Brake pad arrangement for a disc brake of a vehicle and disc brake for a vehicle

Abstract

This invention relates to a brake pad assembly (10) for a disc brake (100) of a vehicle, the brake pad assembly comprising at least one brake pad assembly (12) arranged axially spaced from the brake disc in an initial position when the disc brake (100) is installed, and wherein the brake pad assembly (12) has a pad support plate (14) on which friction pads (16) are mounted, wherein at least one brake pad assembly (12) is arranged. A key feature of this invention is the arrangement of an elastic element (18) for positioning the brake pad assembly at at least one brake pad assembly (12), the elastic element being at least partially composed of a bimetallic element (24), and changing the axial distance of the brake pad assembly (12) relative to the brake disc in the initial position according to temperature (T). Furthermore, this invention relates to a disc brake (100) for a vehicle having an elastic element (18) according to the invention.

Description

Technical Field

[0001] This invention relates to a brake pad device for a vehicle disc brake and a vehicle disc brake. Background Technology

[0002] Disc brakes for vehicles typically include a housing with brake calipers and a brake pad assembly housed within the housing, positioned at the brake disc. The brake pad assembly includes at least one brake pad assembly with a pad support plate having friction pads. The brake pad assembly can be moved toward the brake disc by means of a clamping device to achieve braking in an engaged position, under which the friction pads interact with the rotating brake disc. For optimal brake operation, it is essential to hold the brake pad assembly in position, for example, by means of pad clamping springs, locking clips, etc.

[0003] It is known that brake pad assemblies return uncontrollably to their initial position after braking, in which the friction pads are spaced apart from the brake disc by a so-called air gap. Therefore, after braking, the brake pad assembly rests against the brake disc in a rubbing manner, albeit without pressure, generating residual friction in the brake. This residual friction results in increased and / or uneven wear of the brake pad assembly, uneven vibration excitation, and / or increased driving drag, and consequently, increased fuel consumption. To allow the friction pads to move back to their initial position after offset, a reset device can apply a reset force to the brake pad assembly to actively pull it away from the brake disc. This prevents or at least significantly reduces any remaining contact or residual friction coefficient between the brake pad assembly and the brake disc.

[0004] DE 10 2013 016 779 A1 describes a disc brake including a brake bracket, a brake pad assembly, friction pads guided in the brake bracket, the friction pads having a pad support plate, and a return device. The friction pads can interact with the brake disc to achieve a braking effect. The return device includes at least one return spring supported by the brake bracket and configured to apply a return force to the pad support plate to move the friction pads back to their initial position after offset.

[0005] DE 10 2016 211 147 A1 describes a disc brake for a vehicle, comprising a brake bracket in which a brake pad assembly is reversibly movable from an initial position to an engaged position in which friction pads engage with a brake disc. The disc brake has a wear-compensating reset mechanism that applies a reset force to the brake pad assembly to return it to its initial position after braking. The reset mechanism has a reset spring connected to the brake pad assembly, which, in an unoperated state, holds the brake pad assembly in its initial position relative to the brake bracket.

[0006] FR 3 030 664 A1 describes a disc brake for a vehicle, having at least one brake pad assembly and a piston that, during braking, presses the brake pad assembly against a brake disc. The disc brake has at least one element capable of loading the brake pad assembly and piston relative to each other in an engaged position. Along a direction parallel to the longitudinal axis of the piston, this element has a dimension that decreases as the element's temperature rises. In this way, the element compensates for thermal contraction or expansion of the braking system to ensure that braking pressure, especially for parking brakes, is maintained over extended periods.

[0007] FR 3 030 859 A1 describes a disc brake for a vehicle, having such features. The disc brake includes a brake pad assembly with at least one brake pad assembly, a brake disc, and a piston that, during braking, allows the brake pad assembly to press against the brake disc. The brake pad assembly is connected to the piston and / or brake caliper with a thermal actuator sandwiched in between. The thermal actuator has a bimetallic strip whose metal strips are interconnected at their respective ends and separated at the center by a recess, wherein the metal strips, in particular, have different coefficients of thermal expansion. At the end of the braking process and / or at uniform intervals, the bimetallic strip is briefly heated by means of a control device to cause the recess to expand on one side. Upon cooling, the recess retracts again, thereby pulling the brake pad assembly into its initial position, specifically separating it from the brake disc, through the bimetallic strip to prevent residual torque or residual coefficient of friction.

[0008] Especially in electric and / or hybrid vehicles, the kinetic energy generated in the brakes can be recovered through regeneration and fed into the battery. Due to the heat output, water can freeze on the cold brake discs in cold weather conditions, resulting in almost no coefficient of friction between the brake disc and brake pad assembly, and extending braking distance in a way that compromises safety.

[0009] One approach involves estimating the temperature at the wheel brakes based on temperature sensor data and actively heating the brake discs by building pressure within the brakes under appropriate weather conditions. However, this functionality, along with the safety and availability requirements of the sensing mechanism, is extremely demanding and costly. Summary of the Invention

[0010] The objective of this invention is to provide a brake pad assembly for a vehicle disc brake that exhibits high braking safety at low temperatures. Another objective is to provide a disc brake for a vehicle.

[0011] In a known manner, a brake pad assembly for a vehicle disc brake includes at least one brake pad assembly configured to have a pad support plate on which friction pads are mounted. In the installed state, the brake pad assembly is arranged to be axially spaced from the brake disc in an initial position. To achieve braking action, the brake pad assembly can be moved from the initial position toward the brake disc to allow the friction pads to interact with the rotating brake disc in an engaged position. The brake pad assembly is spaced relative to the brake disc in the initial position by a so-called air gap, which is used to cool the brake disc by air circulation and to prevent unwanted wear of the friction pads.

[0012] According to the invention, an elastic element for positioning the brake pad assembly is arranged at at least one brake pad assembly. The elastic element is at least partially composed of a bimetallic element and changes the axial distance of the brake pad assembly relative to the brake disc in the initial position according to temperature.

[0013] For example, the elastic element may include a pad compression spring, a locking clip, etc., which are used to guide the brake pad assembly or, when the brake pad assembly is installed in the vehicle disc brake, to hold the brake pad assembly in position by the pad compression spring or the locking clip and to support the brake pad assembly against tangential forces.

[0014] Alternatively, the elastic element may include a return spring, which is used to move the brake pad assembly back to its initial position after it has shifted toward the brake disc.

[0015] The elastic element of the positioning brake pad assembly engages with the brake pad assembly. For example, the elastic element and the brake pad assembly can be riveted together or connected to each other via engaging elements. The initial position of the brake pad assembly can be changed according to temperature via the elastic element. In other words, the air gap can be changed by an order of magnitude according to the temperature, especially in disc brakes, through which the brake pad assembly is arranged to be axially spaced from the brake disc.

[0016] For this purpose, the elastic element has a bimetallic element. The bimetallic element is made of two materials, specifically metals and / or alloys, which are fixedly connected to each other and expand or contract to different degrees when the temperature changes, that is, when the temperature rises or falls, due to their correspondingly different coefficients of expansion. In particular, the bimetallic element can be constructed as a bimetallic sheet comprising two layers of materials with different coefficients of expansion. Compared to the material with the smaller coefficient of expansion (also known as the passive part), the material with the larger coefficient of expansion (also known as the active part) contracts more when cooled, causing the bimetallic element to bend towards the material with the larger coefficient of expansion. When the temperature rises, the material with the larger coefficient of expansion expands more, causing the bimetallic element to bend towards the material with the smaller coefficient of expansion.

[0017] The elastic element utilizes the bending or deforming capability of the bimetallic element to position the brake pad assembly axially relative to the brake disc in its initial position based on temperature, specifically adjusting the air gap. Therefore, the bimetallic element of the elastic element can deform or bend, for example, at higher temperatures, thereby increasing the axial distance or air gap between the elastic element and the brake disc to prevent or significantly reduce contact between the friction pads and the brake disc.

[0018] Conversely, at low temperatures, the bimetallic element deforms in such a way that the air gap is reduced, and residual braking torque appears between the brake pad assembly and the brake disc. This advantageously prevents, particularly in electric and / or hybrid vehicles where the brakes have low temperatures due to regeneration, from water freezing on the cold brake disc in cold weather conditions, thereby extending braking distance in a way that compromises safety. The elastic element according to the invention enables the existence of a coefficient of friction between the brake disc and the friction pads at low temperatures, thereby ensuring a short braking distance. Advantageously, the elastic element is stable and simple to manufacture, and is based on mechanical movement that requires neither a current source nor a sensor. Another advantage is the ability to install the elastic element in existing disc brakes without altering or processing the disc brake itself.

[0019] According to a preferred embodiment, with the brake pad assembly already installed in the disc brake, at a preset temperature and / or below a preset temperature, the elastic element reduces the axial distance via a bimetallic element to generate a (residual) coefficient of friction between the friction pads and the brake disc. For example, the preset temperature can be specified as the freezing point of water, or a temperature between 2°C and 5°C, particularly 3°C.

[0020] The dimensions and material combination of the bimetallic element are adjusted according to the specific thermal bending parameters (Präzisierung) of the elastic element and the application temperature. Specifically, the bimetallic element is selected such that it bends or flexes in one direction at a preset temperature and / or below a preset temperature, causing the brake pad assembly to shift towards the brake disc and reducing the axial distance or air gap between them. This reduction in air gap results in residual braking torque, that is, a residual coefficient of friction between the brake pad assembly and the brake disc. At temperatures above the preset value, the elastic element bends in the opposite direction due to the bending of the bimetallic element, increasing the axial distance of the brake pad assembly relative to the brake disc to avoid residual friction.

[0021] In an advantageous manner, when the brake pad assembly is already installed in the vehicle disc brake, depending on the temperature of the elastic element, the size of the air gap, or the possible presence of a contact or residual coefficient of friction between the brake pad assembly and the brake disc for heating the brake disc at low temperatures, or for preventing or significantly reducing such contact or residual coefficient of friction to prevent unnecessary wear of the friction pads at higher temperatures.

[0022] Preferably, the elastic element has at least one elastic arm acting on the rear side of the pad support plate opposite to the friction pad, wherein the elastic arm is connected to an elastic bridge arranged at an angle relative to the elastic arm and relative to the pad support plate. The friction pad is mounted on the front side of the pad support plate, and conversely, the elastic element acts on the rear side of the pad support plate opposite to the friction pad via the elastic arm. Here, the elastic element acting on the friction pad is connected to the elastic bridge, and in particular, the elastic bridge extends approximately orthogonally not only relative to the pad support plate but also relative to the elastic element. The elastic bridge can span the circumferential surface of the pad support plate. For example, the elastic element can actively pull the brake pad assembly away from the brake disc after it has shifted during braking by a restoring force acting on the pad support plate. The bimetallic element is arranged at the elastic element such that the elastic element achieves less brake pad assembly restoring at a predetermined lower temperature than at a higher temperature.

[0023] According to one embodiment, an elastic bridge connects an elastic arm to a locking clip, which at least partially surrounds a side circumferential surface of at least one pad support plate in the circumferential direction. The locking clip may extend along the side circumferential surface of the pad support plate and surround it in the circumferential direction. For example, the locking clip may be configured to have side legs that abut against recesses in the side circumferential surface of the pad support plate. With the brake pad assembly installed in a disc brake, the locking clip supports the brake pad assembly against tangential forces and holds the brake pad assembly in position relative to the brake disc by preload in the radial direction. With the brake pad assembly installed in a disc brake, the locking clip may be arranged, in particular, between the brake bracket and the side circumferential surface of the pad support plate in a caliper brake. For example, the locking clip may be connected to or formed on the brake bracket.

[0024] The elastic element is connected to the liner support plate via an elastic arm, particularly by riveting, wherein the elastic arm is connected to the locking clip via an elastic bridge. The elastic bridge can be connected to the locking clip via a connecting element. The elastic element can be configured as a leaf spring, for example, and extends from the rear side of the liner support plate toward the locking clip. Here, the elastic bridge is arranged at an angle, particularly approximately orthogonal, relative to the elastic arm and relative to the liner support plate, so that the elastic element, for example, axially spans the side circumferential surface of the liner support plate, particularly surrounding or clamping the side circumferential surface in a spaced-apart manner in the axial direction. Advantageously, the elastic element is arranged at the brake liner assembly such that the elastic element can act on the brake liner assembly with a restoring force to move the brake liner assembly to its initial position after offset.

[0025] Preferably, the elastic element and the locking clip are integrated into one piece. This reduces the variety of parts and contributes to simplified manufacturing and assembly.

[0026] According to an alternative embodiment, a resilient bridge axially spans a brake pad assembly disposed opposite to the brake disc, wherein the resilient bridge interconnects resilient arms acting on respective pad support plates. The resilient element can be configured, for example, as a leaf spring, with its resilient bridge extending approximately orthogonally relative to the brake pad assembly. Here, the corresponding resilient arms extend at an angle relative to the resilient bridge, particularly approximately perpendicularly. The resilient arms are respectively connected to the rear side of the pad support plate, for example, by riveting or locking.

[0027] With the brake pad assembly already installed in the vehicle's disc brake, an elastic element spans the brake pad assembly and the brake disc disposed between the brake pad assemblies. The elastic element can be configured as a pad compression spring, which, with the brake pad assembly installed, is held, for example, in a channel or recess within the housing of the caliper by a retaining element. In this way, the pad compression spring can apply a clamping force, particularly a compressive force, to the brake pad assembly to press the brake pad assembly downwards and to position the brake pad assembly radially relative to the brake disc.

[0028] Preferably, the elastic arm has a bimetallic element. The bimetallic element is arranged, in particular, at the corresponding elastic arm of the liner compression spring, such that the active portion with a large coefficient of expansion is arranged toward the brake liner assembly, and the passive portion with a small coefficient of expansion is arranged in the opposite direction, that is, away from the brake liner assembly.

[0029] At preset low temperatures or even lower temperatures, the active portion contracts more than the passive portion. Consequently, the elastic arm convexly bends relative to the rear side of the pad support plate, meaning it bends towards the active portion, which has a larger coefficient of expansion. This bending causes the elastic arm to move towards the brake disc, which in turn causes the corresponding brake pad assembly to shift towards the brake disc in its initial position. This reduces the axial distance or air gap in the initial position of the brake pad assembly, and results in less repositioning of the brake pad assembly to its initial position, thereby ensuring residual braking torque.

[0030] At high temperatures, the elastic arm bends concave relative to the brake pad assembly because the active portion expands more than the passive portion. Consequently, the bimetallic element bends towards the passive portion. This bending pulls the corresponding brake pad assembly away from the brake disc. This increases the axial distance or air gap, resulting in greater repositioning of the brake pad assembly after offset, thereby preventing or significantly reducing residual braking torque.

[0031] According to one embodiment, the elastic bridge has a bimetallic element. For example, the elastic element can be configured as a return spring connected to a locking clip, or as a liner compression spring. In this embodiment, the active portion of the bimetallic element, i.e., the layer with a larger coefficient of expansion, faces towards the brake liner assembly, while the passive portion with a smaller coefficient of expansion faces away from the brake liner assembly. At a predetermined low temperature, the active component contracts more than the passive component. Consequently, the elastic bridge bends towards the active component, thereby displacing the elastic arm along with the brake liner assembly towards the brake disc. This reduces the axial distance or air gap, and reduces the return of the brake liner assembly to its initial position. This axial displacement of the initial position of the brake liner assembly results in a residual braking torque between the brake liner assembly and the brake disc. Advantageously, in the state where the brake liner assembly is installed, the elastic element ensures that the brake disc itself heats up. Therefore, the elastic bridge with bimetallic elements is configured such that, at a preset low temperature and / or in a temperature range below a preset low temperature (where there is a risk of water freezing at the brake disc), the elastic bridge bends in such a way that the axial distance between the brake disc and the brake pad assembly is reduced.

[0032] At higher temperatures where water will not freeze at the brake disc, the elastic bridge bends in the opposite direction, that is, toward the passive component, away from the brake pad assembly, thereby pulling the elastic arms apart. This increases the axial distance or air gap between the brake pad assembly and the brake disc in its initial position, and results in greater return of the brake pad assembly after offset due to the elastic elements, thereby preventing or significantly reducing residual braking torque.

[0033] Preferably, the resilient bridge has a connecting section through which at least two resilient legs extending longitudinally in the brake pad assembly are connected. The resilient legs are connected to the resilient bridge via the connecting section, for example, by riveting, bonding, etc. Alternatively, the resilient legs and the resilient element are constructed integrally, wherein the resilient element forms an integral cross spring.

[0034] For example, the connecting section can be constructed in the central region of the elastic bridge. The elastic side leg can have an elongated shape. For example, the elastic side leg can be made of a bent or curved strip spring plate. At the corresponding end of the elastic side leg opposite to the connecting section, the elastic side leg can have an abutment area that acts on the housing, especially at the crossbeam of the fixed caliper, when the brake pad assembly is installed in the disc brake. The elastic side leg is used to pretension the brake pad assembly in the radial direction of the brake disc, especially by means of a tangential clamping force, when the brake pad assembly is installed.

[0035] Furthermore, the present invention relates to a disc brake for a vehicle, comprising a frame-like housing spanning a brake pad assembly disposed at a brake disc. The brake pad assembly has at least one brake pad assembly guided or supported in a brake support body in a gapped manner. In a floating caliper brake, the brake support body is configured as a brake bracket, and in a fixed caliper brake, the brake support body is configured as a fixed caliper, which is integrally implemented as a single piece, or, for example, implemented as a multi-piece structure via two fixed caliper halves.

[0036] The brake disc, arranged between the brake pad assemblies, is rotatable about its axis at the wheel hub. To achieve braking, the corresponding brake pad assemblies can be moved in the opposite direction by means of a clamping device, so that the brake pad assemblies interact with the brake disc.

[0037] According to the invention, the brake pad assembly has an elastic element for positioning the brake pad assembly, the elastic element being at least partially composed of a bimetallic element, and changing the axial distance of the brake pad assembly relative to the brake disc according to temperature from the initial position of the brake pad assembly. Attached Figure Description

[0038] Other advantages and applications of the present invention will become apparent from the following description of the embodiments illustrated in the figures.

[0039] In the diagram: Figure 1 The elastic element of the brake pad device according to the invention is shown at a preset low temperature. Figure 2 The elastic element of the brake pad device according to the invention at higher temperatures is shown; Figure 3 The elastic element of the brake pad device according to the invention is shown at a preset low temperature. Figure 4 The elastic element of the brake pad device according to the invention at higher temperatures is shown; Figure 5 A fixed caliper brake with a brake pad device according to the invention is shown; Figure 6 The elastic element of the brake pad device according to the invention is shown; and Figure 7 A floating caliper brake with a brake pad device according to the invention is shown. Detailed Implementation

[0040] exist Figures 1 to 4 The figure shows the brake pad assembly, generally indicated by reference numeral 10.

[0041] Figure 1 A brake pad assembly 10 is shown, comprising two axially spaced brake pad assemblies 12, each having a brake pad assembly support plate 14 and friction pads 16 fixed to the support plate. In the installed state, a brake disc (not shown) is arranged between the opposing friction pads 16. During braking, the friction pads 16 are drawn from their initial position into engagement positions with the brake disc by means of a clamping device (also not shown), in which the friction pads interact with the brake disc.

[0042] An elastic element 18 is arranged at the brake pad assembly 12, spanning across the two brake pad assemblies 12. The elastic element 18 is configured as a leaf spring and has an elastic bridge 20 connecting two elastic arms 22 to each other. The elastic arms 22 extend at an angle relative to the elastic bridge 20. Here, the elastic arms extend approximately perpendicular to the elastic bridge 20.

[0043] At its respective end, the elastic element 18 acts on the rear side of the liner support plate 14 away from the friction liner 16. The elastic element 18 is riveted to the liner support plate 14, for example, or the elastic element can engage with the locking protrusion of the liner support plate 14 via a locking lug.

[0044] With the brake pad assembly 10 installed in the vehicle disc brake 100, the brake pad assembly 12 is pre-tightened axially and radially by the elastic element 18. The elastic element 18 applies a restoring force to the brake pad assembly 12 via the elastic arm 22 to return the brake pad assembly to its initial position after being offset toward the brake disc, in which the brake pad assembly 12 is spaced apart from the brake disc by an air gap.

[0045] According to the invention, the elastic element 18 is at least partially composed of the bimetallic element 24. Figure 1 and Figure 2 The diagram illustrates an embodiment of the elastic element 18 in which a bimetallic element 24 is arranged at the elastic bridge 20. The elastic bridge 20 has a bimetallic strip 24, which is composed of two layers 26 and 28 of different metals or alloys fixedly connected to each other. The layers 26 and 28 are connected to each other, for example, by riveting, welding, bonding, or rolling. These layers have different coefficients of thermal expansion. Here, the first layer 26, having a small coefficient of thermal expansion, is arranged away from the brake pad assembly 12. The corresponding second layer 28 has a larger coefficient of thermal expansion and is arranged opposite the first layer 26 towards the brake pad assembly 12. Under the same temperature change, the elongation of the corresponding layers 26 and 28 changes differently. This manifests as bending of the bimetallic strip 24, and therefore, deformation of the elastic element 18 accordingly.

[0046] exist Figure 1 The elastic element 18 is shown at a preset low temperature T. At the low temperature T, the second layer 28, which has a larger coefficient of expansion, contracts more than the first layer 26. As a result, the elastic bridge 20 bends toward the second layer 28, which is also referred to as the active portion. This deformation causes a reduction in the axial distance between the elastic arms 22, which in turn causes the corresponding brake pad assembly 12 to shift toward the brake disc (not shown). This reduces the air gap in the initial position of the brake pad assembly 12, that is, the axial distance between the brake pad assembly 12 and the brake disc, resulting in a residual braking torque between the brake pad assembly 12 and the brake disc. During braking, the brake pad assembly 12 shifts toward the brake disc, and the elastic element 18 is used to reset the brake pad assembly 12 after this shift to re-establish the air gap. Due to this bending of the bimetallic element 24 at the preset low temperature T, the elastic element 18 can only cause the brake pad assembly 12 to rebound slightly. As a result, a residual coefficient of friction is maintained between the brake pad assembly 12 and the brake disc, and in particular, the brake disc is still slightly heated despite regeneration.

[0047] exist Figure 2 The diagram shows the results at higher temperatures T based on... Figure 1 The elastic element 18. As shown here, when the temperature T is above a preset value, the bimetallic element 24, specifically the elastic bridge 20, bends in opposite directions. When heated, the second layer 28 expands more than the first layer 26. This causes the bimetallic strip 24 to bend in a typically concave shape. As a result, the corresponding elastic arms 22 of the elastic element 18 move away from each other in opposite directions, thereby increasing the axial distance between the elastic arms 22. Since the corresponding brake pad assembly 12 is pulled together by the elastic arms 22, the axial distance between the brake pad assembly 12 and the brake disc increases in the initial position of the brake pad assembly 12. This results in a larger air gap, which, at higher temperatures T, is large enough to avoid or significantly reduce the residual coefficient of friction between the brake pad assembly 12 and the brake disc. After the brake pad assembly 12 shifts towards the brake disc during braking, the elastic element 18 causes a greater return of the brake pad assembly 12 than at lower temperatures T.

[0048] exist Figure 3 and Figure 4An alternative embodiment of the elastic element 18 is shown, in which the corresponding elastic arm 22 has a bimetallic element 24. Here, the bimetallic element 24 is configured as a bimetallic sheet. A first layer 26 with a small coefficient of thermal expansion is arranged on the outer side of the elastic arm 22 away from the brake pad assembly 12, and a second layer 28 with a larger coefficient of thermal expansion is arranged on the inner side of the elastic arm 22 opposite to the first layer 26 towards the brake pad assembly 12.

[0049] As in Figure 3 As shown, at a preset low temperature T, the second layer 28 contracts more than the first layer 26. The bimetallic element 24 bends towards the second layer 28. Consequently, the elastic arm 22 bends convexly relative to the brake pad assembly 12, and the distance between the two elastic arms 22 decreases, wherein the respective elastic arms 22 pull the brake pad assembly 12 together toward the brake disc, thereby reducing the air gap. The elastic element 18 applies a restoring force to the brake pad assembly 12 to return it to its initial position after deflection. At the low temperature T, the restoring force of the brake pad assembly 12 is small, resulting in residual braking torque between the brake pad assembly 12 and the brake disc, and the brake disc heating up.

[0050] exist Figure 4 The diagram shows that at a higher temperature T, according to... Figure 3 The elastic element 18. The bimetallic element 24 then bends in the opposite direction because the second layer 28 expands more than the first layer 26. The bimetallic element 24 bends towards the first layer 26, or in other words, the elastic arm 22 bends concavely relative to the brake pad assembly 12, thereby displacing the elastic arms 22 away from each other in opposite directions and increasing the distance between them. The elastic arms 22 together pull the brake pad assembly 12, and the air gap increases. In this way, at higher temperatures T, the brake pad assembly 12 is more strongly reset by the elastic element 18, thereby preventing or reducing residual braking torque between the brake pad assembly 12 and the brake disc.

[0051] exist Figure 5 The figure shows a view of a disc brake for a vehicle, generally indicated by reference numeral 100. The disc brake 100 has a frame-like housing 102 with a brake caliper 104, which is configured as a fixed caliper. The housing 102 serves as a support for a brake pad assembly 10 (not shown), which is arranged in a channel 106 or recess within the housing 102. The brake pad assembly 10 has two brake pad assemblies 12 spaced apart from each other. The reaction force generated during braking is transmitted to the housing 102 via a pad support plate 14, typically made of metal, for each brake pad assembly 12.

[0052] Here, in the well passage 106 of the housing 102, two elastic elements 18 according to the invention are arranged at the brake pad assembly 12. The elastic elements 18 are each configured as a cross-shaped brake pad assembly compression spring, which is held in the well passage 106 at the housing 102 by means of retaining elements (e.g., retaining pins or retaining clamps, bent wires or clamping elements, not shown here) to achieve a reliable engagement. The brake pad assembly 12 is preloaded radially toward the brake disc (not shown) by the brake pad assembly compression springs 18.

[0053] The elastic element 18 has two spring legs 30 extending parallel to the brake disc (not shown), each spring leg having abutment protrusions 32 at its respective ends, which are supported at the housing beam 108 of the brake caliper 104. The spring legs 30 are connected, in particular riveted, to the connecting section 34 of the elastic bridge 20 of the elastic element 18. The elastic bridge 20 axially spans the brake pad assembly 12 and the brake disc, and connects two elastic arms 22 to each other. The elastic arms 22 extend into the manhole 106 at an approximately orthogonal angle relative to the elastic bridge 20, and act on the rear side of the pad support plate 14 of the brake pad assembly 12.

[0054] A bimetallic element 24 is constructed at the elastic bridge 20 and / or elastic arm 22. As described above... Figures 1 to 4 As described, the shape of the bimetallic element 24, and consequently the shape of the elastic element 18, changes according to temperature T. This change in the shape of the elastic element 18 alters the axial distance in its initial position, specifically the air gap between the brake pad assembly 12 and the brake disc. In other words, the initial position of the brake pad assembly 12 is affected by the temperature T of the elastic element 18. At lower temperatures T, the elastic element 18 maintains a small air gap to heat the brake disc, accompanied by residual braking torque. At higher temperatures T, the elastic element 18 increases the air gap to reduce or completely eliminate residual braking torque.

[0055] exist Figure 6 An alternative embodiment of the elastic element 18 is shown. Here, the elastic element 18 is integrally constructed with the locking clip 36, through which the elastic element 18 can be positioned at the brake pad assembly 12 to apply a restoring force to the brake pad assembly 12. Alternatively, the locking clip 36 and the elastic element 18 can be constructed as two pieces and interconnected by a connecting element.

[0056] Here, the locking clip 36 is configured to have two side legs 38, which are interconnected by passing over a central section 40 of the brake disc (not shown). The side legs 38 abut against and extend along the side circumferential surface 42 of the pad support plate 14 (not shown). Each side leg 38 has a profile that engages, for example, in a recess of the circumferential surface 42 of the pad support plate 14. The locking clip 36 at least partially surrounds the pad support plate 14 in the circumferential direction. With the brake pad assembly 10 installed in the disc brake 100, the locking clip 36 supports the brake pad assembly 12 against tangential forces and holds the brake pad assembly in position relative to the brake disc by preload in the radial direction.

[0057] The elastic element 18 has an elastic arm 22 acting on the liner support plate 14. For example, the elastic arm 22 can be riveted to the liner support plate 14. The elastic arm 22 acting on the liner support plate 14 is connected to the locking clip 36 via an elastic bridge 20. The elastic element 18 crosses and axially clamps the side peripheral surface 42 of the liner support plate 14, and the elastic arm 22 extends toward the locking clip 36.

[0058] Here, the elastic bridge 20 has a bimetallic element 24. A material with a larger coefficient of thermal expansion, specifically the second layer 28, is arranged towards the brake pad assembly 28, while a material with a smaller coefficient of thermal expansion, specifically the first layer 26, is arranged away from the brake pad assembly 12. (As in...) Figure 6 As shown in the right-hand diagram, at a high temperature T, the second layer 28 expands more strongly than the first layer 26. Consequently, the elastic bridge 20 bends towards the first layer 26, specifically away from the rear side of the pad support plate 14. This increases the axial distance between the brake pad assembly 12 and the brake disc, meaning the initial position of the brake pad assembly 12 shifts away from the brake disc. Therefore, the air gap increases, thereby eliminating or largely avoiding the residual coefficient of friction between the brake pad assembly 12 and the brake disc.

[0059] As in Figure 6 As shown in the left-hand diagram, at a low temperature T, the second layer 28 contracts more than the first layer 26. Consequently, the elastic element 18 bends in the direction toward the second layer 28, and the brake pad assembly 12 moves toward the brake disc. As a result, in its initial position, the axial distance between the brake pad assembly 12 and the brake disc decreases. This reduces the likelihood of the brake pad assembly 12 returning to its original axial position after offset, and the reduced air gap results in a residual braking torque between the brake pad assembly 12 and the brake disc, causing the brake disc to heat up slightly.

[0060] exist Figure 7The diagram shows a disc brake 100, which includes: a frame-like housing 102, the base of which is configured as a floating caliper or floating clamp; and a brake support or brake bracket 110 that guides or supports the brake pad assemblies 12 of the brake pad assembly 10 in a clearance manner. Here, the brake pad assembly 10 has two brake pad assemblies 12, which are arranged axially at a brake disc (not shown) in their initial positions. A clamping device is housed in the housing 102, through which the brake pad assemblies 12 can move toward the brake disc during braking.

[0061] As mentioned above Figure 6 As described herein, the elastic element 18 according to the invention is arranged at the brake pad assembly 12. The elastic element 18 is arranged at the brake pad assembly 12 via a locking clip 36. The locking clip 36 is at least partially arranged between the brake bracket 110 and the brake pad assembly 12, particularly between the side peripheral surfaces 42 of the pad support plate 14 of the brake pad assembly 12. The locking clip 36 is arranged at the transverse element 112 of the brake bracket 110 and has a side leg 38, for example, which may surround a protrusion constructed at the transverse element 112. The locking clip 36 may be formed at the brake bracket 110 and fixedly connected to the brake bracket.

[0062] The locking clip 36 surrounds the side circumferential surface 42 of the pad support plate 14 of the brake pad assembly 12 in the circumferential direction. Here, the side legs 38 of the locking clip 36 extend along the side circumferential surface 42 of the pad support plate 14. When the brake pad assembly 10 is installed in the disc brake 100, the locking clip 36 supports the brake pad assembly 12 against tangential forces and holds the brake pad assembly in position relative to the brake disc by preload in the radial direction.

[0063] After the brake pad assembly 12 is offset, the elastic element 18 according to the invention applies a restoring force to the brake pad assembly 12. The elastic element 18 is connected to the rear side of the pad support plate 14 via an elastic arm 22, wherein the elastic arm 22 is arranged at the locking clip 36 via an elastic bridge 20 (not shown) at least partially configured with a bimetallic element 24. At a low temperature T, the elastic element 18 bends toward the pad support plate 14, thereby shifting the initial position of the brake pad assembly 12 toward the brake disc, and the air gap is so small that there is a residual coefficient of friction between the brake pad assembly 12 and the brake disc. At a higher temperature T, the bimetallic element 24 of the elastic element 18 bends in the opposite direction. Thus, the elastic element 18 pulls the brake pad assemblies 12 further apart in the initial position and creates an air gap without a residual coefficient of friction.

Claims

1. A brake pad arrangement (10) for a disc brake (100) of a vehicle, the brake pad arrangement comprising at least one brake pad assembly (12) arranged in an initial position axially spaced from a brake disc in a mounted state of the disc brake (100), wherein, The brake pad assembly (12) has a pad support plate (14) and a friction pad (16) is mounted on the pad support plate (14). The brake pad assembly (12) is characterized by having an elastic element (18) for positioning the brake pad assembly (12) arranged at least at one brake pad assembly (12). The elastic element is at least partially composed of a bimetallic element (24), and the axial distance of the brake pad assembly (12) relative to the brake disc changes according to the temperature (T) in the initial position. In the state where the brake pad device (10) is installed in the disc brake (100), at a preset temperature (T) and / or at a temperature below the preset temperature (T), the elastic element (18) reduces the axial distance through the bimetallic element (24) so ​​that a friction value is generated between the brake pad assembly (12) and the brake disc.

2. The brake lining apparatus of claim 1 wherein, The elastic element (18) has at least one elastic arm (22) acting on the rear side of the liner support plate (14) away from the friction liner, wherein the elastic arm (22) is connected to an elastic bridge (20) arranged at an angle relative to the elastic arm and relative to the liner support plate (14).

3. The brake lining apparatus of claim 2 wherein, The elastic bridge (20) connects the elastic arm (22) to the locking clip (36), which at least partially surrounds the side circumferential surface (42) of at least one liner support plate (14) in the circumferential direction.

4. The brake lining apparatus of claim 3 wherein, The elastic element (18) and the locking clip (36) are integrated into one piece.

5. The brake lining apparatus of claim 2 wherein, The elastic bridge (20) axially spans the brake pad assembly (12) arranged opposite to the brake disc, wherein the elastic bridge (20) connects the elastic arms (22) acting on the respective pad support plate (14).

6. The brake lining apparatus of claim 5 wherein, The flexible arm (22) has a bimetallic element (24).

7. The brake lining arrangement of any one of claims 3 or 5-6, wherein, The elastic bridge (20) has a bimetallic element (24).

8. The brake lining apparatus of claim 5 wherein, The flexible bridge (20) has a connecting section (34) through which at least two flexible side legs (30) extending longitudinally in the brake pad assembly (12) are connected.

9. A disc brake (100) for a vehicle, the disc brake comprising a housing (102) which spans a brake pad arrangement (10) arranged at a brake disc, wherein The brake pad assembly (10) has at least one brake pad assembly (12), which is guided in the brake support and can interact with the brake disc to achieve braking action, characterized in that the brake pad assembly (10) is constructed according to any one of claims 1 to 8.

Images