JP5944583B2 - Vehicle disc brake having guide pins - Google Patents

Description

  The present invention relates to a vehicle disc brake, and more particularly, to a disc brake having an adjustment system that is simple in structure and easy to manufacture.

  When the brake pad or the brake disc is worn, the gap between the brake pad and the brake disc increases. As the clearance between the brake pad and the brake disc increases, the brake actuator must travel a greater distance in order to apply the brake. That is, there is a larger gap when applying the brake, which reduces the effectiveness of the brake. In order to compensate for such a gap, an adjuster that moves the brake pad closer to the brake disc is required. Such adjustment ensures a certain amount of movement of the actuator even if the brake pads are worn.

  The conventional brake adjuster uses a relatively complicated mechanism to perform the adjustment as described above. For example, the adjustment spindle disclosed in US 5,343,984 uses a relatively complex assembly to perform the above functions. On the other hand, US 6,955,246 discloses an adjuster having a relatively simple structure. However, a triangular coupling that requires very precise processing is used in the process of switching the rotational movement by the lever to the linear movement of the adjuster. That is, the conventional adjuster has a problem that its structure is complicated or difficult to process. This naturally increases the manufacturing cost of the disc brake.

  On the other hand, EP97122675 discloses a structure for preventing an adjuster (adjustment spindle) from coming off to the disk side. Such a structure needs to be implemented without increasing the structural complexity.

US Patent Application Publication US2005-0269171A JP 07-158671 US patent US6,962,244 US patent US5,515,949 Korean Patent Application Publication 10-2005-0064832A

  Accordingly, an object of the present invention is to provide an adjuster having a simple structure and easy to manufacture, and a disc brake using the adjuster.

  Another object of the present invention is to provide a disc brake that stops when there is movement of an adjuster for adjusting the gap and prevents the adjuster from coming off to the brake disc side.

  One aspect of the present invention for achieving the above object is a vehicle disc brake, wherein a lever is rotatably mounted on a lever shaft, and is parallel to a thrust shaft perpendicular to the lever shaft by rotation of the lever. A thrust assembly that presses a brake pad to the piston assembly, wherein the thrust assembly rotates in parallel with the thrust shaft by the rotation of the lever, and rotates with respect to the thrust shaft. A piston screwed into the piston gear, a traverse for guiding the piston parallel to the thrust axis outside the piston, and a guide pin for preventing the piston from rotating with respect to the traverse. It is characterized by that.

  Preferably, the guide pin is coupled to the piston, the traverse has a guide groove parallel to the thrust shaft, and the guide pin is inserted into the guide groove. The guide groove is closed at one end on the brake pad side and is formed with a length for adjustment. The piston gear is screwed with the lever. The thrust assembly includes at least two piston gears, and the at least two piston gears are synchronized by gear coupling. A tappet that is coupled to one end of the piston on the brake pad side and presses the brake pad is further provided.

  According to another aspect of the present invention, there is provided an adjustment system for a vehicle disc brake having a lever, wherein the piston gear is rotated by rotation of the lever, and is screwed with the piston gear outside the piston gear. And a traverse for guiding the piston outside the piston, and a guide pin for preventing the piston from rotating relative to the traverse.

  The adjuster according to the present invention having the above-described features has a simple structure and can be easily manufactured. In addition, the disc brake according to the present invention stops when there is a movement of the adjuster for adjusting the gap, and can prevent the adjuster from coming off to the brake disc side.

It is sectional drawing which shows the disc brake which concerns on one Example of this invention. It is a figure explaining the gear connection of the thrust assembly (14) shown in FIG. It is the perspective view which looked at the disc brake which concerns on one Example of this invention from the downward direction. It is the perspective view which looked at the disc brake which concerns on one Example of this invention from upper direction. It is a figure explaining the coupling | bonding of the guide pin (26) of piston (22) and the guide groove (48) of a traverse (24) in the disc brake which concerns on one Example of this invention.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings. The configuration shown in the above-described embodiment and the accompanying drawings is only a preferred embodiment of the present invention, and does not limit the technical idea of the present invention. Thus, it is clear that there can be various equivalents and variations

  FIG. 1 is a cross-sectional view showing a disc brake according to an embodiment of the present invention. As shown in the figure, the disc brake 10 includes a lever 12 and a thrust assembly 14. The housing 11 houses the lever 12 and the thrust assembly 14 and supports the load generated by them.

  When the driver operates the brake, the input load (indicated by L and an arrow) is transmitted to the lever 12. The lever 12 is rotatably supported by a bearing 18. The lever 12 rotates around a lever shaft (not shown). That is, the lever 12 rotates in the clockwise direction around the lever axis in FIG. The base of the lever 12 has a recess 19 that can hold the cylindrical roller 16. The roller 16 has a rotation center different from the rotation center of the lever 12. That is, the roller 16 moves in an arc shape with respect to the lever shaft.

  The input load L causes the lever 12 to rotate about the lever shaft and allows the roller 16 to move in an arc shape with respect to the lever shaft. Such eccentric movement of the roller 16 is coupled to one or more piston gears 20 to apply a load to the thrust assembly 14, such that the thrust assembly 14 is guided by the housing 11. It moves vertically in the direction away from the lever 12. Such movement defines a thrust axis 30 that is perpendicular to the roller and lever axes. The movement of the thrust assembly 14 along the thrust shaft 30 is connected to the brake pad 42 via the back plate 40. As a result, the brake pad 42 presses the brake disc. When the driver releases the brake, the input load L is removed, and the return spring 44 returns the thrust assembly 14 to its original position. The lever 12 and the roller 16 also return to their original positions. The return spring 44 holds the thrust assembly 14, the lever 12, and the roller 16 in their original positions when the input load L is not applied.

  The thrust assembly 14 is guided by the housing 11 attached to the carrier 46. The thrust assembly 14 includes a piston gear 20, a piston 22, a traverse 24, and a tappet 28. The thrust assembly 14 is coupled to the lever 12 via the gear connection shown in FIG. The piston 22 is screwed with the piston gear 20 outside the piston gear 20. The traverse 24 has a function of guiding the piston 22 outside the piston 22. Since the rotation of the piston 22 is restricted by the traverse 24, the length of the thrust assembly 14 in the direction of the thrust shaft 30 is changed when the piston gear 20 rotates. The guide pin 26 prevents the piston 22 from rotating with respect to the traverse 24. In this embodiment, the guide pin 26 is provided in the piston 22, and the guide groove 48 is formed in the traverse 24. In another embodiment, the guide pin may be provided in the traverse 24 and the guide groove may be provided in the piston 22. The piston 22 is coupled to a tappet 28 that presses against the brake pad 42 on the opposite side of the lever 12.

  In the disc brake shown in FIGS. 3 and 4, the lengths of the two thrust assemblies are synchronized by the gear connection shown in FIG. FIG. 2 is a view for explaining the gear connection of the thrust assembly 14 shown in FIG. The adjuster gear 36, the sensor gear 38, the manual adjuster gear 32, and the piston gears 20a and 20b rotate around an axis parallel to the thrust shaft 30. The adjuster shaft 34 is coupled to the finger portion 50 of the lever 12. The adjuster shaft 34 has a groove 51 coupled to the finger portion 50. The adjuster gear 36 is coupled coaxially with the adjuster shaft 34. The piston gear 20 a is coupled to the adjuster gear 36 via a sensor gear 38 provided at the position of the sensor 37. The piston gear 20b is coupled to an adjuster gear 36 via a manual adjuster gear 32 provided at the position of the manual adjuster 31.

  When the lever 12 rotates, the adjuster shaft 34 coupled to the lever finger portion 50 rotates counterclockwise. Since the adjuster gear 36 is coaxially coupled to the adjuster shaft 34, the adjuster gear 36 rotates counterclockwise in the same manner as the adjuster shaft 34. As a result, the sensor gear 38 rotates in the clockwise direction, and the right piston gear 20a rotates in the counterclockwise direction. On the other hand, the manual adjuster gear 32 rotates in the clockwise direction, and the left piston gear 20b rotates in the clockwise direction. In this manner, the rotational force of the lever 12 is simultaneously transmitted to the two piston gears 20a and 20b.

  Such a gear connection widens the interval between the two piston gears 20a, 20b. Therefore, the load interval applied to the brake disc is wide, and it is easy to secure a space where a manual adjuster, a sensor, and the like can be installed. Therefore, it is not necessary to provide a separate space for installing a manual adjuster, a sensor, and the like.

  FIG. 3 is a perspective view of a disc brake according to an embodiment of the present invention as viewed from below, and FIG. 4 is a perspective view of the disc brake according to an embodiment of the present invention as viewed from above. FIG. 5 is a view for explaining the coupling between the guide pin 26 of the piston 22 and the guide groove 48 of the traverse 24 in the disc brake according to the embodiment of the present invention.

  As illustrated, the tappet 28 connected to one end of the piston 22 is in close contact with a back plate 40. The brake pad 42 is attached to the back plate 40. When the lever 12 is rotated about a lever shaft (not shown) by air pressure or the like, the brake pad 42 presses both surfaces of a brake disc (not shown). When the air pressure or the like disappears, the lever 12 and the thrust assembly 14 return to the original position by the action of a return spring 44. The carrier 46 is coupled to the housing 11 and accommodates the back plate 40 and the brake pad 42.

  The traverse 24 has a guide groove 48 coupled to the guide pin 26. The guide groove 48 is formed in parallel to the thrust shaft 30 by a length necessary for adjustment, and one end on the brake pad 42 side is closed, and the piston 22 is connected to the brake disk (not shown) by the adjusting action. Z) It is configured not to come out to the side.

  The operation of the disc brake according to the present embodiment will be described with reference to FIGS. When air pressure or the like is applied, the lever 12 rotates about the lever shaft. The lever shaft and the roller shaft 17 are different from each other, and the roller 16 presses the thrust assembly 14 parallel to the thrust shaft 30 by the rotation of the lever 12. At this time, the tappet 28 coupled to the brake disc side presses the back plate 40 to bring the brake pad 42 into close contact with the brake disc (not shown), thereby performing a braking action.

  When the braking action is repeated, the brake pad 42 is worn, and the gap between the brake pad 42 and the brake disk increases. Therefore, in order to achieve a certain braking action against the application of air pressure or the like despite the wear of the brake pad 42, the length of the thrust assembly 14 is increased in accordance with the wear of the brake pad 42, The gap between the brake discs must be reduced.

  Since the finger portion 50 of the lever 12 is coupled to the groove 51 of the adjuster shaft 34, the adjuster shaft 34 is rotated when the lever 12 is rotated. The adjuster shaft 34 rotates the adjuster gear 36. The adjuster gear 36 rotates the piston gear 20 a via the sensor gear 38 and rotates the piston gear 20 b via the manual adjuster gear 32. The two piston gears 20a and 20b are synchronized by such a gear connection.

  The piston gears 20, 20 a, 20 b and the piston 22 are coupled to each other, and the guide pin 26 coupled to the piston 22 is inserted into a guide groove 48 formed in the traverse 24. The rotational motion of 20a and 20b is switched to the linear motion of the piston 22. That is, when the lever 12 rotates, the piston 22 moves toward the brake disc relative to the piston gears 20, 20a, 20b. As a result, the overall length of the thrust assembly 14 increases, so that the gap between the brake pad 42 and the brake disc, which has become wide due to wear of the brake pad 42 or the brake disc, is reduced. When the gap between the brake pad 42 and the brake disk is narrowed, even if the brake pad 42 or the brake disk is worn, a certain braking force is generated against an action such as air pressure.

  Although the present invention has been described above with reference to the embodiments and the drawings, the present invention is not limited to the embodiments. For those who have ordinary knowledge in the technical field to which the present invention pertains, Obviously, various modifications and changes may be made within the scope of the following claims and their equivalents.

Claims (3)

A lever rotatably mounted on the lever shaft;
A thrust assembly that presses a brake pad parallel to a thrust axis perpendicular to the lever axis by rotation of the lever;
With
The thrust assembly is
A piston gear that rotates relative to the thrust shaft while moving parallel to the thrust shaft by rotation of the lever;
A piston screwed with the piston gear outside the piston gear;
A traverse for guiding the piston parallel to the thrust axis outside the piston;
Have a, and guide pins which prevent the piston is rotated relative to the traverse,
The vehicle disc brake according to claim 1, wherein the guide pin is coupled to the piston, the traverse includes a guide groove parallel to the thrust shaft, and the guide pin is engaged with the guide groove. The vehicle disc brake according to claim 1, wherein the guide groove is provided with a length for adjustment. The vehicle disc brake according to claim 1, wherein the thrust assembly includes at least two piston gears, and the at least two piston gears are synchronized by a gear coupling.

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