Disc brake arrangement with positioning device

Abstract

Disc brake arrangement (1) comprising, - a brake carrier (2) with a brake disc shaft (3), with at least one outer side (4), which is a side facing away from the brake disc shaft (3), with at least one inner side (5), which is a side facing the brake disc shaft (3) and with guide grooves (6), which each run from the outer side (4) to the inner side (5), the direction of which defines an actuation direction B and which are each formed from two opposing guide surfaces (7) and a support surface (8) connecting the guide surfaces (7), - at least one brake pad (20) with a friction lining (24) and a pad carrier (21) which is mounted displaceably in the guide grooves (6) along the actuating direction B by means of guide ears (22) and - at least one positioning device (30) with a guide (60) and with a clamping device (40), via which the brake pad (20) and the brake carrier (2) are coupled so as to be displaceable relative to one another, wherein the clamping device (40) has at least one projecting, elastically acting clamping element (41, 41'), which, due to elastic deformation in an operating configuration of the positioning device (30), causes both a frictional engagement between the clamping device (40) and the guide (60), which enables wear adjustment, and also generates a restoring force when the positioning device (30) is subjected to an actuating force, wherein the guide (60) has a guide rod (61) and a contact area (64) with which the guide (60) is supported on the brake carrier (2) via a joint, in particular via a ball joint or a swivel joint, and wherein the clamping device (40) is connected to a guide ear (22) of the lining carrier (21) in such a way that the position of the clamping device (40) relative to the corresponding guide ear (22) is fixed.

Description

[0001] The invention relates to a disc brake assembly for a motor vehicle, comprising a positioning device for resetting a brake pad and for positioning the same for wear adjustment. Furthermore, it relates to an assembly method for installing such a positioning device in the disc brake assembly.

[0002] Saving energy is becoming increasingly important in motor vehicles. In braking systems, particularly disc brakes, brake pads that rub against a brake disc when the brake is not applied and pressureless lead to undesired braking force. In addition, the grinding of the brake pads generates fine dust. To eliminate such disadvantages, reset devices are already known in the prior art. These return the brake pads to a rest position after an actuation process. The reset is usually achieved with a restoring force, whereby the return to the rest position creates an air gap between the brake pad and the brake disc. The air gap enables contact-free and therefore friction-free and fine dust-free relative rotation of the brake disc with respect to the brake pad.In addition to such reset devices, a wear compensation mechanism can also be provided, which adjusts the rest position even with increasing wear of the brake pads so that the air gap always remains constant when the brake device is not actuated. Such devices are also known in the prior art. DE 10 2013 016 779 A1, DE 10 2019 210 316 A1, US 2004 / 0195056 A1, and DE 10 2019 205 500 A1 show such reset devices with a wear compensation function.

[0003] It is therefore the object of the present invention to provide a disc brake assembly of the type mentioned above, in which the brake pad positioning function, including reset and wear adjustment, is achieved with a cost-effective, compact, easy-to-install, and reliable solution. Furthermore, the object of the present invention is to provide a suitable assembly method for installing a positioning device according to the invention in such a disc brake assembly.

[0004] These objects are achieved according to the invention by a disc brake arrangement having the features of claim 1 and method claim 14. Advantageous embodiments of the invention are specified in subclaims 2 to 13.

[0005] The disc brake assembly according to the invention comprises a brake carrier, at least one brake pad, and at least one positioning device. The brake carrier comprises a brake disc shaft, at least one outer side facing away from the brake disc shaft, at least one inner side facing the brake disc shaft, and guide grooves, each extending from the outer side to the inner side, the direction of which defines an actuation direction B and which are each formed from two opposing guide surfaces and a support surface connecting the guide surfaces. The guide grooves each thus form a C-shaped guide shaft. The at least one brake pad has a friction lining and a pad carrier, which is mounted displaceably along the actuation direction B by means of guide ears in the guide grooves. The at least one positioning device has a guide and a clamping device.The guide and the clamping device are operatively connected to one another, so that the brake pad and the brake carrier are displaceably coupled relative to one another via this operative connection. The clamping device has at least one projecting, elastically acting clamping element, which, due to elastic deformation in an operating configuration of the positioning device, creates a frictional connection between the clamping device and the guide, which enables wear adjustment, and also generates a restoring force when the positioning device is subjected to an actuating force.

[0006] The implementation of both wear adjustment and return functions by at least one clamping element results in a compact design of the clamping device, allowing the desired functions to be achieved with fewer components. The projecting shape allows for flexible dimensioning and thus optimal adjustment of the return and friction forces depending on the application.

[0007] In the following section, the functionality of the brake pad reset and wear adjustment is described purely for the sake of clarity as if the disc brake assembly were installed in an operational disc brake. This does not restrict the scope of protection of the subject matter specified in the patent claims.

[0008] The brake pad is reset when the clamping element is elastically deflected when the brake pad moves when the disc brake is applied due to the frictional connection that acts between the pre-tensioned clamping element and the guide. When the braking force is released, i.e. when a driver takes their foot off the brake pedal, the at least one clamping element retracts the brake pad by the previously traveled actuation distance. This actuation distance corresponds to bridging any clearance between the brake pad and the brake disc and, if necessary, to further adjustment due to the adjustment force and the associated elastic material deformations in the disc brake. When wear occurs on the friction pad or the brake disc, the actuation distance becomes so great that the deflection range of the at least one clamping element and also the static friction force of the frictional connection between the clamping element and the guide is exceeded.In this case, the guide slides through the clamping device according to the wear and wear adjustment is effected.

[0009] According to the invention, the guide has a guide rod and a contact area with which the guide rests against or is supported on the brake carrier. The support is provided via a joint. This is preferably a ball joint or a swivel joint. Such joints also mean joints in a simple design. Such a swivel joint in a simple design can be a contact rod which is applied to a surface, preferably to the outside of the brake carrier, and which is pivotable about its longitudinal axis and rolls on the surface or pivots on the surface about a bearing point and / or a pivot point. By means of such joints, the positioning device can adapt to changing orientations of the guide during braking operation, due to movements of the brake pad towards the support surface of the guide groove or away from the support surface (i.e. transversely to the actuation direction B), or can compensate for corresponding pendulum movements.Furthermore, such a joint, or such joints, can compensate for manufacturing or design-related unevenness of the outside of the brake carrier and / or different angular positions of the outside with respect to the actuation direction B, i.e. with respect to the orientation of the guide groove, and ensure unproblematic assembly and secure contact of the contact area of ​​the guide to the outside of the brake carrier.

[0010] According to the invention, the clamping device is connected to a guide eye of the lining carrier in such a way that the position of the clamping device relative to the corresponding guide eye is fixed. It is advantageous if the lining carrier, and even more advantageous if the guide eye, has an opening, or the guide eyes each have an opening, through which the guide rod protrudes or can protrude.

[0011] In a preferred embodiment of the invention, the clamping device is designed as a sheet metal construction, wherein the at least one clamping element comprises or is designed as an elastically deflectable sheet metal section, preferably a cut-free elastically deflectable sheet metal section. Such a sheet metal section is present when a sheet metal section is cut out of a sheet in such a way that it is elastically deflectable without the sheet metal area surrounding the cut-free sheet metal section (base sheet) also bending or being deflected. Such an elastically deflectable sheet metal section can also be described as a spring leg, which can be elastically moved at least partially independently of the sheet metal surrounding it.

[0012] It is further preferred if such a sheet metal section is designed as a bent sheet metal section. In this case, the spring leg protrudes at an angle from the surrounding sheet metal.

[0013] Even more preferably, the sheet metal structure is formed as a single piece. In this case, the sheet metal structure ideally has a sheet thickness t throughout. This results when the one-piece sheet metal structure is originally manufactured from a single sheet metal blank by bending and, for example, by punching and / or lasering. The one-piece design reduces the number of parts that need to be assembled and is robust.

[0014] In an advantageous embodiment, the bend of the folded sheet metal section has a bending angle α in the range of 20° to 70° compared to the base sheet from which the folded sheet metal section is bent out, and in an even more advantageous embodiment in the range of 30° to 60°. The neutral fiber of the bend, measured from the transition from the base sheet into the folded area up to the free end of the projecting clamping element, has a length x. This means that the projecting, elastically acting clamping element designed as a folded sheet metal section represents a spring or clamping leg. The above information indicates the orientation and length of this spring leg. The base sheet is understood to be a sheet metal section with a flat extension which represents the immediate surroundings of the folded sheet metal section.

[0015] In a preferred embodiment, the length x is at least equal to the sheet thickness t and at most 4 times the sheet thickness t. Even more preferably, the length x is at least equal to the sheet thickness t and at most 3 times the sheet thickness t. This results in high spring stiffness of the folded sheet section and high spring forces and thus correspondingly high restoring forces are achieved.

[0016] Particularly preferably, the at least one clamping element can have a straight edge with which the at least one clamping element rests against the guide rod in the operating configuration. The straight edge allows different angular positions of the guide rod without causing undesirable stresses in the clamping element or in the guide rod or undesirable changes in the force ratios between the clamping element and the guide rod. Therefore, no special precautions need to be taken if the outer side of the brake carrier is not oriented exactly at a right angle to the actuation direction B, for example due to a casting bevel, and / or if the guide rod does not run exactly parallel to the actuation direction B. The straight edge, which forms a point or linear contact with the guide rod, compensates for corresponding inclinations of the guide rod, which benefits operational reliability and ease of assembly.

[0017] Preferably, the straight edge forms the end of the at least one projecting, elastically acting clamping element, more preferably the bent sheet metal section of the at least one clamping element.

[0018] The clamping element preferably has such an orientation or is designed in such a way that the straight edge runs at an angle that is greater than 60° and less than 120° to the actuating direction B. Preferably, the straight edge runs at a right angle to the actuating direction B. This allows a wide variety of inclinations of the guide rod to be compensated.

[0019] In possible embodiments, the clamping device can be connected to the lining carrier, preferably to the guide ear, by means of a material connection, such as welding, in particular by spot welding and / or by means of a form fit, such as bends, tabs, beads, rivets or screws.

[0020] It is particularly suitable if the guide rod has at least one flat contact surface against which the straight edge of the bent sheet metal section of the at least one clamping element rests, forming a linear contact. This maintains the balancing effect described above (guide rod tilt). Furthermore, the linear contact also results in a more reliable and durable operative connection and force transmission between the clamping element and the guide.

[0021] It is also particularly preferred if the at least one clamping element is a first clamping element, and if the clamping device comprises a second clamping element that has the same aforementioned features of the first clamping element and fulfills the same functions as the first clamping element. The aforementioned features can be present in combination or selectively in the second clamping element as in the first clamping element. Both clamping elements together form a passage for the guide rod.The cross-section of the guide rod is designed in such a way that in the operating configuration of the positioning device, the guide rod elastically preloads the clamping elements in a first rotational orientation DO1 about its longitudinal axis and in a first assembly configuration of the positioning device, the guide rod does not preload the clamping elements in a second rotational orientation DO2 about its longitudinal axis or preloads them to a lesser extent than in the operating configuration with the first rotational orientation DO1. The two clamping elements of the clamping device are therefore arranged opposite one another in such a way that they form a passage with a specific passage width. In the operating configuration, which corresponds to a state in which the disc brake arrangement orWhen a disc brake, of which the disc brake assembly may be a component, is ready for use, the guide rod of the guide extends through the passage of the clamping device and pushes the clamping elements apart, so that they exert a force on the guide rod. For this to happen, however, the guide rod must have a specific, "first" rotational orientation DO1. The cross-section of the guide rod is designed such that in this first rotational orientation DO1, it has a greater extension than the passage width of the passage and thus pushes the clamping elements apart. This creates the required frictional engagement for the reset function and the wear adjustment function.The second rotational orientation DO2 of the guide rod, which is used in a first assembly configuration, aligns the guide rod in such a way that its cross-section does not push the clamping elements apart or pushes them apart to a lesser extent, so that an assembly of the guide and the clamping device is possible.

[0022] It is further preferred if the guide rod has a constriction in the transition region to the contact region, whereby in a second assembly configuration in which the clamping elements extend into the constriction, the guide rod, regardless of its rotational orientation DOx about its longitudinal axis, does not preload the clamping elements or preloads them to a lesser extent than in the operating configuration. This configuration also facilitates easy assembly of the guide and clamping device.

[0023] Preferably, the guide rod has a rectangular cross-section with short rectangular edges a and long rectangular edges b. Both short rectangular edges a each form the planar contact surface described above. In the operating configuration in which the first rotational orientation DO1 of the guide rod is present, the first and second clamping elements each rest against one of the short rectangular edges a.

[0024] In one possible embodiment of a ball-and-socket-like contact of the contact area on the outside of the brake carrier, the contact area has a head with an at least partially spherical bearing surface. The head is mounted in a receptacle for a contact disc that corresponds to the at least partially spherical bearing surface, and the contact disc rests against the outside of the brake carrier. These bearings can compensate for inclined positions of the guide rod in any direction. As already described above, such inclined positions can occur due to the nature of the outside and / or its orientation in relation to the actuation direction or can arise from movements of the brake pad transverse to the actuation direction. Compensation takes place in the ball-and-socket joint, while the contact disc permanently rests stably against the outside of the brake carrier whenever the guide rod is deflected.

[0025] In a suitable embodiment of a pivot-like contact of the contact area on the outside of the brake carrier, the contact area is designed as a contact rod, preferably with a round cross-section. The contact rod adjoins one end of the guide rod and forms a T-shape with it, preferably in one piece. The contact rod is preferably aligned parallel to the short rectangular edges a of the guide rod if the guide rod has a rectangular cross-section.

[0026] In the operating configuration, the contact rod can also be positioned at an angle of 0° to 30° to the support surface on the outside of the brake carrier. A 0° orientation would therefore be parallel to the support surface. This offers the advantage, particularly with the C-shaped guide groove, that the contact rod can be well supported on the outside of the brake carrier.

[0027] The design with a contact rod, especially the one-piece design, has the advantage of being robust, easy to install due to the small number of parts required, and able to compensate for any angled guide rod position. The swivel joint allows for brake pad movements that occur perpendicular to the actuation direction to be compensated for. The contact rod then rolls over the outside of the brake carrier or pivots there around a pivot point. The fact that the contact rod rests on the outside of the brake carrier essentially at just two contact points also ensures that the guide is stable, and that unevenness or a slanted outside can be compensated for. If the outside is not perpendicular to the actuation direction, the contact rod rests on the outside at two points, causing the guide rod to tilt.This inclined position is in turn compensated in the coupling with the clamping device, in particular with the help of the straight edges of the clamping elements.

[0028] In an alternative design in combination with the ball joint mount, it is also possible to provide rounded contact edges on the clamping elements. In this case, the guide rod has a circular profile. The clamping elements are preferably designed as clamping legs lying in the plane of the base plate. The advantage of this solution is that the clamping device can be manufactured with fewer bends. In this design, the positioning device, in conjunction with the ball joint mount, also offers a good compensation function for different orientations of the guide rod.

[0029] The assembly method according to the invention for installing a positioning device in a disc brake comprises the following steps. It is assumed that the disc brake and the positioning device are configured as described above, but that the clamping device is equipped with at least two clamping elements, and that the guide is a guide rod with a rectangular cross-section and a constriction. The assembly steps are as follows: a) Align the guide with the free end of the guide rod towards the outside of the brake carrier and that the long rectangular edges b of the guide rod are aligned parallel to the support surface of one of the guide grooves, b) Insert the guide rod from the outside towards the inside of the brake carrier through the passage of the clamping device until the constriction is located in the area of ​​the passage, c) Rotating the guide around the guide rod longitudinal axis L so that the short rectangular sides a of the guide rod are aligned parallel to the support surface of the same guide groove, d) and / or e), where with d) the guide is pulled out in the opposite direction to the previous insertion direction until the clamping elements are pre-tensioned by the contact with the short rectangular edges a are, and whereby with e) the brake is actuated to position the brake pad in an operating position and the contact area of ​​the positioning device is brought into contact with the brake carrier.

[0030] In steps a) and b), the rotational orientation of the guide rod corresponds to the second rotational orientation DO2.

[0031] In steps d) and e), the rotational orientation of the guide rod corresponds to the first rotational orientation DO1.

[0032] The invention is explained in more detail below with reference to the attached schematic figures. These figures explain an exemplary embodiment and an alternative embodiment of the invention. Furthermore, the assembly method according to the invention is described by way of example. For the sake of clarity, not all elements shown in a figure are always provided with a reference symbol. However, corresponding elements or areas are identified in at least one other figure, and their meaning can be found there. Fig. 1 shows the disc brake arrangement in perspective view Fig. 2 and Fig. 3 show a part of the disc brake assembly in perspective view Fig. 4 shows the positioning device in a projection view Fig. 5 shows the section DD, which in Fig. 4 is marked. Fig. 6 shows the positioning device in a projection view Fig. 7 shows the section EE, which in Fig. 6 is marked. Fig. 8 shows the positioning device in a sectional view Fig. 9 and Fig. 10 show the guide groove and the positioning device in a particularly schematic manner Fig. 11 to 14 show an alternative embodiment of the invention Fig. 15 illustrates the assembly steps a) to e)

[0033] In a first embodiment of the disc brake arrangement 1 according to the invention, a brake pad 20 is mounted in a brake carrier 2 so as to be displaceable in an actuating direction B.

[0034] The Fig. 1 illustrates the basic structure of the disc brake assembly 1. The disc brake assembly 1 represents a sub-section of a disc brake for a motor vehicle. The brake pad 20 is mounted by two guide grooves 6 which are embedded in the brake carrier 2. The guide grooves 6 each extend from an outer side 4 of the brake carrier 2 to an inner side 5. The course of the guide groove 6 defines an actuation direction B, which corresponds to the feed direction when the brake pad 20 is actuated in the guide grooves 6. A brake disc shaft 3 is located inside the brake carrier 2. The inner side 5 is a boundary side of this brake disc shaft 3. The outer side 4 delimits the brake carrier 2 to the outside and is a side facing away from the brake disc shaft 3.

[0035] The guide grooves 6 are each formed by two opposing guide surfaces 7 and a support surface 8 connecting the guide surfaces 7. The guide grooves 6 thus each form a C-shaped guide shaft. The brake pad 20 has a friction lining 24 and a lining carrier 21, which is movably mounted in the guide grooves 6 along the actuation direction B by means of guide ears 22.

[0036] The brake pad 20 and the brake anchor 2 are coupled in a displaceable manner relative to one another via two positioning devices 30. For this purpose, the positioning devices 30 each have a guide 60 and a clamping device 40 that are operatively connected to one another. The clamping devices 40 are integrally formed sheet metal boxes and are each mounted on the guide ears 22. These sheet metal boxes or sheet metal constructions each originate from a corresponding sheet metal blank with a sheet thickness t, which has been laser-cut or punched and provided with appropriate bends.

[0037] The positioning device 30 is described below mainly in the singular, since both positioning devices 30 are identical.

[0038] As in the Fig. 2 and the following figures, the clamping device 40 clamps around the respective guide ear 22, each of which is provided with an opening 23. On the side on which the friction lining 24 (= friction lining side of the lining carrier 21) is arranged, the clamping device 40 has a folded edge 47 which is supported on the guide ear 22. On the opposite side of the lining carrier 21 (= rear side of the lining carrier 21), the clamping device 40 is supported on the outer end of the guide ear 22 with a bead 48 on the guide ear 22 and where the guide ear 22 merges into the main part of the lining carrier 21, the clamping device 40 is supported on the rear of the lining carrier 21 with a support angle 49. Furthermore, the support angle 49 abuts against a raised area which protrudes from the rear of the lining carrier 21.The folded edge 47 and the side of the clamping device 40 which has the bead 48 and the support angle 49 are connected to a connecting web which rests on the front side of the guide ear 22. With the aid of the aforementioned support or contact means, the clamping device 40 is fixed to the respective guide ear 22. On the rear side of the lining carrier 21, two spaced-apart sheet metal sections 42, 42' which are cut free from the corresponding sheet metal area (base sheet) 46, bent and elastically deflectable form a passage 45. This passage, which is arranged congruently with the opening 23 in the respective guide ear 22, is shown in the . Fig. 5 and Fig. 7. The sheet metal sections 42, 42' represent clamping elements 41, 41', each of which elastically clamps a guide rod 61, which is a component of the guide 60, with a straight clamping edge 44. The bevel of the bent sheet metal section 42, 42' has a bevel angle α of approximately 45° relative to the base sheet 46, from which the bent sheet metal section 42, 42' is bent out. The neutral fiber of the bevel, measured from the transition from the base sheet 46 into the bent area up to the free end of the projecting clamping element 41, 41', has a length x. The dimension x is approximately twice as large as the dimension t. Such relatively small spring legs achieve a high spring stiffness of the bent sheet metal section 42, 42' and high spring forces and thus correspondingly high restoring forces are achieved. The dimension x is in the Fig. 10 entered.

[0039] The guide 60 is, for example, in the Fig. 4 to 8. The guide 60 has a guide rod 61 and a contact area 64, which is designed as a contact rod 71 with a round profile. The contact rod 71 is arranged at a right angle to one end of the guide rod 61. Both parts are integrally connected to one another and form a T-shape, with the guide rod 61 forming the vertical part and the contact rod 71 forming the cross section of the T. The guide 60 is supported on the brake carrier 2 by the contact rod 71.

[0040] Fig. 3 shows a part of the disc brake assembly 1 in an operating configuration with a first rotational orientation DO1 of the guide 60 or the guide rod 61 with respect to its longitudinal axis, when viewed as the axis of rotation. Such an operating configuration exists when the disc brake assembly 1 is installed, ready for operation, in a disc brake of a motor vehicle. In this first rotational orientation DO1, the contact rod 71 is aligned such that it can be supported on the brake carrier 2. This means that the notch in the outer side 4 of the brake carrier due to the guide groove 6 is spanned by the contact rod 71. Because the contact rod 71 has a round cross-section, it bears linearly against the outer side 4 of the brake carrier 2 and thus forms a type of pivot bearing. The guide 60 can therefore allow pivoting movements of the guide 60 and in particular of the guide rod 61 without the contact rod 71 losing contact with the brake carrier 2.The freedom of movement of the guide 60 due to the design of the guide rod 61 is shown in the . Fig. 9 and Fig. 10 illustrates this.

[0041] In the Fig. 4 to 6 show the design of the guide rod 61. The guide rod 61 has a rectangular cross-section with short rectangular edges a and long rectangular edges b. The short rectangular edges a run parallel to the contact rod 71. The short rectangular edges a also form flat contact surfaces 63, against which the clamping elements 41, 41' each rest with their straight clamping edge 44 in the operating configuration and when the first rotational orientation DO1 of the guide rod is present. The clamping elements 41, 41' therefore press elastically against the contact surfaces 63 and elastically clamp the guide rod 61. This results in a frictional connection between the clamping device 40 or the clamping elements 41, 41' and the guide 60 or the guide rod 61. The mode of operation of this frictional connection in combination with the cantilevered clamping elements 41, 41' orthe elastically deflectable and bent sheet metal sections 42,42' has already been explained above in the general description section.

[0042] In the Fig. 6 to 8 it can be seen that the guide rod 61 has a constriction 66 in the transition area 65 to the contact rod 71. Fig. 6 and Fig. 7 show the positioning device 30 in a first assembly configuration and Fig. Figure 8 shows the positioning device 30 in a second assembly configuration. The various assembly configurations will be discussed again later in the description of the assembly process.

[0043] The Fig. 9 and Fig. 10 illustrate the operation with highly schematic representations of the disc brake assembly 1 and in particular of the positioning device 30. Due to the linear contact and the two contact areas with which the contact rod 71 rests against the outer side 4 of the brake carrier 2, the guide 60 can follow inclinations of the outer side 4 and can be securely supported thereon. If the outer side 4 is not aligned at right angles to the actuation direction B, this results in an inclination of the guide rod 61 relative to the actuation direction B. Possible different inclinations of the guide 60 are shown in Fig. 9 is marked with the curved double arrow. Despite this inclination, the frictional connection between the guide rod 61 and the clamping elements 41, 41' is not disturbed. This is achieved by the straight edges 44, which rest unhindered against the contact surfaces 63 of the guide rod and clamp the guide rod 61. The positioning device 30 thus compensates for different orientations or unevenness of the outer side 4 of the brake anchor plate 2.

[0044] In Fig. 10 illustrates, among other things, the direction of actuation B. It is also clearly visible here how the deflection of the spring legs 42, 42' occurs when the brake pad 20 is displaced.

[0045] Since the static friction between the clamping device 40 and the guide 60 is not initially overcome during the reset function, the clamping edges 44 remain virtually suspended on the guide rod, while the brake pad 20 moves and carries the rest of the clamping device 40 with it. The spring legs 42, 42' are thereby elastically deflected and cause a reset when the brake is no longer applied and the brake pad 20 can retract. Fig. Figure 10 also shows how the contact rod 71 rests against the outer side 4, forming a pivot bearing there. This pivot bearing can compensate for lateral movements of the brake pad 20, which are represented by the vertical double arrow, and a pivoting movement of the guide rod 61 (see curved double arrow). The existing frictional connection between the clamping device 40 and the guide 60 can also compensate for such a pivoting movement.

[0046] The alternative embodiment of the invention differs essentially in the contact area 64 of the guide 60, the cross-section of the guide rod 61, and the clamping elements 41, 41'. The functionality with regard to reset and wear adjustment is essentially the same as in the first embodiment.

[0047] The contact area 64 of the guide 60 is designed like a ball joint, in that the guide rod 61 has a head 67 with a spherical bearing surface 68 at one end instead of a contact rod. The head 67 is mounted in a receptacle 70 of a contact disc 69, shaped to correspond to the spherical bearing surface 68. The contact disc 69 rests against the outer side 4 of the brake carrier 2.

[0048] The clamping elements 41, 41' are now designed as cut-out, elastically deflectable sheet metal sections 42, 42', which have rounded contact edges. These contact edges are clamped against a guide rod 61 with a circular profile. In this embodiment of the invention, the possible inclinations of the guide rod described above can also be compensated.

[0049] The assembly method according to the invention is described below using the first embodiment of the disc brake assembly: Fig.Figure 15 shows the first image of process step a). The brake pad 20 is fitted with the clamping devices 40 and is slidably mounted with the guide ears 22 in the guide grooves 6 of the brake carrier 2. In this first assembly configuration, the guide 60 is aligned with the free end 62 of the guide rod 61 toward the outer side 4 of the brake carrier 2. Furthermore, the guide 60 is brought into the second rotational orientation DO2. This refers to a rotation of the guide 60 about the longitudinal axis of the guide rod 61. In this second rotational orientation DO2, the long rectangular edges b of the guide rod 60 are aligned parallel to the support surface 8 of the corresponding guide groove 6.

[0050] The second image illustrates process step b). Due to the rotational orientation DO2 and the fact that the guide rod 61, with its smaller cross-sectional dimension a, accordingly opposes the opening width of the passage 45, the guide rod 61 is now easily pushed from the outer side 4 toward the inner side 5 of the brake carrier 2 through the passage 45 of the clamping device 45 until the constriction 66 comes to rest in the region of the passage 45.

[0051] The third image shows process step c). The guide is rotated 90° around the guide rod's longitudinal axis L into the rotational orientation DO1, so that the short rectangular sides a of the guide rod 61 are aligned parallel to the support surface 8 of the corresponding guide groove 6.

[0052] The fourth image depicts process steps d) or e). In both cases, the rotational orientation DO1 is maintained. In process step d), the guide 60 is pulled out slightly in the opposite direction to the previous insertion direction until the clamping elements 41, 41 are preloaded by resting against the short rectangular edges a. This preload arises because the larger cross-sectional dimension b of the guide rod now occupies the opening width of the passage 45.

[0053] In the case of method step e), the clamping device 40 is positioned on the guide rod 61 by actuating a brake, of which the disc brake assembly 1 becomes a component after installation. Through this method step, the clamping device 40 and thus also the brake pad are positioned in such a way that this position corresponds to an operating position in which contact occurs between the brake pad 20 and a brake disc. At the same time, the contact rod 71 also comes into contact with the outer side 4 of the brake carrier 2 and is supported there at two contact points.

Claims

[1] Disc brake arrangement (1) comprising, - a brake carrier (2) with a brake disc shaft (3), with at least one outer side (4), which is a side facing away from the brake disc shaft (3), with at least one inner side (5), which is a side facing the brake disc shaft (3) and with guide grooves (6), which each run from the outer side (4) to the inner side (5), the direction of which defines an actuation direction B and which are each formed from two opposing guide surfaces (7) and a support surface (8) connecting the guide surfaces (7), - at least one brake pad (20) with a friction lining (24) and a pad carrier (21) which is mounted displaceably in the guide grooves (6) along the actuating direction B by means of guide ears (22) and - at least one positioning device (30) with a guide (60) and with a clamping device (40), via which the brake pad (20) and the brake carrier (2) are coupled so as to be displaceable relative to one another, wherein the clamping device (40) has at least one projecting, elastically acting clamping element (41, 41'), which, due to elastic deformation in an operating configuration of the positioning device (30), causes both a frictional engagement between the clamping device (40) and the guide (60), which enables wear adjustment, and also generates a restoring force when the positioning device (30) is subjected to an actuating force, wherein the guide (60) has a guide rod (61) and a contact area (64) with which the guide (60) is supported on the brake carrier (2) via a joint, in particular via a ball joint or a swivel joint, and wherein the clamping device (40) is connected to a guide ear (22) of the lining carrier (21) in such a way that the position of the clamping device (40) relative to the corresponding guide ear (22) is fixed. [2] Disc brake arrangement (1) according to claim 1, wherein the clamping device (40) is a sheet metal construction, which is in particular formed in one piece, and wherein the at least one clamping element (41,41') is an elastically deflectable sheet metal section (42,42'). [3] Disc brake arrangement (1) according to claim 1 or 2, wherein the clamping device (40) is a sheet metal construction, which is in particular formed in one piece, and wherein the at least one clamping element (41,41') comprises a folded sheet metal section (42,42'). [4] Disc brake arrangement (1) according to claim 3, wherein the bend of the folded sheet metal section (42, 42') relative to the base sheet (46) from which the folded sheet metal section (42, 42') is bent out has a bending angle α with a size in the range of 20° to 70°, in particular in the range of 30° to 60°. [5] Disc brake arrangement (1) according to claim 3 or 4, where the sheet metal of the sheet metal construction has a sheet thickness t throughout, wherein the neutral fiber of the fold, measured from the transition from the base plate (46) into the folded area (42,42'), has a length x, wherein the dimension of the length x is at least equal to the dimension of the sheet thickness t and at most 4 times as large as the dimension of the sheet thickness t, in particular at most 3 times as large as the dimension of the sheet thickness t. [6] Disc brake arrangement (1) according to one of claims 1 to 5, wherein the at least one clamping element (41, 42') has a straight edge (44) with which the at least one clamping element (41, 41') bears against the guide (60) in the operating configuration. [7] Disc brake arrangement (1) according to claim 6, wherein the straight edge (44) is aligned at an angle β of 60° to 120°, in particular at right angles, to the actuating direction B. [8] Disc brake arrangement (1) according to one of claims 1 to 7, wherein the guide rod (61) has at least one flat contact surface (63) against which the straight edge (44) of the at least one clamping element (41, 41') bears and forms a line contact with it. [9] Disc brake arrangement (1) according to one of claims 1 to 8, wherein the at least one clamping element (41, 41') is a first clamping element (41), wherein the clamping device (40) comprises a second clamping element (41') which has the same features as the first clamping element (41), wherein the two clamping elements (41,41') form a passage (45) for the guide rod (61), wherein the cross-section of the guide rod (61) is designed such that that in the operating configuration of the positioning device (30) the guide rod (61) elastically prestresses the clamping elements (41, 41') in a first rotational orientation DO1 about its longitudinal axis and in a first assembly configuration of the positioning device (30) the guide rod (61) in a second rotational orientation DO2 about its longitudinal axis does not prestress the clamping elements (41, 41') or prestresses them less compared to the operating configuration with the first rotational orientation DO1. [10] Disc brake arrangement (1) according to claim 9, wherein the guide rod (61) has a constriction (66) in the transition region (65) to the contact region (64), whereby in a second assembly configuration in which the clamping elements (41, 41') protrude into the constriction (66), the guide rod (61), regardless of its rotational orientation about its longitudinal axis, does not prestress the clamping elements (41, 41') or prestresses them less compared to the operating configuration. [11] Disc brake arrangement (1) according to claim 9 or 10, wherein the guide rod (61) has a rectangular cross-section with short rectangular edges a and long rectangular edges b and wherein both short rectangular edges a each form the flat contact surface (63), wherein in the operating configuration the first and the second clamping element (41, 41') each bear against one of the short rectangular edges a. [12] Disc brake arrangement (1) according to claim 11, wherein the contact area (64) has a head (67) with an at least partially spherical bearing surface (68), wherein the head (67) is mounted in a receptacle (70) of a contact disc (69) shaped in a manner corresponding to the at least partially spherical bearing surface, and wherein the contact disc (69) bears against the outer side (4) of the brake carrier (2). [13] Disc brake arrangement (1) according to claim 11, wherein the contact area (64) is designed as a contact rod (71), in particular with a round cross-section, which adjoins one end of the guide rod and forms a T-shape with it, in particular in one piece, wherein the contact rod (71) is aligned parallel to the short rectangular edges a of the guide rod (61) and wherein in the operating configuration the contact rod (61) is also aligned at an angle of 0° to 30° to the support surface (8), in particular parallel to the support surface (8). [14] Assembly method for mounting a positioning device (30) in a disc brake arrangement (1) according to one of claims 12 or 13, comprising the steps: a) Aligning the guide (60) with the free end (62) of the guide rod (61) towards the outer side (4) of the brake carrier (2) and that the long rectangular edges b of the guide rod (61) are aligned parallel to the support surface (8) of one of the guide grooves (6), b) Inserting the guide rod (61) from the outside (4) towards the inside (5) of the brake carrier (2) through the passage (45) of the clamping device (40) until the constriction (66) comes to lie in the area of ​​the passage (45), c) Rotating the guide (60) around the guide rod longitudinal axis L so that the short rectangular sides a of the guide rod (61) are aligned parallel to the support surface (8) of the same guide groove (6), d) and / or e), wherein with d) the guide (60) is pulled out in the opposite direction to the previous insertion direction until the clamping elements (41, 41') are pretensioned by the contact with the short rectangular edges a, and wherein with e) a disc brake, in which the disc brake arrangement (1) is a component, is actuated to position the brake pad (20) in an operating position and the contact area (64) of the positioning device (30) is brought into contact with the brake carrier (2).

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