Disk brake and production method for a disk brake

Abstract

A brake including an adjustable thrust element for applying a brake force to a brake pad and an adjustment device for selectably adjusting the thrust element. The adjustment device includes a shaft having a cylindrical shaft surface, a sleeve having a cylindrical sleeve surface, wherein the shaft and the sleeve are arranged end-to-end, and a torque clutch including a wrap spring that is mounted on the cylindrical shaft surface and mounted on the cylindrical sleeve surface, the shaft including an integral drive pin for selectively rotating the shaft. The brake further includes an operating lever, wherein the drive pin extends radially directly from the shaft surface of the shaft and wherein the operating lever includes a groove that receives the drive pin.

Claims

1. A brake comprising: an adjustable thrust element for applying a brake force to a brake pad, the adjustable thrust element including a thrust piece which engages with the brake pad; an adjustment device for selectably adjusting the thrust element, the adjustment device including: a shaft having a cylindrical shaft surface; a sleeve having a cylindrical sleeve surface, wherein the shaft and the sleeve are arranged end-to-end with a distal end of the shaft bearing against a proximal end of the sleeve, and wherein said shaft and said sleeve are rotatable about a first axis; and a torque clutch including a spring that is mounted adjacent to the cylindrical shaft surface and mounted adjacent to the cylindrical sleeve surface, the shaft having a pin positioned therein for selectively rotating the shaft; and an operating lever rotatable toward the brake pad about a second axis transverse to the first axis; wherein the pin protrudes radially outward directly from an outside surface of the shaft in a direction perpendicular to the first axis, and wherein the operating lever includes a groove positioned therein that receives the pin; and wherein the pin and the groove engage within a cavity in the operating lever.

2. The brake of claim 1 wherein the pin includes a partially spherical end.

3. A brake comprising: an adjustable thrust element for applying a brake force to a brake pad, the adjustable thrust element including a thrust piece which engages with the brake pad; an adjustment device for selectably adjusting the thrust element, the adjustment device including: a shaft having a cylindrical shaft surface; a sleeve having a cylindrical sleeve surface, wherein the shaft and the sleeve are arranged end-to-end with a distal end of the shaft bearing against a proximal end of the sleeve, and wherein said shaft and said sleeve are rotatable about a first axis; and a torque clutch including a spring that is mounted adjacent to the cylindrical shaft surface and mounted adjacent to the cylindrical sleeve surface, the shaft having a pin positioned therein for selectively rotating the shaft; and an operating lever rotatable toward the brake pad about a second axis transverse to the first axis; wherein the pin protrudes radially outward directly from an outside surface of the shaft in a direction perpendicular to the first axis, and wherein the operating lever includes a groove positioned therein that receives the pin; wherein the pin and the shaft are formed as a single component.

4. The brake of claim 1 wherein the outside surface of the shaft is cylindrical.

5. A brake comprising: an adjustable thrust element for applying a brake force to a brake pad, the adjustable thrust element including a thrust piece which engages with the brake pad; an adjustment device for selectably adjusting the thrust element, the adjustment device including: a shaft having a cylindrical shaft surface; a sleeve having a cylindrical sleeve surface, wherein the shaft and the sleeve are arranged end-to-end with a distal end of the shaft bearing against a proximal end of the sleeve, and wherein said shaft and said sleeve are rotatable about a first axis; and a torque clutch including a spring that is mounted adjacent to the cylindrical shaft surface and mounted adjacent to the cylindrical sleeve surface, the shaft having a pin positioned therein for selectively rotating the shaft; and an operating lever rotatable toward the brake pad about a second axis transverse to the first axis; wherein the pin protrudes radially outward directly from an outside surface of the shaft in a direction perpendicular to the first axis, and wherein the operating lever includes a groove positioned therein that receives the pin, and wherein the pin is fixed to the shaft to integrate the pin into the shaft.

6. The brake of claim 1 wherein a rod extends through the shaft and the sleeve.

7. The brake of claim 6 wherein the pin is spaced apart from the rod.

8. The brake of claim 1 wherein the pin is adjacent to a proximal end of the shaft.

9. The brake of claim 1 wherein the cylindrical shaft surface is on an interior of the shaft, the cylindrical sleeve surface is on an interior of the sleeve, and the spring is at least partially inside each of the shaft and the sleeve.

10. The brake of claim 1 wherein a rod extends along the first axis through each of the shaft, and the sleeve, and the cavity of the operating lever.

11. A brake comprising: an adjustable thrust element for applying a brake force to a brake pad, the adjustable thrust element including a thrust piece which engages with the brake pad; an adjustment device for selectably adjusting the thrust element, the adjustment device including: a shaft having a cylindrical shaft surface; a sleeve having a cylindrical sleeve surface, wherein the shaft and the sleeve are arranged end-to-end with a distal end of the shaft bearing against a proximal end of the sleeve, and wherein said shaft and said sleeve are rotatable about a first axis; and a torque clutch including a spring that is mounted adjacent to the cylindrical shaft surface and mounted adjacent to the cylindrical sleeve surface, the shaft having a pin positioned therein for selectively rotating the shaft; and an operating lever rotatable toward the brake pad about a second axis transverse to the first axis; wherein the pin protrudes radially outward directly from an outside surface of the shaft in a direction perpendicular to the first axis, and wherein the operating lever includes a groove positioned therein that receives the pin, wherein a rod extends along a rotational axis of the shaft and through each of the spring, the shaft, the sleeve, and the operating lever; wherein the rod is fixed from axial movement in a housing of the brake.

12. The brake of claim 11 wherein a proximal end of the rod is attached to a rear portion of a housing of the brake, wherein an abutment element is attached around a distal end of the rod, the brake further comprising a coil spring acting between the abutment element and the adjustment device.

13. A brake comprising: an adjustable thrust element for applying a brake force to a brake pad, the adjustable thrust element including a thrust piece which engages with the brake pad; an adjustment device for selectably adjusting the thrust element, the adjustment device including: a shaft having a cylindrical shaft surface; a sleeve having a cylindrical sleeve surface, wherein the shaft and the sleeve are arranged end-to-end with a distal end of the shaft bearing against a proximal end of the sleeve, and wherein said shaft and said sleeve are rotatable about a first axis; and a torque clutch including a spring that is mounted adjacent to the cylindrical shaft surface and mounted adjacent to the cylindrical sleeve surface, the shaft having a pin positioned therein for selectively rotating the shaft, the shaft and pin formed as a single component; and an operating lever rotatable toward the brake pad about a second axis transverse to the first axis; wherein the pin protrudes radially outward directly from an outside surface of the shaft in a direction perpendicular to the first axis, and wherein the operating lever includes a groove positioned therein that receives the pin, and wherein the operating lever has a front surface facing the thrust element and a rear surface opposite the front surface, wherein the groove is in the rear surface.

14. The brake of claim 1 further comprising eccentric rollers, wherein said operating lever rotates about the rollers toward the brake pad.

15. The brake of claim 13, wherein a rod extends along the first axis through each of the shaft, and the sleeve, and a cavity of the operating lever.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Further advantages and features of the present invention do become apparent with respect to the embodiments shown in the attached drawings.

(2) FIG. 1 is an explosive view of the substantial components of a disc brake according to the invention;

(3) FIG. 2 is a view from above, partly in section, of the disc brake in the assembled state;

(4) FIG. 3 is a lateral cross-sectional view of the disc brake in the assembled state;

(5) FIG. 4 is an explosive view of the brake actuation mechanism according to the invention with its single components;

(6) FIG. 5 is an enlarged section from FIG. 2 showing the brake actuation mechanism;

(7) FIG. 6 is an enlarged section from FIG. 3 showing the brake actuation mechanism;

(8) FIG. 7 is a side view of the brake actuation mechanism according to a further embodiment of the invention;

(9) FIG. 8 is an arrangement of a sensor unit for detecting a lining wear according to the invention;

(10) FIG. 9 schematically shows the sensor unit in cross-section in its starting position;

(11) FIG. 10 schematically shows the sensor unit in cross-section in an extended state;

(12) FIG. 11 schematically shows all components for a method of manufacturing a disc brake according to a first embodiment of the invention;

(13) FIG. 12 schematically shows a first step of this method;

(14) FIG. 13 schematically shows an axial cross-section view of the brake caliper after the first step of the method;

(15) FIG. 14 schematically shows a cross-sectional view from above of the brake caliper after the first step of the method;

(16) FIG. 15 schematically shows a second step of the method;

(17) FIG. 16 schematically shows all components for a method for manufacturing a disc brake according to a second embodiment of the invention;

(18) FIG. 17 schematically shows a third step of the method according to the second embodiment;

(19) FIG. 18 schematically shows a fourth step for the method according to the second embodiment;

(20) FIG. 19 schematically shows a fifth step of the method both according to the first and to the second embodiment;

(21) FIG. 20 schematically shows a first module in the mounted state of a disc brake according to the embodiment of FIG. 7;

(22) FIGS. 21 a-b schematically show a sixth step for the method both according to the first and to the second embodiment; and

(23) FIG. 22 shows the mounted brake actuation mechanism after termination of the method steps.

DETAILED DESCRIPTION OF THE INVENTION

(24) FIG. 1 shows the disc brake according to the invention in explosive view with its substantial components, which are shown in their assembled state in FIG. 2 and FIG. 3, respectively.

(25) The disc brake comprises a brake caliper 1 which is slideably guided on a carrier 2. For that purpose the brake caliper 1 is guided on the carrier 2 by means of slide bearings 3.

(26) The slide bearings 3 are fixed to the carrier 2 by means of bolts 4 and received in openings 5 in the housing of the brake caliper 1, correspondingly. Elastic slide bearing elements 6 are provided between the slide bearing 3 and the inner wall of the openings 5, as this, for example, has been explained in the German Utility Model no. 20 2008 006 779 of the applicant.

(27) In order to ensure a proper functioning of the slide bearing mechanism made in such a way, the openings 5 in the brake caliper 1 are sealingly closed to the outside by means of end caps 7, as these, for example, have been explained in the German Utility Model no. 20 2009 003 262 of the applicant.

(28) The brake caliper 1 overlaps and surrounds, respectively, brake pads 8 which are fixed on pad retainers 9. The pad retainers 9 with the brake linings 8 attached thereto are axially guided in corresponding guidances 10 of the carrier 2. The pad retainer 9 will be biased by means of retainer springs 11 so as to be safe against vibrations, which springs 11 for that purpose are supported against a holding bracket 12, which overlaps an opening 13 in the housing of the brake caliper 1 being directed upwardly, through which opening 13 the brake linings 8 with their pad retainers 9 can be inserted and removed for the purpose of assembly. At its both sides the holding bracket 12 reaches below and behind, respectively, corresponding protrusions or recesses 14 being attached to and shaped at the brake caliper 1, so that the holding bracket 12 cannot evade upwardly and thereby is able to form an abutment for the pad retainer springs 11.

(29) Displacement of the mounting bracket 12 in longitudinal direction is prevented in that it interacts at one side with a locking device 15 being formed as a spring, which locking device 15 in turn is interlocked with the brake caliper 1, as this, for example, is explained in the German Utility Model no. 20 2008 013 446 of the applicant.

(30) Both brake linings 8 enclose a brake disc not shown herein which is fixed to a corresponding hub or to a part being connected with the hub of a wheel axle.

(31) As can be seen in FIG. 1 the brake caliper 1 comprises at the side facing the brake disc an opening 16, through which opening 16 a brake actuation mechanism 17 can act onto the brake disc and through which opening 16, as will be explained in connection with FIGS. 11 to 22 further down below, the brake actuation mechanism 17, depending on the embodiment, can be assembled with different modules in the housing of the brake caliper 1.

(32) FIG. 4 shows an explosive view of the brake actuation mechanism 17 with its single components, whereas FIGS. 5 to 7 do show the same in its functional mounting position in the housing of the brake caliper 1.

(33) The brake actuation mechanism 17 according to the invention is designed in such a way that it on the one hand enables a simple assembly in the brake caliper 1 and on the other hand realizes a faultless functioning with at the same time compact configuration due to the specific arrangement of the single components in relation to each other.

(34) According to the invention the brake actuation mechanism 17 substantially comprises an amplification mechanism 18, which introduces an actuating force originating from an hydraulic, pneumatic or electro-mechanical actuator (not shown herein) (or from an actuator combining these types) as a clamping force into the brake actuation mechanism 17 and thereby enforcing it in correspondence with a gear ratio being determined by its construction, an adjustment device 19, which serves for compensation of brake lining wear, a thrust element 20, which transmits the enforced clamping force onto the brake disc, and a reset device 21 in order to return the brake actuation mechanism 17 in its starting position, in case no brake force is applied anymore by the actuator, which is arranged outside of the housing of the brake caliper 1.

(35) Thereby, a crucial feature of the disc brake according to the invention is that the above-mentioned assembly groups are arranged on one central rod 22, which is aligned co-axially to the axis of the brake disc.

(36) As it becomes apparent from the following description the rod 22 serves as mounting means for the single assembly groups of the brake actuation mechanism on the one hand and as fixation means for the same in the housing of the brake caliper 1 on the other.

(37) The amplification mechanism 18 comprises a lever 23 the upper end 25 of which, which passes through an opening 24 in the brake caliper 1, is attached by a transmitting means of the actuator not shown herein, for example a rod of a pneumatic cylinder. The lever 23 is pivotably supported in the rear housing section of the brake caliper 1 in that it is rotatably supported against two eccentric rollers 26. The cylindrical eccentric rollers 26 are rotatably received in a corresponding needle bearing cage 28, which is arranged in two support cups 27, in which the support cups 27 are supported in the rear housing section of the brake caliper 1.

(38) In doing so, the lever 23 is designed and configured in relation to the eccentric rollers 26 such that upon a pivoting movement around the eccentric rollers 26 an eccentric displacement of the lever 23 in relation to the eccentric rollers 26 takes place, which eccentric displacement or offset results in an enforcement of the force being introduced from the actuator into the lever 23. With respect to the exact configuration and functioning of the eccentric support of the lever 23 it is herewith referred to the disclosure of International Patent Application no. 2004/027281 A2 of the applicant, to which disclosure it is explicitly referred herewith.

(39) Opposite to the eccentric rollers 26 the lever 23 is supported against a force-transmitting element 30 via further needle bearing cups 29. The force-transmitting element 30 is formed as one piece, preferably as a casted or forged component, and comprises on the side of the lever two substantially half cup-type recesses 31 which serve for receiving the needle bearing cups 29. On the side of the brake disc the force-transmitting element 30 is formed with planar surfaces in order, as will be described below, to interact with the adjustment device 19 and thereby with the thrust element 20.

(40) For the passage of the central rod 22 the lever 23 comprises an opening 32, the needle bearing cage 28 comprises an opening 33 and the force-transmitting element 30 comprises an opening 34, whereas the support cups 27, the eccentric rollers 26 and the needle bearing cups 29 are arranged to both sides of the rod 23 at corresponding positions, respectively.

(41) The adjustment device 19 is provided directly following the amplification mechanism 18 in direction towards the brake disc.

(42) The adjustment device 19 includes a torque clutch, the functioning of which will be explained in the following. The torque clutch is formed as a roller-ramp-mechanism 35, the single components of which can be at best seen in FIG. 6.

(43) The roller-ramp-mechanism 35 comprises a ramp body 36 which is non-rotatably fixed with a gear wheel 37 at its side facing away from the brake disc. The function of the gear wheel 37 shall be further explained down below.

(44) Opposite to the ramp body 36 a support or bearing ring 38 is provided. The bearing ring 38 and the ramp body 36 encase several rollers 39 which are guided in a roller cage 40 and which are arranged between the bearing ring 38 and the ramp body 36 co-axially moveably around the rod 22.

(45) The rollers 39 are each received by ramp surfaces 41, which are formed in the bearing ring 38 on the one side and in the ramp body 36 on the other side thereby facing each other. One ramp surface 41 is followed by a subsequent ramp surface 41, respectively, in which all ramp surfaces 41 are arranged on a closed circular path around the rod 22. In FIG. 4 these ramp surfaces 41 can be only seen for the bearing ring 38. In this connection, each ramp surface 41 can be divided into different sections which comprise different inclination angles. Thereby, the inclination angles can be selected in such a way that at interaction with the pretension the limiting torque for the torque clutch can be better tuned.

(46) The ramp body 36 is supported against the force-transmitting element 30 by at least one low friction-bearing element 42 which is provided in a cylindrical recess 43 at the side of the force-transmitting element 30 facing the brake disc.

(47) Correspondingly, the bearing ring 38 is supported against an external holding sleeve 45 by means of a further low friction-bearing element 44.

(48) The external holding sleeve 45 and partly the bearing ring 38 do co-axially enclose an internal holding sleeve 46 and partly the bearing ring 38 and the ramp body 36 with the rollers 39 there in between do co-axially enclose a hollow shaft 47.

(49) The inner holding sleeve 46 and the hollow shaft 47 do mate at their face surfaces and are rotatably supported on the central rod 22, in which the internal holding sleeve 46 is axially fixed on the rod 22 by means of a snap ring or circlip 48.

(50) The hollow shaft 47 and the internal holding sleeve 46 in turn do co-axially enclose an override or sprag spring 49, in which the radial external surface of the sprag spring 49 is connected both with the radial inner surfaces of the hollow shaft 47 and of the internal holding sleeve 46, so that these both elements can, if needed, be non-rotatably connected with each other.

(51) The internal holding sleeve 46 is non-rotatably connected with the bearing ring 38 by means of a toothing or serration 50. In this connection, the serration can additionally comprise rolling elements or rollers being supported in between in order to form a rolling guidance between the internal holding sleeve 46 and the bearing ring 38, which is associated with a very small friction in axial direction.

(52) In turn, the hollow shaft 47 comprises a pin-like element 51 with which the lever 23 is connected, in which this connection is designed such that upon a pivoting movement of the lever 23 the hollow shaft 47 will be set into rotation by means of this pin-like element 51. In this connection, the hollow shaft 47 completely passes the force-transmitting element 30.

(53) It can be recognized from the figures that all components of the adjustment device 19 are substantially formed as rotational-symmetric elements and are co-axially arranged around the rod 22.

(54) The thrust element 20 is provided thereby encasing the adjustment device 19, the thrust element 20 being arranged co-axially to the rod 22 as well.

(55) The thrust element 20 comprises a hollow adjustment spindle 52 which at the outside is in engagement with the thrust piece 53 by means of a corresponding thread 54. For reasons of a better force distribution the thrust piece 53 spreads towards the brake disc like a trapeze and is fixed at the pad retainer 9 of the inner brake lining 8 by means of corresponding connecting elements, such as e.g. a pin-groove-connection 55, as this can be seen from FIG. 2.

(56) At its face surface facing away from the brake disc the adjustment spindle 52 is non-rotatably connected with the gear wheel 37 of the adjustment device 19 by means of corresponding connecting elements 56, such as e.g. rivets 56, which form a press-fit with corresponding blind bores 57 in the face surface of the adjustment spindle 52.

(57) The gear wheel 37, in turn, is in a non-rotatable connection with the ramp body 36 by means of a splined connection 58.

(58) Thereby a rotational movement of the ramp body 36 will be indirectly transmitted onto the adjustment spindle 52.

(59) At the outside a sealing sleeve 59 is arranged at the thrust piece 53 which seals the free space between the thrust piece 53 and the corresponding inner wall of the housing of the brake caliper 1 towards the brake disc in order to prevent the entry of moisture and dirt into the interior of the brake caliper 1, so that the functional safety of the brake actuation mechanism 17 is assured at any time.

(60) The sealing sleeve 59 can be unrolled in axial direction in an elastic manner and comprises at its face surfaces, respectively, metal inserts 60, which can be spring-loaded and which provide a proper press-fit at the corresponding attachment surfaces in the housing of the brake caliper 1.

(61) The thrust piece 53 furthermore comprises at least one guiding element, for example a guiding pin 61, which is received in a corresponding opening 62 in the brake caliper 1, as this, for example, can be seen in FIGS. 18 and 19. By that it is ensured that the thrust piece 53 is non-rotatably guided relative to the brake caliper 1 and that a rotational movement of the adjustment spindle 52 will be transferred into an axial longitudinal movement of the thrust piece 53.

(62) The adjustment spindle 52 does not only co-axially encase the adjustment device 19, but also the reset device 21.

(63) The reset device 21 follows the adjustment device 19 in axial direction towards the brake disc and is arranged co-axially with respect to the rod 22 as well.

(64) The reset device 21 is made of a coil spring 63 which abuts against an abutment cup 64 at the side of the brake disc. The abutment cup 64 is axially positioned and fixed at the end of the rod 22 facing the brake disc by means of a distance ring 65 and a snap ring 66.

(65) At its opposite side the coil spring 63 abuts against the external holding sleeve 45 of the adjustment device 19. In this way the reset device 21 can function at the same time as a mechanism for applying a torque limitation onto the adjustment device 19, as this shall be explained in connection with the description of the functioning of the adjustment device 19 and the brake actuation mechanism 17.

(66) FIG. 7 shows an alternative embodiment of the reset device 21.

(67) Also in this embodiment the coil spring 63 abuts against an abutment cup 64. In this connection, however, the abutment cup 64 is axially fixed on the rod 22 by means of a threaded nut 67 which is screwed onto the thread 68 on the rod 22 facing the brake disc. By a defined rotation of the threaded nut 67 in relation to the rod 22 a defined pretension can be applied onto the coil spring 63.

(68) In addition in this embodiment a guiding ring 69 is provided between the external holding sleeve 45 and the low friction-bearing element 44. The guiding ring 69 supports the positioning and as well the axial and radial guidance of the components relative to each other, which components are adjacent to the guiding ring 69.

(69) The low friction-bearing element 44, among others, serves also to eliminate the risk that in particular at release of the brake the adjustment function will be influenced by a minor rewind of the coil spring 63.

(70) As can be seen from FIG. 5 the gear wheel 37 of the adjustment device 19 meshes with an adjustment pinion 70 which is supported on an axis in the housing of the brake caliper 1, which axis is parallel to the rod 22.

(71) The axis is formed by an adjustment shaft or shaft body 71 which comprises a corresponding toothing and which is supported with its free end 72 in a bearing blind bore 73 provided in the housing of the brake caliper 1 and with its opposite end 74 in an opening 75 in the brake caliper 1, which can be accessed from the outside. The shaft body 71 virtually is inserted as a plug into the opening 75, whereas, however, such tolerances are provided that the shaft body 71 can be rotated in the opening 75, when exceeding a defined torque. For that purpose the end 74 of the shaft body 71 comprises a socket 76 which serves for receiving a tool with which the shaft body 71 and thus the adjustment pinion 70 and by that, in turn, the gear wheel 37 with the adjustment spindle 52 can be rotated as shall be explained further down below.

(72) The opening 75 can be sealingly closed from the outside by means of a correspondingly shaped closure cap 77.

(73) The housing of the brake caliper 1 further comprises an additional lateral assembly opening 78 which is provided in axial extension to the rotational axis of the eccentric rollers 26.

(74) Through this opening 78 the assembly and alignment of the bearing cups 27 and of the needle bearing cage 78 as well as of the eccentric rollers 26 can be performed and supported. Moreover, through this opening 78 the bearing and support surfaces inside the housing of the brake caliper 1 can be machined.

(75) The assembly opening 78 can be closed by a sealing plug 79 as well. Transverse to the axial direction, i.e. lateral towards the outside, the eccentric rollers 26 are guided and positioned by edges 80 protruding from the lever 23. At the opposite sides the eccentric rollers 26 are separated from the rod 22 by means of a distance sleeve 81 which virtually provides the inner lateral bearing surfaces for both eccentric rollers 26.

(76) The position of the distance sleeve 81 is determined in axial direction by means of a spring ring 84 on the one side and by way of attaching to the hollow shaft 47 on the opposite side.

(77) At its rear end facing away from the brake disc the rod 22 comprises a thread 85. In the mounted state this thread 85 is located outside of the housing of the brake caliper 1, since the rod 22 passes an opening 86 in the brake caliper 1.

(78) The opening 86 opens itself conically and serves for receiving a tapered ring 88, thereby supporting a sealing ring 87 there in between.

(79) As shall be explained in connection with FIGS. 16 and 17 further down below, the tapered ring 88 will be biased by means of a fixation nut 89 to be screwed onto the thread 85 in the opening 86 during assembly. An end cap 90 overlaps the fixation nut 89.

(80) As can be seen from the figures the rod 22 comprises a corresponding contour with different diameters and groove arrangements in order to provide the support and bearing surfaces and the assembly means for the axial positioning of the single components as mentioned above.

(81) In this connection it is a crucial aspect of the invention that the rod 22 on the one hand and the single components of the amplification mechanism 18, of the adjustment device 19 and of the reset device 21 supported on it on the other hand are dimensioned in axial direction and configured such that in the mounted, biased condition of the rod 22 in the rear portion of the brake caliper, the coil spring 63 exerts a defined torque limitation by means of a then created permanent pretension onto the torque clutch, which exists in the adjustment device 19 in the form of a roller-ramp-mechanism 35.

(82) This torque limit also will be realized by corresponding assembly steps of the brake actuation mechanism 17, as shall be explained further down below.

(83) The functioning of the brake actuation mechanism 17 according to the invention with the adjustment device 19 is as follows.

(84) If a force is introduced from the actuator the lever 23 pivots around the eccentric rollers 26 and sets the hollow shaft 47 by means of the pin-like element 51 into rotation. In this connection the lever 23 comprises a recess or groove 51A, as this can, for example, be seen in FIG. 8.

(85) If there is no contact with the brake lining 8 and the brake disc yet and thus no brake force will be transmitted, the sprag spring 49 locks the hollow shaft 47 with the internal holding sleeve 46 so that both do rotate together. Since the internal holding sleeve 46 is non-rotatably connected with the bearing ring 38 by means of the toothing 50, the support ring 38 co-rotates, accordingly.

(86) Depending from the spring force exerted by the coil spring 63, which provides the defined torque limit, the bearing ring 38 also rotates the ramp body 36 and therewith the gear wheel 37 which is non-rotatably connected therewith by means of a splined connection 58, and finally therewith the adjustment spindle 52. The rollers 39 remain stationary in the ramp surfaces 41 being formed in the ramp body 36 at one side and in the bearing ring 38 at the other side (see FIG. 4). The ramp surfaces 41 are continuously shaped in a circular way as ramps merging into each other so that the rollers 39 can override into the next ramp surface 41 as needed, respectively.

(87) Since the thrust piece 53 is axially guided in the housing of the brake caliper 1 exclusively by means of the guidance pin 61 and thus cannot be rotated, a rotation of the adjustment spindle 52 results in an axial displacement of the thrust piece 53. Thereby the clearance will be compensated.

(88) If during brake actuation the brake lining 8 comes into contact with the brake disc, a closed distribution/flow of forces with a corresponding counter force in relation to the introduced force is created. With increasing force in axial direction there exists a point at which the torque between the thrust piece 53 and the adjustment spindle 52 due to the friction in the thread 54 will be larger than the torque introduced into the torque clutch for the purpose of torque limitation by means of the coil spring 63. Accordingly, the adjustment spindle 52 and the gear wheel 37 and thus the ramp body 36 do rest.

(89) However, at this moment the hollow shaft 47, the internal holding sleeve 46 and the bearing ring 38 continue to rotate which results in that the rollers 39 cannot remain stationary anymore but do move further in the ramp surfaces 41 of the ramp body 36 and do pile against the ramp surfaces 41.

(90) Since the ramp body 36 is supported against the force-transmitting element 30 by means of a low friction-bearing element 42 the piling of the rollers 39 causes that the bearing ring 38 moves away from the ramp body 36 in direction towards the brake disc and thereby compresses the coil spring 63. This compression takes place during the entire brake actuation stroke and virtually forms the resilient part of the later reset movement.

(91) In case the actuator does not further introduce a force into the brake actuation mechanism 17, the return movement supported by the reset device 21 will be initiated.

(92) At the beginning there still exists a contact between the brake lining 8 and the brake disc at which still substantial forces do act. Then the single components gear wheel 37, ramp body 36 and bearing ring 38 with the rollers 39 there in between and the hollow shaft 47 do rotate in the opposite rotational direction till they return to their original angular position at the beginning of the braking process. Thus, these components reverse their movements during the braking stroke in correspondence with the resilient part as previously mentioned.

(93) If during the performed braking stroke no abrasion occurs at the brake lining 8 and thus no wear exists at the brake lining 8, a force transmitting contact between the brake linings 8 and the brake disc terminates exactly at that time at which the components gear wheel 37, ramp body 36, bearing ring 38 and hollow shaft 47 do return again to their angular starting position. These components then do rest in their position till the pin-like element 51 does abut against the opposite abutment surface of the connecting groove or recess 51A of the lever 23, in which the pin-like element is guided, during the pivoting movement of the lever 23 in the opposite pivoting direction. Then the hollow shaft 47 actively will be further rotated in the opposite rotational direction by means of the rearwardly directed pivoting movement of the lever 23, whereas the internal holding sleeve 46 and the bearing ring 38 remain stationary due to the sprag spring 49. In this phase the sprag spring 49 then overrides by such an angle which corresponds to the adjustment of the clearance during the braking stroke.

(94) The recess 51A of the lever 23 is a bit larger than the thickness of the pin-like element 51 thereby forming a tolerance. This tolerance corresponds to the clearance between the brake lining 8 and the brake disc which will be never adjusted for the purpose of functional safety.

(95) If, however, after the braking stroke wear is present at the brake lining 8, for example after a strong emergency braking, force transmitting contact between the brake linings 8 and the brake disc is abolished before the components gear wheel 37, ramp body 36 and bearing ring 38 with the rollers 39 there in between could have returned to their angular starting position.

(96) At this time the force acting in axial direction onto the torque clutch by means of the coil spring 63 effects that the gear wheel 37 and thus the adjustment spindle 52 are set into rotation, whereby the wear can be compensated. The further course of the movement of the single components is then identical as for the case without wear as described above.

(97) The adjustment during the release of the brake and the return of the thrust piece 53, respectively, and the reverse pivoting movement of the lever 23 is also a consequence of the small internal friction and the small hysteresis of the roller-ramp-mechanism 35 resulting therefrom. For that reason preferably a roller-ramp-mechanism is utilized as a torque clutch according to the invention since the latter enables the exact determination of a torque for a torque limitation with small manufacturing costs.

(98) FIGS. 8 to 10 show a sensor unit 91 for the determination of the lining wear in a specific arrangement according to the invention.

(99) The sensor unit 91 will be inserted rearwardly into the housing of the brake caliper 1 through a receiving or fixture opening 92. The sensor unit 91 at its end facing the brake disc comprises means 93 for connection with the thrust piece 53, for example, a releasable clamping element or plug connection by means of a pin which cooperates with a corresponding element at the thrust piece 53.

(100) According to the invention the sensor unit 91 is configured such that the relative movement of the thrust piece 53 in relation to the brake caliper 1 during the adjustment of the clearance can be detected.

(101) The sensor unit 91 freely passes the interior of the brake caliper 1 in parallel to the axis of the rod 22.

(102) In this connection the sensor unit 91 on the one hand is guided in the receiving opening 92 in the brake caliper 1 and on the other hand at the opposite side by means of the connection with the thrust piece 53 via the pin element 93 so that substantially a strict axial movability without tilting is realized.

(103) As can be recognized from FIGS. 9 and 10 the sensor unit 91 comprises a stationary, rear housing 94 in which a threaded element 95, for example a spindle, is rotatably, but non-displaceably guided.

(104) The housing 94 comprises a rear housing fixture 96, which in the mounted state of the sensor unit 91 is located outside of the housing of the brake caliper 1. This housing fixture 96 includes a sensor element 97 which preferably is made of at least one Hall-element. From the housing fixture 96 a connection 98 leads to a boardside computer network in order to transmit the actual wear condition.

(105) The housing fixture 96 is placed on a housing support part 99 and fixedly but releasably connected therewith. The sensor unit 91 is fixed in the receiving opening 92 of the brake caliper 1 by means of the housing support part 99.

(106) On the one hand, the housing support part 99 serves for the rotatable support of the spindle 95 and on the other hand for the connection of a transmitting element being displaceable relative thereto.

(107) The spindle 95 which comprises a threaded section 100 and a cylindrical section 101 is rotatably guided in a guidance 102 of the housing support part 99. Hereby the spindle 95 is axially fixed in the direction facing away from the thrust piece 53 by means of a shoulder-like transition 106 between the housing section 100 and the cylindrical section 101, which transition 106 abuts against the guidance 102. In the axial direction directed towards the thrust piece 53 the spindle is axially positioned and fixed by means of a bearing sleeve 104. The bearing sleeve 104 in this connection abuts against a cover 103 which is inserted into the housing support part 99. Furthermore, the bearing sleeve 104 engages with a chamfer 105 of the cylindrical section 101 by means of tongues 109.

(108) At the rear end of the bearing sleeve 104 a guiding cup 107 is provided in which at least one magnet 108 being non-rotatably connected to the end of the spindle 95 is fixed.

(109) The magnet 108 rotates by a distance over the Hall-element of the sensor element 97. Accordingly, it concerns a touchless detection of the wear.

(110) The threaded section 100 of the spindle 95 comprises a thread 110 having a very large pitch. The thread 110 engages a displacement block 112 by means of a pin element 111.

(111) The displacement block 112 is moveable relative to the housing support part 99 and comprises a sleeve 113 into which the threaded section 100 of the spindle 95 does extend. The sleeve 113 ends in an end housing 114 which comprises an opening 115 for the pin element 93 for connection with the thrust piece 53. The sleeve 113 together with the sealing rings 116 serves for the protection of the threaded section 100 against dirt.

(112) As can be seen from FIGS. 9 and 10, the transmitting unit comprising the end housing 114, the sleeve 113 and the displacement block 112 is displaced together with the thrust piece 53 in axial direction towards the brake disc or away from it. This displacement movement, from which the adjustment movement for the wear can be derived, will be transformed into a rotational movement of the spindle by means of the coupling with the pin element 111, in which, in turn, the rotation of the spindle 95 resulting therefrom will be detected by the Hall-element 97 via the rotating magnets 108 and then computed in a calculation circuit, accordingly.

(113) According to the invention the pitch of the thread 110 is selected such that the entire possible length of the axial displacement path of the sleeve 113 and of the displacement block 112, respectively, results at most in one complete rotation of the spindle 95. This means that the displacement path of the adjustment, which is possible at most till the brake linings 8 and the brake disc will be completely worn, never exceeds a 360-rotation of the spindle 95. By that the measuring accuracy can be increased by a more simple circuit.

(114) In order to always ensure a perfect contact of the end housing 114 with the thrust piece 53 and in order to always maintain a faultless guidance of the pin element 111 in the thread 110 during the displacement movements of the displacement block 112, the latter is biased with respect to the housing support part 99, which bias is provided by a spring 117 between these both elements, which spring 117 is coupled in corresponding recesses 118 in these elements. The spindle 95 and the spring 117 are protected against the interior of the brake caliper 1 by means of a bellows 119 which at one side is fixed onto the housing support part 99 by means of a clamp ring 120 and at the other side in a groove 121 in the displacement block 112 without becoming loose.

(115) For a better guidance and alignment of the sensor unit 91 so that the latter is always in parallel to the rod 22 without tilting, the housing support part 99 is received by a mounting sleeve 122 which is inserted into the fixture opening 92 of the brake caliper 1.

(116) It becomes apparent that the sensor unit 91 according to the invention can be mounted as a whole into the brake caliper 1 and removed therefrom without the need to handle other components of the brake actuation mechanism 17 or without the need that parts thereof have to be removed for the purpose of better accessibility. In order to exchange a defect sensor element 97 it is also not required to exchange the entire sensor unit, it is already sufficient to remove the housing fixture 96 from the housing support part 99.

(117) The principle to measure the wear by means of the linear adjustment movement performed by the thrust piece 53 allows the utilization of a relatively simple and thus functionally safe calculation circuit. Moreover, since no further components of the brake actuation mechanism 17 do influence the movement to be detected, the accuracy of the measurement can be increased.

(118) FIGS. 11 to 22 do show the single method steps of the assembly method according to the invention.

(119) The assembly of the brake actuation mechanism can be performed by using different modules or units.

(120) As an example, FIG. 11 shows the single modules for the method according to the invention in a first embodiment in explosive view.

(121) The brake actuation mechanism 17 is separated into two modules A and B.

(122) The first module A comprises the entire amplification mechanism 18 with the lever 23, the eccentric rollers 26, the bearing cups 27 and the force-transmitting element 30; the entire adjustment device with the torque clutch, the adjustment spindle 52 and the gear wheel 37; and the internal reset device 21, not shown in FIG. 11.

(123) All components are pre-mounted and axially fixed on the rod 22 so that the module A can be transported as one unit.

(124) The second module B comprises the thrust piece 53 with the sealing sleeve 59 and with the guiding pin 61.

(125) As further components the adjustment pinion 70 and its axis body 71 can be recognized, as well as the support and fixation means 88, 89 for the rod 22.

(126) A first assembly step can be seen in FIGS. 12 to 14.

(127) The adjustment pinion 70 will be inserted through the opening 16 facing the brake disc into the interior of the housing of the brake caliper 1, whereas at the same time the axis body 71 will be inserted through the opening 75 from the rear.

(128) The axis body 71 comprises wedges 123 which do engage with corresponding inner grooves 124 of the adjustment pinion 70. Furthermore, the axis body 71 comprises two latches 125 which form a releasable clamping connection between the adjustment pinion 70 and the axis body 71.

(129) The adjustment pinion 70 is rotatably guided in that the plug-like axis body 71 will be inserted into the bearing blind bore 71 in the housing of the brake caliper 1.

(130) According to a next step, as this is shown in FIG. 15, the module A will be completely inserted into the interior of the housing of the brake caliper 1 through the opening 16 facing the brake disc in such a way that on the one hand the rod 22 passes with its free rear end the opening 86 and on the other hand the gear wheel 37 comes into engagement with the adjustment pinion 70. In this connection the bearing cups 27 of the eccentric rollers 26 do abut against corresponding bearing surfaces 126 (see FIG. 13).

(131) Thereby the opening 16 is dimensioned with just a magnitude that module A with the lever 23 can be inserted by simple tilting without problems.

(132) FIG. 16 shows in explosive view an alternative embodiment of the assembly method in which the separation of the modules in their components differs from the embodiment as described above.

(133) In this connection, the adjustment spindle 52 is already screwed onto the thrust piece 53.

(134) Accordingly, the first module C comprises the entire amplification mechanism 18 with the lever 23, the eccentric rollers 26, the bearing cups 27 and the force-transmitting element 30; partly the adjustment device with the torque clutch and the gear wheel 37; and the entire reset device 21.

(135) Module D comprises the thrust piece 53 with the sealing sleeve 59 and with the guiding pin 61, in which the adjustment spindle 52 is already screwed into the thrust piece 53.

(136) The assembly of module C is similar to that of module A.

(137) Schematically, FIG. 17 shows the fixation of module C in the housing of the brake caliper 1. The procedure for this embodiment is identical to the one for module A since in this method step it is all about as how to fix the rod 22 in the brake caliper 1.

(138) A clamp-like support tool 127 is configured and dimensioned such that it could overlap the brake caliper 1 at its outside and underneath of it. An adjustment screw 129 is rotatably supported in one arm 128 of the support tool 127.

(139) The support tool 127 will be attached to the brake caliper 1 in such a way that the adjustment screw 129 can attach the end of the rod 22 facing the brake disc.

(140) By rotating the adjustment screw 129 the rod 22 will be displaced to the rear, i.e. away from the position of the brake disc, and the opposite free end of the rod 22 will be moved through the opening 86 to the outside. At this point the bearing and fixation means can be attached to the rod 22.

(141) With respect to the axial interlocking of the rod 22 in the rear housing section of the brake caliper 1 two alternatives are suggested.

(142) The embodiment shown in FIGS. 2 to 5, 7 to 8, 11, 15 and 19 to 22, respectively, utilizes a wedge ring 88 which is inserted into the opening 86 and which will finally become further fixed by means of the fixation nut 89 without coming loose.

(143) In the embodiment as shown in FIGS. 16 to 18 at least two cup- or partly circular-shaped cotter halves 88 will be attached to the rod 22, then the adjustment screw 129 will be rotated in opposite direction so that the rod 22 can move backwards and by that the cotter halves 88 will come in contact with the opening 86, which opens conically to the outside, and by that interlock the rod 22.

(144) Due to the rod 22 being mounted in the housing of the brake caliper 1 the coil spring 63 is under a defined pretension which serves for the torque limit of the torque clutch.

(145) FIG. 18 schematically shows a further assembly step of the method according to the invention.

(146) Now the module D will be inserted into the opening 16, so that the guiding pin 61 will be aligned with its corresponding opening 62. The guiding pin 61 then slides into the opening 62 so that the module D in its entirety cannot be rotated anymore.

(147) The angular position of the adjustment spindle 52 is selected in this connection such that also the blind bores 57 in the face surface of the adjustment spindle 52 are in alignment with the rivets 56 of the gear wheel 37.

(148) Again by attaching the support tool 127 at the brake caliper 1 and by subsequently rotating the adjustment screw 129, the module D will be moved in a direction towards the module C till both modules do enter into a fixed connection by means of the rivets 56. The force applied by the adjustment screw 129 is sufficient to form a press-fit at the connecting elements between the gear wheel 37 and the adjustment spindle 52.

(149) After that the support tool 127 with the adjustment screw 129 will be removed.

(150) According to the first embodiment referring to module A, which has already integrated the adjustment spindle 52, subsequent assembly of module B is as follows.

(151) The module B will be attached at the face surface of the adjustment spindle 52 facing the brake disc through the opening 16, namely such that again the guiding pin 61 is in alignment with the opening 62. At the opposite side the adjustment pinion 70 will be rotated by means of a corresponding screwing tool which engages with the socket 76 of the axis body 71, and thus the adjustment spindle 52 will be rotated via the coupling with the gear wheel 37. In this way the adjustment spindle 52 can be screwed into the thrust piece 53 and due to the rotational locking by the guiding pin 61 the adjustment spindle 52 pulls the module B into the interior of the housing of the brake caliper 1, respectively. This assembly step is shown as an example in FIG. 19.

(152) However, before the module B can be screwed onto the adjustment spindle 52, the pretensioning of the reset device 21, which is defined for the desired torque limit has to be finally adjusted.

(153) In an alternative embodiment (see FIG. 7) with a threaded nut 67 at the end of the rod 22 facing the brake disc the latter comprises recesses 130 for receiving a corresponding tool, for example a torque wrench by which the threaded nut 67 can be rotated so that the same moves away from the brake disc and thereby compresses the coil spring 63 thereby creating the desired pretension. This is exemplarily shown in FIG. 20.

(154) The thrust piece 53 will be screwed onto the adjustment spindle 52 only to such an extent that the free end 131 of the sealing sleeve 59 still protrudes from the opening 16.

(155) As FIGS. 21a and 21b show now the sealing sleeve 59 will be mounted. For that a further clamp-like support tool 132 will be attached in such a way that it overlaps the brake caliper 1 again at its outside and underneath of it.

(156) The arm 133 facing the brake disc is formed as a half ring 134 which overlaps the thrust piece 53 and which opens upwardly, which half ring 134 comprises a groove 135.

(157) A separate push sleeve tool 136, being formed of two halves which can be pivoted towards each other, is inserted into the groove 135. At the face surface opposite of the groove 135 the push sleeve tool 136 attaches to the free end 131 of the sealing sleeve 59.

(158) By means of a further adjustment screw 137, which will be arranged at the side of the support tool 132 being opposite to the half ring 134, which adjustment screw 137 at the outside abuts against the rear housing of the brake caliper 1, the entire support tool 132 with the push sleeve tool 136 can be moved in direction towards the housing of the brake caliper 1, in Figs. to the right side, by rotating till the free end 131 of the sealing sleeve 59 with the metal insert 60 does abut against the corresponding abutment surface 138 inside the brake caliper 1. There it will either be interlocked or can be fixed by gluing.

(159) After that, also these auxiliary assembly means will be removed. Finally the adjustment pinion 70 and thereby the adjustment spindle 52 via the gear wheel 37 is rotated by a tool-supported rotation of the axis body 71 so long till the thrust piece 53 has come to its starting position in relation to the adjustment spindle 52 and till the entire brake actuation mechanism 17 is in its functional starting position. This is exemplarily shown in FIG. 22.