U.S. patent application number 10/344768 was filed with the patent office on 2004-02-12 for disk brake having an adjusting system.
Invention is credited to Baumgartner, Johann, Bieker, Dieter, Pahle, Wolfgang.
Application Number | 20040026181 10/344768 |
Document ID | / |
Family ID | 26006723 |
Filed Date | 2004-02-12 |
United States Patent
Application |
20040026181 |
Kind Code |
A1 |
Baumgartner, Johann ; et
al. |
February 12, 2004 |
Disk brake having an adjusting system
Abstract
The invention relates to a disk brake, in particularly for
utility vehicles, comprising a brake caliper, which extends over a
brake disk, an application device located in the brake caliper for
applying brake pads on both sides of the brake disk in the
direction of the latter, in addition to at least one adjusting
system located in the brake caliper for compensating wear and tear
on the brake pad and/or disk, by adjusting the distance between the
brake pad and the brake disk. Said disk brake is characterized in
that at least one or several adjusting rotative devices are
provided on each side of the brake disk for adjusting the axial
distances between the two brake pads and the brake disk.
Inventors: |
Baumgartner, Johann;
(Moosburg, DE) ; Bieker, Dieter; (Oberaudorf,
DE) ; Pahle, Wolfgang; (Heilbronn, DE) |
Correspondence
Address: |
CROWELL & MORING LLP
INTELLECTUAL PROPERTY GROUP
P.O. BOX 14300
WASHINGTON
DC
20044-4300
US
|
Family ID: |
26006723 |
Appl. No.: |
10/344768 |
Filed: |
August 13, 2003 |
PCT Filed: |
August 14, 2001 |
PCT NO: |
PCT/EP01/09366 |
Current U.S.
Class: |
188/71.7 |
Current CPC
Class: |
F16D 2125/26 20130101;
B60T 2201/124 20130101; F16D 2125/48 20130101; F16D 2125/52
20130101; F16D 2125/70 20130101; F16D 55/227 20130101; F16D
2055/0062 20130101; F16D 2065/386 20130101; F16D 55/226 20130101;
F16D 2125/56 20130101; F16D 65/183 20130101; F16D 2125/28 20130101;
F16D 65/568 20130101; F16D 55/2255 20130101; F16D 65/0037 20130101;
F16D 65/18 20130101; F16D 2055/002 20130101; F16D 55/30 20130101;
F16D 55/228 20130101; F16D 2125/64 20130101; F16D 2121/02 20130101;
F16D 2125/32 20130101; F16D 55/22 20130101; F16D 65/567 20130101;
F16D 2121/14 20130101 |
Class at
Publication: |
188/71.7 |
International
Class: |
F16D 055/02 |
Foreign Application Data
Date |
Code |
Application Number |
Aug 17, 2000 |
DE |
100 40 175.9 |
Apr 26, 2001 |
DE |
101 20 328.4 |
Claims
1. Disk brake, particularly for commercial vehicles, having a) a
caliper (1) reaching over a brake disk (3), b) an application
device (13) arranged in the caliper for the application of brake
pads (5, 7) on both sides of the brake disk (3) in its direction,
c) as well as an adjusting system arranged in the caliper (1) for
compensating brake pad and/or disk wear by adjusting the distance
between the brake lining (7) and the brake disk (3), d) the
adjusting system having at least one adjusting device, particularly
a rotating device, characterized in that e) the adjusting system
has at least one or several of the adjusting devices on each side
of the brake disk (3) so that the axial distances between the two
brake pads (5, 7) and the brake disk (3) can be adjusted on both
sides of the brake disk.
2. Disk brake according to claim 1, characterized in that the
caliper is fastened by means of one or several bolts (9) directly
to the axle flange (11) or to a brake anchor plate.
3. Disk brake according to claim 1 or 2, characterized in that the
generating of the reaction power takes place on the side of the
brake facing away from the application side by sliding the caliper
(1) and/or swivelling of the caliper (1) and/or sliding of the
brake disk (3), as a result of the sliding and/or swivelling
movement essentially only the path of half the power stroke or of
the entire power stroke being bridgeable.
4. Disk brake according to one of the preceding claims,
characterized in that the generating of the reaction power takes
place on the side of the brake facing away from the application
side by an elastic deforming of the caliper and/or of the brake
disk and/or of an element (292) between the caliper (1) and the
axle flange (11).
5. Disk brake according to one of the preceding claims,
characterized in that the brake disk is constructed as a sliding
disk which is slidably guided on a brake disk hub such that, as a
result of the sliding, a sliding path can be implemented which is
essentially limited to half the power stroke or to the entire power
stroke.
6. Disk brake according to one of the preceding claims,
characterized in that the caliper (1) is constructed as a sliding
caliper which has a sliding caliper bearing, which can be fastened
directly to the axle flange (11), which is dimensioned such that a
sliding path can be bridged which is limited to half the power
stroke or to the entire power stroke.
7. Disk brake according to one of the preceding claims,
characterized in that the caliper (1) is constructed as a hinged
caliper which has a swivelling caliper bearing, which preferably
can be fastened directly to the axle flange (11), and by means of
which a swivelling angle can be bridged which displaces the caliper
relative to the brake disk essentially by the amount of half the
power stroke or of the entire power stroke.
8. Disk brake according to one of the preceding claims,
characterized in that the adjusting rotary devices each have at
least one adjusting sleeve (21) and a thrust piece (23) which can
be screwed into the adjusting sleeve (21).
9. Disk brake according to one of the preceding claims,
characterized in that the adjusting rotary devices each have at
least one thrust piece (23') having a sleeve-type projection which
is screwed onto a bolt.
10. Disk brake according to one of the preceding claims,
characterized in that the adjusting system also has an adjuster
drive on one or on both sides of the brake disk, which adjuster
drive is constructed as an electric motor or as a mechanical
coupling to the application device.
11. Disk brake according to one of the preceding claims,
characterized in that the adjuster rotary drives on both sides of
the brake disk are coupled with one another by a synchronization
device.
12. Disk brake according to one of the preceding claims,
characterized in that the synchronization device is constructed as
a coupling mechanism or as an electronic coupling system.
13. Disk brake according to one of the preceding claims,
characterized in that the adjusting system is constructed on one or
both sides of the brake disk as an adjuster module (50, 100) which
can be preassembled.
14. Disk brake according to claim 13, characterized in that the
adjuster module (50, 100), which can be preassembled, has at least
an electric motor (106) as a drive, a step-down gear (108)
connected behind the electric motor, which are arranged jointly on
a mounting plate or preferably between two mutually spaced mounting
plates, and, in particular, can be assembled, the rotary drive
being joined to the at least one mounting plate (102, 104).
15. Disk brake according to one of the preceding claims,
characterized in that the application system arranged in the
caliper has a rotary lever (19) which can be operated by a rod,
preferably a piston rod, which rotary lever (19) has a recess (150)
on one of its ends for receiving the rod end and which, on its end
area facing away from the recess (150), on two of its exterior
sides, has recesses (160, 162) into which essentially cup-shaped
bearing shells (170, 172) and/or essentially spherical bearing
elements (56, 178) can be inserted for bearing the rotary lever
(19), by means of which the rotary lever (19) is disposed at the
caliper (1) and on at least one thrust piece (23) for displacing
the brake pad (7) in the direction of the brake disk (3).
16. Disk brake according to claim 15, characterized in that the
rotary lever (19) is disposed directly or by way of additional
intermediately connected elements on the caliper (1)--lever
bearing--and directly or by way of additional intermediately
connected elements on the at least one thrust piece (23)--eccentric
bearing--.
17. Disk brake according to claim 15 or 16, characterized in that
the bearing shells (170, 172) are constructed as slide bearing
shells.
18. Disk brake according to one of the preceding claims,
characterized in that the rotary lever (19) widens from the area of
the upper recess (150) to a traverse-type section (158).
19. Disk brake according to one of the preceding claims,
characterized in that the two bearing pairs--lever bearing and
eccentric bearing to the thrust pieces--are constructed in the
traverse-type section (158) of the rotary lever (19) arranged at a
right angle with respect to the lever arm (A-A).
20. Disk brake according to one of the preceding claims,
characterized in that, in the traverse-shaped section (158) of the
rotary lever (19), two outer recesses (160a, b)--eccentric
cups--are arranged on the side of the rotary lever (19) situated
opposite the recess (15) for receiving the piston rod, and two
recesses (162a, b)--lever cups--situated farther inside relative to
the recesses (160a, b) are arranged on the opposite side of the
traverse-shaped section (150).
21. Disk brake according to one of the preceding claims,
characterized in that the spherical bearing elements (56a, 56b nd
178a, 178b) are arranged on the traverse-shaped section (158) of
the rotary lever (19) on the opposite sides with an opposite
pressure direction.
22. Disk brake according to one of the preceding claims,
characterized in that the spherical bearing elements (56a, 56b and
178a, 178b), with their ball centers, in the longitudinal direction
of the traverse-type section (158)--and thus perpendicular to the
lever arm A-A--parallel to the brake disk (1) as well as
transversely to this longitudinal direction are arranged in a
mutually spaced manner.
23. Disk brake according to one of the preceding claims,
characterized in that the mutually opposite spherical bearing
elements or bearing balls (56a, 56b and 178a, 178b) of the lever
and eccentric bearings are each arranged in the traverse-type
section (158) of the rotary lever (19) such that the ball centers
are situated almost or completely on a connection plane with the
pivot of operation on the lever arm.
24. Disk brake according to one of the preceding claims,
characterized in that the position of the eccentric bearing, for
achieving a defined change of the transmission ratio as a function
of the lever position, is displaced by a given amount from the
connection plane of the center of the lever operation to the lever
bearing centers.
25. Disk brake according to one of the preceding claims,
characterized in that the slide bearing shells (170, 172) are
arranged in the rotary lever (19) or in the respectively
facing-away part of the caliper (1) or of the intermediate parts
(180) or on both sides of the spherical bearing elements or bearing
balls (56, 178).
26. Disk brake according to one of the preceding claims,
characterized in that the spherical bearing elements or bearing
balls (56, 178) in the component in each case facing away from the
slide bearing shell (170, 172) are received in a cup with a cup
diameter which is by a given amount larger than the ball diameter,
so that, when the rotary lever (19) is operated, the spherical
bearing elements (56, 178), in addition to the sliding movement in
the bearing shells (170, 172), also carry out a limited rolling
motion in the opposite receiving cup.
27. Disk brake according to one of the preceding claims,
characterized in that the caliper (1) is provided with a lower
projection (250, 260) which, by means of a bolt (252), is screwed
together with the axle flange (11) or the intermediate flange.
28. Disk brake according to one of the preceding claims,
characterized in that the projection (260) has an arm-type
construction.
29. Disk brake according to one of the preceding claims,
characterized in that the projection (250, 260) is provided with a
bore for receiving at least one bearing bush (256, 262).
30. Disk brake according to one of the preceding claims,
characterized in that the bearing bush (262) is constructed as a
rubber bearing bush.
31. Disk brake according to one of the preceding claims,
characterized in that the bearing bush (256, 262) is penetrated by
a bolt (252) connected with the brake anchor plate or axle
flange.
32. Disk brake according to one of the preceding claims,
characterized in that the caliper can be slid or swivelled in the
bearing bush (256, 262) by the amount of half the working stroke or
of the entire working stroke.
Description
[0001] The invention relates to a disk brake according to the
preamble of claim 1.
[0002] The invention particularly relates to novel constructions of
disk brakes, particularly for commercial vehicles, which are
actuated pneumatically and/or electromechanically.
[0003] According to the selected principle of the introduction of
power, disk brakes can be divided into two basic designs:
[0004] 1. The generation of power and the wear adjustment on both
sides of the brake disk; for example, a hydraulic fixed caliper
disk brake with a fixed brake disk relative to the axle, and the
generation of power on both sides of the brake disk, and
[0005] 2. the generation of power and the wear adjustment on one
side of the brake disk and the transmission of the actuating power
to the side which faces away, according to the reaction power
principle; for example, a sliding caliper disk brake, a hinged
caliper disk brake, a fixed caliper disk brake with a slidable
brake disk.
[0006] Pneumatically actuated disk brakes for heavy commercial
vehicles with rim diameters of 15 inches or more normally use the
reaction power principle because, as a result of the narrow
installation conditions at the vehicle wheel, the arrangement of a
pneumatic operating cylinder is only possible on the side of the
vehicle wheel open toward the side of the vehicle interior.
Constructions of these types are shown, for example, in German
Patent Document DE 36 10 569 A1. German Patent Document DE 37 16
202 A1, European Patent Document EP 0 531 321 A1 (see particularly
the construction of the adjusters along the lines of rotary drives)
and European Patent Document EP 0 688 404 A1.
[0007] Sliding caliper or hinged caliper disk brakes require a
component which is fixed with respect to the axle--generally called
a brake anchor plate--which holds or guides the brake shoes / brake
pads and, when the brake is actuated, absorbs their peripheral
forces and carries the caliper which is slidably disposed coaxially
to the vehicle axle.
[0008] The relative motion carried out by the caliper with respect
to the component fixed relative to the axle can be divided into the
working stroke and the wearing stroke. The invention surprisingly
utilizes this effect.
[0009] The working stroke is carried out with each actuating of the
brake in order to overcome the release play of the brake and to
compensate the elasticities of the brake pads and the caliper
resulting from the application of power. Depending on the extent of
the actuating power and the amount of the release play, it is
normally <4 mm.
[0010] In contrast, the wearing stroke is the wear adjusting travel
which the caliper carries out over a large number of brake
actuations in order to compensate the wear on the reaction side of
the brake. The wearing stroke is composed of the wear of the brake
pad situated on the outside and of the brake disk friction surfaces
situated on the outside, and normally amounts to up to 25 mm.
[0011] In comparison, in the case of the brake design with a fixed
caliper and a slidable brake disk, the working stroke and the
wearing stroke are generated by sliding the brake disk.
[0012] The designs with the sliding caliper or hinged caliper have
the disadvantage that the brake anchor plate fixed relative to the
axle is required for absorbing the peripheral force of the brake
pads and the holding and guiding of the caliper. This component
results in additional cost and additional weight. Furthermore, the
required sliding guidance or hinge system is susceptible to
problems.
[0013] In the design with the slidable brake disk, in contrast, the
problem is keeping the brake disk on the guiding area of the hub
easily slidable throughout the entire service life. An effective
sealing-off can hardly be implemented because of the narrow
installation conditions and the harsh environmental exposure.
[0014] Based on this background, the invention starts with the idea
of combining the advantages of the above-described caliper concepts
and thereby achieves, among other things, the objective of
simplifying the construction of the disk brake and reducing its
overall weight relative to sliding caliper brakes.
[0015] The invention achieves this task by means of the objects of
claims 1 and 4.
[0016] Accordingly, the adjusting system has at least one or
several of the adjusting devices on each side of the brake disk so
that the axial distances between the two brake pads and the brake
disk on both sides of the brake disk are adjustable.
[0017] Since, on each side of the brake disk, at least one or two
adjusting devices is/are provided for separately displacing the
brake pads on both sides of the brake disk, the path to be bridged
by the caliper can clearly be reduced when the caliper is designed
as a sliding or hinged caliper.
[0018] As a result of this measure, particularly a disk brake can
be implemented in the case of which the generating of the reaction
power (takes place? word missing in the German) on the side of the
brake facing away from the application side by means of
[0019] sliding the caliper and/or
[0020] swivelling the caliper and/or
[0021] sliding the brake disk,
[0022] in which case, as the result of the sliding and/or
swivelling motion, essentially only the path of half the power
stroke or of the entire power stroke can be bridged.
[0023] The invention combines the advantages of the fixed-caliper
principle--such as compact construction and implementation of the
wearing stroke by the actuating system--with the advantages of the
reaction power principle.
[0024] As an alternative or in addition, it is also conceivable
that the generation of the reaction power takes place on the side
of the brake facing away from the application side by an elastic
deformation of the caliper and/or of the brake disk and/or of
another element, by means of the deformation essentially only the
path of half the power stroke or of the entire power stroke being
bridgeable. In this case, bearings of the brake disk or of the
caliper can advantageously be further reduced or even completely
eliminated. Elastic brake disks are known per se, for example, from
German Patent Document DE 198 10 685 A1.
[0025] As a result of the additional adjusting device(s) on both
sides of the disk brake, it is permitted to further develop the
brake such that only a mobility, preferably a slidability and/or a
swivellability of the caliper and/or the brake disk have to be
ensured which is dimensioned such that the working stroke during
brakings can be bridged in order to apply the brake. In this manner
the sliding and/or rotary bearings and guides can be dimensioned to
be correspondingly smaller and less expensive. Additionally, it is
ensured that a smooth running takes place along the complete
sliding or swivelling path since the latter is bridged during
virtually every braking.
[0026] The brake disk is preferably constructed as a sliding disk
which is slidably guided on a brake disk hub such that, as a result
of the sliding, a sliding path can be implemented which is
maximally limited to the power stroke (depending on the design, the
path which can be bridged by the sliding and/or swivelling motion
of the caliper amounts to less than 4-6 mm or even less than 3 mm
in the case of a commercial vehicle brake.
[0027] As an alternative or in addition, the caliper can be
constructed as a sliding caliper which has a sliding caliper
bearing which can be fastened directly to the axle flange and which
is dimensioned such that a sliding path can be bridged which is
limited to the power stroke.
[0028] As an alternative or in addition, the caliper may be
constructed as a hinged caliper which has a hinged caliper bearing
which preferably can be fastened directly to the axle flange and
can be bridged by means of the swivelling angle which displaces the
caliper relative to the brake disk essentially by the amount of the
power stroke.
[0029] In particular, the disk brake according to the invention
makes it possible to continue to arrange the power generating
device--such as a pneumatically actuated and/or
electric-motor-actuated brake cylinder or an electric drive--only
on one side on the brake.
[0030] Additional advantages are achieved within the scope of the
invention.
[0031] A variant of the invention solves the problem of the joint
adjusting of the adjusting rotary drives on both sides of the disk
brake. Here, the adjuster rotary drives on both sides of the brake
disk are mutually coupled by means of a synchronizing device. The
synchronizing device is preferably constructed as a coupling
mechanism or as an electronic coupling system.
[0032] According to another variant of the invention, the adjusting
system itself is constructively further improved and simplified.
This variant, in the case of which a space-saving adjusting module
is created which can be produced particularly economically, is
suitable for brakes of a conventional construction as well as for
brake of the type of claims 1, and on.
[0033] Accordingly, the adjusting system on one or both sides of
the brake disk is constructed as an adjuster module which can be
preassembled and which has at least
[0034] an electric motor as the drive,
[0035] a reduction gear connected behind the electric motor,
[0036] which can be mounted preferably jointly on a mounting
preform, particularly a mounting plate or preferably between two
mutually spaced mounting preforms,
[0037] the rotary drive(s) being inserted on/in the at least one
mounting preform(s).
[0038] Finally, according to another variant of the invention, the
construction of the application device itself is simplified. In
this case, the application system arranged in the caliper has a
rotary lever which can be operated by a rod, preferably a piston
rod, has a recess for receiving the piston rod end on one of its
ends, and on its end area facing away from the recess, has recesses
on two of its exterior sides, into which recesses essentially
spherical-cap-shaped bearing shells and/or essentially ball-shaped
bearing elements or bearing balls can be inserted for bearing the
rotary lever, by means of which the rotary lever is disposed
directly or by way of additional intermediate elements on the
caliper--lever bearings--and directly or by way of additional
intermediate elements on at least one thrust piece for displacing
the brake pad in the direction of the brake disk--eccentric
bearing--.
[0039] In the following, embodiments of the invention are explained
in detail with reference to the drawing.
[0040] FIGS. 1a-f are section-type schematic diagrams of different
types of disk brakes;
[0041] FIGS. 2a, b are two partial sectional views perpendicular
and parallel to the brake disk of a second embodiment of a disk
brake according to the invention;
[0042] FIGS. 3a, b are two partial sectional views perpendicular
and parallel to the brake disk of a third embodiment of a disk
brake according to the invention;
[0043] FIG. 4 is a perspective view of an adjuster module;
[0044] FIG. 5 is another perspective view of the adjuster module of
FIG. 4;
[0045] FIGS. 6a, b are perspective views of another adjuster
module, in FIG. 6, one of the mounting plates having been
removed;
[0046] FIG. 7 is an exploded view of an application device;
[0047] FIGS. 8a-c; a'-c' are additional views and sectional views
of the application device of FIG. 7;
[0048] FIG. 9 is a perspective representation of a part of a rotary
lever for application devices of the type of FIG. 7;
[0049] FIG. 10 is a top view and four sectional views of the rotary
lever of the type of FIG. 9;
[0050] FIG. 11 is an application unit which can be preassembled and
consists of the adjuster module and the rotary lever;
[0051] FIGS. 12, 13 are a perspective view of a reaction-side part
of a two part caliper and a perspective view of the application
side caliper part;
[0052] FIGS. 14, 15 are sectional views of hinged caliper disk
brakes;
[0053] FIG. 16 is a perspective view of another disk brake;
[0054] FIGS. 17-19 are sectional views of variations of the
arrangement of bearing balls at the rotary lever and on the
adjoining structural members;
[0055] FIGS. 20a-f are additional section-type schematic diagrams
of the disk brakes of FIG. 1;
[0056] FIGS. 20g, h are schematic diagrams of additional variants
of disk brakes;
[0057] FIG. 21 shows different views and variants of disk brakes of
the type of FIG. 20f;
[0058] FIGS. 22-26 are views and sectional views of another disk
brake;
[0059] FIG. 27 is a view of the adjusting module for the brake of
FIGS. 22-26.
[0060] FIG. 1a illustrates a disk brake which has a caliper 1
reaching around a brake disk 3 in its upper peripheral area. Brake
pads 5, 7 are arranged on both sides of the brake disk 3, which
brake pads 5, 7 can be slid in the direction of the brake disk and
away from it, that is, perpendicular to the plane of the brake disk
3, and, in a conventional manner, consist of a brake pad carrier
5a, 7a and the pad material 5b, 7b mounted thereon.
[0061] On one side of the brake disk (on the right in FIG. 1), the
caliper 1a can be fastened in its lower section, which extends
essentially perpendicular to the brake disk toward the latter to
the interior, by means of at least one or several bolts 9, either
directly to the axle flange 11 of the vehicle axle (otherwise not
shown here) or, by way of an intermediate flange (not shown here),
to the axle flange 11.
[0062] The caliper 1 is stationary relative to the axle flange 11;
it is therefore a so-called fixed caliper. Since the caliper 1
cannot be slid relative to the axle flange, it requires application
devices 13, 15 on both sides of the brake disk 13 for the
application (and release) of the brake pads 5, 7 in the direction
of the brake disk 3.
[0063] On its upper side, which is on the right in FIG. 1a, the
caliper has an opening for a piston rod 276 (not shown here) of a
brake cylinder 274 (which is also not shown here and is preferably
pneumatic) or an electromechanical driving mechanism (see also FIG.
20a).
[0064] The piston rod acts upon a rotary lever 19 which is
preferably eccentrically--disposed on the caliper 1 and is designed
(directly by way of corresponding projections or optionally by way
of additional structural members which are not shown here but are
indicated as examples in the additional figures) for advancing, by
means of at least one rotary adjusting device of an adjusting
sleeve 21, in which a thrust piece is screwably arranged, a brake
pad 7--here, on the right--in the direction of the brake disk
3.
[0065] A restoring spring (not shown in FIG. 1) may be used for
returning the brake pad.
[0066] Since the brake disk 3 as well as the caliper 1 are fixedly
or stationarily arranged relative to the vehicle axle, the
additional application device 15 is provided on the side of the
brake disk 3 situated opposite the first application device 13.
[0067] This additional application device 15 provided on the left
side of the brake disk 3 in FIG. 1 is constructed analogous to the
application device 13; that is, it also has a rotary lever 25 which
is preferably disposed eccentrically on the interior side of the
caliper 1, and which is designed (directly by way of corresponding
projections or optionally by way of additional structural members
which are not shown here but are indicated as examples in the
additional figures) for advancing, by means of at least one
adjusting sleeve 27, in which a thrust piece 29 is screwably
arranged, the second brake pad 5--here, on the left in the
direction of the brake disk 3. The rotary lever 25 has an
eccentricity which is opposite to the eccentricity of the rotary
lever 19.
[0068] The two rotary levers are directly connected with one
another by means of a coupling mechanism which is constructed here
as a bolt 31 coupled in an articulated manner to the upper ends of
the rotary levers 19, 25 and connecting the latter with one
another. The two rotary levers 19, 25 therefore move synchronously
with respect to one another.
[0069] In contrast to the state of the art according to FIG. 1c, in
FIG. 1a, separate application devices 13, 15 are therefore provided
in each case on both sides of the brake disk, which application
devices 13, 15 can be jointly operated by means of the coupling
mechanism.
[0070] An analogous situation exists with respect to the adjusting
system of the disk brake of FIG. 1a. The adjusting system of this
brake has adjusting devices arranged on both sides of the disk
brake. These adjusting devices comprise the mutually
screwed-together and therefore also mutually axially adjustable
adjusting sleeves 21, 27 and thrust pieces 23, 29 as well as
preferably separate adjuster devices (see the additional figures)
on both sides of the brake disk 3. As an alternative to the rotary
adjusting devices, repositionable pistons or other repositionable
devices can also be implemented. As an alternative--see FIG. 28--,
the thrust pieces 23' and 29' may be provided with a sleeve-type
projection 294 which meshes on one (side? translator) with a bolt
296 provided with an external thread, which bolt 296 is supported
at the rotary lever 19 or at the caliper or at another element. The
thrust pieces are preferably sealed off twice with respect to the
mounting and closing plate 102 (seals 298, 299). It is important
that the pressure pieces are constructed to be movable in the
direction of the brake disk.
[0071] The embodiments of FIGS. 1b, 1d and if differ from the
embodiment of FIG. 1 (1a? translator) in that the caliper has an
application device 13 in each case only on one side of the brake
disk 1 (3? translator), the generating of the reaction power taking
place on the side of the brake facing away from the actuating
device by a sliding or swivelling of the caliper 1 and/or by the
sliding of the brake disk 3. The wear adjustment on the reaction
side, however, is not implemented as according to the state of the
art (FIG. 1c and FIG. 1e) by sliding or swivelling the caliper or
by sliding the brake disk but, as in FIG. 1a, by means of an
adjusting device integrated in the caliper on the reaction side.
According to FIGS. 20g and h, the generation of the reaction power
can be achieved by an elastic deformation of the caliper, the brake
disk or of a separate element 292.
[0072] In addition to a clear reduction of weight and cost by the
elimination of the brake anchor plate and of the sliding guidance
system of a sliding caliper and an increase of the robustness by
the elimination of these structural members, disk brakes
constructed in this manner have the advantage that, because of the
compulsory wear adjustment, a greater influence can be exercised on
a nonuniform wear of the inner and outer brake pads.
[0073] Another important advantage of these variants is that the
sliding or swivelling travel to be carried out by the caliper 1
and/or the brake disk 3 is limited to the power stroke required for
the application of the reaction power, which power stroke amounts
to only a small fraction of the wearing stroke; for example, the
required power stroke of a pneumatically actuated disk brake for
22-inch wheels amounts to approximately 4 mm, while the wearing
stroke amounts to approximately 25 mm.
[0074] Like the embodiment of FIG. 1a, the embodiment of FIG. 1b
has adjusting devices arranged on both sides of the disk brake.
These again comprise the adjusting sleeves 21, 27 and the thrust
pieces 23, 29, which can be screwed to one another and can
therefore also be axially adjusted relative to one another, as well
as preferably also separate adjuster drives (see the additional
figures) on both sides of the brake disk 3.
[0075] However, in contrast to FIG. 1 (1a? translator), the disk
brake of FIG. 1b only has an application device on one side of the
brake disk 3 (here, on the right side), which clearly reduces the
costs of this variant in comparison to that of FIG. 1 (1a), because
structural members (among others, the rotary lever 25) can be
eliminated on the opposite of the brake disk. Instead, it becomes
possible to arrange the adjusting sleeve 27 axially but rotatably
in a stationary manner on the interior side of the caliper (back of
caliper) and, for adjusting the brake pad wear on this side of the
brake disk 3, to screw the thrust piece 29 relative to the axially
fixed adjusting sleeve 27, so that the axial position of the thrust
piece 29 is changed relative to the brake disk 3.
[0076] The caliper 1 of the embodiment according to FIG. 1b is, in
turn, constructed like the caliper 1 of the embodiment of FIG. 1a
as a fixed caliper.
[0077] Another characteristic feature of the embodiment according
to FIG. 1b is the slidability of the brake disk 3 relative to the
wheel axle. For this purpose, the brake disk is preferably provided
with a toothing in the area of its hub (not shown here) which is
constructed such that a sliding path of, for example, <2 mm can
be implemented which is limited to the power stroke.
[0078] Slidable brake disks are known per se. A significant
difference with respect to the known sliding disk principle, which
requires the wearing path of, for example, 25 mm, as the sliding
path, consists of the fact that the brake disk 3 of the brake
according to FIG. 1b is constantly in the range of its working
stroke of <2 mm, so that the working stroke sliding path between
the brake disk hub and the actual brake disk 3 is kept free of
frictional corrosion formations and contamination by the constant
movement during the actuation of the brake, by vibration, etc. The
brake disk 3 therefore remains constantly easily slidable in the
range of its working stroke..
[0079] In addition, the small sliding range can be provided
relatively easily with protective measures against the formation of
corrosion and against contamination.
[0080] In comparison, a conventional sliding brake disk gradually
changes its working position on the sliding range of, for example,
25 mm with increasing wear. The not constantly used sliding range
therefore becomes sluggish over time as a result of corrosion and
contamination, which may seriously impair the operation of the
brake. The relatively large sliding range can be provided with
protective measures only at high expenditures. These problems do
not occur in the case of the solution according to FIG. 1b.
[0081] FIG. 1c shows the state of the art of a sliding caliper, in
the case of which the caliper 1 is constructed as a sliding caliper
with a caliper bearing-which is slidable along the path o the power
stroke relative to the brake disk or the wheel axle or the brake
anchor plate (not shown here) conventionally provided in the case
of sliding caliper disk brakes, so that the application of the
brake pad 5 situated opposite the application device 3 takes place
on the other side of the brake disk 34 by a reaction-power-caused
sliding of the caliper, an adjusting device being provided only on
one side of the brake disk, specifically on the side of the
application device 13.
[0082] Here, the embodiment of FIG. 1d uses a different approach.
The construction of the braking mechanism in the interior of the
caliper 1 corresponds to that of the embodiment according to FIG.
1b. However, in this case, in contrast to FIG. 1b, not the brake
disk but the caliper is "micro-slidable", that is, essentially only
by the amount of half the working stroke (<2 mm) but not by the
amount of the wear readjusting path. This means that the sliding
path of the caliper bearing 33 is only as large as the maximal
working stroke and typically amounts to less than 5 mm, for
example, 2 to 4 mm.
[0083] In order to implement this, the disk brake of FIG. 1d, like
the disk brake of FIG. 1b, has separate adjusting devices (here,
elements 21, 23 and 27, 29) on both sides of the brake disk 3.
[0084] Naturally, a combination of the embodiments according to
FIGS. 1b and 1d can also be implemented; thus, a disk brake with a
caliper bearing and a slidable brake disk which can, in each case,
be slid by approximately half the working stroke. This embodiment
is also provided with separate adjusting devices on both sides of
the brake disk 3.
[0085] FIG. 1e shows a so-called hinged caliper disk brake, where
the caliper is swivellably by a defined angle disposed on the brake
anchor plate or an axle part (pivot bearing 35 with a strut
connection 37 to the actual hinged caliper 1).
[0086] According to FIG. 1e, this swivelling angle a is selected to
be so large that the entire wear adjusting path can be bridged
during the swivelling of the caliper.
[0087] In this variant, the basic construction of the application
mechanism in the interior of the caliper again corresponds to the
application mechanism of FIG. 1c.
[0088] In contrast, FIG. 1f shows a disk brake with a swivellable
caliper 1 which again has a pivot bearing 39. However, the "hinged
caliper", which is disposed on the pivot bearing by way of the
strut connection 37, can be swivelled only by an angle a which is
so large that the brake pads can be swivelled by the path of half
the working stroke relative to the brake disk 3. This disk brake
also again has an application device only on one side of the brake
disk but has at least one adjusting device on both sides of the
brake disk.
[0089] Naturally, a combination of the embodiments according to
FIG. 1b and if can also be implemented; thus, a combination of a
disk brake with a swivellable caliper and a slidable brake disk.
This embodiment is also equipped with separate adjusting devices on
both sides of the brake disk 3. In the latter case, the required
sliding path in the power stroke can be distributed to the caliper
1 and the brake disk 3.
[0090] It should be noted that the invention is suitable for disk
brakes, particularly commercial vehicle disk brakes, of many
different types. Thus, the idea of adjusting devices on both sides
of the brake disk can be implemented in the case of brakes which
can be applied by an electric motor as well as in the case of
pneumatically actuated brakes. Furthermore, the adjusting devices
may be coupled for the drive with the application device(s) on one
or both sides of the brake disk and/or may be provided
independently of the application devices with one or several
separate electromagnetic drive(s). Here, mixed constructions are
also conceivable, for example, with an adjusting device having an
electric motor on the reaction side and with an adjusting device
mechanically coupled with the rotary lever on the side of the
application device.
[0091] In addition, it is possible to adjust the adjusting rotary
devices on both sides of the brake disk 3 by means of a computer
and/or microprocessor control separately from one another or, for
achieving a joint adjustment, to carry out a mechanical coupling of
the adjusting devices on both sides of the brake disk 3.
[0092] The forced restoring of the respective slidable or
swivellable element--caliper or brake disk--can be carried out by
elastic restoring elements (for example, restoring spring(s)) or an
active restoring can be carried out by the reaction-side adjuster
module.
[0093] In addition, the invention is suitable for brakes with only
a single adjusting drive on each side of the brake disk as well as
for embodiments with two or even more adjusting drives on each side
of the adjusting device.
[0094] Another variant is illustrated in FIGS. 20g and h.
Accordingly, the caliper 1 can be elastically deformed by the
amount of half the power stroke or the entire power stroke.
According to FIG. 20g, the caliper has an elastic lower area 290
for the fastening to the axle flange 11, and according to FIG. 20h,
it is connected with the axle flange 11 by way of a separate
elastic element 292 (for example, a leaf spring element) which is
screwed between the axle flange and the caliper 1. A caliper
bearing is not longer necessary. These variants can optionally also
be combined with an elastically deformable brake disk (not shown
here) or with a slidable brake disk, in which case the path of the
caliper and of the brake disk to be bridged by elasticity may have
a particularly small dimension.
[0095] Advantageous further developments of the adjusting devices
or of the entire adjusting mechanism with the adjusting devices and
the adjuster drives are illustrated in FIGS. 2, 3 and 4.
[0096] According to FIG. 2, an adjuster module 50 is in each case
arranged on one side of the brake disk 3 and has an output shaft
with an output gearwheel 52 and a free-wheel device and/or an
overload coupling device 53.
[0097] A synchronization chain 54 for the synchronization as well
as the adjusting movements of all adjusting devices meshes with the
output gearwheel, in the present case, two adjusting rotary devices
respectively being arranged on each side of the brake disk 3. The
disk brake of FIG. 2 therefore has a total of four adjusting rotary
devices (adjusting sleeves 21a, b, 27a, b; thrust pieces 23a, b;
29a, b).
[0098] The synchronization chain 54 is situated in a plane
perpendicular to the brake disk 3 in the upper interior area of the
caliper 3 and is deflected at the caliper 1 on four bolts 56 four
times by approximately 90.degree. and in this manner is guided
essentially on a rectangular contour in the caliper 1, the
synchronization chain extending around the brake disk 3 in its
upper peripheral area.
[0099] The output gearwheel 52 drives the chain 54 on the side of
the application device or on the side of the introduction of the
braking power into the disk brake by way of (partial)
ball-socket-shaped bearings (described in greater detail below) and
two bearing balls 56a, b on the back of the caliper of the rotary
lever 19 disposed at the caliper 1 (which in this area has a closed
construction), which rotary lever will be explained in greater
detail below by means of the additional figures.
[0100] The synchronization chain 54 also meshes with four
gearwheels 58a, b, 60a, b, which are each disposed on shafts 59a,
b, which have cylindrical worms 62a, b (see FIG. 2b) in the
downward direction, which cylindrical worms 62a, b mesh with an
external toothing of the adjusting sleeves 21a, b which are
provided with an internal thread and are screwed onto the thrust
pieces 23a, b provided with an external thread.
[0101] As a result of the synchronization device in the form of a
synchronization chain 54 guided "around" the brake disk 3, it is
therefore possible to drive as well as synchronize all four
adjusting rotary devices on the two sides of the brake disk by
means of only one "adjuster drive".
[0102] Another embodiment of the invention is illustrated in FIG.
3. In this embodiment, the rotations of the two adjusting sleeves
21a, b and 27a, b respectively on each side of the brake disk 3 are
in each case synchronized by synchronization chains 68, 70 wound
around gearwheels 64a, b and 66a, b respectively fitted onto the
adjusting sleeves.
[0103] A synchronization of the rotary drives on one side of the
brake disk is known from German Patent Document DE 42 12 405 A1. In
the present case, the synchronization chains 68, 70 mesh on each
side of the brake disk but, in addition, also in each case with an
output gearwheel 52 which is arranged in the center between the two
rotating spindles and two which one automatic free-wheel and/or
overload coupling device 53 respectively is assigned.
[0104] According to FIG. 3, the synchronization of the adjusting
rotary drive on each side of the brake disk 3 therefore takes place
by separate synchronization chains 68, 70 arranged on the
respective brake disk side (or correspondingly designed--here not
shown--synchronization belts). A Bowden cable 72 in the nature of a
bendable shaft with a spur gear or cross gear, which Bowden cable
72 is guided in a curve along the lines of a "cable channel" 74 in
the caliper 1 around a side of the peripheral edge of the brake
disk 3, transmits the driving power from the freewheel and/or
overload coupling device 53 on the side of the power introduction
into the disk brake (here, on the left) to the reaction side. The
two ends of the cable channel 74 are closed by means of sealing
stoppers 76 pulled by way of the Bowden cable.
[0105] The embodiment of FIG. 3 has the advantage that not a single
chain in the manner of the synchronization chain 54 is excessively
loaded but that, at relatively low constructive expenditures, the
loads can be distributed to the two chains 68, 70 on each side of
the brake disk 3 and the Bowden cable 72.
[0106] The actual adjusting drive according to FIG. 2 as well as
according to FIG. 3 is implemented by a driving device 82 which is
arranged at the rotary lever 19 and which acts upon a shift fork
84. disposed on the end of the shaft 86, on which the gearwheel 52
is also situated so that, when the disk brake is applied and during
the movement of the rotary lever 19 connected therewith, a rotating
of the gearwheel 52 is caused, the synchronization chains 68, 70
and the Bowden cable 72 transmitting this rotation to all four
adjusting rotary drives.
[0107] It can also be easily recognized in FIG. 3 that the caliper
1 has a divided construction approximately in the plane of the
brake disk, the two caliper parts 1a and 1b being screwed to one
another by means of studs 78 which are guided from one side through
the (something missing in the German) caliper 1 and engage in bores
80 of the other caliper part 1b, which bores 80 are distributed
along the outer circumferences and have an internal thread. The
application device can be assembled in the caliper 1 or can be
mounted as a preassembled application module (for example, in the
manner of German Patent Document DE 195 15 063 C1). It is also
easily visible in FIG. 3 that the fixed caliper 1 has a relatively
light construction; that is, it can be limited to a constructive
minimum. The caliper is preferably constructed in one piece and
preferably without screws, the insertion of the elements of the
application system and of the adjusting devices preferably taking
place from the side of the brake disk.
[0108] The total transmission ratio of the synchronization
mechanisms in FIGS. 2 and 3 is preferably selected such that the
advancing movement on the application side and the reaction side
takes place in a uniform manner. However, for compensating a
systematically occurring wear difference, a stepping-up or
stepping-down in the transmission of the adjusting movement between
the application side and reaction side may be implemented.
[0109] Another characteristic feature of the disk brakes according
to the invention with respect to their adjusting and
synchronization mechanism is illustrated in the additional FIGS. 4,
5 and 6. These figures each show an "adjuster module" which can be
produced in the manner of a preassembled unit and can be inserted
into a corresponding clearance of the disk brake, particularly in
the area of the application device.
[0110] In one of its top views, the adjuster module 100, which can
be preassembled, has an elongated, essentially rectangular shape,
however, with edges which are rounded and shaped-out according to
the requirements. It comprises two mutually spaced, mutually
parallel and mutually essentially covering mounting plates 102,
104, between which a clearance is situated in which preferably an
electric motor 106 as an adjuster drive and a transmission 108 is
housed for converting the rotating movements of the drive shaft of
the electric motor to an appropriate rotational speed for driving
the adjusting rotary devices (spindles).
[0111] The mounting plate 102 has slightly larger dimensions than
the other mounting plate 104 and is provided in the outer
circumferential area with bores 110 for studs (not shown here) for
the fastening to the caliper. The mounting plate 102 is also used
as a closing plate for caliper openings (see FIGS. 12 and 13). In
contrast, the mounting plate 104 is mainly used for the mounting of
the motor 106 and the transmission 108.
[0112] On the other mounting plate 104--for example, on its
exterior side--the synchronization chain 68 can preferably be
mounted which is laid around the gearwheels 64a, b and synchronizes
the rotations of the adjusting sleeves 21a, b and thus those of the
two adjusting rotary devices.
[0113] The adjusting sleeves 21a, 21b, in each case, reach through
recesses/indentations/guides (not shown here) of the mounting
plates 102, 104.
[0114] According to FIGS. 4 and 5 as well as according to FIG. 6,
the electric motor 106 is disposed on a type of mounting metal
sheet 114 which is fastened to one mounting plate 104 and on/at
which spacers 116 and/or bends are provided by means of which the
two mounting plates are fixed in a mutually parallel spaced manner.
When an electric motor 106 is used, the use of mechanical free
wheels and the use of overload couplings may optionally also be
eliminated in the case of a corresponding electronic control system
and/or a corresponding automatic electronic control system.
[0115] According to FIG. 5, gearwheels 117a, b, which are arranged
between the mounting plates 102, 104, take over the transmission of
the rotations of the electric motor 106 to the gearwheel 52.
[0116] The motor fixed on the mounting metal sheet 114 is situated
essentially at a slight angle to the straight line connecting the
axes of the two adjusting sleeves. According to FIG. 6, its output
gearwheel 120 meshes with a gearwheel 122 which is disposed on a
shaft 124 aligned parallel to the motor 106, which shaft 124 is
disposed in recesses of two of the bends 116 of the mounting metal
sheet 114. Cylindrical worms 126a, b are in each case applied to
the ends of the shaft 124, which cylindrical worms 126a, b mesh
with the gearwheels 128a, 128b which, by way of shafts 130a, 130b
penetrating the other mounting plate 104, (something is missing in
the German), and at whose ends gearwheels 132a, 132b are arranged
which mesh with the gear wheels 64a, 64b on the adjusting sleeves
21a, 21b. The cylindrical worms are constructed such (right-hand
construction or left-hand construction) that no different thread
directions (right-hand thread/ left-hand thread) are required for
the thrust pieces. The thrust pieces 23a, 23b can in each case be
screwed with their thread inserts in a premountable manner into the
adjusting sleeves 21.
[0117] Thus, one adjuster drive respectively as well as the
adjusting rotary devices can be integrated in a space-saving manner
in the adjuster module 100, which can be produced in a
cost-effective fashion from only a few parts and is easily
mountable, on each side of the brake disk as well as its
synchronization mechanism.
[0118] One of the adjuster modules 100 can be provided in each side
of the brake disk 3, in which case the synchronization of the
adjusting movements can take place in a mechanically as well as
electronically/computerized controlling and/or automatically
controlling manner. It is only necessary to lead a power supply
cable and/or a data transmission cable to the disk brake and to
lead these in the disk brake to the adjuster module 100.
[0119] When using an electric adjuster drive with an electric motor
106, it is therefore basically possible to use only one electric
motor 106 and to mechanically carry out the transmission of the
adjusting movement from the application side to the reaction side,
for example, in the manner of FIG. 2 or 3.
[0120] However, advantageously, an independent electric adjusting
drive is arranged on the reaction side.
[0121] Because of coupling and sealing problems, the electric
wiring connection of the reaction side with the application side
can be implemented more easily than the mechanical transmission
synchronization and, because of the possibility of the independent
control of the two adjusting systems, additional
controlling/automatic controlling possibilities of the operating
behavior of the brake are obtained.
[0122] Thus, an individual controlling of the adjusting rotary
drives of the two adjuster modules 100 on both sides of the brake
disk 3 permits the following:
[0123] An individual adjusting of the release play on both sides of
the brake disk 3 to its respective occurring position; for example,
when a mounted brake disk is used, its installation position may
scatter by .about./-1 mm as a result of component tolerances;
[0124] an active restoring of the slidable brake disk or of the
sliding or hinged caliper into a desired starting position is
permitted after each braking;
[0125] in the event of the occurrence of an uneven brake pad wear,
the release play can be adjusted to unequal on the two sides of the
brake disk in order to compensate an uneven wear during subsequent
brakings;
[0126] when the vehicle is used in off-road driving, the brake
shoes/brake pads may be designed to be slightly grinding in order
to keep the friction surfaces free of abrasive dirt;
[0127] a minimizing of the required release play and thus of the
operating energy requirement is permitted.
[0128] Specifically the above-mentioned advantages demonstrate that
it is useful to combine the advantageous effects of the ideas of
the brakes of FIG. 1 and/or of the synchronization mechanisms
according to FIGS. 2 and 3 and/or of the adjuster modules according
to FIGS. 4 to 6 to form a fundamentally new type of brake disk.
[0129] This will be explained in detail in the following by means
of additional embodiments.
[0130] It is known (for example, from European Patent Document EP 0
531 321) to provide the rotary lever 19 with an eccentric or
eccentric section which acts directly or by way of additional
elements upon a traverse into which the thrust pieces are
screwed.
[0131] It is also known to provide the rotary lever with lateral
projections which act upon the ends of the thrust pieces or on
adjusting sleeves into which the thrust pieces are screwed (German
Patent Document DE 36 10 569 A1).
[0132] The two concepts have the construction of the rotary lever
in common which has an approximately semicircular projection which,
on the outer diameter, forms the slide way for a roller bearing, in
the interior of the respective semicircular projection, the
eccentric being formed by means of a slide bearing half shell as
well as a bearing roller accommodated therein.
[0133] Particularly in the case of the second described
construction, this bearing arrangement makes it possible to keep
the reaction forces of the eccentric bearing and of the outer
roller bearing congruent in their position on the longitudinal axis
of the lever.
[0134] As a result, it is achieved that bending loads onto the
lever as well as deformations of the latter as well as a resulting
edge run of the roller bearing and the slide bearing are avoided,
which may clearly reduce the service life of the bearings
(sic--translator). (. . . slide bearing, which may clearly reduce
the service life of the bearings, are avoided.?)
[0135] Although in the case of the construction having a traverse,
the deformation of the lever is reduced by means of the traverse,
here also an increase of the service life is desirable,
particularly by avoiding an edge run.
[0136] A replacement of the roller bearing is also desirable on the
side of the larger diameter of the eccentric projection of the
rotary lever. The necessity to arrange the outer bearing shell as a
semi-cylindrical projection in an enveloping manner around the
eccentric necessarily leads to relatively large bearing diameters
of the outer bearing. This results in the necessity of using a
roller bearing on the outer bearing since, when a slide bearing is
used, the higher resistances to friction in conjunction with the
large friction diameters may lead to friction losses and
application force losses and, as a result, to an undesirably high
brake hysteresis.
[0137] The application device of the lever-operated disk brake
therefore is to be further optimized in that an extensive use of
slide bearings with small friction diameters is achieved while the
deformations of the rotary lever are simultaneously minimized.
[0138] FIG. 7 illustrates the novel construction and bearing of the
rotary lever 19.
[0139] The rotary lever 19 is constructed as a traverse-type
structural member which makes the use of a traverse separately of
the rotary lever unnecessary.
[0140] The rotary lever 19 is particularly easily visible in FIG.
9, which is limited to a representation of the section to the right
of the plane of symmetry "S" of the one-piece rotary lever 19 and
above another "plane of symmetry", but here only relative to the
lower portion of the rotary lever.
[0141] The rotary lever 19 has an "upper" recess 150
(hemispherically cup-shaped) for receiving the end of a piston rod
of an actuating device (for example, a brake cylinder, electrically
and/or mechanically and/or pneumatically operable) (see, for
example, also European Patent Document EP 0 531 321). From the area
of the upper recess 150, the lever widens in the area of a
"triangular" section 152 in the downward direction until it reaches
a width exceeding the spacing of the two adjusting sleeves 21a, b
and the thrust pieces 23a, 23b. It also widens in the direction
(viewed in the installed position) perpendicular to the brake
disk.
[0142] In the area of the triangular section 152, recesses 154, 156
are provided on the two main outer surfaces of the rotary lever 19,
which recesses 154, 156 minimize the weight of the rotary lever 19,
the strut-type edges 152a of the triangular section 152 of the
rotary lever providing the latter in this area with an increased
stability with respect to bending loads.
[0143] The triangular section 152 of the rotary lever, which in the
conventional representation of FIGS. 7 and 9, is "situated at the
top", is adjoined in its lower area, which faces away from the
recess 150, by a traverse-type section 158 of an essentially
constant width which is essentially rectangular in the top view but
which in comparison with the triangular section has an essentially
step-type clearly enlarging depth (in the installed position,
viewed perpendicular to the brake disk plane).
[0144] In the rectangular section of the rotary lever, essentially
six additional recesses 160a, 162a, b and 164, 165 are constructed,
in which case the two outer recesses 160a, b are constructed on the
side of the rotary lever 19 situated opposite the recess 150 for
receiving the piston rod; the additional recesses 162a, b adjoining
the above recesses toward the inside are constructed on the side of
the recesses 150; and the central recesses 164, 165 are constructed
on both sides of the rotary lever 19.
[0145] The four recesses 160 and 162 each have a rectangular
construction with rounded ends and taper, having an essentially
cup-shaped/hemispherical-shell-type design (eccentric domes and
lever domes) in their end area, while the center recesses 164, 165
have a narrower oblong shape.
[0146] The four recesses 160 and 162 are used for receiving also
essentially hemispherical-/partially-spherical-shell-type,
cup-shaped slide bearing shells 170a, b, 172a, b (see FIG. 8).
[0147] Such a hemispherical-/partially-spherical-shell-type,
cup-shaped slide bearing can also be inserted into the recess 150.
The bearing balls 56a, 56b are inserted into the slide bearing
shells 172a, b situated on the inside.
[0148] These bearing balls can be supported directly on the back of
the caliper or on projections of the back of the caliper or on
separate components 174a, b which are fixedly connected with the
caliper (back) 19.
[0149] For this purpose, the caliper or the additional components
are to be provided with corresponding cup-shaped recesses 176a, b,
in which the bearing balls 56 engage. The bearing balls 56 can be
fixed in the recesses 176.
[0150] Bearing balls or spherically shaped ends 178a, b of
intermediate pieces 180a engage in the outer recesses 160a, b or in
the slide bearing shells 170a, b, 172a, b inserted into the latter.
The intermediate pieces 180 have a sleeve-type construction on
their ends opposite the spherically shaped ends and receive the
ends of the thrust pieces 23a, b facing away from the brake disk,
if the pads are not yet worn out (see FIG. 8a).
[0151] The intermediate pieces 180 are axially, at their ends
facing away from the rotary lever, adjoined by the adjusting
sleeves 21a, b with the internal thread which can be inserted into
the mounting plate 102 and/or 104. The stud-type ends of the thrust
pieces 23 widening just in front of the brake disks 3 are screwed
into the adjusting sleeves 21. By means of the rotation of the
adjusting sleeves 19, the axial distance between the thrust pieces
and the rotary lever 19 can therefore be changed for adjusting the
brake pad wear, in which case the possibility of the rotation by
means of the worm gear transmission 108 is outlined purely
schematically, which acts upon the external toothing or a gearwheel
on the adjusting sleeves 21.
[0152] The intermediate pieces 180 are therefore used for the
transmission of power from the rotary lever 19 to the thrust pieces
23 during the application of the brake.
[0153] According to FIGS. 7 and 8, one pair of bearings
respectively, consisting of one lever bearing and eccentric bearing
respectively, is therefore arranged on the brake or rotary lever
19, which is constructed in a traverse-type manner, on both sides
of the central (something is missing in the German.) (Line A-A in
FIG. 10).
[0154] These two bearings each consist of the ball 56, 178
preferably a roller bearing ball sliding body--as well as of the
cup-shaped slide bearing shell 170, 172 engaging with the ball 56,
178, as well as of the cup-shaped indentations/recesses 176, 177,
which support the ball, in each case in the component (caliper 1 or
intermediate piece 180) which interacts with the ball and which
does not receive the slide bearing shell.
[0155] The two pairs of bearings are received on both sides of the
rotary lever 19 in the rectangular section 158 of the rotary lever
19 constructed in a traverse-type manner and arranged at a right
angle with respect to the lever arm (A-A). The sliding balls 56a,
56b and 178a, 178b are therefore arranged at the traverse-type
section 158 of the lever on opposite sides of the latter with an
opposed pressure direction.
[0156] In addition, the sliding balls 56a, 56b and 178a, 178b are
spaced away from one another with their ball centers in the
longitudinal direction of the traverse-type lever section (thus
perpendicular to the lever arm A-A in FIG. 1, parallel to the brake
disk 1) as well as transversely to this longitudinal direction.
[0157] The spacing x transversely to the longitudinal direction
defines the eccentricity of the eccentric arrangement causing the
power transmission.
[0158] In contrast, the spacing y in the longitudinal direction is
required in order to avoid overlapping of the two bearings or in
order to be able to accommodate these jointly in the rotary
lever.
[0159] The bearings, which are in each case situated opposite one
another in the traverse-type section 158 of the rotary lever 19,
are arranged such in this section 158 that the ball centers are
almost or completely situated on a connection plane with the pivot
of operation on the lever arm (recess 150, see Line "L" in FIG.
10).
[0160] However, it is also conceivable that the position of the
eccentric bearing for achieving a defined change of the
transmission ratio as a function of the lever position deviates by
a given amount from the connection plane of the center of the lever
operation to the lever bearing centers. The respective upper
bearing, that is, the bearing situated on the side of the lever
operation, causes the support of the rotary lever 19 against the
caliper. The respective lower bearing transmits the operating force
to the application-side thrust piece(s).
[0161] As in FIG. 8, the slide bearing shells may be arranged in
the rotary lever 19 as well as (not shown) in the respective part
of the caliper 1 or of the intermediate elements 190 which faces
away, or on both sides of the balls 56, 178.
[0162] It is particularly advantageous to receive the balls 56, 178
in the component which in each case faces away from the slide
bearing shell in a cup diameter which is by a defined amount larger
than the ball diameter, so that, during the operation of the rotary
lever 19, the ball, in addition to the sliding movement in the
bearing shell, also carries out a limited rolling movement in the
opposite receiving cup and thus reduces the necessary sliding
movement in the bearing shell for carrying out the lever swivelling
stroke and thus also the bearing friction.
[0163] The receiving play of the sliding ball in the receiving cup
also permits the avoidance of the otherwise necessary tilting
movement of the piston. In this case, a compensating movement in
the swivel joint is superimposed on the exclusively rotatable
driving of the piston.
[0164] For achieving a sufficient rolling play in the swivelling
direction of the rotary lever 19 with a simultaneously good
guidance transversely to the swivelling direction, the lever cup
(recess 162) can be provided in a toroidal manner with a larger cup
diameter in the swivelling direction than transversely to this
swivelling direction.
[0165] As a result of the further development of the rotary lever
19 illustrated in FIGS. 7 to 10, in a particularly uncomplicated
manner, the use of particularly simple and cost-effective ball
slide bearings is permitted.
[0166] The deformation of the rotary lever 19 because of the axial
distance of the power introduction into the bearings of a pair of
bearings and the resulting bending moment can be minimized by the
traverse-type further development.
[0167] As a result of the spherical shape of the bearing elements,
a tilting course of the bearings is completely excluded; that is,
also in the event of deformations of the rotary lever, the bearing
capacity and the maximally achievable service life of the ball
slide bearings will be fully utilized.
[0168] Furthermore, the rotary lever 19 is sufficiently fixed by
the balls 56 relative to the caliper, so that a further, possibly
frictional guiding of the rotary lever is no longer required.
[0169] For the special case of a brake having only one adjusting
rotary device or only one spindle on each side of the brake disk or
on one side of the brake disk, the rotary lever may be constructed
with two lever bearings at the ends of the traverse-type section
158 and with only one eccentric bearing in the center (not
shown).
[0170] The rotary lever 19 of FIGS. 1 to 10 is suitable for caliper
constructions of all types; thus, for virtually all caliper types,
particularly also FIG. 1 (hinged caliper, sliding caliper, fixed
caliper).
[0171] It is also conceivable that the essentially spherical
bearing elements 158, 160 and the pertaining cups have an
elliptical shape which is flattened with respect to the ball
geometry.
[0172] As examples, FIGS. 12 and 13 show the possible caliper
geometries of caliper parts 1a and 1b.
[0173] The reaction-side caliper part la of FIG. 12 has a recess
200 for receiving the adjuster module 100, which recess is provided
with two indentations 200a, 200b for receiving the ends of the
thrust pieces 29a, 29b. Bores 204 are distributed around the recess
200, to which bores 204 the mounting plate 104 can be screwed.
[0174] In contrast, the application-side caliper part 1b of FIG. 13
has a recess 206 penetrating the caliper wall toward the brake disk
1, into which recess 206 the adjuster module 100 can be inserted,
bores 204 again being distributed around the recess 206, to which
bores the mounting plate 104 can be screwed (optionally with an
additional surrounding sealing ring).
[0175] FIG. 14 is a sectional view of a disk brake whose basic
principle corresponds to FIG. 1f and which, in addition, utilizes
important ideas of the other embodiments.
[0176] In contrast, FIG. 1f shows a disk brake with a swivellable
caliper 1 which has the pivot bearing 39 to the axle flange 11. The
"hinged caliper" which is disposed on the pivot bearing by way of
the two-part strut connection 37 can be swivelled about an angle
.alpha. which is so large that the brake pads 5, 7 can be swivelled
by the path of the working stroke relative to the brake disk 3.
This disk brake also again has an application device only on one
side of the brake disk 3 with the rotary lever 19 of the type of
FIGS. 10 and 11 but, on both sides of the brake disk 3, has at
least one adjuster rotary device with thrust pieces 23a, b and 29a,
b as well as the adjusting sleeves 21a, b and 27a, b.
[0177] In FIG. 14, the axial offset of the rotary lever is easily
visible in its lower traverse-type area at the level of the thrust
pieces 23 relative to the brake disk 3 during its movement from
position "i" by way position "ii" into position "iii". The
synchronization of the adjuster rotary device with the thrust
pieces 23a, b and 29a, b as well as the adjusting sleeves 21a, b
and 27a, b is achieved here in that a driving device 220 is linked
to the rotary lever 19 in an oblong hole 222 of the latter. The
driving device 220 has a rod-type construction and reaches over the
upper circumferential edge of the brake disk 3. On its side facing
the brake disk 3, it is also provided in sections with a type of
toothed-rack profile 224, which meshes with gearwheels 226, 228
which, during an axial displacement of the driving device 220,
rotate the adjusting sleeves 21, 27 and cause the adjustment. In
this case, a free wheel and overload device is to be provided on
each side of the brake as well as a synchronization of the two
adjuster rotary devices on each side of the brake disk.
[0178] The application mechanism of FIG. 15 corresponds to that of
FIG. 14. However, the adjusting synchronization takes place by way
of a shaft 230 which reaches over the brake disk and has
cylindrical worms 232, 234 at its ends.
[0179] FIG. 16 is a purely schematic view of the arrangement of
electric-motor adjusting drives 106 on each side of the brake
disk.
[0180] According to FIGS. 17a and b, the essentially spherical
bearing elements 56, 178 and their receiving devices 235, 236 here,
at the components 174a, b, and at the intermediate pieces 180a,
b--have mutually corresponding flattenings 237, 238 on their sides
pointing toward one another.
[0181] In this manner, an uncomplicated protection against torsion
is ensured in order to prevent damage to the ball surface and/or
the bearings in the area of the bearings. In addition, the
flattenings 237, 238 contribute to an optimization of the space
requirement of the bearings and to an increase of the
stability.
[0182] A play between the essentially spherical bearing elements
56, 178 and their receiving devices 235, 236 in a simple manner
permits a compensation of tolerances.
[0183] In a simple manner, a stripper 239--for example, in a ring
shape--on the bearing cups 158, 160 prevents the leaking-out of the
grease filling, as illustrated in FIG. 19.
[0184] FIG. 18 shows other variants of devices for the protection
against torsion between the essentially spherical bearing elements
56, 178 and their receiving devices 235, 236.
[0185] Thus, according to FIG. 18a, the devices for protecting
against torsion are constructed as a butt-welded or friction-welded
seat 240.
[0186] According to FIG. 18b, the devices for the protection
against torsion are constructed as a spring dowel pin or spring
dowel sleeve 241.
[0187] According to FIGS. 18e, f and g, the essentially spherical
bearing elements 56, 178 and their receiving devices 235, 236 have
mutually corresponding torsion-proof geometrical shapes as a device
for protecting against torsion on their mutually facing sides,
specifically in the manner of mutually corresponding, mutually
engaging indentation 242 and projections 243, which have a conical
(concave/convex; see FIG. 18c and d) or ball-socket-shaped or
section-shaped (see FIG. 18e) construction.
[0188] The different geometrical shapes may be achieved, for
example, by a grinding-off of commercially available bearing
balls.
[0189] In addition to the strippers, FIG. 19a illustrates
position-fixing, mutually corresponding projections 244 and
recesses between the bearing balls and the bearing shells, the
bearing shell recesses being constructed as shaped-out sections 245
which, on their side facing away from the bearing balls, in turn,
engage in corresponding recesses 246 in the corresponding
structural member--here, in the rotary lever--, so that a fixing of
positions is also achieved between the bearing shells 170, 172 and
the rotary lever.
[0190] According to FIG. 19b, a cylindrical extension 247 is
constructed on the bearing shell, which cylindrical extension 247
engages in the corresponding structural member--here, the rotary
lever 19--and is used for fixing the position and as a grease
reservoir.
[0191] According to FIG. 19b, bores 248 for the passage of grease
are provided in the bearing shell, for an improved lubrication,
which bores 248 lead into the grease receiving grooves 249 in the
corresponding component--here, the rotary lever 19--.
[0192] FIG. 20a --(something missing?) show disk brakes analogous
to FIG. 1 in a detailed representation.
[0193] Thus, the brake disk of FIG. 20a again has a fixed caliper
or a caliper 1 which can be fixedly or stationarily fixed on the
axle, so that application devices 13, 15 are provided on both sides
of the brake disk for the application (and release) of the brake
pads 5, 7 in the direction of the brake disk 3, which application
devices 13, 15, in turn, in each case, have at least one of the
adjusting rotary devices with one adjusting sleeve 21, 27
respectively, in which one of the thrust pieces 23, 29 is in each
case screwably arranged. The two rotary levers 19, 25 are mutually
coupled by way of the coupling mechanism in the form of the bolt
31.
[0194] The--pneumatically actuated--brake cylinder 274 and the
piston rod 276, which acts upon the rotary lever and which is
linked to the upper end of the rotary lever 19, are easily
recognizable. The pneumatic actuating devices preferably has a
compact construction; an electromechanical actuation would also be
conceivable.
[0195] In contrast, according to FIGS. 20b, d and f, the caliper
has an application device 13 in each case only on one side of the
brake disk 1, the generating of the reaction power taking place on
the side of the brake facing away from the actuating device by a
sliding or swivelling of the caliper 1 and/or the sliding of the
brake disk 3. The wear adjustment on the reaction side is in each
case implemented by an adjusting device, such as an adjusting
module, integrated in the caliper on the reaction side.
[0196] The sliding or swivelling travel to be carried out by the
caliper 1 and/or the brake disk 3 is limited to the power stroke
required for the application of the reaction fore, which power
stroke amounts to only a fraction of the wearing stroke.
[0197] According to FIG. 20b, adjusting devices are arranged on
both sides of the disk brake, which adjusting devices again have
the mutually screwed-together and therefore also mutually axially
adjustable adjusting sleeves 21, 27 and thrust pieces 23, 29, as
well as preferably also separate adjuster drives on both sides of
the brake disk 3. The brake disk 3 is constructed as a sliding
disk, for the purpose of which the brake disk is preferably
provided with a toothing in the area of its hub, which has a
sliding travel limited to the power stroke.
[0198] Like FIG. 1c, FIG. 20c shows the state of the art of a
sliding caliper where the caliper is constructed as a sliding
caliper with a caliper bearing which is slidable along the path of
the power stroke relative to the brake disk or to the wheel axle 9
or the brake anchor plate (not shown here) normally provided in the
case of sliding caliper disk brakes. In this case, the bearing bush
254 is designed for bridging a sliding path S which essentially
corresponds to the amount of the maximal brake pad wear (here also
marked "S")
[0199] According to FIG. 20d, the caliper 1 is "micro-displaceable"
by an amount which is no greater than the working stroke
(preferably by the amount of half the working stroke). The disk
brake of FIG. 20d comprises separate adjusting devices (elements
21, 23 and 27, 29) on both sides of the brake disk 3, a lower
projection 250 being constructed on the caliper 1 and being screwed
by means of bolts 252 to the axle flange 11. The bolt(s)
penetrate(s) a bearing bush 256 which is screwed into an opening
258 of the projection 250 of the caliper 1 and is designed such
that a displaceability of the caliper 1 is achieved relative to the
axle flange 11 by the amount of half the working stroke "A/2".
[0200] FIG. 20e shows a so-called hinged caliper disk brake in the
case of which the caliper is swivellably by a given angle disposed
on the brake anchor plate or an axle part (pivot bearing 35 with
the strut connection 37 to the actual hinged caliper 1).
[0201] According to FIG. 20e, this swivelling angle a is selected
to be so large that the entire wear adjusting path can be bridged
when the caliper is swivelled.
[0202] In this variant, the basic construction of the application
mechanism in the interior of the caliper again corresponds to the
application mechanism of FIG. 1c; that is, no adjusting components
are provided on the reaction side but the brake pad arranged there
is directly or indirectly supported on the caliper, in which case
no adjusting possibility exists between the brake pad and the
caliper.
[0203] In contrast, FIG. 20f shows a disk brake with a swivellable
caliper 1 which again has a pivot bearing 39. The "hinged caliper"
disposed by way of the strut connection 37 on the pivot bearing,
however, can be swivelled only by an angle a which is so large that
the brake pads can be swivelled by the path of half the working
stroke relative to the brake disk 3. This disk brake also has an
application device only on one side of the brake disk 3 but has at
least one adjusting device on both sides of the brake disk.
[0204] For limiting the movement or limiting the adjusting angle,
the caliper 1 is again provided with a lower projection 260 for
forming the strut connection 37, which projection 260 is screwed to
the axle flange 11 by means of a bolt 252. The bolt penetrates a
bearing bush 262 which here is constructed, for example, as a
rubber bearing bush with an integrated device for the restoring
(cup spring or the like), the rubber bearing bush being designed in
such manner that such a swivellability is ensured that the caliper
is swivelled in the area of the pads by the amount of half the
working stroke "A/2".
[0205] FIGS. 21a and b show another representation of a brake of
the type of FIG. 20f, in which case, according to FIG. 21a, the
projection 260 can be swivelled about a cylindrical bearing bolt
261 which can be rotated in a recess 11a of the axle flange 11. In
addition, FIG. 21a shows that two bearings 29 are provided. The
construction of the application system and of the adjusting system
corresponds to FIG. 23.
[0206] In contrast, according to FIG. 21c, the projection is
provided with a spherical or cylindrical bearing projection 278 on
its end facing away from the remaining caliper 1, which bearing
projection 278 is disposed in a recess 280.
[0207] According to FIG. 22d, two bearing bushes 262a, 262b are
provided for implementing the swivellability, which bearing bushes
262a, 262b are framed by a rubber ring 282.
[0208] The disk brake constructed according to FIGS. 22 to 27 can
be mounted as a "micro-sliding disk brake" in the manner of FIGS.
1d and 20d on the axle flange or the brake anchor plate (not shown
here). As an alternative, a design as a "micro-swivellable disk
brake" according to the type of FIG. 20f would also be
conceivable.
[0209] The caliper 1 provided with a recess above the brake disk,
in the upper peripheral area, reaches in a frame-type manner around
the brake disk 3, the brake pads 5, 7, the application device 13
constructed on one side of the brake disk, and the two adjusting
devices on both sides of the brake disk 3.
[0210] The recess 206 for the adjusting module on the reaction side
is easily recognizable in FIG. 23. On its side facing the brake
disk, the caliper in each case closed by the mounting or base plate
104. For each adjusting module on each side of the brake disk, one
of the electric motors 106 is in each case situated between the two
thrust pieces 23a, b; 29a, b and the adjusting sleeves 21a, b; 27a,
b, an output shaft 268 provided with an output gearwheel 266
penetrating the mounting plate 102, where, in a constructively
simple and cost-effective manner, it meshes with two gearwheels
270, 272 situated opposite one another at the outer circumference
of the output shaft, which gearwheels 270, 272, in turn, mesh with
the adjusting sleeves 21, 23 toothed on their circumference or
(having? translator) a gearwheel 286. The mounting plate 104 and
the mounting preform 102 are provided with shaped-out sections for
receiving the thrust pieces 23, 29 and the adjusting sleeves 21,
27.
[0211] During the mounting, the rotary lever 19 is first inserted
into the caliper, whereupon the two adjusting modules are inserted
into the caliper, the mounting plates 104 in each case being
screwed together with the caliper.
Reference Numbers
[0212] caliper 1
[0213] brake disk 3
[0214] brake pads 5, 7
[0215] brake anchor plate 5a, 7a
[0216] pad material 5b, 7b
[0217] bolt 9
[0218] axle flange 11
[0219] recess 11a
[0220] application devices 13, 15
[0221] opening 17
[0222] rotary lever 19
[0223] adjusting sleeve 21
[0224] thrust piece 23
[0225] rotary lever 25
[0226] adjusting sleeve 27
[0227] thrust piece 29
[0228] pivot bearing 35
[0229] strut connection 37
[0230] pivot bearing 39
[0231] adjuster module 50
[0232] output gearwheel 52
[0233] free-wheel and/or overload coupling device 53
[0234] synchronization chain 54
[0235] bearing balls 56a, b
[0236] gearwheels 58a, b, 60a, b
[0237] shafts 59a, b
[0238] cylindrical worms 62a, b
[0239] gearwheels 64a, b; 66a, b
[0240] synchronization chains 68, 70
[0241] bowden cable 72
[0242] cable channel 74
[0243] sealing stopper 76
[0244] driving device 82
[0245] shift fork 84
[0246] shaft 86
[0247] adjuster module 100
[0248] mounting plates 102, 104
[0249] electric motor 106
[0250] gear 108
[0251] bores 110
[0252] mounting metal sheet 114
[0253] spacers, bends 116, 118
[0254] gearwheels 117a, b
[0255] output gearwheel 120
[0256] gearwheel 122
[0257] shaft 124
[0258] cylindrical worms 126a, b
[0259] gearwheels 128a, 128b
[0260] shafts 130a, 130b
[0261] gearwheels 132a, 132b
[0262] recess 150
[0263] triangular section 152
[0264] recesses 154, 156
[0265] traverse-type section 158
[0266] recesses 160a, b, 162a, b and 164, 165
[0267] slide bearing shells 170a, b, 172a, b
[0268] components 174a, b
[0269] recesses 176, 177
[0270] spherical ends or balls 178a, b
[0271] intermediate pieces 180
[0272] recess 200
[0273] indentations 200a, 200b
[0274] bores 204
[0275] recess 206
[0276] driving device 220
[0277] oblong hole 222
[0278] toothed rack profile 224
[0279] gearwheels 226, 228
[0280] shaft 230
[0281] cylindrical worms 232, 234
[0282] receiving devices 235, 236
[0283] flattenings 237, 238
[0284] stripper 239
[0285] seat 240
[0286] spring dowel sleeve 241
[0287] indentations 242
[0288] projections 243
[0289] projections 244
[0290] shaped-out sections 245
[0291] recesses 246
[0292] extension 247
[0293] bores 248
[0294] grease receiving grooves 249
[0295] projection 250
[0296] bolt 252
[0297] bearing bush 254
[0298] bearing bush 256
[0299] opening 258
[0300] projection 260
[0301] bearing bolt 261
[0302] bearing bush 262
[0303] output gearwheel 266
[0304] output shaft 268
[0305] gearwheels 270, 272
[0306] brake cylinder 274
[0307] piston rod 276
[0308] bearing projection 278
[0309] recess 280
[0310] rubber ring 282
[0311] gearwheel 286
[0312] elastic area 290
[0313] elastic element 292
[0314] projection 294
[0315] bolt 296
[0316] seals 298, 299
[0317] sliding paths s, A/2
* * * * *