両ボディ部３ａ、４ａ同士の間に互いに離れる方向の力が加わると、これら両ボディ部３ａ、４ａの中間部同士の距離が拡がる方向に、これら両ボディ部３ａ、４ａが変形する。何れの場合でも、これら両ボディ部３ａ、４ａの変形は限られており、制動力に影響を及ぼす事はないが、制動時に鳴きと呼ばれる振動や異音が発生し易くなる為、好ましくない。   For this reason, if the length of the intermediate coupling pin 14 and the distance between the outer surfaces of the intermediate portions of the body portions 3a and 4a do not coincide with each other, the body portions 3a and 4a may be deformed. Specifically, when the length of the intermediate coupling pin 14 is smaller than the distance between the outer surfaces, both the outer surfaces come closer to each other as the screws 19 are tightened. The body portions 3a and 4a are deformed. On the other hand, when the length of the intermediate coupling pin 14 is larger than the distance between the outer side surfaces, the inner side surfaces of the heads of both the screws 19 and 19 are tightened. It will be in the state which the intermediate part outer surface of both the said body parts 3a and 4a does not contact | abut. From this state, when force in a direction away from each other is applied between the body parts 3a and 4a due to sudden braking, the two body parts 3a and 4a are extended in the direction in which the distance between the intermediate parts increases. The parts 3a and 4a are deformed. In any case, the deformation of both the body portions 3a and 4a is limited and does not affect the braking force, but it is not preferable because vibration and abnormal noise called squeal are easily generated during braking.

この様な問題に対しては、特許文献１０に記載された如く、図２３〜２５に示した様なディスクブレーキ１ｂの構造を採用する事が考えられる。この従来構造の第３例のディスクブレーキ１ｂを構成するキャリパ５ｂは、アウタボディ部３ｂとインナボディ部４ｂとを、これら両ボディ部３ｂ、４ｂと一体のブリッジ部２０、２０により連結している。具体的には、これら両ボディ部３ｂ、４ｂの中間部同士の間に１対のブリッジ部２０、２０を掛け渡し、ロータの回転方向両端部の連結部６ａ、６ａと合わせて、上記両ボディ部３ｂ、４ｂ同士の間部分を３分割している。そして、これら両ボディ部３ｂ、４ｂ毎に３枚ずつ、合計６枚のパッド２１、２１を、これら両ボディ部３ｂ、４ｂの外方から挿通した保持ピン２２、２２により、上記ロータの軸方向の変位を可能に、これら両ボディ部３ｂ、４ｂに保持している。上記各保持ピン２２、２２は、上記各パッド２１、２１を上記両ボディ部３ｂ、４ｂの内側面部分に脱落しない様に保持すると共に、制動時にこれら各パッド２１、２１に加わる制動トルクを支承する。この様な従来構造の第３例によれば、上記両ボディ部３ｂ、４ｂの変形を有効に抑えられる。   For such a problem, as described in Patent Document 10, it is conceivable to employ the structure of the disc brake 1b as shown in FIGS. In the caliper 5b constituting the disc brake 1b of the third example of the conventional structure, the outer body portion 3b and the inner body portion 4b are connected by bridge portions 20 and 20 that are integral with both the body portions 3b and 4b. Specifically, a pair of bridge portions 20 and 20 are spanned between the intermediate portions of both the body portions 3b and 4b, and together with the connecting portions 6a and 6a at both ends in the rotational direction of the rotor, The part between the parts 3b and 4b is divided into three parts. A total of six pads 21, 21 are inserted for each of the body parts 3b, 4b, and the axial direction of the rotor by holding pins 22, 22 inserted from the outside of the body parts 3b, 4b. These two body parts 3b and 4b are held so as to be able to be displaced. The holding pins 22 and 22 hold the pads 21 and 21 so as not to drop off on the inner surface portions of the body parts 3b and 4b, and support the braking torque applied to the pads 21 and 21 during braking. To do. According to the third example having such a conventional structure, the deformation of both the body portions 3b and 4b can be effectively suppressed.

但し、上記従来構造の第３例の場合には、上記各保持ピン２２、２２の支持剛性を確保する必要上、小型・軽量化を図りにくいものと考えられる。この理由は、それぞれが片持ち式に上記両ボディ部３ｂ、４ｂに支持固定された上記各保持ピン２２、２２の先端部により、上記各パッド２１、２１に加わる制動トルクを支承する為である。これら各パッド２１、２１は枚数が多く、１枚当りの制動トルクの大きさは限られているとは言え、急制動時には相当に大きなトルクが加わる。従って、上記保持ピン２２、２２の支持剛性を確保する必要上、これら各ピン２２、２２の基端部乃至中間部と上記両ボディ部３ｂ、４ｂに設けた支持孔２３、２３との嵌合長さを確保する必要がある。そして、この嵌合長さを確保する為には、上記ロータの軸方向に関する上記両ボディ部３ｂ、４ｂの厚さ寸法Ｔ（図２３参照）を大きくしなければならず、小型・軽量化の妨げとなる。   However, in the case of the third example of the conventional structure, it is considered difficult to reduce the size and weight because it is necessary to secure the supporting rigidity of the holding pins 22 and 22. This is because the braking torque applied to the pads 21 and 21 is supported by the tip portions of the holding pins 22 and 22 supported and fixed to the body parts 3b and 4b in a cantilever manner. . Each of these pads 21 and 21 has a large number of sheets, and although the magnitude of braking torque per one is limited, a considerably large torque is applied during sudden braking. Therefore, in order to secure the support rigidity of the holding pins 22 and 22, the base end portions or intermediate portions of the pins 22 and 22 are fitted to the support holes 23 and 23 provided in the body portions 3b and 4b. It is necessary to secure the length. And in order to ensure this fitting length, the thickness dimension T (refer FIG. 23) of both the said body parts 3b and 4b regarding the axial direction of the said rotor must be enlarged, and size and weight reduction are carried out. Hinder.

特に、前記キャリパ５ｂをアルミニウム合金等の軽合金製とした場合には、上記厚さ寸法Ｔを相当に大きくしなければならず、軽合金製とする意味（軽量化の効果）が半減する。即ち、上記両ボディ部３ｂ、４ｂのうち、アウタシリンダ及びインナシリンダを設ける部分の厚さ寸法は大きくせざるを得ないが、それ以外の部分は小さくして軽量化を図る事が望ましい。これに対して、上述の様な従来構造の第３例の場合には、この様な軽量化を図る事が難しいものと考えられる。上記キャリパ５ｂは、所謂ばね下荷重になり、少しの重量増大も、乗り心地、走行安定性を中心とした自動車の走行安定性向上の妨げとなる為、上記軽量化を図りにくい事は好ましくない。又、各パッド２１、２１として、円周方向に３分割したものを使用する為、同じ大きさのキャリパを使用した場合に、非分割式のパッドを使用する場合に比べてライニングの面積が狭くなり、制動力確保の面からは不利になる。   In particular, when the caliper 5b is made of a light alloy such as an aluminum alloy, the thickness dimension T must be made considerably large, and the meaning of making the light alloy (lightening effect) is halved. That is, among the body parts 3b and 4b, the thickness dimension of the part where the outer cylinder and the inner cylinder are provided must be increased, but it is desirable to reduce the other parts to reduce the weight. On the other hand, in the case of the third example of the conventional structure as described above, it is considered difficult to achieve such a weight reduction. The caliper 5b becomes a so-called unsprung load, and even a slight increase in weight hinders the improvement of the running stability of the automobile centering on the ride comfort and the running stability. . In addition, since each pad 21, 21 is divided into three in the circumferential direction, the area of the lining is smaller when using the same size caliper compared to using a non-split pad. This is disadvantageous in terms of securing braking force.

特開平５−１０６６６２号公報JP-A-5-106662 特開平７−１２７６７４号公報Japanese Patent Laid-Open No. 7-127674 特開平８−１５９１８５号公報JP-A-8-159185 特開平８−２５４２２８号公報JP-A-8-254228 特開平９−２５７０６３号公報Japanese Patent Laid-Open No. 9-257063 特開２００３−１２０７２４号公報JP 2003-120724 A 特開２００４−１８３９０４号公報JP 2004-183904 A 特開２００５−１２１１７４号公報JP 2005-121174 A 特開２００５−２９９９３０号公報JP 2005-299930 A 特表２００５−５１７８７７号公報JP 2005-517877 A

本発明は、上述の様な事情に鑑みて、アウタボディ部とインナボディ部との変形を有効に抑えられる構造で、しかもこれら両ボディ部の薄肉化による軽量化を図り易い構造を実現すべく発明したものである。   In view of the circumstances as described above, the present invention is a structure that can effectively suppress deformation of the outer body portion and the inner body portion, and that achieves a structure that can easily reduce the weight by thinning both the body portions. It is what.

本発明の対向ピストン型ディスクブレーキは、例えば、前述の特許文献８に記載されて従来から知られている（前述の図１９〜２２に示した従来構造の第２例の）対向ピストン型ディスクブレーキと同様に、キャリパと、複数のシリンダと、複数のピストンと、２枚のパッドと、結合手段と、複数のパッド支持構造部と、１対のトルク受けピンとを備える。
このうちのキャリパは、車輪と共に回転するロータを挟んで設けられたアウタ、インナ両ボディ部、及び、このロータの回転方向に関しこれら両ボディ部の両端部同士を、上記ロータの外周縁よりも径方向外方位置で連結する１対の連結部を、一体としている。
又、上記各シリンダは、上記両ボディ部に、互いに対向して設けられている。
又、上記各ピストンは、上記各シリンダ内に、液密に、且つ、上記ロータの軸方向に関する変位を可能に嵌装されている。
又、上記両パッドは、上記ロータの軸方向に関する変位を可能として上記両ボディ部に、これら両ボディ部毎に１枚ずつ支持されている。
又、上記結合手段は、上記ロータの外周縁よりも径方向外寄り部分で上記両ボディ部同士の間に、これら両ボディ部同士が離れる方向に変位するのを阻止する状態で掛け渡されている。
又、上記各パッド支持構造部は、上記両パッドが上記ロータの径方向内方に変位するのを阻止する。
更に、上記両トルク受けピンは、上記ロータの回転方向に関して上記両パッドを構成するプレッシャプレートの両端縁に対向する部分で上記ロータの外周縁よりも径方向外寄り部分に、上記両ボディ部同士の間に掛け渡す状態で設けられている。
特に、本発明の対向ピストン型ディスクブレーキに於いては、上記結合手段が、上記ロータの回転方向に関して上記両ボディ部の中間部１個所位置のみで、上記キャリパと一体に設けられたブリッジ部であり、このブリッジ部が、上記ロータの回転方向に関して、上記両ボディ部の中央よりも前進状態でのアンカ側に偏った位置に設けられている。又、上記両トルク受けピンのうちの少なくとも上記回転方向に関して、前進状態での反アンカ側のトルク受けピンが着脱可能である。そして、この反アンカ側のトルク受けピンを取り外した状態で、上記両連結部のうちでこの反アンカ側の連結部と上記ブリッジ部との間に、上記両パッドを抜き差し可能な隙間が存在する。 The opposed piston type disc brake of the present invention is known from the prior art described in, for example, the above-mentioned Patent Document 8 (the second example of the conventional structure shown in FIGS. 19 to 22). Similarly, a caliper, a plurality of cylinders, a plurality of pistons, two pads, a coupling means, a plurality of pad support structures, and a pair of torque receiving pins are provided.
Of these, the caliper has outer and inner body parts provided across a rotor that rotates together with the wheel, and both ends of both body parts in the rotational direction of the rotor are arranged with a diameter larger than the outer peripheral edge of the rotor. A pair of connecting portions that are connected at positions outside in the direction are integrated.
The cylinders are provided opposite to each other on the body parts.
The pistons are fitted in the cylinders in a fluid-tight manner and capable of displacement in the axial direction of the rotor.
Further, the two pads are supported by the two body portions one by one for each of the two body portions so that the displacement in the axial direction of the rotor is possible.
Further, the coupling means is stretched between the two body parts at a portion radially outward from the outer peripheral edge of the rotor in a state of preventing the two body parts from being displaced in a direction away from each other. Yes.
The pad support structures prevent the pads from being displaced radially inward of the rotor.
Further, the two torque receiving pins are arranged in a portion opposed to both end edges of the pressure plate constituting the two pads with respect to the rotation direction of the rotor, at a portion radially outside the outer peripheral edge of the rotor. It is provided in a state where it is suspended between.
In particular, in the opposed piston type disc brake of the present invention, the coupling means is a bridge portion provided integrally with the caliper only at a position of one intermediate portion of the both body portions in the rotational direction of the rotor. In addition, the bridge portion is provided at a position that is biased toward the anchor side in the advanced state with respect to the rotation direction of the rotor from the center of the two body portions. Moreover, the torque receiving pin on the side opposite to the anchor in the forward movement state is attachable / detachable with respect to at least the rotational direction of the two torque receiving pins. Then, with the anti-anchor side torque receiving pin removed, a gap is provided between the connecting part on the anti-anchor side and the bridge part so that both the pads can be inserted and removed. .

上述の様な本発明を実施する場合に、例えば請求項２に記載した様に、上記各パッド支持構造部を、上記ロータの外周縁よりも径方向内寄り部分に、上記両ボディ部の内側面から突出した状態で設ける。そして、上記両パッドの一部と係合する事により、これら両パッドが上記ロータの径方向内方に変位するのを阻止するものとする。
或いは、請求項３に記載した様に、上記各パッド支持構造部を上記両パッドのプレッシャプレートに、これら両パッドに加わる制動トルクを支承可能に係合させる事も好ましい。
この様な請求項２又は請求項３に記載した発明を実施する場合に好ましくは、請求項４に記載した様に、上記各パッド支持構造部を、上記両ボディ部の内側面のうちで上記ロータの外周縁よりも径方向内寄り部分から突出した係止ピンとする。 When carrying out the present invention as described above, for example, as described in claim 2, each of the pad support structure portions is disposed in a radially inward portion from the outer peripheral edge of the rotor. Provided protruding from the side. Then, by engaging with a part of both the pads, the pads are prevented from being displaced radially inward of the rotor.
Alternatively, as described in claim 3, it is also preferable that the pad support structures are engaged with the pressure plates of the pads so that the braking torque applied to the pads can be supported.
When implementing the invention described in claim 2 or claim 3, preferably, as described in claim 4, each of the pad support structure portions is the above-described inner surface of both the body portions. The locking pin protrudes from a radially inward portion of the outer periphery of the rotor.

或いは、上述の様な本発明を実施する場合に、例えば請求項５に記載した様に、上記各パッド支持構造部を、上記両トルク受けピンと、上記ロータの回転方向に関して上記両パッドを構成するプレッシャプレートの両端縁部で上記ロータの外周縁よりも径方向外方位置に形成され、上記両トルク受けピンがそれぞれ進入可能である、上記プレッシャプレート毎に１対ずつの凹部とから構成する。そして、これら各凹部の奥端面と上記両トルク受ピンの外周面との係合に基づいて両パッドに加わる制動トルクを支承自在とし、これら両トルク受ピンの外周面と上記各凹部の内側面との係合に基づいて、上記両パッドが上記ロータの径方向内方に変位するのを阻止する機能を持たせる。   Alternatively, when implementing the present invention as described above, for example, as described in claim 5, each of the pad support structures is configured with both the torque receiving pins and the two pads with respect to the rotation direction of the rotor. The pressure plate is formed with a pair of recesses for each pressure plate, which is formed at the both ends of the pressure plate at a radially outward position from the outer peripheral edge of the rotor and into which both the torque receiving pins can respectively enter. Then, the braking torque applied to both pads can be supported based on the engagement between the back end face of each recess and the outer peripheral surface of both torque receiving pins, and the outer peripheral surface of both torque receiving pins and the inner surface of each recess The two pads have a function of preventing the two pads from being displaced inward in the radial direction of the rotor.

又、上述の様な本発明を実施する場合に好ましくは、請求項６に記載した様に、上記両トルク受けピンの両端部を上記両ボディ部に、制動時にこれら両ボディ部に加わる互いに離れる方向の力を支承可能に係合させる。 Further, when the present invention as described above is carried out, preferably, as described in claim 6, both ends of the torque receiving pins are separated from the body parts, and the two body parts are separated from each other when braking. Engage directional force to be able to support.

上述の様に構成する本発明の対向ピストン型ディスクブレーキによれば、アウタボディ部とインナボディ部との変形を有効に抑えられる構造で、しかもこれら両ボディ部の薄肉化による軽量化を図り易い構造を実現できる。
先ず、上記両ボディ部の変形を有効に抑えられる事は、これら両ボディ部と一体のブリッジ部により図れる。制動時にこれら両ボディ部同士の間には、これら両ボディ部同士の間隔を拡げつつ、上記アウタボディ部の底が浮き上がる方向の力が加わるが、上記ブリッジ部の存在に基づいて、これら両ボディ部同士の間隔が拡がる事はなく、制動時にもこれら両ボディ部の変形を有効に抑えられる。又、上記ブリッジ部は、上記両ボディ部と一体に設けられているので、前述の図１９〜２２に示した従来構造の第２例の構造の様に、中間結合ピン１４の組み付けに伴って上記両ボディ部が変形する事を有効に抑えられる。 According to the opposed piston type disc brake of the present invention configured as described above, it is possible to effectively suppress the deformation of the outer body portion and the inner body portion, and it is easy to reduce the weight by thinning both the body portions. Can be realized.
First, it is possible to effectively suppress the deformation of both body parts by means of a bridge part integrated with both body parts. During braking, a force in the direction in which the bottom of the outer body part is lifted is applied between the two body parts while widening the gap between the two body parts. The distance between them does not increase, and deformation of both body parts can be effectively suppressed even during braking. Further, since the bridge portion is provided integrally with the both body portions, the intermediate coupling pin 14 is assembled as in the second example of the conventional structure shown in FIGS. It is possible to effectively suppress deformation of both the body parts.

又、上記薄肉化を図り易い事は、パッドを両ボディ部毎に１枚ずつ、合計２枚とし、それぞれ上記両ボディ部同士の間に掛け渡す状態で設けた１対のトルク受けピンにより、制動時に上記両パッドに加わる制動トルクを受ける様にした事により図れる。即ち、上記両トルク受けピンは、上記両ボディ部に両持式に支持されているので、これら両トルク受けピンの両端部と上記両ボディ部との係合部の軸方向長さを短くしても、これら両トルク受けピンの支持剛性を十分に確保できる。この為、ロータの軸方向に関する、上記両ボディ部の厚さ寸法を、各シリンダを設ける部分を除いて小さくし、これら両ボディ部を含むキャリパを軽量化して、自動車の走行性能向上を図り易くなる。
更に、上記パッドを、上記両ボディ部毎に、１枚ずつとしているので、上記両パッドのライニングの摩擦面積を広くして、制動力の確保を図り易くなる。
又、本発明の場合には、ブリッジ部を前進状態での制動時にアンカ側となる側に偏らせると共に、前進状態での制動時に反アンカ側となる側のトルク受けピンを着脱可能としているので、ブリッジ部による上記両ボディ部同士の結合剛性の確保と上記キャリパの小型・軽量化とを図りつつ、このキャリパへの上記両パッドの着脱作業を容易に（このキャリパを懸架装置に結合固定した状態のまま）行なえる様にできる。即ち、上記ブリッジ部を、上記ロータの径方向に関して、上記両ボディ部の外方に大きく突出させた状態で設ければ、上記ブリッジ部を中央部に設けたり、或いは、上記トルク受けピンを固定としても、上記両パッドの着脱作業を行なえる。但し、この場合には、上記ブリッジ部の断面積を大きくしない限り、上記結合剛性を確保できないし、上記キャリパが大型化する。又、上記ブリッジを大きく突出させなくても、キャリパを懸架装置から取り外せば、上記両パッドの着脱作業を行なえるが、この着脱作業が非常に面倒になる。これに対して、本発明の構成を採用すれば、上記作用・効果を得られる。
尚、上記ブリッジ部を偏らせる方向を、前進状態での制動時にアンカ側となる方向とした理由は、上記両パッドのライニングの偏摩耗防止、制動時に発生する振動や異音の抑制を目的として、これら両パッドを上記ロータに向け押圧する力を、反アンカ側に比べてアンカ側で大きくする構造が多い為である。アンカ側の押圧力が大きいと、上記両ボディ部同士の間隔を拡げる方向に作用する力が、アンカ側程大きくなる。そこで、上記ブリッジ部をアンカ側に偏らせれば、この力に対向して、上記両ボディ部が変形する事を有効に抑え易い。 In addition, it is easy to reduce the thickness of the pad by using a pair of torque receiving pins provided in a state where two pads are provided for each body part, and the pads are provided between the two body parts. This can be achieved by receiving a braking torque applied to both the pads during braking. That is, since both the torque receiving pins are supported by the both body parts in a supported manner, the axial length of the engaging portion between the both end parts of the torque receiving pins and the both body parts is shortened. However, it is possible to sufficiently secure the support rigidity of these torque receiving pins. For this reason, the thickness dimensions of the two body portions in the axial direction of the rotor are reduced except for the portions where the respective cylinders are provided, and the calipers including both the body portions are reduced in weight, so that it is easy to improve the running performance of the automobile. Become.
Furthermore, since one pad is provided for each of the two body parts, the friction area of the lining of the two pads is widened, and it is easy to secure a braking force.
In the case of the present invention, the bridge portion is biased toward the anchor side during braking in the forward state, and the torque receiving pin on the side opposite to the anchor side during braking in the forward state is detachable. In addition, while securing the coupling rigidity between the two body parts by the bridge part and reducing the size and weight of the caliper, it is easy to attach and detach the both pads to the caliper (the caliper is coupled and fixed to the suspension device). (As it is) That is, if the bridge portion is provided in a state of projecting outwardly of the body portions with respect to the radial direction of the rotor, the bridge portion is provided at the center portion or the torque receiving pin is fixed. Even so, it is possible to attach and detach the pads. However, in this case, unless the cross-sectional area of the bridge portion is increased, the coupling rigidity cannot be ensured, and the caliper is enlarged. Also, even if the caliper is removed from the suspension device without projecting the bridge greatly, the both pads can be attached and detached, but this attachment and detachment work becomes very troublesome. On the other hand, if the structure of this invention is employ | adopted, the said effect | action and effect will be acquired.
The reason why the direction of biasing the bridge portion is the direction toward the anchor side during braking in the forward state is to prevent uneven wear of the linings of both pads and to suppress vibration and noise generated during braking. This is because there are many structures in which the force for pressing these pads toward the rotor is increased on the anchor side compared to the anti-anchor side. When the pressing force on the anchor side is large, the force acting in the direction of widening the distance between the two body parts increases toward the anchor side. Therefore, if the bridge portion is biased toward the anchor side, it is easy to effectively suppress the deformation of the body portions against the force.

尚、上記両パッドが上記ロータの径方向内方に変位するのを阻止する複数のパッド支持構造部は、請求項２に記載した構造でも、請求項５に記載した構造でも良いが、請求項２に記載した構造を採用する場合に、請求項４に記載した様に、上記各パッド支持構造部を係止ピンとすれば、これら各パッド支持構造部を容易に構成できて、対向ピストン型ディスクブレーキの低コスト化を図り易くなる。   The plurality of pad support structures that prevent the two pads from being displaced inward in the radial direction of the rotor may have the structure described in claim 2 or the structure described in claim 5. When the structure described in 2 is adopted, if each of the pad support structure portions is a locking pin as described in claim 4, each of the pad support structure portions can be easily configured, and the opposed piston type disc It is easy to reduce the cost of the brake.

又、請求項３に記載した様に、複数のパッド支持構造部により、上記両パッドに加わる制動トルクの一部を支承すれば、制動時に上記トルク受けピンが支承する制動トルクの最大値を抑えられる。この為、このトルク受けピンの外径を小さくできて、対向ピストン型ディスクブレーキ全体として、より一層の軽量化を図り易くなる。   According to a third aspect of the present invention, if a part of the braking torque applied to the two pads is supported by the plurality of pad support structures, the maximum value of the braking torque supported by the torque receiving pin during braking is suppressed. It is done. For this reason, the outer diameter of the torque receiving pin can be reduced, and it becomes easier to further reduce the weight of the opposed piston type disc brake as a whole.

更に、請求項５に記載した構造を採用すれば、プレッシャプレートの両端縁部に１対の凹部を形成する事で、上記両パッドに加わる制動トルクを支承できると共に、上記係止ピン等を要する事なく上記各パッド支持構造部を構成できて、対向ピストン型ディスクブレーキの更なる低コスト化を図り易くなる。   Further, if the structure described in claim 5 is adopted, a pair of recesses are formed at both end edges of the pressure plate, so that the braking torque applied to the two pads can be supported, and the locking pin and the like are required. Each pad support structure can be constructed without any problem, and it is easy to further reduce the cost of the opposed piston type disc brake.

又、請求項６に記載した様に、上記両トルク受けピンにより、上記両ボディ部に加わる互いに離れる方向の力を支承可能にすれば、制動時に上記ブリッジ部が支承すべき力を軽減して、このブリッジ部の断面積を小さくし、上記キャリパをより軽量化できる。尚、上記両トルク受けピンは、上記両ボディ部の端部同士を連結する連結部の近傍に存在する。従って、上記両トルク受けピンを上記両ボディ部に、上記力を支承可能に結合しても、上記ブリッジ部に比べて、これら両ボディ部同士の間隔が拡がるのを防止する機能は低い。但し、上記両トルク受けピンは元々必要なものであり、上記力を支承可能に結合する事に伴って重量が増大したり構造が複雑になる事も殆どない。従って、上記請求項６に記載した構成を採用する事により、上記ブリッジの断面積を少しでも小さくして上記キャリパの軽量化を図れる事は好ましい。 Further, as described in claim 6 , if the two torque receiving pins can support the forces in the directions away from each other applied to the body parts, the force that the bridge part must support during braking is reduced. The cross-sectional area of the bridge portion can be reduced, and the caliper can be further reduced in weight. The two torque receiving pins are present in the vicinity of the connecting portion that connects the ends of the two body portions. Therefore, even if the torque receiving pins are coupled to the body portions so that the force can be supported, the function of preventing the distance between the body portions from expanding is lower than that of the bridge portion. However, both the torque receiving pins are originally necessary, and there is almost no increase in weight or complexity of the structure when the force is coupled so as to be able to be supported. Therefore, it is preferable to reduce the weight of the caliper by reducing the cross-sectional area of the bridge as much as possible by adopting the configuration described in claim 6 .

［実施の形態の第１例］
図１〜１２は、請求項１、２、４、６に対応する、本発明の実施の形態の第１例を示している。尚、本例のディスクブレーキ１ｃの特徴は、キャリパ５ｃの中間部外周面の１個所位置にブリッジ部２０ａを、アウタボディ部３ｃとインナボディ部４ｃとに掛け渡す状態で、これら両ボディ部３ｃ、４ｃと一体に設けると共に、それぞれがトルク受けピンである１対の外側結合ピン１３ａ、１３ａの組み付け構造を工夫した点にある。その他の部分の構成及び作用は、上記図１９〜２２に示した従来構造の第２例と同様であり、この従来構造の第２例の構成に就いては、前述の特許文献８に詳しく説明されている。就いては、この従来構造の第２例と同様の構成部分に就いての説明は、省略若しくは簡略にし、以下、本例の特徴部分を中心に説明する。 [First example of embodiment]
1 to 12 show a first example of an embodiment of the present invention corresponding to claims 1, 2 , 4, and 6. FIG. The disc brake 1c of this example is characterized in that the bridge portion 20a is bridged between the outer body portion 3c and the inner body portion 4c at one position on the outer peripheral surface of the caliper 5c. In addition to being provided integrally with 4c, the assembly structure of the pair of outer coupling pins 13a and 13a, each of which is a torque receiving pin, has been devised. The structure and operation of the other parts are the same as those of the second example of the conventional structure shown in FIGS. 19 to 22, and the structure of the second example of the conventional structure will be described in detail in the aforementioned Patent Document 8. Has been. Therefore, the description of the same constituent parts as those of the second example of the conventional structure will be omitted or simplified, and the following description will focus on the characteristic parts of this example.

本例のディスクブレーキ１ｃを構成する上記キャリパ５ｃは、アルミニウム合金をダイキャスト成形する事により一体に造られたもので、上記アウタボディ部３ｃ及び上記インナボディ部４ｃと、ロータ２（図１８、２０〜２２参照）の回転方向に関してこれら両ボディ部３ｃ、４ｃの両端部同士を連結した１対の連結部６ａ、６ａとを備える。更に本例の場合には、これら両ボディ部３ｃ、４ｃ同士の間に、上記ブリッジ部２０ａを掛け渡している。このブリッジ部２０ａは、１対の脚部２４、２４とこれら両脚部２４、２４の先端部同士を連結する連結部２５とから成る門型である。この様なブリッジ部２０ａは、上記両脚部２４、２４の基端部を上記両ボディ部３ｃ、４ｃの外周面に連続させる事で、上記両ボディ部３ｃ、４ｃと一体に設けている。本例の場合には、上記ブリッジ部２０ａを、前進状態での制動時に於けるアンカ側（図１、２、６〜９、１１の左側、図３、４の右側）に偏らせた状態で設けている。又、上記両ボディ部３ｃ、４ｃには、それぞれアンカ側と反アンカ側とに分けて１対ずつのシリンダを設けているが、それぞれのアンカ側のシリンダの内径を反アンカ側のシリンダの内径よりも大きくしている。この構成により、アウタパッド１１ａ及びインナパッド１２ａを上記ロータ２の側面に押し付ける力を、アンカ側で反アンカ側よりも大きくしている。   The caliper 5c constituting the disc brake 1c of this example is integrally formed by die-casting an aluminum alloy, and the outer body portion 3c, the inner body portion 4c, and the rotor 2 (FIGS. 18 and 20). ˜22) with respect to the rotation direction, a pair of connecting portions 6a, 6a connecting both ends of both body portions 3c, 4c are provided. Further, in the case of this example, the bridge portion 20a is bridged between the body portions 3c and 4c. The bridge portion 20a has a gate shape including a pair of leg portions 24, 24 and a connecting portion 25 for connecting the tip portions of the both leg portions 24, 24 to each other. Such a bridge portion 20a is provided integrally with the body portions 3c and 4c by connecting the base end portions of the leg portions 24 and 24 to the outer peripheral surfaces of the body portions 3c and 4c. In the case of this example, the bridge portion 20a is biased toward the anchor side (the left side in FIGS. 1, 2, 6 to 9, 11 and the right side in FIGS. 3 and 4) during braking in the forward state. Provided. Each of the body parts 3c and 4c is provided with a pair of cylinders separately for the anchor side and the anti-anchor side. The inner diameter of each of the anchor side cylinders is equal to the inner diameter of the anti-anchor side cylinder. Is bigger than. With this configuration, the force for pressing the outer pad 11a and the inner pad 12a against the side surface of the rotor 2 is made larger on the anchor side than on the anti-anchor side.

又、上記両ボディ部３ｃ、４ｃの両端外径寄り部分で上記両連結部６ａ、６ａの近傍部分に、前記両外側結合ピン１３ａ、１３ａを着脱可能に設けている。これら両外側結合ピン１３ａ、１３ａは、ステンレス鋼、軸受鋼等の鉄系合金の様に、ヤング率が高く（弾性変形しにくく、引っ張り方向の力に対する剛性が高く）、耐摩耗性が優れた金属材料により、図１０の（Ａ）又は（Ｂ）に示す様な形状に造られている。このうちの（Ａ）に示した外側結合ピン１３ａは、断面円形の杆部２６と、この杆部２６の基端部に固設した、外向フランジ状で小判形の鍔部２７と、この杆部２６の先端部にこの杆部２６と同心に形成された、この杆部２６よりも小径の雄ねじ部２８とを備える。又、（Ｂ）に示した外側結合ピン１３ａは、杆部２６の先端部に、この杆部２６の先端面中央部に開口するねじ孔２９を形成している。   In addition, the outer coupling pins 13a and 13a are detachably provided in the vicinity of the both connecting portions 6a and 6a near the outer diameters at both ends of the body portions 3c and 4c. These outer coupling pins 13a and 13a have a high Young's modulus (not easily elastically deformed and have a high rigidity against the force in the pulling direction) and excellent wear resistance, like iron-based alloys such as stainless steel and bearing steel. The metal material is formed into a shape as shown in FIG. 10 (A) or (B). Of these, the outer coupling pin 13a shown in (A) includes a flange portion 26 having a circular cross section, an outward flange-like oblong flange portion 27 fixed to the proximal end portion of the flange portion 26, and the flange portion 26a. A distal end portion of the portion 26 is provided with a male screw portion 28 formed concentrically with the flange portion 26 and having a smaller diameter than the flange portion 26. Further, the outer coupling pin 13a shown in (B) has a screw hole 29 opened at the center of the front end surface of the flange 26 at the tip of the flange 26.

何れの構造の外側結合ピン１３ａを使用する場合でも、この外側結合ピン１３ａの杆部２６を、上記両ボディ部３ｃ、４ｃの両端寄り外径寄り部分に形成した通孔に挿通すると共に、上記鍔部２７を、上記アウタボディ部３ｃの外側面に形成した係合凹部３０に係合させる。この状態で、上記外側結合ピン１３ａの回転が阻止されるので、この外側結合ピン１３ａの先端部に形成した雄ねじ部２８にナット３１を螺合するか、ねじ孔２９にボルト３２を螺合させる。そして、これらナット３１又はボルト３２の頭部と上記鍔部２７との間で、上記両ボディ部３ｃ、４ｃの外側面両端寄り部分を抑え付ける。尚、これら両ボディ部３ｃ、４ｃの両端寄り部分は上記両連結部６ａ、６ａに近く、剛性が高い。この為、上記ナット３１或いは上記ボルト３２を緊締するトルクを適正に規制すれば、これらナット３１或いはボルト３２の緊締に伴う、上記両ボディ部３ｃ、４ｃの変形は無視できる。   Even when the outer coupling pin 13a of any structure is used, the flange portion 26 of the outer coupling pin 13a is inserted into the through holes formed in the outer diameter portions near both ends of the body portions 3c and 4c, and the The collar portion 27 is engaged with an engagement recess 30 formed on the outer surface of the outer body portion 3c. In this state, the rotation of the outer coupling pin 13a is prevented, so that the nut 31 is screwed into the male screw portion 28 formed at the tip of the outer coupling pin 13a or the bolt 32 is screwed into the screw hole 29. . And between the head part of these nuts 31 or the volt | bolt 32, and the said collar part 27, the part near the outer surface both ends of both said body parts 3c and 4c is suppressed. The portions near both ends of the body portions 3c and 4c are close to the connecting portions 6a and 6a and have high rigidity. For this reason, if the torque for tightening the nut 31 or the bolt 32 is properly regulated, the deformation of the body portions 3c and 4c accompanying the tightening of the nut 31 or the bolt 32 can be ignored.

又、前記ロータ２の回転方向に関して、前記アウタパッド１１ａ及び前記インナパッド１２ａを構成するプレッシャプレート１５ａ、１５ａの両端縁は、上記両外側結合ピン１３ａ、１３ａに、当接若しくは近接対向している。又、上記ロータ２の径方向に関して、上記両プレッシャプレート１５ａ、１５ａの内周縁両端部は、上記両ボディ部３ｃ、４ｃにそれぞれの基半部を固定した係止ピン１７、１７に当接させて、これら両ボディ部３ｃ、４ｃから上記ロータ２の径方向内方に脱落する事を防止している。又、上記両プレッシャプレート１５ａ、１５ａの外周縁と、前記ブリッジ部２０ａの内周側面と、反アンカ側の外側結合ピン１３ａとの間にパッドクリップ１６ａを設け、上記両プレッシャプレート１５ａ、１５ａを上記各係止ピン１７、１７に向け弾性的に押圧して、非制動時に上記両パッド１１ａ、１２ａががたつく事を防止している。   Further, with respect to the rotation direction of the rotor 2, both end edges of the pressure plates 15a and 15a constituting the outer pad 11a and the inner pad 12a are in contact with or in close proximity to the outer coupling pins 13a and 13a. Further, with respect to the radial direction of the rotor 2, both end portions of the inner peripheral edges of the pressure plates 15a and 15a are brought into contact with locking pins 17 and 17 having base portions fixed to the body portions 3c and 4c, respectively. Thus, the two body portions 3c and 4c are prevented from falling off inward in the radial direction of the rotor 2. Further, a pad clip 16a is provided between the outer peripheral edge of the pressure plates 15a, 15a, the inner peripheral side surface of the bridge portion 20a, and the outer coupling pin 13a on the anti-anchor side, and the pressure plates 15a, 15a are connected to each other. The pads 11a, 12a are prevented from rattling during non-braking by elastically pressing toward the locking pins 17, 17.

上述の様に構成する本例の対向ピストン型のディスクブレーキ１ｃによれば、上記両ボディ部３ｃ、４ｃの変形を有効に抑えられ、しかもこれら両ボディ部３ｃ、４ｃの薄肉化による軽量化を図り易い構造を実現できる。即ち、これら両ボディ部３ｃ、４ｃは、前記ブリッジ部２０ａにより互いの中間部同士を結合しているので、制動時にこれら両ボディ部３ｃ、４ｃ同士の間に加わる、これら両ボディ部３ｃ、４ｃ同士の間隔を拡げつつ、アウタボディ部３ｃの底が浮き上がる方向の力に拘らず、これら両ボディ部３ｃ、４ｃ同士の間隔が拡がる事はなく、制動時にもこれら両ボディ部３ｃ、４ｃの変形を有効に抑えられる。又、上記ブリッジ部２０ａは、これら両ボディ部３ｃ、４ｃと一体に設けられているので、前述の図１９〜２２に示した従来構造の第２例の構造の様に、中間結合ピン１４の組み付けに伴って上記両ボディ部３ｃ、４ｃが変形する事を有効に抑えられる。   According to the opposed piston type disc brake 1c of the present example configured as described above, the deformation of both the body portions 3c and 4c can be effectively suppressed, and the weight reduction by thinning the body portions 3c and 4c can be achieved. An easy-to-plan structure can be realized. That is, since both the body portions 3c and 4c are coupled to each other by the bridge portion 20a, both the body portions 3c and 4c are applied between the body portions 3c and 4c during braking. Regardless of the force in the direction in which the bottom of the outer body portion 3c is lifted while increasing the interval between them, the interval between these body portions 3c, 4c does not increase, and deformation of both the body portions 3c, 4c is also possible during braking. Effectively suppressed. Further, since the bridge portion 20a is provided integrally with both the body portions 3c and 4c, the intermediate coupling pin 14 of the conventional structure shown in FIGS. It is possible to effectively suppress the deformation of the body parts 3c and 4c with the assembly.

又、制動時に上記両パッド１１ａ、１２ａに加わる制動トルクは、上記両外側結合ピン１３ａ、１３ａのうちの一方（前進時には図１、２の左側、図３、４の右側）の外側結合ピン１３ａにより支承する。これら両外側結合ピン１３ａ、１３ａは、何れも、上記両ボディ部３ｃ、４ｃに両持式に支持されているので、これら両外側結合ピン１３ａ、１３ａの両端部と上記両ボディ部３ｃ、４ｃとの係合部の軸方向長さを短くしても、これら両外側結合ピン１３ａ、１３ａの支持剛性を十分に確保できる。この為、前記ロータ２の軸方向（図４、８、９の上下方向、図５の左右方向）に関する、上記両ボディ部３ｃ、４ｃの厚さ寸法を、例えば図１から明らかな通り、各シリンダを設ける部分を除いて小さくできる。この結果、これら両ボディ部３ｃ、４ｃを含む前記キャリパ５ｃを軽量化して、自動車の走行性能向上を図り易くなる。   The braking torque applied to the pads 11a and 12a during braking is the outer coupling pin 13a of one of the outer coupling pins 13a and 13a (the left side in FIGS. 1 and 2 and the right side in FIGS. 3 and 4 during forward movement). To support. Since both the outer coupling pins 13a and 13a are both supported by the body portions 3c and 4c, both end portions of the outer coupling pins 13a and 13a and both the body portions 3c and 4c are supported. Even if the axial length of the engaging part is shortened, the support rigidity of both the outer coupling pins 13a, 13a can be sufficiently ensured. For this reason, the thickness dimensions of the body parts 3c and 4c with respect to the axial direction of the rotor 2 (the vertical direction in FIGS. 4, 8, and 9 and the horizontal direction in FIG. 5) are as shown in FIG. It can be made small except for the part where the cylinder is provided. As a result, the caliper 5c including both the body parts 3c and 4c is reduced in weight, and it becomes easy to improve the running performance of the automobile.

又、本例の場合には、上記ブリッジ部２０ａをアンカ側に偏らせると共に、反アンカ側の外側結合ピン１３ａを着脱可能としているので、上記ブリッジ部２０ａによる上記両ボディ部３ｃ、４ｃ同士の結合剛性の確保と上記キャリパ５ｃの小型・軽量化を図りつつ、このキャリパ５ｃへの前記両パッド１１ａ、１２ａの着脱作業を容易に行なえる。この着脱作業の際には、上記反アンカ側の外側結合ピン１３ａを取り外した状態で、図１１に鎖線で、図１２に（Ａ）⇔（Ｂ）⇔（Ｃ）⇔（Ｄ）⇔（Ｅ）⇔（Ｆ）⇔（Ｇ）で、それぞれ示す様に、上記両パッド１１ａ、１２ａを、上記ブリッジ部２０ａと反アンカ側の連結部６ａとの間の隙間を通じて、１対の連結部６ａ、６ａ同士の間に抜き差しする。上記両パッド１１ａ、１２ａをこれら両連結部６ａ、６ａ同士の間に組み付けた状態では、図６及び図１２の（Ｇ）に示す様に、上記反アンカ側の外側結合ピン１３ａを上記両ボディ部３ｃ、４ｃ同士の間に掛け渡すと共に、前記パッドクリップ１６ａを装着する。   In the case of this example, the bridge portion 20a is biased toward the anchor side, and the outer coupling pin 13a on the anti-anchor side is detachable. It is possible to easily attach and detach the pads 11a and 12a to / from the caliper 5c while securing the coupling rigidity and reducing the size and weight of the caliper 5c. In this attaching / detaching operation, the outer anchor pin 13a on the anti-anchor side is removed, and a chain line in FIG. 11 and (A) ⇔ (B) ⇔ (C) ⇔ (D) ⇔ (E ) As shown by ⇔ (F) ⇔ (G), the two pads 11a and 12a are passed through a gap between the bridge portion 20a and the anti-anchor side connecting portion 6a. 6a is inserted and removed between each other. In a state where both the pads 11a and 12a are assembled between the two connecting portions 6a and 6a, as shown in FIGS. 6 and 12, the outer anchoring pin 13a on the anti-anchor side is connected to the both bodies. The pad clip 16a is mounted while being spanned between the portions 3c and 4c.

又、本例の場合には、上記両外側結合ピン１３ａ、１３ａにより上記両ボディ部３ｃ、４ｃに加わる互いに離れる方向の力を支承可能としているので、制動時に上記ブリッジ部２０ａが支承すべき力を軽減できる。そして、このブリッジ部２０ａの断面積を小さくし、上記キャリパ５ｃをより軽量化できる。   In the case of this example, the two outer coupling pins 13a, 13a can support the forces in the direction away from each other applied to the body parts 3c, 4c, so that the bridge part 20a should be supported during braking. Can be reduced. And the cross-sectional area of this bridge | bridging part 20a can be made small, and the said caliper 5c can be reduced more in weight.

尚、図示の例では、例えば図６に示した様に、前記各係止ピン１７、１７の外周面と上記両プレッシャプレート１５ａ、１５ａの内周縁部に形成した段差部３３、３３とを離隔しているので、上記各係止ピン１７、１７が上記両パッド１１ａ、１２ａに加わる制動トルクを支承する事はない。但し、上記各係止ピン１７、１７の外周面と上記各段差部３３、３３とを近接対向させて、これら各係止ピン１７、１７により上記制動トルクの一部を支承可能とする事もできる。この場合でも、次述する図１３の構造の様に、非制動時に於ける上記両外側結合ピン１３ａ、１３ａの外周面と上記両プレッシャプレート１５ａ、１５ａの端縁との距離に比べて、上記各係止ピン１７、１７の外周面と上記各段差部３３、３３との距離を少し大きくする。従って、これら各係止ピン１７、１７が上記制動トルクを支承するのは、急制動時等、各部の弾性変形量が多くなった場合に限られる。それぞれが上記両ボディ部３ｃ、４ｃに対し片持ち支持された上記各係止ピン１７、１７を、上記制動トルクを支承する為の主要部品とする事はなく、前述の特許文献１０に記載された構造程、上記各係止ピン１７、１７の支持剛性を大きくする必要はない。従って、これら各係止ピン１７、１７により支承する制動トルクは限られるが、上記両外側結合ピン１３ａ、１３ａが支承する制動トルクの最大値を抑えて、これら両外側結合ピン１３ａ、１３ａの小径化を図る事は可能になる。   In the illustrated example, as shown in FIG. 6, for example, the outer peripheral surfaces of the locking pins 17 and 17 are separated from the step portions 33 and 33 formed on the inner peripheral edge portions of the pressure plates 15a and 15a. Therefore, the locking pins 17 and 17 do not support the braking torque applied to the pads 11a and 12a. However, the outer peripheral surface of each of the locking pins 17 and 17 and the stepped portions 33 and 33 may be close to each other so that a part of the braking torque can be supported by the locking pins 17 and 17. it can. Even in this case, as in the structure of FIG. 13 described below, the distance between the outer peripheral surfaces of the outer coupling pins 13a and 13a and the edges of the pressure plates 15a and 15a during non-braking is compared with the above. The distance between the outer peripheral surface of each locking pin 17 and 17 and each stepped portion 33 and 33 is slightly increased. Accordingly, the locking pins 17 and 17 support the braking torque only when the amount of elastic deformation of each portion increases, such as during sudden braking. The locking pins 17 and 17 that are cantilevered with respect to the body parts 3c and 4c are not used as main parts for supporting the braking torque, and are described in the above-mentioned Patent Document 10. It is not necessary to increase the support rigidity of each of the locking pins 17 and 17 as much as the structure. Accordingly, the braking torque supported by each of the locking pins 17 and 17 is limited, but the maximum value of the braking torque supported by the outer coupling pins 13a and 13a is suppressed, and the small diameters of the outer coupling pins 13a and 13a are suppressed. It becomes possible to plan.

又、上記両パッド１１ａ、１２ａが上記両ボディ部３ｃ、４ｃから脱落するのを防止する為のパッド支持構造部は、図示の様な係止ピン１７、１７に限らず、ガイドプレートや、上記両ボディ部３ｃ、４ｃと一体の係止凸部等、各種構造を採用できる。但し、図示の様な係止ピン１７、１７を採用すれば、上記各パッド支持構造部を容易に構成できて、対向ピストン型ディスクブレーキの低コスト化を図り易くなる。   The pad support structure for preventing the pads 11a and 12a from falling off the body parts 3c and 4c is not limited to the locking pins 17 and 17 as shown in the figure, but a guide plate, Various structures such as locking protrusions integral with both body parts 3c and 4c can be employed. However, if the locking pins 17 and 17 as shown in the figure are employed, the respective pad support structures can be easily configured, and the cost of the opposed piston type disc brake can be easily reduced.

［実施の形態の第２例］
図１３は、請求項１〜４、６に対応する、本発明の実施の形態の第２例を示している。本例の場合には、ロータの回転方向に関する、係止ピン１７の外周面とプレッシャプレート１５ａの内周縁部に形成した段差部３３との距離δを、上述した実施の形態の第１例の場合よりも短くしている。具体的には、構成各部材を弾性変形させる事なく、外側結合ピン１３ａの外周面と上記プレッシャプレート１５ａの端縁とを当接させた状態で、上記距離δが０．２〜１．０mm程度になる様に、上記係止ピン１７の設置位置を上記プレッシャプレート１５ａの端縁に近づけている。 [Second Example of Embodiment]
FIG. 13 shows a second example of an embodiment of the present invention corresponding to claims 1 to 4 and 6. In the case of this example, the distance δ between the outer peripheral surface of the locking pin 17 and the stepped portion 33 formed on the inner peripheral edge of the pressure plate 15a in the rotational direction of the rotor is the same as that of the first example of the above-described embodiment. It is shorter than the case. Specifically, the distance δ is 0.2 to 1.0 mm in a state where the outer peripheral surface of the outer coupling pin 13a and the end edge of the pressure plate 15a are brought into contact without elastically deforming each constituent member. The mounting position of the locking pin 17 is brought close to the end edge of the pressure plate 15a so as to be approximately.

本例の場合には、この様に構成する為、急制動時の如く、両パッドに大きなブレーキトルクが作用する状況下では、構成各部材の弾性変形に伴って、上記プレッシャプレート１５ａの段差部３３と上記係止ピン１７の外周面とが当接する。そして、この係止ピン１７が、上記両パッドに加わる制動トルクの一部を支承する事になる。この結果、制動時に、トルク受けピンである上記外側結合ピン１３ａが支承する制動トルクの最大値を抑えられる。この為、この外側結合ピン１３ａの外径を小さくできて、対向ピストン型ディスクブレーキ全体として、より一層の軽量化を図り易くなる。   In the case of this example, since it is configured in this way, the stepped portion of the pressure plate 15a is caused by the elastic deformation of each component member under the situation where a large brake torque acts on both pads as in sudden braking. 33 and the outer peripheral surface of the locking pin 17 abut. And this latching pin 17 supports a part of braking torque added to the said both pads. As a result, the maximum value of the braking torque supported by the outer coupling pin 13a, which is a torque receiving pin, can be suppressed during braking. For this reason, the outer diameter of the outer coupling pin 13a can be reduced, and it becomes easier to further reduce the weight of the opposed piston type disc brake as a whole.

［実施の形態の第３例］
図１４〜１７は、請求項１、５、６に対応する、本発明の実施の形態の第３例を示している。本例の場合には、アウタ、インナ両パッド１１ｂ、１２ｂを構成するプレッシャプレート１５ｂのうち、ロータ２（図１８、２０〜２２参照）の回転方向に関して両端部でこのロータ２の外周縁よりも径方向外方に位置する部分に、この回転方向に関してライニング３４よりも突出する、延出部３５、３５を形成している。そして、これら各延出部３５、３５に、切り欠き状の凹部３６、３６を形成している。これら各凹部３６、３６は、上記プレッシャプレート１５ｂの端縁のうちで上記回転方向に関して両端縁に開口しており、それぞれの内側に両外側結合ピン１３ａ、１３ａの中間部をがたつきなく内嵌できるだけの大きさを有する。即ち、上記各凹部３６、３６は、略コ字形若しくは略Ｕ字形で、上記両外側結合ピン１３ａ、１３ａの中間部の外径よりも僅かに大きな幅寸法と、この外径の１／２よりも大きな深さ寸法とを有する。 [Third example of embodiment]
14 to 17 show a third example of the embodiment of the invention corresponding to claims 1, 5 and 6 . In the case of this example, out of the pressure plate 15b constituting the outer and inner pads 11b and 12b, both ends of the pressure plate 15b in the rotational direction of the rotor 2 (see FIGS. 18, 20 to 22) are more than the outer peripheral edge of the rotor 2. Extending portions 35, 35 that protrude from the lining 34 in the rotational direction are formed in a portion located radially outward. Then, in each of the extending portions 35, 35, notched concave portions 36, 36 are formed. Each of the recesses 36 and 36 is open at both ends of the pressure plate 15b with respect to the rotation direction, and the inner portions of the outer coupling pins 13a and 13a are not rattled inside. It has enough size to fit. That is, each of the recesses 36 and 36 is substantially U-shaped or substantially U-shaped, and has a width that is slightly larger than the outer diameter of the intermediate portion between the outer coupling pins 13a and 13a, and 1/2 of the outer diameter. Also have a large depth dimension.

上述両外側結合ピン１３ａ、１３ａにより、上記両パッド１１ｂ、１２ｂをキャリパ５ｃに支持するには、先ず、前進状態でのアンカ側（図１４〜１７で左側）の外側結合ピン１３ａをアウタ、インナ、両ボディ部３ｃ、４ｃ同士の間に掛け渡す。次いで、上記両パッド１１ｂ、１２ｂを構成するプレッシャプレート１５ｂ、１５ｂの一端側の凹部３６、３６を上記アンカ側の外側結合ピン１３ａに係合させ、図１７の（Ａ）→（Ｂ）→（Ｃ）→（Ｄ）→（Ｅ）→（Ｆ）→（Ｇ）→（Ｈ）に示す様に、上記両パッド１１ｂ、１２ｂをこの一方の外側結合ピン１３ａを中心に揺動させて、上記両ボディ部３ｃ、４ｃ同士の間に入り込ませる。その後、残りの外側結合ピン１３ａを、上記両パッド１１ｂ、１２ｂを構成するプレッシャプレート１５ｂ、１５ｂの他端側の凹部３６、３６に係合させつつ上記両ボディ部３ｃ、４ｃ同士の間に掛け渡す。   In order to support the pads 11b and 12b on the caliper 5c by the both outer coupling pins 13a and 13a, first, the outer coupling pin 13a on the anchor side (left side in FIGS. 14 to 17) in the forward state is moved to the outer and inner sides. The body portions 3c and 4c are spanned between each other. Next, the recesses 36, 36 on one end side of the pressure plates 15b, 15b constituting both the pads 11b, 12b are engaged with the outer coupling pin 13a on the anchor side, and (A) → (B) → ( As shown in (C) → (D) → (E) → (F) → (G) → (H), both the pads 11b and 12b are swung around the one outer coupling pin 13a to The body parts 3c and 4c are inserted into each other. Thereafter, the remaining outer coupling pin 13a is engaged between the body portions 3c and 4c while being engaged with the recesses 36 and 36 on the other end side of the pressure plates 15b and 15b constituting the pads 11b and 12b. hand over.

この状態で、上記両パッド１１ｂ、１２ｂがキャリパ５ｃに、上記ロータ２の軸方向の変位を可能に支持される。又、これら両パッド１１ｂ、１２ｂは、上記両外側結合ピン１３ａ、１３ａと、上記各凹部３６、３６との係合に基づき、上記ロータ２の内径側にも外径側にも抜け出る事がなくなる。即ち、上記両外側結合ピン１３ａ、１３ａの中間部外周面と、上記各凹部３６、３６の両内側面とを当接若しくは近接対向させて、上記両パッド１１ｂ、１２ｂが上記ロータ２の径方向に変位する事を阻止する。上記キャリパ５ｃから上記両パッド１１ｂ、１２ｂを取り外す作業は、上述の組み付け作業と逆の手順で行なう。これら両パッド１１ｂ、１２ｂが上記ロータ２の径方向に変位するのを阻止する為の構造以外の部分の構成及び作用は、前述した実施の形態の第１例と同様であるから、重複する図示並びに説明は省略する。   In this state, the pads 11b and 12b are supported by the caliper 5c so that the rotor 2 can be displaced in the axial direction. Further, both the pads 11b and 12b are prevented from coming out to both the inner diameter side and the outer diameter side of the rotor 2 based on the engagement between the outer coupling pins 13a and 13a and the concave portions 36 and 36. . That is, both the pads 11b and 12b are arranged in the radial direction of the rotor 2 such that the outer peripheral surfaces of the intermediate portions of the outer coupling pins 13a and 13a and the inner surfaces of the recesses 36 and 36 abut or face each other. To prevent the displacement. The operation of removing both the pads 11b and 12b from the caliper 5c is performed in the reverse order of the above assembly operation. Since the configuration and operation of the parts other than the structure for preventing the pads 11b and 12b from being displaced in the radial direction of the rotor 2 are the same as those in the first example of the embodiment described above, they are duplicated. The description is omitted.

本発明の実施の形態の第１例を示す斜視図。The perspective view which shows the 1st example of embodiment of this invention. 同アウタ側から見た正面図。The front view seen from the outer side. 同インナ側から見た正面図。The front view seen from the inner side. 図３の上方である径方向外方から見た平面図。The top view seen from the radial direction outer side which is the upper direction of FIG. 図３の右方から見た図。The figure seen from the right side of FIG. 図１のＡ−Ａ断面図。AA sectional drawing of FIG. キャリパのみを取り出して図２と同方向から見た図。The figure which took out only a caliper and was seen from the same direction as FIG. 図７の上方である径方向外方から見た図。The figure seen from the radial direction outer side which is the upper part of FIG. 図７の下方である径方向内方から見た図。FIG. 8 is a diagram viewed from the inside in the radial direction, which is the lower side of FIG. 外側結合ピンの２例を示す端面図及び側面図。The end view and side view which show two examples of an outer side coupling pin. キャリパへのパッドの着脱手順を１枚の図に重ねた状態で、図６と同方向から見た状態で示す図。The figure shown in the state seen from the same direction as FIG. 6 in the state which piled up the attachment or detachment procedure of the pad to a caliper on one figure. 同じく工程順に示す図。The figure similarly shown in process order. 本発明の実施の形態の第２例を示す、図６の右部に相当する断面図。Sectional drawing equivalent to the right part of FIG. 6 which shows the 2nd example of embodiment of this invention. 本発明の実施の形態の第３例を示す斜視図。The perspective view which shows the 3rd example of embodiment of this invention. 同じく径方向外方から見た平面図。The top view similarly seen from radial direction outward. 図１５のＢ−Ｂ断面図。BB sectional drawing of FIG. キャリパへのパッドの着脱手順を工程順に示す図。The figure which shows the attachment or detachment procedure of the pad to a caliper in order of a process. 従来から知られているディスクブレーキの第１例を示す斜視図。The perspective view which shows the 1st example of the disk brake conventionally known. 同第２例を示す、図３と同様の図。The figure similar to FIG. 3 which shows the 2nd example. 図１９の上方である、径方向外方から見た図。The figure seen from the radial direction outer side which is the upper direction of FIG. 図２０のＣ−Ｃ断面図。CC sectional drawing of FIG. 図２１のＤ−Ｄ断面図。DD sectional drawing of FIG. 従来から知られているディスクブレーキの第３例を示す斜視図。The perspective view which shows the 3rd example of the disk brake conventionally known. 各パッド及び係止ピンを取り出した状態で示す斜視図。The perspective view shown in the state which took out each pad and the latching pin. パッドを着脱する状態を示す斜視図。The perspective view which shows the state which attaches / detaches a pad.

符号の説明Explanation of symbols

１、１ａ、１ｂ、１ｃ ディスクブレーキ
２ ロータ
３、３ａ、３ｂ、３ｃ アウタボディ部
４、４ａ、４ｂ、４ｃ インナボディ部
５、５ａ、５ｂ、５ｃ キャリパ
６、６ａ 連結部
７ アウタシリンダ
８ インナシリンダ
９ アウタピストン
１０ インナピストン
１１、１１ａ、１１ｂ アウタパッド
１２、１２ａ、１２ｂ インナパッド
１３、１３ａ 外側結合ピン
１４ 中間結合ピン
１５、１５ａ、１５ｂ プレッシャプレート
１６、１６ａ パッドクリップ
１７ 係止ピン
１８ ねじ孔
１９ ねじ
２０、２０ａ ブリッジ部
２１ パッド
２２ 保持ピン
２３ 支持孔
２４ 脚部
２５ 連結部
２６ 杆部
２７ 鍔部
２８ 雄ねじ部
２９ ねじ孔
３０ 係合凹部
３１ ナット
３２ ボルト
３３ 段差部
３４ ライニング
３５ 延出部
３６ 凹部 1, 1a, 1b, 1c Disc brake 2 Rotor 3, 3a, 3b, 3c Outer body part 4, 4a, 4b, 4c Inner body part 5, 5a, 5b, 5c Caliper 6, 6a Connecting part 7 Outer cylinder 8 Inner cylinder 9 Outer piston 10 Inner piston 11, 11a, 11b Outer pad 12, 12a, 12b Inner pad 13, 13a Outer coupling pin 14 Intermediate coupling pin 15, 15a, 15b Pressure plate 16, 16a Pad clip 17 Locking pin 18 Screw hole 19 Screw 20 , 20a Bridge portion 21 Pad 22 Holding pin 23 Support hole 24 Leg portion 25 Connecting portion 26 Hook portion 27 Hook portion 28 Male screw portion 29 Screw hole 30 Engaging recess 31 Nut 32 Bolt 33 Stepped portion 34 Lining 35 Extending portion 36 Recessed portion

Claims (6)

車輪と共に回転するロータを挟んで設けられたアウタ、インナ両ボディ部、及び、このロータの回転方向に関しこれら両ボディ部の両端部同士を上記ロータの外周縁よりも径方向外方位置で連結する１対の連結部を一体としたキャリパと、上記両ボディ部に、互いに対向して設けられた複数のシリンダと、これら各シリンダ内に液密に且つ上記ロータの軸方向に関する変位を可能に嵌装された複数のピストンと、この軸方向に関する変位を可能として上記両ボディ部に支持された、これら両ボディ部毎に１枚ずつ、合計２枚のパッドと、上記ロータの外周縁よりも径方向外寄り部分で上記両ボディ部同士の間に、これら両ボディ部同士が離れる方向に変位するのを阻止する状態で掛け渡された結合手段と、上記両パッドが上記ロータの径方向内方に変位するのを阻止する複数のパッド支持構造部と、上記ロータの回転方向に関して上記両パッドを構成するプレッシャプレートの両端縁に対向する部分で上記ロータの外周縁よりも径方向外寄り部分に、上記両ボディ部同士の間に掛け渡す状態で設けられた、１対のトルク受けピンとを備えている対向ピストン型ディスクブレーキに於いて、上記結合手段が、上記ロータの回転方向に関して上記両ボディ部の中間部１個所位置のみで、上記キャリパと一体に設けられたブリッジ部であり、このブリッジ部が、上記ロータの回転方向に関して、上記両ボディ部の中央よりも前進状態でのアンカ側に偏った位置に設けられており、上記両トルク受けピンのうちの少なくとも上記回転方向に関して、前進状態での反アンカ側のトルク受けピンが着脱可能であり、この反アンカ側のトルク受けピンを取り外した状態で、上記両連結部のうちでこの反アンカ側の連結部と上記ブリッジ部との間に、上記両パッドを抜き差し可能な隙間が存在する事を特徴とする対向ピストン型ディスクブレーキ。 The outer and inner body portions provided with the rotor rotating together with the wheels, and both ends of the both body portions are connected at a radially outward position from the outer peripheral edge of the rotor with respect to the rotation direction of the rotor. A caliper that integrates a pair of connecting parts, a plurality of cylinders provided opposite to each other on both body parts, and a fluid-tight fit in each of these cylinders, enabling displacement in the axial direction of the rotor. A plurality of mounted pistons, supported by the two body portions so as to be capable of displacement in the axial direction, one for each body portion, a total of two pads, and a diameter larger than the outer peripheral edge of the rotor A coupling means that is stretched between the two body parts at a portion outside the direction so as to prevent the two body parts from being displaced in a direction away from each other, and the two pads are in the radial direction of the rotor A plurality of pad support structures that prevent displacement in the direction of the rotor, and a portion that is radially outward of the outer peripheral edge of the rotor at a portion facing both end edges of the pressure plate that constitutes both pads with respect to the rotational direction of the rotor Further, in an opposed piston type disc brake provided with a pair of torque receiving pins provided in a state of being spanned between the two body parts, the coupling means is configured so that the both of the rotational directions of the rotor It is a bridge portion provided integrally with the caliper only at the position of one intermediate portion of the body portion, and this bridge portion is located on the anchor side in the advanced state with respect to the rotation direction of the rotor from the center of both the body portions. The torque receiving pin on the counter-anchor side in the forward state with respect to at least the rotational direction of the two torque receiving pins. A gap that is detachable, and that allows the pads to be inserted and removed between the anti-anchor side connecting portion and the bridge portion of the connecting portions with the anti-anchor side torque receiving pin removed. An opposed piston type disc brake characterized by the presence of 上記各パッド支持構造部が、上記ロータの外周縁よりも径方向内寄り部分に上記両ボディ部の内側面から突出した状態で設けられ、上記両パッドの一部と係合する事によりこれら両パッドが上記ロータの径方向内方に変位するのを阻止するものである、請求項１に記載した対向ピストン型ディスクブレーキ。   Each of the pad support structures is provided in a state protruding from the inner side surfaces of the two body portions at a portion radially inward from the outer peripheral edge of the rotor, and both of these pads are supported by engaging with a part of the pads. The opposed piston type disc brake according to claim 1, wherein the pad is prevented from being displaced radially inward of the rotor. 上記各パッド支持構造部を上記両パッドのプレッシャプレートに、これら両パッドに加わる制動トルクを支承可能に係合させている、請求項２に記載した対向ピストン型ディスクブレーキ。   3. The opposed piston type disc brake according to claim 2, wherein each of the pad support structures is engaged with the pressure plates of the pads so as to be able to support a braking torque applied to the pads. 上記各パッド支持構造部が、上記両ボディ部の内側面のうちで上記ロータの外周縁よりも径方向内寄り部分から突出した係止ピンである、請求項２又は請求項３に記載した対向ピストン型ディスクブレーキ。   The opposing pad according to claim 2 or 3, wherein each of the pad support structure portions is a locking pin that protrudes from a radially inward portion of the inner side surfaces of the body portions rather than the outer peripheral edge of the rotor. Piston type disc brake. 上記各パッド支持構造部は、上記両トルク受けピンと、上記ロータの回転方向に関して上記両パッドを構成するプレッシャプレートの両端縁部で上記ロータの外周縁よりも径方向外方位置に形成され、上記両トルク受けピンがそれぞれ進入可能である、上記プレッシャプレート毎に１対ずつの凹部とから構成されており、これら各凹部の奥端面と上記両トルク受ピンの外周面との係合に基づいて上記両パッドに加わる制動トルクを支承自在とし、これら両トルク受ピンの外周面と上記各凹部の内側面との係合に基づいて上記両パッドが上記各ロータの径方向内方に変位するのを阻止する機能を持たせている、請求項１に記載した対向ピストン型ディスクブレーキ。   Each of the pad support structure portions is formed at a radially outer position than the outer peripheral edge of the rotor at both edge portions of the torque receiving pins and the pressure plates constituting the pads with respect to the rotation direction of the rotor. Each of the torque receiving pins is made up of a pair of recesses for each of the pressure plates, and based on the engagement between the back end surface of each of these recesses and the outer peripheral surface of the both torque receiving pins. The braking torque applied to both the pads can be supported freely, and the pads are displaced radially inward of the rotors based on the engagement between the outer peripheral surfaces of the torque receiving pins and the inner surfaces of the recesses. The opposed piston type disc brake according to claim 1, which has a function of preventing 上記両トルク受けピンの両端部が上記両ボディ部に、制動時にこれら両ボディ部に加わる互いに離れる方向の力を支承可能に係合している、請求項１〜５のうちの何れか１項に記載した対向ピストン型ディスクブレーキ。 The opposite ends the two body portions of both torque receiving pin, engages a force away from each other applied to the both body portions to be supported during braking, any one of claims 1 to 5 The opposed piston type disc brake described in 1.
JP2007118240A 2006-06-05 2007-04-27 Opposite piston type disc brake Expired - Fee Related JP4651640B2 (en)

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