FR3013410A1 - "MOTOR VEHICLE DISC BRAKE WITH REDUCED TORQUE TORQUE OF THE CALIPER" - Google Patents
"MOTOR VEHICLE DISC BRAKE WITH REDUCED TORQUE TORQUE OF THE CALIPER" Download PDFInfo
- Publication number
- FR3013410A1 FR3013410A1 FR1361277A FR1361277A FR3013410A1 FR 3013410 A1 FR3013410 A1 FR 3013410A1 FR 1361277 A FR1361277 A FR 1361277A FR 1361277 A FR1361277 A FR 1361277A FR 3013410 A1 FR3013410 A1 FR 3013410A1
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- section
- yoke
- brake
- axially
- stirrup
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
- F16D55/02—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members
- F16D55/22—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads
- F16D55/224—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members
- F16D55/225—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads
- F16D55/226—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads in which the common actuating member is moved axially, e.g. floating caliper disc brakes
- F16D55/2265—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads in which the common actuating member is moved axially, e.g. floating caliper disc brakes the axial movement being guided by one or more pins engaging bores in the brake support or the brake housing
- F16D55/227—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads in which the common actuating member is moved axially, e.g. floating caliper disc brakes the axial movement being guided by one or more pins engaging bores in the brake support or the brake housing by two or more pins
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
- F16D55/02—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members
- F16D55/22—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads
- F16D55/224—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members
- F16D55/225—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads
- F16D55/226—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads in which the common actuating member is moved axially, e.g. floating caliper disc brakes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/0006—Noise or vibration control
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D66/00—Arrangements for monitoring working conditions, e.g. wear, temperature
- F16D2066/006—Arrangements for monitoring working conditions, e.g. wear, temperature without direct measurement of the quantity monitored, e.g. wear or temperature calculated form force and duration of braking
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Braking Arrangements (AREA)
Abstract
L'invention se rapporte à un frein à disque de véhicule automobile comportant une chape (12) qui comporte deux alésages étagés (29, 31) parallèles, un étrier (10) coulissant axialement par rapport à la chape (12), un disque de frein transversal comportant deux pistes annulaires opposées de freinage sollicitées par une paire de patins de friction dont chacun comporte une garniture, deux colonnettes (16, 18) parallèles de guidage de l'étrier (10) dans la chape (12), et deux capuchons (32, 34) tubulaires dont chacun est associé à une colonnette (16, 18) et comporte au moins un tronçon (42, 44) d'amortissement qui est délimité axialement par des extrémités avant (43, 45) et arrière (47, 49) et qui est interposé radialement entre la colonnette (16, 18) associée et le tronçon arrière (46, 48) de l'alésage étagé (29, 31), caractérisé en ce que, quel que soit l'état d'usure des garnitures, le centre de gravité (G) de l'étrier (10) est situé axialement entre lesdites extrémités avant (43, 45) et arrière (45, 49) desdits tronçons (42, 44) d'amortissement.The invention relates to a motor vehicle disc brake comprising a yoke (12) comprising two parallel stepped bores (29, 31), a yoke (10) sliding axially relative to the yoke (12), a disc of transverse brake comprising two opposed annular brake tracks biased by a pair of friction pads, each of which comprises a lining, two parallel columns (16, 18) for guiding the caliper (10) in the yoke (12), and two caps (32, 34) each of which is associated with a column (16, 18) and comprises at least one damping section (42, 44) which is delimited axially by front (43, 45) and rear (47, 49) and which is interposed radially between the associated column (16, 18) and the rear section (46, 48) of the stepped bore (29, 31), characterized in that, regardless of the state of wear gaskets, the center of gravity (G) of the stirrup (10) is located axially between the said forward (43, 45) and rear (45, 49) ends of said damping sections (42, 44).
Description
"Frein à disque de véhicule automobile à couple de basculement réduit de l'étrier" DOMAINE TECHNIQUE DE L'INVENTION L'invention se rapporte à un frein à disque de véhicule automobile. ARRIERE PLAN TECHNIQUE DE L'INVENTION L'invention se rapporte plus particulièrement à un frein à disque de véhicule automobile comportant : - une chape qui comporte deux alésages d'axes étagés parallèles dont chacun comporte au moins un tronçon avant et un tronçon arrière ; - un étrier qui est monté coulissant axialement par rapport à la chape ; - un disque de frein qui s'étend dans un plan transversal orthogonal à l'axe de coulissement de l'étrier par rapport à la 20 chape et qui comporte deux pistes annulaires opposées de freinage ; - une paire de patins opposés de friction qui sont guidés en coulissement axial par rapport à l'étrier et/ou la chape et dont chacun comporte une garniture de friction qui coopère avec une 25 piste de freinage associée du disque de frein ; - deux colonnettes d'axes parallèles dont chacune comporte une extrémité axiale arrière de fixation fixée à l'étrier, et au moins un tronçon avant de guidage en coulissement axial de l'étrier par rapport à la chape qui est monté coulissant, avec jeu 30 radial, dans le tronçon avant d'un alésage étagé associé de la chape ; - deux capuchons tubulaires dont chacun est associé à une colonnette et comporte au moins un tronçon d'amortissement qui est délimité axialement par une extrémité avant et une extrémité arrière et qui est interposé radialement entre la colonnette associée et le tronçon arrière de l'alésage étagé. Cette conception, particulièrement répandue, présente de nombreux inconvénients.BACKGROUND OF THE INVENTION The invention relates to a disc brake of a motor vehicle. BACKGROUND OF THE INVENTION The invention relates more particularly to a motor vehicle disc brake comprising: a clevis which comprises two bores of parallel stepped axes, each of which comprises at least one front section and one rear section; a stirrup which is slidably mounted axially with respect to the yoke; a brake disc which extends in a transverse plane orthogonal to the axis of sliding of the stirrup with respect to the clevis and which comprises two opposite annular braking tracks; a pair of opposite friction pads which are guided in axial sliding relative to the yoke and / or the yoke and each of which has a friction lining which cooperates with an associated braking track of the brake disk; two columns of parallel axes each of which has a rear axial end of attachment fixed to the stirrup, and at least one forward guide section in axial sliding of the stirrup relative to the clevis which is slidably mounted, with clearance radial, in the front section of an associated stepped bore of the yoke; two tubular caps each of which is associated with a small column and comprises at least one damping section which is delimited axially by a front end and a rear end and which is interposed radially between the associated standoff and the rear section of the stepped bore . This design, particularly widespread, has many disadvantages.
Dans un frein à disque conventionnel, un jeu radial existe entre chaque colonnette et l'alésage étagé qui la reçoit, et notamment entre la colonnette et le tronçon arrière de cet alésage. Par ailleurs, chaque patin de friction comporte une plaque support et une garniture de friction apte à coopérer par frottement avec une piste annulaire associée en vis à vis appartenant au disque. En utilisation, chaque garniture de friction s'use progressivement et son épaisseur axiale diminue progressivement. De ce fait, le centre de gravité de l'étrier se déplace axialement par rapport au disque au fur et à mesure de l'usure des garnitures de friction. Ce centre de gravité est considéré comme un centre instantané de rotation/basculement de l'étrier par rapport à la chape, lors de sollicitations vibratoires auxquelles le frein, et notamment l'étrier, est soumis lors du roulage du véhicule, et qui sont par exemple dues à l'état de la chaussée. Dans un frein à disque conventionnel, le centre de gravité de l'étrier n'est pas toujours situé axialement sensiblement au droit du tronçon arrière de l'alésage étagé dans lequel est monté le capuchon. Ainsi, le centre de gravité de l'étrier n'est pas non plus situé toujours axialement au droit du tronçon d'amortissement du capuchon qui est interposé radialement entre la colonnette et ce tronçon arrière de l'alésage étagé, et qui permet d'amortir le battement de la colonnette associée.In a conventional disk brake, a radial clearance exists between each column and the stepped bore which receives it, and in particular between the column and the rear section of this bore. Furthermore, each friction pad comprises a support plate and a friction lining adapted to cooperate by friction with an associated annular track facing the disk. In use, each friction lining gradually wears out and its axial thickness gradually decreases. As a result, the center of gravity of the caliper moves axially relative to the disc as the friction linings wear. This center of gravity is considered as an instantaneous center of rotation / tilting of the caliper with respect to the yoke, during vibratory stresses to which the brake, and in particular the caliper, is subjected during the running of the vehicle, and which are example due to the state of the roadway. In a conventional disk brake, the center of gravity of the caliper is not always located axially substantially to the right of the rear section of the stepped bore in which the cap is mounted. Thus, the center of gravity of the stirrup is also not always located axially to the right of the damping section of the cap which is interposed radially between the column and the rear section of the stepped bore, and which allows dampen the beat of the associated column.
Ainsi, généralement, la position du centre de gravité de l'étrier se déplace progressivement d'un côté jusqu'à l'autre côté du tronçon arrière de l'alésage au fur et à mesure de l'usure des garnitures de friction, voire jusqu'à être situé axialement « en dehors » de l'alésage.Thus, generally, the position of the center of gravity of the caliper moves progressively from one side to the other side of the rear section of the bore as and when the wear of the friction linings, or until it is located axially "outside" the bore.
Dans des conditions déterminées de roulage, par exemple lorsque le véhicule circule sur une route dégradée telle qu'une route comportant des pavés, l'assemblage de l'étrier et de la chape est soumis à des sollicitations répétitives de type vibratoire qui peuvent avoir pour résultat d'induire un couple de rotation/basculement de l'étrier par rapport à la chape, centré autour du centre de gravité. Il en résulte des bruits parasites de fonctionnement, aussi connus sous le vocable anglais de "rattle", qui résultent des chocs 10 colonnettes-alésages, qui sont particulièrement pénalisant pour les utilisateurs du véhicule. Le risque d'apparition de ces bruits est d'autant plus élevé que la position du centre de gravité de l'étrier n'est pas située au droit du tronçon d'amortissement. Lorsque le centre de gravité de 15 l'étrier n'est pas situé au droit du tronçon d'amortissement, la majeure partie des efforts transmis par l'étrier à l'alésage étage ne sont ainsi pas amortis. Ce risque est d'autant plus important que le jeu radial entre colonnette et alésage est important. 20 BREF RESUME DE L'INVENTION L'invention remédie à ces inconvénients en proposant une nouvelle conception de frein à disque de véhicule automobile du 25 type décrit précédemment. Dans ce but, l'invention propose un frein à disque du type décrit précédemment, caractérisé en ce que quel que soit l'état d'usure des garnitures de friction, le centre de gravité de l'étrier est situé axialement entre lesdites extrémités avant et arrière 30 desdits deux tronçons d'amortissement. Selon d'autres caractéristiques de l'invention : - chaque tronçon d'amortissement s'étend axialement suivant toute la longueur du tronçon arrière de l'alésage associé de la chape, - le capuchon comporte au moins un tronçon d'étanchéité qui s'étend axialement à partir du tronçon d'amortissement et dont l'extrémité libre arrière est fixée à la colonnette associée. Dans un plan parallèle à un plan passant par les axes des 5 deux colonnettes, le jeu radial, de chaque tronçon avant de guidage dans le tronçon avant de l'alésage étagé associé est égal à une valeur moyenne commune. BREF RESUME DES FIGURES 10 D'autres caractéristiques et avantages de l'invention apparaîtront à la lecture de la description détaillée qui suit pour la compréhension de laquelle on se reportera aux dessins annexés dans lesquels : 15 - la figure 1 une vue de dessus, avec arrachements partiels, d'un étrier et d'une chape d'un frein à disque selon l'état de la technique ; - la figure 2 est une vue de côté, avec arrachement partiel, illustrant les possibilités de déplacement du centre de gravité de 20 l'étrier par rapport au manchon d'amortissement du frein à disque selon l'état de la technique ; - la figure 3 est une vue de dessus, avec arrachement partiel, représentant un étrier et une chape d'un frein à disque selon l'invention ; 25 - la figure 4 est une vue de côté, avec arrachement partiel, illustrant les possibilités de déplacement du centre de gravité de l'étrier par rapport au manchon d'amortissement du frein à disque selon l'invention. 30 DESCRIPTION DETAILLEE DES FIGURES Dans la description et les revendications qui suivent, on utilisera à titre non limitatif les expressions telles que orientations "axiale", "transversale" en référence au dièdre (L, T) représenté aux figures et aux définitions données dans la description. Dans la description qui va suivre, des chiffres de référence identiques désignent des pièces identiques ou ayant des fonctions similaires. On a représenté aux figures 1 et 2 un étrier 10 et une chape 12 d'un frein à disque (non représenté) de véhicule automobile réalisé conformément à l'état de la technique. De manière connue, la chape 12 comporte deux alésages 10 étagés 29, 31 parallèles dont chacun comporte au moins un tronçon avant 28, 30 et un tronçon arrière 46, 48 de plus grand diamètre. L'étrier 10 est monté coulissant par rapport à la chape 12. Le frein à disque comporte deux colonnettes sensiblement 15 parallèles 16, 18 d'axes "A", "B" parallèles dont une extrémité 20, 22 axiale arrière de fixation est fixée à l'étrier 10, et dont un tronçon 24, 26 avant de guidage est montée coulissant, avec jeu radial, dans le tronçon avant 28, 30 de l'alésage étagé 29, 31 associé de la chape 12. 20 Ce jeu radial est égal à une valeur moyenne commune. Par tronçon avant 28, 30 de l'alésage étagé 29, 31 et tronçon 24, 26 de guidage des colonnettes 16, 18, on entend les tronçons 28, 30 de l'alésage 29, 31 et tronçons 24, 26 de guidage des colonnettes 16, 18 opposés axialement aux extrémités 20, 22 25 axiales arrière de fixation des colonnettes 16, 18, c'est-à-dire les tronçons 28, 30 de l'alésage étagé 29, 31, situés à la droite des figures 2 et 4. De même, par tronçons arrière 46, 48 de l'alésage étagé 29, 31, on entend le tronçon 46, 48 de l'alésage étagé 29, 31 30 situés du côté des extrémités 20, 22 axiales arrière de fixation des colonnettes 16, 18, c'est à dire les tronçons 46, 48 de l'alésage étagé 29, 31 situés à la gauche des figures 2 et 4. Le frein à disque 10 comporte deux capuchons tubulaires 32, 34 dont chacun est associé à une colonnette 16, 18 et comporte au moins un tronçon tubulaire 42, 44 d'amortissement qui est délimité axialement par une extrémité avant 43, 45 et une extrémité arrière 47, 49. Chaque tronçon d'amortissement 42, 44 est interposé radialement entre la colonnette 16, 18 associée et le tronçon arrière 46, 48 de l'alésage étagé 29, 31. De manière non limitative de l'invention, chaque capuchon 32, 34 est aussi un capuchon d'étanchéité et il comporte par exemple un tronçon 50, 52 d'étanchéité qui prolonge axialement vers l'arrière le tronçon d'amortissement 42, 44, et qui comporte une extrémité 36, 38 libre arrière qui est emboîtée sur une collerette de la colonnette 16, 18 associée agencée à proximité de l'extrémité 20, 22 axiale arrière de fixation de la colonnette. Cette conception permet d'éviter la pénétration de poussière et d'humidité à l'intérieur des alésages étagés 29, 31. Par ailleurs, le frein comporte un disque de frein (non représenté) qui s'étend dans un plan transversal orthogonal aux axes "A", "B" de coulissement de l'étrier 10 par rapport à la chape 12, et qui comporte deux pistes annulaires opposées de freinage.In determined conditions of rolling, for example when the vehicle is traveling on a degraded road such as a road with paving stones, the assembly of the stirrup and the screed is subjected to repetitive vibratory type solicitations which may have the effect of result of inducing a torque / tilting of the stirrup relative to the yoke, centered around the center of gravity. This results in unwanted operating noise, also known by the English word "rattle", resulting from shocks 10 columns-bores, which are particularly penalizing for users of the vehicle. The risk of occurrence of these noises is even higher than the position of the center of gravity of the caliper is not located at the right of the damping section. When the center of gravity of the stirrup is not located right of the damping section, most of the forces transmitted by the stirrup to the floor bore are thus not amortized. This risk is even more important that the radial clearance between column and bore is important. BRIEF SUMMARY OF THE INVENTION The invention overcomes these disadvantages by providing a novel motor vehicle disc brake design of the type previously described. For this purpose, the invention proposes a disk brake of the type described above, characterized in that whatever the state of wear of the friction linings, the center of gravity of the caliper is located axially between said front ends and rear 30 of said two damping sections. According to other features of the invention: - each damping section extends axially along the entire length of the rear section of the associated bore of the yoke, - the cap comprises at least one sealing section which s' extends axially from the damping section and whose rear free end is fixed to the associated column. In a plane parallel to a plane passing through the axes of the two columns, the radial clearance of each front guide section in the front section of the associated stepped bore is equal to a common average value. BRIEF SUMMARY OF THE FIGURES Other features and advantages of the invention will appear on reading the detailed description which follows for the understanding of which reference will be made to the appended drawings, in which: FIG. partial tearing, of a stirrup and a clevis of a disc brake according to the state of the art; - Figure 2 is a side view, partially cut away, illustrating the possibilities of displacement of the center of gravity of the caliper relative to the damping sleeve of the disc brake according to the state of the art; - Figure 3 is a top view, partially cut away, showing a stirrup and a clevis of a disc brake according to the invention; - Figure 4 is a side view, partially cut away, illustrating the possibilities of displacement of the center of gravity of the caliper relative to the damping sleeve of the disc brake according to the invention. DETAILED DESCRIPTION OF THE FIGURES In the description and the claims which follow, expressions such as "axial" and "transverse" orientations with reference to the dihedral (L, T) shown in the figures and the definitions given in FIG. description. In the following description, like reference numerals designate like parts or having similar functions. FIGS. 1 and 2 show a stirrup 10 and a clevis 12 of a disc brake (not shown) of a motor vehicle produced in accordance with the state of the art. In known manner, the yoke 12 comprises two parallel stepped bores 29, 31, each of which comprises at least one front section 28, 30 and a rear section 46, 48 of larger diameter. The stirrup 10 is slidably mounted with respect to the yoke 12. The disc brake comprises two substantially parallel columns 16, 18 with parallel "A" and "B" axes, one end of which 20 is fixed at the rear end of the attachment. at the stirrup 10, and of which a section 24, 26 before the guide is slidably mounted, with radial clearance, in the front section 28, 30 of the stepped bore 29, 31 associated with the yoke 12. 20 This radial clearance is equal to a common average value. By section before 28, 30 of the stepped bore 29, 31 and section 24, 26 for guiding the columns 16, 18, is meant the sections 28, 30 of the bore 29, 31 and sections 24, 26 for guiding the columns. 16, 18 opposed axially to the rear axial ends 20, 22 of the balusters 16, 18, that is to say the sections 28, 30 of the stepped bore 29, 31, located on the right of FIGS. 4. Similarly, rear sections 46, 48 of the stepped bore 29, 31 are understood to mean the section 46, 48 of the stepped bore 29, 31 located on the side of the rear axial ends 20, 22 of the fastening of the columns 16, 18, that is to say the sections 46, 48 of the stepped bore 29, 31 located to the left of Figures 2 and 4. The disc brake 10 comprises two tubular caps 32, 34 each of which is associated with a column 16, 18 and comprises at least one tubular section 42, 44 of damping which is delimited axially by a front end 43, 45 and a rear end 47, 49. Each damping section 42, 44 is interposed radially between the associated column 16, 18 and the rear section 46, 48 of the stepped bore 29, 31. Without limiting the invention, each cap 32, 34 is also a sealing cap and it comprises for example a sealing section 50, 52 which extends axially rearwards the damping section 42, 44, and which has an end 36, 38 free rear which is fitted on a flange of the associated column 16, 18 arranged near the end 20, 22 axial rear fixing the column. This design makes it possible to prevent the penetration of dust and moisture inside the stepped bores 29, 31. Furthermore, the brake comprises a brake disk (not shown) which extends in a transverse plane orthogonal to the axes. "A", "B" sliding of the bracket 10 relative to the yoke 12, and which comprises two annular brake tracks.
Le disque de frein est monté tournant autour de son axe par rapport à la chape 12 et à l'étrier et il peut être freiné, de manière connue, en réponse au mouvement d'un piston axial 54 de freinage porté par l'étrier 10. Chaque patin de friction comporte une plaque support et une garniture de friction apte à coopérer par frottement avec une piste annulaire associée en vis-à-vis appartenant au disque. En utilisation, chaque garniture de friction s'use progressivement et son épaisseur axiale diminue progressivement. De ce fait, comme représenté sur les figures 3 et 5, un centre de gravité G de l'étrier 10 se déplace par rapport au disque et à la chape 12, au fur et à mesure de l'usure des garnitures de friction.The brake disc is rotatably mounted about its axis relative to the yoke 12 and the yoke and it can be braked, in known manner, in response to the movement of an axial piston of braking 54 carried by the caliper 10 Each friction pad comprises a support plate and a friction lining adapted to cooperate by friction with an associated annular track vis-à-vis belonging to the disk. In use, each friction lining gradually wears out and its axial thickness gradually decreases. Therefore, as shown in Figures 3 and 5, a center of gravity G of the stirrup 10 moves relative to the disc and the yoke 12, as and when the wear of the friction linings.
Le centre de gravité "G" de l'étrier est considéré comme un centre instantané de rotation/basculement de l'étrier 10 par rapport à la chape 12. Dans le frein à disque selon l'état de la technique représenté à la figure 2, durant toute l'usure de la garniture de friction du patin de frein, le centre "G" de gravité de l'étrier 10 n'est pas toujours situé axialement sensiblement au droit du tronçon arrière 46, 48 de l'alésage étagé 29, 31. Cette configuration a été représentée à la figure 2 qui 10 représente les deux positions axiales extrêmes du centre de gravité correspondant à des garnitures de friction neuves (g) et des garnitures usées (G) respectivement. La position du centre de gravité "G" de l'étrier se déplace d'un côté à l'autre du tronçon arrière 46, 48 de l'alésage 29, 31 et 15 le centre de gravité "G" ne demeure qu'une partie de la durée de vie des patins au droit du tronçon arrière 46, 48 de l'alésage 29, 31. Dans des conditions déterminées de roulage, par exemple lorsque le véhicule circule sur une route dégradée telle qu'une 20 route comportant des pavés, l'assemblage de l'étrier 10 et de la chape 12 est soumis à des sollicitations répétitives de type vibratoire qui peuvent avoir pour résultat d'induire un couple de rotation/basculement de l'étrier 10 par rapport à la chape 12 représenté par la flèche de la figure 2. Ce phénomène est 25 particulièrement sensible en fin d'usure des garnitures de friction. Les bruits parasites mentionnés précédemment résultent des chocs alésages-colonnettes. Comme l'illustre la figure 4, l'invention propose un frein à disque du type décrit précédemment, dans lequel quel que soit 30 l'état d'usure des garnitures de friction, le centre de gravité "G" de l'étrier 10 est situé axialement entre lesdites extrémités avant 43, 45 et arrière 47, 49 des deux tronçons d'amortissement 46, 48.The center of gravity "G" of the caliper is considered as an instantaneous center of rotation / tilting of the caliper 10 relative to the yoke 12. In the disk brake according to the state of the art shown in FIG. , during all the wear of the friction lining of the brake shoe, the center "G" of gravity of the caliper 10 is not always located axially substantially to the right of the rear section 46, 48 of the stepped bore 29 31. This configuration has been shown in FIG. 2 which represents the two extreme axial positions of the center of gravity corresponding to new friction linings (g) and worn liners (G) respectively. The position of the center of gravity "G" of the caliper moves from one side to the other of the rear section 46, 48 of the bore 29, 31 and the center of gravity "G" remains only one part of the life of the pads to the right of the rear section 46, 48 of the bore 29, 31. Under determined conditions of rolling, for example when the vehicle is traveling on a degraded road such as a road with cobblestones. the assembly of the stirrup 10 and the yoke 12 is subjected to repetitive vibratory type stresses which may result in inducing a torque of rotation / tilting of the stirrup 10 with respect to the yoke 12 represented by the arrow in FIG. 2. This phenomenon is particularly sensitive at the end of wear of the friction linings. The parasitic noises mentioned above result from bores-columns shocks. As illustrated in FIG. 4, the invention proposes a disk brake of the type described above, in which, irrespective of the state of wear of the friction liners, the center of gravity "G" of the caliper 10 is located axially between said front ends 43, 45 and rear 47, 49 of the two damping sections 46, 48.
Sur la figure 4, on a représenté les positions axiales extrêmes (g) et (G) du centre du centre de gravité de l'étrier au droit des extrémités avant 43 et arrière 47 du tronçon 42 d'amortissement du capuchon 32. La position du centre de gravité se déplace entre ces deux positions au fur et à mesure de l'usure des garnitures de friction. Les tronçons 46, 48 d'amortissement sont dimensionnés axialement et sont positionnés axialement pour garantir globalement que le centre de gravité de l'étrier 10 soit toujours situé axialement entre lesdites extrémités avant 43, 45 et arrière 47, 49 des deux tronçons d'amortissement 42, 44. Dans cette configuration, lorsque l'étrier est soumis à un couple de rotation basculement autour du point d'application des efforts de freinage, les efforts résultants transmis par l'étrier 10 à la chape 12 par l'intermédiaire des colonnettes 16, 18 sont minimisés car ils sont toujours amortis par les tronçons 46, 48 d'amortissement des capuchons 32, 34. L'invention permet de proposer un guidage amélioré d'un étrier 10 rapport à une chape 12 de frein à disque et qui est plus exempt de bruits parasites de fonctionnement. La configuration évoquée précédemment, selon laquelle le jeu radial de chaque colonnette est sensiblement égal à une valeur moyenne commune, permet de répartir les sollicitations sur les deux capuchons, et notamment sur leurs portions d'amortissement, en "symétrisant" ainsi les sollicitations et les phénomènes d'usure associés. L'invention n'est pas limitée à la conception de principe qui vient d'être décrite. Selon une "inversion mécanique" classique dans le domaine, les colonnettes peuvent être fixées à l'étrier et les alésages associés peuvent être formés dans la chape.FIG. 4 shows the extreme axial positions (g) and (G) of the center of gravity center of the stirrup at the ends 43 and rear ends 47 of the damping section 42 of the cap 32. The position the center of gravity moves between these two positions as the friction linings wear. The damping sections 46, 48 are axially dimensioned and are positioned axially to generally ensure that the center of gravity of the caliper 10 is always located axially between said front ends 43, 45 and rear 47, 49 of the two damping sections. 42, 44. In this configuration, when the yoke is subjected to a tilting torque around the point of application of the braking forces, the resulting forces transmitted by the yoke 10 to the yoke 12 via the balusters 16, 18 are minimized because they are always damped by the sections 46, 48 for damping the caps 32, 34. The invention makes it possible to propose improved guidance of a caliper 10 with respect to a clevis 12 of a disk brake and which is more free of operating noise. The configuration mentioned above, according to which the radial clearance of each small column is substantially equal to a common average value, makes it possible to distribute the stresses on the two caps, and in particular on their damping portions, thereby "symmetrizing" the stresses and associated wear phenomena. The invention is not limited to the principle design which has just been described. According to a conventional "mechanical inversion", the posts may be attached to the yoke and the associated bores may be formed in the yoke.
Claims (4)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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FR1361277A FR3013410B1 (en) | 2013-11-18 | 2013-11-18 | "MOTOR VEHICLE DISC BRAKE WITH REDUCED TORQUE TORQUE OF THE CALIPER" |
Applications Claiming Priority (1)
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FR1361277A FR3013410B1 (en) | 2013-11-18 | 2013-11-18 | "MOTOR VEHICLE DISC BRAKE WITH REDUCED TORQUE TORQUE OF THE CALIPER" |
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FR3013410A1 true FR3013410A1 (en) | 2015-05-22 |
FR3013410B1 FR3013410B1 (en) | 2017-03-31 |
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Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH01250628A (en) * | 1987-12-24 | 1989-10-05 | Toyota Motor Corp | Pin slide caliper floating type disk brake |
US6223867B1 (en) * | 1997-10-08 | 2001-05-01 | Tokico Ltd | Disk brake |
US6247561B1 (en) * | 1998-07-29 | 2001-06-19 | Tokico, Ltd. | Disk brake |
DE10007354A1 (en) * | 2000-02-18 | 2001-08-23 | Continental Teves Ag & Co Ohg | Disc brake, especially floating caliper part-lined disc brake for motor vehicles, has facility whereby movements of center of gravity of operative brake housing from bearing points are directly and elastically absorbed |
EP1589249A1 (en) * | 2004-04-22 | 2005-10-26 | Akebono Corporation | Wide caliper assembly design |
EP1736679A2 (en) * | 2005-06-21 | 2006-12-27 | Robert Bosch Gmbh | Disc brake |
JP2008138737A (en) * | 2006-11-30 | 2008-06-19 | Hitachi Ltd | Disc brake |
-
2013
- 2013-11-18 FR FR1361277A patent/FR3013410B1/en active Active
Patent Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH01250628A (en) * | 1987-12-24 | 1989-10-05 | Toyota Motor Corp | Pin slide caliper floating type disk brake |
US6223867B1 (en) * | 1997-10-08 | 2001-05-01 | Tokico Ltd | Disk brake |
US6247561B1 (en) * | 1998-07-29 | 2001-06-19 | Tokico, Ltd. | Disk brake |
DE10007354A1 (en) * | 2000-02-18 | 2001-08-23 | Continental Teves Ag & Co Ohg | Disc brake, especially floating caliper part-lined disc brake for motor vehicles, has facility whereby movements of center of gravity of operative brake housing from bearing points are directly and elastically absorbed |
EP1589249A1 (en) * | 2004-04-22 | 2005-10-26 | Akebono Corporation | Wide caliper assembly design |
EP1736679A2 (en) * | 2005-06-21 | 2006-12-27 | Robert Bosch Gmbh | Disc brake |
JP2008138737A (en) * | 2006-11-30 | 2008-06-19 | Hitachi Ltd | Disc brake |
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