Arrangement for a disc brake and brake pad

Abstract

Arrangement for a disc brake (1), comprising one or more brake pads (3a, 3b) and a brake disc (2), wherein the at least one brake pad (3a, 3b) has a pad carrier plate (4a, 4b) and a pad body (5a, 5b), wherein the at least one brake pad (3a, 3b) is configured and connected to a compressed air source such that compressed air can be forced through it onto the brake disc (2) in order to release it from the brake disc (2) when the disc brake is released during / after braking, wherein the at least one brake pad (3a, 3b) has at least one first opening (7a, 7b) or several such openings through which compressed air is directed onto the brake disc (2) when the disc brake (1) is released, and wherein the at least one opening (7a, 7b) is designed as a channel (8a, 8b, 12a) which is defined by the pad carrier plate (4a, 4b) and the pad body (5a, 5b) extends through and is connected by a hose ora pipe section is formed which is placed as a separate component on or in the brake pad (3a, 3b), wherein the separate component which forms the channel (8a, 8b, 12a) is made of a material which wears down together with the pad body (5a, 5b) during braking, characterized in that the channel (12a) widens in the direction of application of the brake pad (3a, 3b) in the pad body (5a, 5b) to a cavity (13) which, in conjunction with the brake disc (2) and the pressurization of the channel (12a) or the cavity (13) with compressed air, becomes a chamber of an aerostatic air bearing.

Description

[0001] The present invention relates to an arrangement for a disc brake, in particular for a vehicle, according to the preamble of claim 1 and a brake pad.

[0002] Such arrangements for disc brakes in vehicles are known from the prior art. Disc brakes generate a so-called residual drag torque when not actuated, which leads to an increase in fuel consumption of, for example, 0.5 to 1% in a vehicle. To reduce this effect, solutions using mechanical springs or similar elements are known from the prior art. The problem here arises of precise centering when releasing the disc brake caliper, especially with a sliding caliper disc brake, so that the small design gap, typically 0.5 to 1.2 mm, is sufficient to reliably lift both brake pads from the brake disc. Furthermore, a positioning device for the brake caliper should take into account uneven wear of the brake pads.Furthermore, sensing and controlling the brake caliper position is difficult due to a complex component tolerance chain that then becomes relevant.

[0003] A generic prior art is shown in WO 2014 / 199129 A1, JP 2009 - 236 221 A and JP H03 -104 226 A. According to these, the at least one brake pad has at least one first opening through it or several such openings through which compressed air is directed onto the brake disc when the disc brake is released, and wherein the at least one opening is designed as a channel extending through the pad backing plate and the pad body and formed by a hose or pipe section that is attached to or integrated into the brake pad as a separate component. For technological background, DE 44 01 846 A1, DE 100 47 198 A1 and US 4 749 063 A are also cited.

[0004] Against this background, the invention aims to further optimize the generic solution.

[0005] The present invention solves this problem through the subject matter of claim 1. Furthermore, the invention provides the brake pad of claim 4. It also provides a disc brake with an arrangement according to any one of claims 1 to 3.

[0006] According to the invention, at least one brake pad is designed and connected to a compressed air source such that compressed air can be forced through it onto the brake disc to release it from the disc when the disc brake is released during / after braking. This advantageously achieves an effect—possibly supplementary—of eliminating any residual friction torque precisely at the friction surface of the brake pad when it is still in contact with the brake disc after the actual braking process has ended. This arrangement is particularly well suited for pneumatically actuated brakes that already have a compressed air supply line. Preferably, a control device for the brake is further designed or extended to actuate corresponding valve or valves such that, when the brake is released, air is directed through the brake pad. The compressed air may, if necessary, act as a brake pad.together with other effects or devices, such as a release spring or loosening by driving influences.

[0007] The invention is particularly easy to implement in terms of construction because the at least one brake pad has at least one first opening through it or several such openings as one or more channels through which compressed air can be directed onto the brake disc after the disc brake has been released.

[0008] The channel is a type of hose or pipe section that is attached to or integrated into the brake pad as a separate component. This significantly reduces the assembly effort required to create a corresponding compressed air supply line.

[0009] A key characteristic is that the separate component forming the first opening or channel in the brake pad is made of a material that wears down along with the pad body during braking. This advantageously ensures that the brake pad's function is maintained at all times, even when a separate component is used to create the opening or channel.

[0010] It is also conceivable that a single opening or channel originating from a compressed air connection inside the brake pad branches out and leads to several outlet openings, so that air only needs to be injected at one connection, but is distributed across multiple outlet openings in the gap to the brake disc, thus releasing the pad after braking. Such a design makes it possible to create an air film between the brake pad and the brake disc, which lifts the pad away from the disc when it releases.

[0011] Further advantageous embodiments of the invention can be found in the remaining dependent claims.

[0012] Exemplary embodiments of the invention are shown in the drawing and are described in more detail below. It shows: Fig. 1: A schematic representation of an arrangement for a disc brake with two brake pads and a brake disc.

[0013] In Fig. Figure 1 shows a (for example, internally ventilated) brake disc 2 for a disc brake 1, designed according to the invention above or the brake disc rotation axis X and not designed according to the invention below the brake disc rotation axis X, with brake pads 3a, 3b arranged on both sides of the brake disc, which are movable relative to it perpendicularly. The brake disc rotation axis X is perpendicular to the surface of the brake disc. During braking, the brake pads and the brake disc are moved relative to each other parallel to the brake disc rotation axis X. A brake caliper, optionally a brake carrier, and a clamping device for applying (and releasing) the brake are not shown here. Preferably, the disc brake is pneumatically actuated and therefore connected to a compressed air supply system with a compressed air source.

[0014] The two brake pads 3a, 3b are designed differently in the upper and lower areas in order to represent a total of four possible variants, which can also be combined with each other.

[0015] Each brake pad 3a, 3b has a backing plate 4a and a pad body 5a. The pad body 5a is made of a friction material. The backing plate 4a and the pad body 5a are firmly connected to each other.

[0016] During a braking process, the pad body 5a is in contact with a friction surface 6a and the brake disc 2, so that it exerts a braking effect on the brake disc 2 and thus on the vehicle as a whole.

[0017] The normal force required for this, which is exerted on the brake pad body 5a via the backing plate 4a, is generated in the disc brake 1 by a clamping device (not shown here), which is preferably pneumatically actuated. Alternatively, other operating principles – such as electromechanical or hydraulic – are also possible for actuating the clamping device. In that case, however, a separate air reservoir or a separate compressed air source must be provided.

[0018] To increase the braking effect and reduce the resulting forces acting on adjacent components, two of the brake pads 3a, 3b usually act in opposite directions on the brake disc 2. The brake caliper can be a sliding caliper guided slidably on a brake carrier, but also a fixed caliper or a pivoting caliper.

[0019] Each brake pad 3a, 3b has at least one or more openings 7a, 7b, 11a, 11b passing through it and connected to a compressed air source, such that air can be forced between the brake pad 3a, 3b and the brake disc 2 through the opening(s) 7a, 7b, 11a, 11b. A device, in particular a nozzle, for connecting a hose or the like can be provided on the pad backing plate 4b in the area of ​​each opening 7a, 7b, 11a, 11b. Preferably, the brake pad 3a, 3b is completely penetrated by the opening(s) 7a, 7b, 11a, 11b parallel to the axis of rotation X.

[0020] The in Fig. 1. The left brake pad has an opening that passes directly through the pad carrier plate 4b and the pad material or pad body 5b in the manner of a channel 8b, which is formed directly in the pad body 5b without a hose or the like.

[0021] The in Fig. 1. The first right brake pad 3a has – shown here by way of example in the edge region – at least one opening 7a, which is designed in the manner of a channel 8a formed by a separate component, such as a hose or pipe, that is attached to or inserted into the brake pad 3a. The first opening 7a is connected to a supply line 9a through which compressed air from a compressed air source (not shown) can be directed into the channel 8a via the first opening 7a. The pipe can also be attached to or arranged at the edge of the brake pad.

[0022] The openings 7a, 7b preferably have a circular cross-sectional geometry with a constant diameter. However, it can also vary in the X direction.

[0023] Through at least one opening 7a, 7b or channel 8a, 8b, an airflow is directed onto the brake disc 2 when the disc brake 1 is released – i.e., when the clamping device is relieved of pressure. The airflow generates an impulse, the reaction force of which releases the brake pad 3a – at least locally – from the brake disc 2.

[0024] The (in Fig. 1. The first right-hand brake pad 3a has a second opening 10a in its lower part, which is designed as a channel 12 that completely extends through the brake pad 3a in the X direction. This can be provided in addition to or as an alternative to the first opening 8a. Compressed air can then be forced into the gap between the brake body and the brake disc via a supply line 14a.

[0025] In the direction of application of the brake pad 3a, the channel 12a widens within the pad body 5a to form a cavity 13, which, in conjunction with the brake disc 2 and the application of compressed air to the channel 12a or the cavity 13, becomes a chamber of an aerostatic air bearing. The supplied compressed air creates an air cushion, at least briefly, within the chamber, which releases the brake pad 3a from the brake disc 2.

[0026] The second opening 10a preferably has a circular cross-sectional geometry, the diameter of which widens in the direction of clamping of the brake pad 3a along the channel 12 to form the cavity 13. Alternatively, cross-sectional geometries for the second opening 10a or the channel 12 that deviate from a circular shape are also possible. If the second opening 10a or the channel 12 is realized by a separate component integrated into the pad backing plate 4a or the pad body 5a, the separate component forming the second opening 10a or the channel 12 and the cavity 13 is preferably made of a material that wears with the pad body 5a, so that the brake disc-side opening of the cavity 13 is always in contact with the friction surface 6a.

[0027] Here too, an airflow is directed onto the brake disc 2 through opening 10a or channel 12 when the disc brake 1 is released – i.e., when the clamping device is relieved of pressure. The airflow creates – at least briefly – an air cushion, the reaction force of which releases the brake pad 3a from the brake disc 2.

[0028] The compressed air or pneumatic energy required for the functionality described above can be taken, for example, from the compressed air supply of a pneumatic brake system, or it can be used from the air that would have to be released anyway when the disc brake 1 is released from a pneumatic actuating device of the clamping mechanism, such as a pneumatic brake cylinder.

[0029] The brake pad 3b has no cavity 13 in its lower part. The design required for the functionality of an air bearing is realized in the brake pad 3b by a porous pad body 5b, so that the entire friction surface 6b of the pad body 5b advantageously acts as the effective surface of an air bearing. The supplied compressed air creates an air cushion, at least briefly, over the entire friction surface 6b, which releases the brake pad 3b from the brake disc 2. The term "porous" here means that the pad body 5b has the required friction properties of a pad body suitable for braking in a disc brake, but is designed in such a way that the pad body 5b is permeable to air.

[0030] Brake pad 3b, unlike brake pad 3a, has a seal 14 on the free sides of the pad body 5b. The seal 14 prevents air from escaping from the free side surfaces of the pad body 5b when the second opening 10b is pressurized with compressed air. The seal 14 is made of a material that wears down with the pad body 5b, ensuring that the seal 14 always terminates at the friction surface 6b, thus achieving optimal sealing of the side surfaces of the pad body 5b, which is necessary for the proper functioning of the air bearing. Reference symbol list 1 disc brake 2 brake discs 3a, 3b brake pad 4a, 4b Support plate 5a, 5b covering body 6a, 6b friction surface 7a, 7b Opening 8a, 8b Channel 9a, 9b Supply line 10a,10b Opening 11a, 11b Supply line 12-channel 13 Cavity 14 Seal X axis of rotation

Claims

Arrangement for a disc brake (1), comprising one or more brake pads (3a, 3b) and a brake disc (2), wherein the at least one brake pad (3a, 3b) has a pad carrier plate (4a, 4b) and a pad body (5a, 5b), wherein the at least one brake pad (3a, 3b) is configured and connected to a compressed air source such that compressed air can be forced through it onto the brake disc (2) in order to release it from the brake disc (2) when the disc brake is released during / after braking, wherein the at least one brake pad (3a, 3b) has at least one first opening (7a, 7b) or several such openings through which compressed air is directed onto the brake disc (2) when the disc brake (1) is released, and wherein the at least one opening (7a, 7b) is designed as a channel (8a, 8b, 12a) which is defined by the pad carrier plate (4a, 4b) and the pad body (5a, 5b) extends through and is connected by a hose ora pipe section is formed which is placed as a separate component on or in the brake pad (3a, 3b), wherein the separate component which forms the channel (8a, 8b, 12a) is made of a material which wears together with the pad body (5a, 5b) during braking, characterized in that the channel (12a) widens in the direction of application of the brake pad (3a, 3b) in the pad body (5a, 5b) to a cavity (13) which, in conjunction with the brake disc (2) and the application of compressed air to the channel (12a) or the cavity (13), becomes a chamber of an aerostatic air bearing. Arrangement according to claim 1, characterized in that the diameter of the channel (8a, 8b) is selected such that when the brake is released and compressed air is injected, an air cushion is formed which assists in lifting the lining from the brake disc when releasing. Arrangement according to one of the aforementioned claims, characterized in that a device, in particular a nozzle, for connecting a hose or pipe or the like to the compressed air source is formed on the support plate (4a, 4b) in the area of ​​one or more opening(s) (7a, 7b, 11a, 11b). Brake pad (3a, 3b) for an arrangement according to one of the preceding claims, which is configured such that compressed air can be forced through it onto the brake disc (2) in order to release it from the brake disc when the disc brake is released during / after braking, wherein the at least one brake pad (3a, 3b) has at least one first opening (7a, 7b) passing through it or several such openings through which compressed air is directed onto the brake disc (2) after the disc brake (1) is released, wherein the at least one opening (7a, 7b) is configured as a channel (8a, 8b) extending through the pad carrier plate (4a, 4b) and the pad body (5a, 5b), wherein the at least one opening (7a, 7b) is configured as a channel (8a, 8b, 12a) extending through the pad carrier plate (4a, 4b) and the lining body (5a, 5b) extends through, wherein the channel (8a, 8b, 12a) is formed by a pipe or hose section which is attached as a separate component to or within the brake lining (3a,3b) is set, wherein the separate component forming the channel (8a, 8b, 12a) is made of a material that wears down together with the pad body (5a, 5b) during braking, characterized in that the channel (12a) widens in the direction of application of the brake pad (3a, 3b) in the pad body (5a, 5b) to form a cavity (13) which, in conjunction with the brake disc (2) and the pressurization of the channel (12a) or the cavity (13) with compressed air, becomes a chamber of an aerostatic air bearing. Disc brake with at least one arrangement according to one of claims 1 to 3.

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