JP2001304308A - Floating caliper type disc brake - Google Patents

Abstract

PROBLEM TO BE SOLVED: To permit the use of the same parts for right and left brakes and to prevent partial wear of linings 11a constituting pads 7a, 7b. SOLUTION: Back plates 16 constituting the respective pads 7a, 7b are engaged with pad supporting arms 12a, 12b of a support 2a at a location radially outside of the outer peripheral edge of a rotor 1. The parts, engaged with the respective pad support arms 12a, 12b, of the end parts of the back plates 16 are offset toward the side face of the rotor 1. This constitution reduces moment working on the respective pads 7a, 7b, when braking to rotate in a perpendicular direction to the side face of the rotor 1, and solves the problem.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION A floating caliper type disc brake according to the present invention is used for braking an automobile. The present invention prevents uneven wear of a pad incorporated in such a disc brake. The purpose is to obtain a good braking force over a long period of time.

[0002]

2. Description of the Related Art A disk brake having a structure as shown in FIGS. 9 to 10 is conventionally used as a disk brake for braking an automobile. The disc brake shown in FIGS. 9 to 10 is called a floating caliper type in which the caliper 4 is displaced with respect to the rotor 1 at the time of braking, and is described in Japanese Patent Application Laid-Open No. 55-123029. This floating caliper type disc brake includes a support 2 provided adjacent to one side of a rotor 1 which rotates together with wheels (not shown).
(Not shown) through mounting holes 3 provided in the lower part of the vehicle
Fixed to. The support 2 supports the caliper 4 so that the rotor 1 can be displaced in the axial direction. Further, a pair of front and rear engagement portions 5 and 6 are provided at a part of the support 2 at positions separated in the circumferential direction of the rotor 1. Each of the engagement portions 5 and 6 has a U-shaped tip bent over the outer peripheral portion of the rotor 1 in the vertical direction in FIG. Are slidably engaged in the axial direction of the rotor 1. Further, the caliper 4 having a cylinder portion 8 and a caliper claw 9 is provided so as to straddle the pads 7, 7, and the pad 7 on the inner side (lower side in FIG. 9) is provided on the cylinder portion 8. The piston 10 which presses against the rotor 1 is built in.

When braking is performed, the cylinder 8
Then, the inner side pad 7 is pressed against the inner side surface of the rotor 1 from below to above by the piston 10. Then, as a reaction of the pressing force, the caliper 4 is displaced downward in FIG. 9, and the caliper claw 9 presses the pad 7 on the outer side (upper side in FIG. 9) against the outer side surface of the rotor 1. As a result, the rotor 1 is strongly clamped from both inner and outer side surfaces, and braking is performed.

As another disc brake, FIG.
The structure shown in FIG. In this disc brake, the pad 7 and the piston 10 pressing the pad 7 against the side surface of the rotor 1 are connected to each other by the central axes O ₁ ,
It is arranged so that O ₂ each other to match. In the case of such a disc brake, the pressing pressure p of the pad 7 against the rotor 1 is highest on the inflow side (the left side in FIG. 12) of the rotor 1 and decreases from the center toward the outflow side. At the end it tends to be near zero. This is because a pull-in force due to friction acts on the pad 7 on the reciprocating side of the rotor 1. Such an extreme imbalance in the pressing pressure p at both ends of the pad 7 causes the pad 7 to vibrate and generate a braking noise generally called "squeal", and the lining of the pad 7 11 also causes uneven wear.

On the other hand, in the disk brake shown in FIGS. 9 to 10 described above, the center axis O ₂ of the piston 10 and the caliper claw 9 is set to be smaller than the center axis O ₁ of the pads 7, ₁ by the rotor 1. Is eccentric by a predetermined amount e on the outlet side of the motor. For this reason, the friction pad 7 from the piston 10 and the caliper claw 9
The center of the pressing force applied to the rotor 7 is located on the outlet side of the rotor 1 with respect to the center axis O _{1 of the} pads 7, 7.
A pulling force acting on each pad 7, 7 by the rotor 1,
That is, due to the frictional force between the rotor 1 and the pads 7, 7, the moment for rotating the pads 7, 7 in the direction perpendicular to the side surface of the rotor 1 with the anchor portion as a fulcrum decreases. That is, since the moment due to the frictional force and the moment generated based on the eccentricity of the e act in opposite directions to cancel each other, the moment actually acting on each of the pads 7 decreases. . Then, as shown in FIG. 11, the pressing pressure p of the pad 7 against the rotor 1 decreases on the inflow side of the rotor 1 and increases on the outflow side as compared with the case of FIG.

In other words, when the vehicle is braked by the disc brake shown in FIGS. 9 to 10, the center of the piston 10 pressing the pad 7 is
Is displaced from the center of the rotor 1 to the outgoing side of the rotor 1, so that the force of the lining 11 of the pad 7 pressed against the side surface of the rotor 1 during braking becomes non-uniform from the inflow end to the outflow end. Is reduced, and uneven wear of the lining 11 is prevented.

[0007]

In the case of the conventional improved structure shown in FIGS. 9 to 10, the uneven wear of the lining 11 of the pad 7 can be suppressed as compared with the previous structure shown in FIG. However, it may not be enough. In particular, the magnitude of the moment for rotating each of the pads 7, 7 with the anchor portion as a fulcrum due to the frictional force between the rotor 1 and the pads 7, 7 at the time of braking depends on the wear of each of the pads 7, 7. (The thickness of each of the pads 7, 7 decreases). For this reason, it is difficult to design the lining 11 to effectively prevent uneven wear of the lining 11.

In the case of the structure shown in FIGS.
It is inevitable that parts cannot be shared and cost increases. That is, the disc brakes are on the left and right sides of the car,
It is necessary to incorporate the same performance, but the installation direction is reversed on the left and right. Therefore, in the case of the structure shown in FIGS. 9 to 10, it is not possible to use parts (calipers and supports) of the same shape on the right and left sides of the vehicle. These parts (calipers, etc.) are cast products of iron or light alloy, and the cost of manufacturing the mold for casting increases. If it is not possible to share the calipers on the left and right, the cost of the entire disc brake However, it is not preferable because it is bulky. In view of such circumstances, the floating type disc brake of the present invention has a structure capable of preventing uneven wear of the lining regardless of the progress of wear of the lining even when parts are manufactured using a single type of casting mold. It was invented in order to realize.

[0009]

The floating caliper type disc brake of the present invention has a support, a revolving side engaging portion and a revolving side engaging member, similarly to the above-mentioned conventionally known floating caliper type disc brake. A joint, a pair of pads, a caliper, and a piston are provided. The support is fixed to the vehicle body adjacent to the rotor that rotates with the wheels. In addition, the inflow side engagement portion and the outflow side engagement portion are provided at both sides of the support in the axial direction of the rotor, at a rotor inflow side end and a rotor outflow side end, respectively. ing. Each of the pair of pads has a lining attached to one surface of the back plate and a surface facing the side surface of the rotor. Are arranged facing each other on both sides of the rotor in a state where the rotor is slidably engaged in the axial direction of the rotor. The caliper is supported on the support such that the rotor can be freely displaced in the axial direction. The piston is built in the caliper,
Based on the supply of the pressure oil to the inside of the caliper, the caliper can be pushed out toward the rotor. The piston and the caliper are used to press the pair of pads against both side surfaces of the rotor as the piston is pushed out, whereby braking is performed.

In particular, in the floating caliper type disk brake of the present invention, the anchor for receiving the frictional force applied to each of the pads is provided on the support at a portion radially outward from the outer peripheral edge of the rotor. Provided.
Further, of the portion of the back plate of at least one of the pair of pads that engages with the anchor portion, a portion that transmits the frictional force applied to the pad to the anchor portion,
The rotor protrudes radially outward of the rotor from the edge of the lining. The protruding portion is brought closer to the side surface of the rotor within a range of the thickness of the lining when new. With such a configuration, the anchor fulcrum of the moment to be caused to rotate in the direction perpendicular to the side surface of the rotor, which is generated based on the frictional force at the time of braking, is closer to the rotor side than to one side of the back plate.

[0011]

According to the floating caliper type disc brake of the present invention constructed as described above, it is possible to reduce or eliminate the moment applied to the pad during braking to rotate the rotor in the direction perpendicular to the side surface of the rotor. The uneven lining of the lining constituting the pad can be prevented.
That is, in the case of the present invention, the fulcrum of the moment to be rotated in the direction perpendicular to the side surface of the rotor, which is generated based on the frictional force applied to the pad at the time of braking, is closer to the rotor than the one surface of the back plate. Due to the offset, the moment of braking the pad in the direction perpendicular to the side of the rotor is reduced by the force based on the friction between the pad lining and the side of the rotor during braking, and the surface pressure applied to the lining is reduced. Becomes substantially uniform. As a result, the lining wear progresses uniformly.

[0012]

1 to 5 show a first embodiment of the present invention. The support 2a that constitutes the floating caliper type disc brake of this example is integrated with a knuckle that constitutes a suspension device called an integral knuckle, and the suspension device causes the wheels (not shown) to move clockwise in FIG. The rotor 1 is fixed to the vehicle body in a state adjacent to the inside of the rotating rotor 1 (on the side closer to the center in the width direction in the state of being assembled to the car, and above in FIG. 2).

A pair of pad support arms 12 each of which is a reciprocating side engaging portion or a revolving side engaging portion is provided at both ends of the support 2a in the rotation direction of the rotor 1 as described above.
a and 12b are provided. That is, the support 2a is
At the center thereof, a mounting portion 13 for mounting a hub unit for supporting a wheel is provided at two positions circumferentially separated from each other on the outer peripheral edge of the mounting portion 13 by a connecting arm portion 14a extending radially outward. , 14b are provided. And
The above-mentioned pad support arms 12a, 12b are respectively attached to the tips (upper ends in FIG. 1) of these connecting arms 14a, 14b.
Is formed in a state of being bent at a right angle toward the rotor 1 side. The distal ends of these pad support arms 12a and 12b are more outward (the lower surface in FIG. 2) than the outer surface of the rotor 1 (the surface that is closer to the outside in the width direction when assembled to an automobile). Downward). Of the inner surfaces of the pad support arms 12a and 12b facing each other, engaging outer projections 15a and 15b protruding in a direction approaching each other are provided on the outer half with respect to the radial direction of the rotor 1. The pad support arms 12a and 12b are formed over the entire length.

A pair of pads 7a and 7b are sandwiched on the support 2a as described above while the rotor 1 is sandwiched from both sides in the axial direction. ). Both pads 7
Each of a and 7b has a lining 11a provided on one surface of the back plate 16 facing the side surface of the rotor 1.
Engaging grooves 17a and 17b are formed at both ends of the back plate 16 with respect to the rotation direction of the rotor 1, and the pad supporting arms 12 are respectively formed in the engaging grooves 17a and 17b.
a and 12b are engaged. Each of these engagement grooves 17a,
17b are radially inward of each of the rotors 1 (FIG. 1).
), And the openings have projections 28a, 28
b is formed to reduce the width of each of the engagement grooves 17a and 17b. That is, the width of each of the engagement grooves 17a and 17b is narrow at the opening and wide at the back. In other words, each of the engagement grooves 17a and 17b has an L-shape in which the back portion is bent toward the opening with respect to the opening.

Each of the pads 7a and 7b is connected to the support 2a by engaging each of the pad support arms 12a and 12b with each of the engagement grooves 17a and 17b formed at both ends as described above. Thus, the rotor 1 is supported so as to be freely displaceable in the axial direction. In this state, the engaging protrusions 15a, 15b formed on the outer half of the inner surface of each of the pad support arms 12a, 12b are connected to the engaging grooves 17a, 17b.
b. Therefore, each of the pads 7a,
7b is centered on the axis in the direction perpendicular to the plane of FIG. 1 regardless of the moment (clockwise or counterclockwise in FIG. 1) generated based on the friction between the lining 11a and the side surface of the rotor 1. Is not displaced in the rotation direction.

The pad supporting arms 12a and 12b and the engaging grooves 17a and 17 thus engaged with each other in this manner.
b, between the first and second pad clips 18, 19
Is provided. These two pad clips 18, 19
Each has the function of both (1) and (2) below or only (1). (1) Both ends of the back plate 16 provided with the respective engagement grooves 17a and 17b are disposed radially outward of the rotor 1 (perpendicular to a virtual straight line connecting the respective engagement grooves 17a and 17b). Direction (upward in FIG. 1). (2) Put both ends of each back plate 16 into the rotor 1
In the rotation direction (to the right in FIGS. 1 and 2).

Each of the pad clips 18 and 19 having such a function is formed by bending a metal plate having corrosion resistance and elasticity, such as stainless steel spring steel, in the length direction thereof (the front and back direction in FIG. 1). (Up and down direction in FIG. 2) Each of the pad supporting arms 12a, 1
2b, the pad support arms 12
a, 12b. Also, at the intermediate portion in the longitudinal direction of the pad clips 18 and 19, the pads 7a and 7
Elastic pressing portions 21a and 21b for exerting the function (1) are provided in portions of the b that face the back plates 16 and 16. Further, on the tip side (right side in FIGS. 1 and 2) of the elastic pressing portions 21b provided on the second pad clip 19, an elastic pressing portion 22 for exerting the function (2) is provided. , 22 are provided.

Each of these elastic pressing portions 21a, 21b, 22
Among them, the elastic pressing part 2 for exerting the function of the above (1)
Reference numerals 1a and 21b denote outer diameter side surfaces (upper surfaces in FIGS. 1 and 3) of the pad support arms 12a and 12b, and the engagement grooves 17a.
17b, which is provided between the outer plate 17b and the inner surface on the outer diameter side.
6 are pressed radially outward of the rotor 1. Also, an elastic pressing portion 2 for exerting the function of (2) above.
Reference numerals 2 and 22 are provided between the far end face (the right face in FIG. 1) of the front pad support arm 12b and the far end face of the opening of the front engagement groove 17b in the rotation direction of the rotor 1. Thus, the back plate 16 is pressed in the rotation direction of the rotor 1 (to the right in FIG. 1). By attaching such first and second pad clips 18 and 19, each of the pads 7
a and 7b prevent the pad supporting arms 12a and 12b from rattling.

The support 2a has a caliper 4a.
Are supported so that the axial displacement of the rotor 1 is free. For this reason, in the illustrated example, a pair of guide pins 23 is provided in a portion of the support 2a adjacent to the base end of each of the connecting arms 14a and 14b. And a caliper support arm 24 fixed to the caliper 4a,
The distal end of the rotor 24 is engaged with the guide pins 23 so that the rotor 1 can be displaced in the axial direction.

A piston (not shown) is fitted in a cylinder provided inside the inner half (upper half in FIG. 2) of the caliper 4a supported by the support 2a in this manner. This piston allows the inner side (upper side in FIG. 2) pad 7a to be pushed out to the inner side surface (the upper side in FIG. 2) of the rotor 1 by the piston based on the supply of the pressure oil.
A caliper claw 9a is provided at an outer end (lower end in FIG. 2) of the caliper 4a, and a pad 7b on the outer side (lower side in FIG. 2) is attached to an outer surface of the rotor 1 (lower surface in FIG. 2). ). With this configuration, when the piston is pushed out, the piston and the caliper 4a press the pair of pads 7a and 7b against both side surfaces of the rotor 1 to perform braking.
A third pad clip 27 is provided between the outer side pad 7b and the caliper claw 9a to prevent the pad 7b from rattling with the caliper claw 9a.

In particular, in the floating caliper type disc brake of the present invention, the pads 7a, 7b
The pad support arms 12a and 12b, which are anchor portions for receiving the frictional force applied to the rotor 1, are provided on the support 2a at a portion radially outward from the outer peripheral edge of the rotor 1. In addition, the engagement grooves 17a and 17b that engage with the pad support arms 12a and 12b are also provided radially outward from the outer peripheral edge of the rotor 1. For this,
At both ends of the back plate 16 constituting the pads 7a, 7b, extending portions 25, 25 extending radially outward from the outer peripheral edge of the rotor 1 are formed. 25
Each of the engagement grooves 17a and 17b is formed in the above.

The intermediate portion of each of the extending portions 25, 25
One side of the back plate 16 provided with each of the extending portions 25, 25 is bent into a crank shape by drawing, bending, half blanking, or the like toward a side provided with the lining 11a, thereby forming a step 26. Therefore, each of the extending portions 2
The first half of 5, 25 is offset toward the rotor 1 by δ (FIG. 4) with respect to the central portion with the lining 11a attached. Such an offset amount δ is one of the thickness t of the lining 11a when it is new (when it is not worn).
/ 2 to 2/3 {δ = (1/2 to 2/3) t}. The engaging grooves 17a and 17b are formed in the extending portions 25 and 25 so as to straddle the step portion 26.
That is, most of the engagement grooves 17a and 17b
Although they are present in the parts offset by an amount, a part of each of them is present in the central part provided with the step 16 and the lining 11a.

In the case of this embodiment, each of the pads 7a,
7b, the pair of engagement grooves 17a, 17b provided at both ends
The distance L _P2 between the near end surfaces and the distance L _P1 between the far end surfaces of the opening, the distance L _S2 between the near end surfaces of the pair of pad support arms 12a and 12b, and the distance L between the far end surfaces Regulates relationship with _S1 . The relationship between the above distances is represented by (L _P1 −L _S1 −
T) <(L _S2 −L _P2 ) (where T is the thickness of the second pad clip 19), the pads 7a and 7b are attached to the rotor 1 during light braking, and 1
When the pad is displaced forward by a relatively small force in the rotational direction of the pad support arm 12a on the reciprocating side (left side in FIG. 1) first.
1 and the far end face of the opening of the engaging groove 17a. That is, the pad support arm 12a and the engagement groove 17a on the reversing side function as a pull anchor. On the other hand, when exerting a large braking force, when the pads 7a and 7b are attached to the rotor 1 and displaced forward by a large force in the rotation direction of the rotor 1, the pads 7a and 7b serve as the pulling anchor portions. The functioning pad support arm 12a on the retraction side is elastically deformed forward in the rotation direction of the rotor 1. Each of the pads 7a and 7b is displaced forward by this amount of elastic deformation in the rotational direction forward, and the pad support arm 12b on the outgoing side (right side in FIG. 1) has a near end surface (left side surface in FIG. 1). Similarly, the near end surface of the opening of the engagement groove 17b abuts. That is, the pad support arm 12b and the engagement groove 17b on the circulation side function as a push anchor portion.

As described above, in the case of the structure of this embodiment, the frictional force applied to each of the pads 7a and 7b at the initial braking stage and at the time of light braking is applied to the pad support arm 12a on the reciprocating side which is a pulling anchor. The contact is transmitted to the support 2a by bringing the end face into contact with the far end face of the opening of the engagement groove 17a. In this state, the engagement groove 1 of the distal end face of the pad support arm 12a and the distal end face of the opening of the engagement groove 17a which are in contact with each other.
The far end surface of the opening 7a is closer to the side surface of the rotor 1 by the offset amount δ than the central portion of the back plate 16 with the lining 11a attached.
On the other hand, when the large braking force is exerted, the engaging groove 17b of the proximal end surface of the pad support arm 12b on the dispensing side and the proximal end surface of the opening of the engaging groove 17b contact each other. The near end face of the opening is located on the same plane as the portion provided with the lining 11a at the center of the back plate 16.
In the case of the present example, with such a configuration, in the initial stage of braking, in the direction perpendicular to the side surface of the rotor 1, which is generated by the force based on the friction between the lining 11 a of each of the pads 7 a and 7 b and the side surface of the rotor 1. The anchor fulcrum of the moment to be rotated is set so that the rotor 1
To the side.

According to the floating caliper type disc brake of the present invention constructed as described above, the moment applied to the pads 7a and 7b during braking can be reduced or eliminated, and the pads 7a and 7b are constructed. Uneven wear of the lining 11a can be prevented. That is, in the case of this example, the anchor fulcrum of the moment to be caused to rotate in the direction perpendicular to the side surface of the rotor 1, which is generated based on the frictional force at the time of braking, is set on one surface of the back plate 16 of each of the pads 7a and 7b. The pad 7a, 7b is biased to the side of the rotor 1 by a force based on the friction between the lining 11a of each pad 7a, 7b and the side of the rotor 1 during braking. The moment for turning in the right angle direction is reduced, and the surface pressure applied to the lining 11a becomes substantially uniform. As a result, the wear of the lining 11a proceeds uniformly.

This point will be described in detail with reference to FIGS. First, FIG. 4 shows a case where the wear of the lining 11a has not progressed and the lining 11a has a sufficient thickness. By performing light braking in this state, when supporting the frictional force F _l only by the pulling anchor portion, times the pull anchor portion of the inlet side, for supporting the F _l2 (= F _l) becomes braking force. In this state, a moment which is the product of the distance between the pulling anchor portion and the side surface of the rotor 1 and the braking force _F12 is applied to each of the pads 7a. Since the distance is small and the moment is also small, the surface pressure distribution between the lining 11a and the side surface of the rotor 1 becomes nearly uniform as shown by the straight line in FIG.

Next, when exerting a large braking force in the state of FIG. 4, the pulling anchor portion and said pushing anchor portion, for supporting the frictional force F _h. In this case, this argument anchor portion of times the inlet side is the braking force to be F _h2, press anchor portion of the run-out side F _h1 becomes braking force _{(F h = F h1 + F} h2), for supporting respectively. In this state, each of the pads 7a has a moment, which is the product of the distance between the pulling anchor portion and the side surface of the rotor 1 and the braking force _Fh2 applied to the pulling anchor portion, and the push anchor portion and the rotor 1 And a braking force _Fh1 applied to the pushing anchor portion. In this case, as shown by the straight line in FIG. 4, the surface pressure distribution becomes more uneven than at the time of light braking, but the degree of unevenness is smaller than when the present invention is not applied.

That is, as shown in FIG. 13, the floating caliper type disk brake as shown in FIGS. 1 and 2 is used without offsetting any of the push anchor portion and the pull anchor portion toward the side surface of the rotor 1. In this case, the surface pressure distribution between the lining 11a and the side surface of the rotor 1 is as shown by the straight line in FIG. These FIG.
As is clear from the comparison between the straight line of FIG. 4 and the straight line of FIG. 4, even in the state where the surface pressure distribution is most likely to be non-uniform, the surface pressure distribution can be made nearly uniform in the structure of the present example, as compared with the conventional structure.

Next, FIG. 5 shows a case where the thickness of the lining 11a is reduced due to the progress of wear of the lining 11a. By performing light braking in this state, when supporting the frictional force F _l only by the pulling anchor portion, times the pull anchor portion of the inlet side, for supporting the F _l2 (= F _l) becomes braking force. In this state, a moment which is the product of the distance between the pulling anchor portion and the side surface of the rotor 1 and the braking force _F12 is applied to each of the pads 7a. Since the distance is small and the moment is also small, the surface pressure distribution between the lining 11a and the side surface of the rotor 1 becomes nearly uniform as shown by the straight line in FIG. Moreover, in this state, a moment in the opposite direction to that when the thickness of the lining 11a is sufficient as shown in FIG. 4 is applied to the pads 7a. Therefore, as can be seen from the fact that the inclination direction of the straight line in FIG. 5 is opposite to the inclination direction of the straight line in FIG. 4, the magnitude of the surface pressure is opposite to the case where the thickness of the lining 11a is large. become. Because of this,
With the repetition of braking until then, this lining 11
If the thickness of a is uneven, abrasion occurs in the direction to correct the unevenness.

Next, when exerting a large braking force in the state of FIG. 5, the pulling anchor portion and said pushing anchor portion, for supporting the frictional force F _h. In this case, this argument anchor portion of times the inlet side is the braking force to be F _h2, press anchor portion of the run-out side F _h1 becomes braking force _{(F h = F h1 + F} h2), for supporting respectively. In this state, each of the pads 7a has a moment, which is the product of the distance between the pulling anchor portion and the side surface of the rotor 1 and the braking force _Fh2 applied to the pulling anchor portion, and the push anchor portion and the rotor 1 And a braking force _Fh1 applied to the pushing anchor portion. In this case, the direction of the moment based on the braking force F _h2 applied to the pulling anchor portion is opposite to the direction of the moment based on the braking force F _h1 applied to the pushing anchor portion. Therefore, these moments cancel each other, and the surface pressure distribution becomes completely or almost uniform as shown by the straight line in FIG.

Next, FIGS. 6 to 8 show a second example of the embodiment of the present invention. In the case of this example, the reversing side (FIGS.
7, the fulcrum of the moment to be rotated in the direction perpendicular to the side surface of the rotor 1 with respect to the pull anchor portion provided on the left side of the rotor 1 is not only offset to the side surface of the rotor 1, but also on the outlet side (right side in FIGS. The fulcrum of the moment to be rotated in the direction perpendicular to the side surface of the rotor 1 with respect to the push anchor portion provided in (1) is also offset to the side surface of the rotor 1. For this reason, in the case of this example, each pad 7a ', 7
Steps 26 provided at both ends of back plate 16a constituting b '
a is bent sharply (substantially at a right angle), and engagement grooves 17a provided at both ends of the back plate 16a are formed.
'And 17b' are provided on the end side of the back plate 16a with respect to the step 26a.

In the case of this embodiment having such a configuration, the lining 11a and the side surface of the rotor 1 are not limited to include a case where a large braking force is generated when the lining 11a has a sufficient thickness. The surface pressure distribution at the contact portion can be made uniform or almost uniform. Since the configuration and operation of the other parts are the same as those of the first example described above, the same parts are denoted by the same reference numerals, and duplicate description will be omitted. In addition, FIG.
In FIG. 7, a pad clip for preventing rattling of the pads 7a 'and 7b' is omitted, but can be freely provided as necessary.

[0033]

Since the disk brake of the present invention is constructed and operates as described above, a structure capable of preventing uneven wear of the pad lining can be realized at low cost.

[Brief description of the drawings]

FIG. 1 is a front view showing a first example of an embodiment of the present invention.

FIG. 2 is a view as seen from above in FIG. 1;

FIG. 3 is a sectional view taken along line AA of FIG. 2;

FIG. 4 is a schematic diagram for explaining a surface pressure distribution based on braking in a state where a lining thickness is large.

FIG. 5 is a schematic diagram for explaining a surface pressure distribution based on braking when the lining thickness is small.

FIG. 6 is a front view showing a second example of the embodiment of the present invention.

FIG. 7 is a view as seen from above in FIG. 6;

FIG. 8 is a sectional view taken along line BB of FIG. 6;

FIG. 9 is a partial cross-sectional view showing one example of a conventional structure.

FIG. 10 is a partial longitudinal sectional view of the same.

FIG. 11 is a view showing a pressure contact state of a pad with respect to a rotor in a conventional structure using a pressure distribution diagram.

FIG. 12 is a view similar to FIG. 11, showing another example of the conventional structure.

FIG. 13 is a schematic diagram for explaining surface pressure distribution based on braking when the present invention is not applied to the structure shown in FIGS.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Rotor 2, 2a Support 3 Mounting hole 4, 4a Caliper 5 times entry side engaging part 6 times exit side engaging part 7, 7a, 7b, 7a ', 7b' Pad 8 Cylinder part 9, 9a Caliper claw 10 Piston 11 , 11a Lining 12a, 12b Pad support arm 13 Attachment part 14a, 14b Connecting arm part 15a, 15b Engagement projection 16, 16a Back plate 17a, 17b, 17a ', 17b' Engagement groove 18 First pad clip 19 Second pad clip 20 Pressing pieces 21a, 21b Elastic pressing part 22 Elastic pressing part 23 Guide pin 24 Caliper support arm 25 Extension part 26, 26a Step part 27 Third pad clip 28a, 28b Projection

Claims (3)

[Claims] 1. A support fixed to a vehicle body adjacent to a rotor that rotates with wheels, and a revolving-side engaging portion and a revolving-side engaging portion provided at a rotor revolving side end and a rotor revolving side end of the support, respectively. An outgoing-side engaging portion, each of which is provided with a lining on one surface of the back plate facing the side surface of the rotor. A pair of pads disposed opposite to both side surfaces of the rotor in a state where the rotor is slidably engaged in the axial direction, and the rotor is freely supported by the support in the axial direction. A caliper, and a piston built into the caliper and capable of being pushed out toward the rotor based on the supply of pressure oil into the caliper, wherein the piston and the caliper serve as one pair with the pushing of the piston. Up the pad In a floating caliper type disc brake that performs braking by pressing against both side surfaces of the rotor, an anchor portion for receiving a frictional force applied to each of the pads is provided at a portion radially outward from the outer peripheral edge of the rotor. A portion provided on the support and transmitting a frictional force applied to the pad to the anchor portion, of a portion engaged with the anchor portion at an end of the back plate of at least one pad of the pair of pads, Protruding radially outward of the rotor from the edge of the lining, the protruding portion, within the range of the thickness of the lining when new,
A floating caliper type disc brake characterized by being brought close to the side of the rotor. 2. An engaging groove formed at both ends of a back plate constituting each pad with respect to the rotation direction of the rotor is formed in a support radially outward of an outer peripheral edge of the rotor. The rotor is axially displaceably engaged with a pair of pad support arms, which are an engagement portion or an outgoing side engagement portion, between the pad support arms and the engagement grooves. 2. The floating caliper type disc brake according to claim 1, further comprising pad clips for pressing both ends of each of said back plates in a radial direction of said rotor. 3. A pair of pad support arms, wherein engagement grooves formed at both ends of a back plate constituting each pad with respect to the rotation direction of the rotor are formed in supports radially outward from an outer peripheral edge of the rotor. In contrast, the rotor is displaceably engaged in the axial direction, and between at least one pad support arm and an engagement groove engaged by the pad support arm, an end of each of the back plates is provided. 3. The floating caliper type disk brake according to claim 1, further comprising a pad clip which is pressed in a rotation direction of the rotor in a forward movement state.