JPH0796896B2 - Disc brake device - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a disc brake device for a vehicle or the like, and more particularly to a disc brake device intended to suppress brake noise by increasing mounting rigidity with a strut.

(Prior Art) In general, a disc brake device that crimps and clamps a brake disc that rotates integrally with a wheel with a pair of pads is structurally exposed to the outside air and therefore has excellent heat dissipation. Since there is no self-servo effect, braking force is generated in proportion to the pedaling force of the brake pedal and stability is good.Even if the brake gets on the water, the water will be drained by the rotation of the brake disc and the water fades and the water fade phenomenon occurs. It has excellent features such as quick recovery even when a car accident occurs, and in recent years, it has been adopted not only in luxury cars and sports cars but also in small passenger cars.

Disc brake devices are roughly classified into fixed caliper type and floating type due to their structure.Floating type is semi-floating type (SC type,
PS type, AN type and all floating type (F type, AD type, PD type, CL type, FS)
Type). The fixed caliper type has a disc caliper fixed to the axle strut, and the rigidity of the fixed part is high, and since the sliding part is only on the pad and piston, it is highly reliable. Used in cars. However, it has the drawback of high cost. On the other hand, the floating type covers the shortcomings of the fixed caliper type, and is becoming the mainstream of disc brake devices in recent years.

11 and 12 are views showing an example of a conventional disc brake device, and show an F (fist) type all-floating type.
In FIGS. 11 and 12, 1 is a shock absorber strut, and a knuckle 2 is attached to the lower end of the strut 1. The knuckle 2 rigidly supports the torque member 3, and the torque member 3 is provided with two slide pins 4, 4 '. A cylinder body 5 is attached to the slide pins 4, 4 ', and the cylinder body 5 is allowed to be displaced along the axial direction of the slide pins 4, 4'. Reference numeral 6 denotes a brake disc, and a pair of pads (not shown) are arranged on both sides of the brake disc 6, and the pair of pads are provided with a biasing force by a cylinder (not shown) provided in the cylinder body 5. It is designed to receive and clamp the brake discs 6 (see Automotive Engineering Complete Volume 12, Issue Date January 20, 1980, issue office Sankaido, pages 190 to 198).

(Problems to be Solved by the Invention) However, in such a conventional disc brake device, a cylinder body 5 having a cylinder therein is attached to the torque member 3 via slide pins 4, 4 '.
Since the torque member 3 is fixed to the knuckle 2 at the lower end of the strut 1, it is as if the disc brake device is supported by a cantilever whose supporting point is the fixing point between the knuckle 2 and the torque member 3. Its support rigidity is relatively low, for example, when the automatic vehicle is selected as the drive range and the brake is slightly released while the vehicle is stopped, an unusual noise (low-frequency vibration sound near 250Hz,
Usually, it is heard as a "gu" onomatopoeic sound), and there was a problem in terms of driving feeling.

Here, the above-mentioned abnormal noise is caused by the mass of the cylinder body, the resonance system using the torque member and the slide pin as the spring, and the resonance frequency of about 250 Hz. It is considered that the above-mentioned resonance system is excited and vibrates due to the intermittent relative movement (see FIG. 13), and this vibration is transmitted to the vehicle body via the suspension.

Therefore, in the present invention, a new connecting member is provided to change the support from a cantilever beam to a support beam that is almost a double-supported beam, thereby improving the support rigidity, suppressing the transmission of abnormal noise, and improving the driving feeling. It is an object.

(Means for Solving the Problems) In order to achieve the above object, a disc brake device according to the present invention has a torque member that is in a rigid connection relationship with a lower end of a strut suspended from a vehicle body through at least a knuckle. However, in braking, in a disc brake device in which an urging force of a cylinder is applied between the torque member and a pair of pads to crimp and clamp a brake disc between the pair of pads, the disc brake device is slightly above the lower end of the strut. A strut-side mounting portion is located at a position where a connecting member for connecting the strut-side mounting portion and the torque member is provided, and the connecting position of the connecting member to the torque member is the connecting position of the torque member to the knuckle. On the other hand, the brake disc is offset in the axial direction.

(Example) Hereinafter, the present invention will be described with reference to the drawings.

1 and 2 are reference diagrams for grasping the entire structure of the disc brake device according to the present invention, and F (fist)
It is a structural drawing of the all floating type of mold.

First, the configuration will be described. 1 and 2, 10 is a strut of a shock absorber suspended from the vehicle body, 11 is a knuckle attached to the lower end of the strut 10, 12 is a rigid torque member rigidly supported by the knuckle 11, and 13 '.
Are two rigid slide pins fixed to the torque member 12, the slide pins 13 and 13 'support the cylinder body 14, and the cylinder body 14 is allowed to be displaced in the axial direction of the slide pins 13 and 13'. ing. Reference numeral 15 is a brake disc, and a pair of pads (not shown) are arranged on both sides of the brake disc 15, and the pair of pads is a cylinder body.
A brake disc 15 is crimped and clamped by receiving a biasing force by a cylinder (not shown) provided in the inside 14.

Of the above two slide pins 13, 13 ', the slide pin
A tip portion 13A of 13 is exposed by penetrating the cylinder body 14. One end of the first stay 16 is attached to the tip portion 13A, and the other end of the first stay 16 is attached to the second stay 17. It is connected to one end. Then, the other end of the second stay 17 is welded to a predetermined portion 10A of the strut 10 and these first
The stay 16 and the second stay 17 form a substantially integrated stay structure, and form a connecting member 18 as one body.
The connecting member 18 is one of the characteristic configurations of the disc brake device according to the present invention, and is a component which is not present in the conventional F-type full floating type. Regarding the mounting position of the connecting member 18 to the torque member 12, the tip end portion 13A of the slide pin 13 is shown in FIGS. 1 and 2 for the sake of convenience, but this is for convenience of illustration (since it is a perspective view, it is not shown. Difficult),
It is not the gist of the invention. For the same mounting position, see the third
A detailed description will be given with reference to the drawings. Here, the predetermined portion 10A is located slightly above the knuckle 11 mounting portion of the strut 10 (that is, the lower end of the strut 10) (in the direction toward the vehicle body floor surface side with respect to the road surface). Therefore,
The predetermined portion 10A corresponds to the strut-side attachment portion described in the gist of the present invention.

Further, since the slide pins 13 and 13 'are attached to the torque member 12 fixed to the knuckle 11, and the torque member 12 and the slide pins 13 and 13' are both rigid bodies, the slide pins 13 and 13 '. Are rigidly connected to the lower end of the strut 10. FIG. 3 is a view showing a first embodiment of the disc brake device according to the present invention, and particularly, the mounting position of the connecting member to the torque member is clarified to complement the above-mentioned FIGS. Is. The structure shown in FIG. 3 is of a disc brake device of the type in which the slide pin 20 is fixed to the cylinder body 21 side. Compared with the structure shown in FIGS. Although there are some differences, they are not essential to the present invention. Therefore, members having the same name are treated in common with those in FIGS. In FIG. 3, 25 is the first
It is a connecting member including a stay 23 and a second stay 24.
One end of the connecting member 25 is welded and fixed to a position slightly above the lower end of the strut 10 and the welding portion constitutes a strut-side attachment portion 10A. The other end of the connecting member 25 is bolted to a predetermined position of the torque member 22 (that is, the mounting position of the connecting member to the torque member), and this predetermined position is at least the connecting position of the torque member 22 to the knuckle. On the other hand, it is a position displaced in the axial direction of the brake disc 26. Here, the knuckle is not drawn in FIG. This is because the knuckle cannot be seen because it is hidden behind the cylinder body 21 and the torque member 22. Commonly speaking, the knuckle is a member for rigidly connecting the torque member 22 to the lower end of the strut 10, and
Considering that it must be arranged at least between the brake disc 26 and the strut 10 in order to avoid interference with the brake disc 26, the connecting position between the connecting member 25 and the torque member 22 in FIG. Since it is located almost directly above the brake disc 26, it must satisfy the above requirement, that is, the position of the brake disc 26 axially offset with respect to the connecting position of the torque member 22 to the knuckle. Is clear. The connecting member 25
The other end side (the one fastened by bolts) is closer to the front side (the front direction in the drawing) than the one end side (the one fastened by welding). The reason why the cut end on the other end side of the connecting member 25 can be seen is that I wanted to express it. Therefore, even if the two bolts on the connecting member 25 are drawn down from above,
Therefore, the positional relationship of the connecting member 25 should not be specified. Further, in the following description, the reference numerals of FIGS. 1 and 2 are used for convenience, but at the same time, the members having the same names in FIG. 3 are indirectly referred to.

In such a configuration, when the brake disc 15 is crimped and sandwiched by the pair of pads, the brake disc 15
The rotation is regulated, and the relative movement between the brake disc 15 and the pad becomes zero every moment, so that the brake is completely braked. That is, the vehicle is completely stopped. In general,
In the case of an automatic vehicle, a slight drive torque is applied to the drive wheels even when the vehicle is stopped due to creep, so that the driver needs to continue to depress the brake pedal in order to keep the vehicle stopped. At this time, if the brake pedal is slightly loosened, intermittent relative movement with drag occurs between the brake disc 15 and the pad that try to rotate by receiving the driving torque, and the pad and the brake disc 15 are rotated.
Vibration occurs between and. Conventionally, this vibration sound has been a problem because it is transmitted to the vehicle interior through the suspension system.

On the other hand, in this embodiment, a new connecting member, namely, between the disc brake device and the suspension system,
As shown in FIG. 3, a connecting member 25 for connecting a predetermined position of the torque member 22 and a predetermined portion 10A of the strut 10 is provided. Therefore, the predetermined position of the torque member 22 can be rigidly supported by the suspension system, so that the conventional cantilever beam can be changed to a substantially double-supported beam, and as a result, the supporting rigidity is increased to the vehicle interior. It is possible to suppress the transmission of abnormal noise and improve the driving feeling.

FIG. 3 is a comparison between the conventional example and the present embodiment. By changing to the double-supported beam, the resonance point is shifted from the conventional 250 Hz to the high frequency side. That is, it can be read that the amplitude of the vibration transmitted along with this frequency shift is improved by about 3 dB. Although the predetermined position of the torque member 22 and the strut 10 are connected by the connecting member 25 in the above embodiment, the present invention is not limited to this. The point is that the fixing member, which has a rigid connection relationship with the lower end of the strut 10, and the strut 10 may be connected, and a preferred embodiment will be described below.

Second Embodiment In the first embodiment, as shown in FIG. 3, since the connecting member 25 is inclined with respect to the direction of the braking force (arrow a), the rigidity of the connecting member 25 is insufficient. I have a concern.
Therefore, it may be configured as shown in FIGS. That is, the stay 31 that connects the torque member 30 and the bracket 28 on the strut 10 side may be L-shaped, and the stay 31 may be provided with the triangular reinforcing plate 31a. Can be planned.

Furthermore, it is preferable to give each of the above-mentioned connecting members some elasticity so that the amplitude of the transmitted vibration can be attenuated and a so-called damper function can be given. For example, a torque member 42 and a strut as shown in FIG.
In the connecting member 44 connecting the 43, the connecting member 44 is configured by connecting a plurality of stays 45 and 46, and a damping material is interposed between the stays. FIG. 8 shows that the damping members 47 and 48 are deformed by compression and swinging, and FIG. 9 shows that the damping members 47 and 48 are deformed by shearing. Alternatively, as shown in FIG. 10, a damping material is provided at the connection point between the connecting member 49 and the strut 50.
51 may be interposed.

In each of the above-mentioned embodiments, the F-type all floating type is taken as an example, but the present invention is not limited to this example. The point is that other type of all floating type may be used as long as it has a fixing member that is in a rigid connection with the lower end of the strut,
Alternatively, it may be a semi-floating type. Further, a fixed caliper type caliper may be considered as the fixing member.

(Effect of the Invention) According to the present invention, since the support of the disc brake device is changed from the cantilever beam to the double-supported beam, the support rigidity can be improved. As a result, for example, while the automatic vehicle is selected as the drive range and the vehicle is stopped, it is possible to improve the driving feeling by making it hard to hear the abnormal noise heard when the brake is slightly released.

[Brief description of drawings]

1 and 2 are reference diagrams of the present invention, FIG. 3 is a configuration diagram of the first embodiment, FIG. 4 is a graph showing an effect of suppressing abnormal noise of the first embodiment, and FIG. 2 is a configuration diagram of the second embodiment, FIG. 6 is an external view of the stay of FIG. 5, FIG. 7 is a configuration diagram of the third embodiment of the present invention, FIG. 8 is a Z arrow view of FIG. 7, and FIG. FIG. 10 is a diagram showing another preferred embodiment of the third embodiment of the present invention, FIGS. 11 and 12 are configuration diagrams of a conventional disc brake device, and FIG. 13 is a diagram for explaining problems of the conventional disc brake device. is there. Ten…
… Struts, 10A …… predetermined part (mounting part on strut side), 11 …… knuckle, 13 …… slide pin (fixing member), 15 …… brake disc, 18,25,29,31,44…
... Connecting member, 22 ... Torque member (fixing member).

 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Tsuneyoshi Yamada 2 Takaracho, Kanagawa-ku, Yokohama, Kanagawa Nissan Motor Co., Ltd. (72) Takashi Shintani 2 Takaracho, Kanagawa-ku, Yokohama, Kanagawa Nissan Motor Co., Ltd. (72) Inventor Akihiko Ozawa 2 Takara-cho, Kanagawa-ku, Yokohama, Kanagawa Nissan Motor Co., Ltd. (72) Hideto Murakami 2 Takara-cho, Kanagawa-ku, Yokohama, Kanagawa Nissan Motor Co., Ltd. (56) References Showa 57-122838 (JP, U) Actually opened Showa 52-8347 (JP, U)

Claims (1)

[Claims] 1. A torque member having a rigid connection with at least a lower end of a strut suspended from a vehicle body via at least a knuckle, and at the time of braking, a cylinder member is provided between the torque member and a pair of pads. In a disc brake device that applies a biasing force to crimp and clamp a brake disc between a pair of pads, a strut side attachment portion is located slightly above the lower end of the strut, and the strut side attachment portion and the torque member are located. And a coupling member for coupling the coupling member to the torque member, and the coupling position of the coupling member to the torque member is offset in the axial direction of the brake disc with respect to the coupling position of the torque member to the knuckle. Disc brake device.