DISC BRAKE WITH A SYNCHRONIZATION MECHANISM

Description

[0001] The invention relates to a disc brake with a synchronization mechanism, in particular for a motor vehicle, according to the preamble of claim 1.

[0002] Vehicles and certain technical devices often use friction brakes to convert kinetic energy. Disc brakes are preferred, especially in passenger cars and commercial vehicles.

[0003] A typical design of a disc brake from the state of the art is in Figure 1 shown in a schematic partial sectional view. Conventional design variants are shown in Figure 2 and 3 shown in schematic perspective views. Figure 4 , 5 shows schematic views of conventional synchronization mechanisms of common disc brakes 1.

[0004] The disc brake 1 comprises a brake disc 2 with a brake disc axis 2a, a brake calliper 3 including internal mechanics and usually two brake pads 4, 5. The cylinder forces are introduced into the internal mechanics via a brake cylinder 17, which is pneumatically operated, for example, amplified by an eccentric mechanism and as an application force of an application device via threaded spindles, which are transmitted to the brake pads and brake disc, whereby the wear of the brake disc 2 and brake pads 4, 5 is compensated via the threaded pistons 7, 8, which are also called threaded spindles.

[0005] The threaded plungers 7, 8 are typically coupled to each other by a synchronization mechanism 12 (synchronizing device) for uniform adjustment of wear. In pneumatically actuated disc brakes, the brake caliper 3 is typically designed as a sliding caliper, pivoting caliper, or fixed caliper. The brake application device is arranged in an application section 3a of the brake caliper 3 and serves to bring the brake pads 4, 5 on both sides of the brake disc 2 into operative contact with each other and to achieve a braking effect through friction.

[0006] The brake application device comprises a rotary brake lever 11 having an eccentric projection at its lower end, which is rotatably mounted in the application section 3a of the brake caliper 3 via a first pivot bearing and which is supported by a support roller on a cross member 6 into which the threaded plungers 7, 8 are screwed. These plungers can act on the brake pad 4 on the action side via pressure pieces in order to displace it towards the brake disc 2 during braking. This known pneumatically actuated disc brake also has an automatic adjustment device 9 to compensate for pad and disc wear.

[0007] An example of such an adjustment device and its function is described in document DE 10 2004 037 771 A1 and document EP 2 895 760 B1.

[0008] To compensate for pad wear, the threaded plungers 7, 8 are provided with an external thread. To compensate for pad wear, the threaded plungers 7, 8 must be rotated accordingly using the automatic adjustment device 9. Since the adjustment device 9 is only located on one threaded plunger 7 in the disc brake 1 with two threaded plungers 7, 8, it is necessary to rotate the second threaded plunger 8 with the aid of a transmission element, referred to below as a synchronizer element 13, and a so-called driver device 10.

[0009] The adjusting device 9 acts here in a rotating manner on the first threaded punch 7 in order to change the length of this nut / spindle arrangement by a relative screw connection between the threaded punch 7 and the cross member 6, whereby the total length of the application device between the brake pad and the abutment of the application device on the inside of the application section 3a of the brake calliper 3 is increased, which in turn compensates for the increasing pad wear.

[0010] The Figure 1 The two threaded punches 7 and 8 shown are coupled via the synchronization mechanism 12, which transmits a rotation of a shaft of the adjusting device 9, which is coupled to the first threaded punch 7, about an adjuster axis 9a to a shaft with a driver axis 10a of the driver device 10, which is coupled to the second threaded punch 8. The adjuster axis 9a and the driver axis 10a run parallel.

[0011] The synchronization mechanism 12 here comprises a synchronizer element 13 and two synchronizer gears 14, 15. The synchronizer element 13 is a chain, roller chain, or toothed belt and interacts with the synchronizer gears 14, 15 as a belt drive. In the example shown, the synchronizer gears 14, 15 are sprockets, of which a first synchronizer gear 14 is rotationally fixedly coupled to the first threaded die 7. A second synchronizer gear 15 is rotationally fixedly connected to the shaft of the driver device 10 and thus to the other threaded die 8.

[0012] The disc brake 1 is designed such that the roller chain is arranged as a synchronizing element 13 outside the application section 3a of the caliper 3 on a front side 18 of a wall of the application section 3a. The synchronizing element 13, including the synchronizing wheels 14, 15 and the areas around the synchronizing wheels 14, 15, is arranged within a separate, sealed cover 16. This is Figure 4The roller chain as synchronizing element 13 is arranged on both sides of an imaginary connecting line between the adjuster axis 9a and the driver axis 10a.

[0013] Document EP 0 566 008 A1 illustrates an air-operated disc brake.

[0014] There are essentially two variants of the pneumatically operated disc brake 1 with regard to the brake cylinder arrangement.

[0015] The brake cylinder 17 is attached, e.g., screwed, to a flange section 3b of the application section 3a of the brake caliper 3, and is operatively connected by its tappet to the brake rotary lever 11. The brake rotary lever 11 is surrounded by a lever housing 3c, which here is a component of the application section 3a of the brake caliper 3.

[0016] The first variant is the so-called axial brake ( Figure 2). This refers to the alignment of the brake cylinder 17 to the brake disc axis 2a of the brake disc 2. In the axial design, the effective direction of the brake cylinder 17 is oriented largely parallel to the brake disc axis 2a of the brake disc 2.

[0017] The second variant is the so-called radial brake ( Figure 3 ). In this radial brake, the direction of action of the brake cylinder 17 is oriented largely perpendicular or radially to the brake disc axis 2a of the brake disc 2.

[0018] Another design feature of the disc brakes 1 mentioned here is the design of the brake caliper 3 as a so-called monoblock caliper. This means that the brake caliper 3 (sliding caliper) consists of a single cast part. This design allows for increased robustness, strength, and rigidity, while also reducing manufacturing costs.

[0019] However, the monoblock design of the brake caliper 3 cannot be implemented with the radial brake and the previous arrangement of the roller chain as the synchronizing element 13 of the synchronization mechanism 12. This proves to be disadvantageous. In order to ensure the free movement of the brake lever 11, the arrangement of the roller chain requires that the brake lever 11 be offset to such an extent that the brake lever 11 has a very protruding, swan-neck-like shape. This solution shows Figure 5 . It is also considered disadvantageous that the weight of the brake lever 11 is also adversely affected.

[0020] A particular disadvantage, however, is that due to this protruding shape of the brake lever 11, it is no longer possible to insert the brake lever 11 into the application section 3a via an opening in the brake calliper 3 in the monoblock caliper design, unlike the brake calliper 3 of the axial brake. This opening in the brake calliper 3 is an opening in the application section 3a, which points towards the brake disc 2 and is closed by a so-called base plate B. The threaded plungers 7, 8 extend through this base plate B parallel to the brake disc axis 2a towards the brake disc 2 (see Figure 1 ). This is also called the floor panel interface.

[0021] This makes it impossible to design caliper 3 (radial caliper) of the radial brake as a monoblock caliper. The current radial brake therefore consists of three cast parts that must be bolted together using relatively complex interfaces. Ensuring the tightness and strength of the interfaces is relatively difficult. This is considered a particularly disadvantageous design.

[0022] Therefore, the object of the invention is to provide an improved disc brake with an improved synchronization mechanism for the threaded rods of the adjustment mechanism, which also allows the brake caliper of the radial brake to be designed as a monoblock caliper.

[0023] The solution to this problem is the aim of the invention.

[0024] The invention solves this problem by the subject matter of claim 1.

[0025] A disc brake according to the invention, in particular for a motor vehicle, comprises a brake caliper having an application section in which an application device with a brake rotary lever, at least two threaded plungers, an adjusting device and a driver device are arranged, and a synchronization mechanism for synchronizing the rotary movements of the threaded plungers, wherein the synchronization mechanism is arranged outside the housing of the brake caliper within a sealed cover on the application section of the brake caliper, wherein the synchronization mechanism has at least one synchronizer element and two synchronizer wheels, of which a first synchronizer wheel is coupled to one threaded plunger and a second synchronizer wheel is coupled to the other threaded plunger.The synchronization mechanism is arranged on the application section of the brake caliper around a lever housing of the brake rotary lever, which protrudes from the application section of the brake caliper.

[0026] Due to the inventive arrangement of the synchronization mechanism for the adjusting threaded spindles, it is advantageously possible to design the brake rotary lever in such a way that its installation is possible via the opening for the floor plate, as is the case with the axial brake.

[0027] Another significant advantage of keeping the brake lever as simple and compact as possible is that the synchronization mechanism is routed around the lever.

[0028] Furthermore, due to restrictions regarding the installation of the brake in the vehicle, it is advantageous that the synchronization mechanism is arranged in such a way that the permissible installation space for the brake is not exceeded.

[0029] The synchronization mechanism is therefore advantageously arranged so that it is located outside the wheel rim and on the side of the brake caliper housing facing away from the axle body of the vehicle.

[0030] Further advantageous embodiments can be found in the remaining subclaims.

[0031] In one embodiment, the brake caliper has a balcony-like support section attached or molded onto the side of the brake application section, which protrudes from the brake application section of the brake caliper in the direction of a brake disc axis. An upper side of the support section extends in a common plane with an end face of the brake application section. This advantageously increases the surface area, allowing the synchronization mechanism to be easily arranged around the lever housing.

[0032] This is particularly advantageous if the carrier section is an additional cast contour of the brake caliper's application section, as this eliminates the need for additional assembly work to attach the carrier section.

[0033] One embodiment provides that the at least one synchronizing element of the synchronization mechanism is a chain, roller chain, or toothed belt, and interacts with the synchronizing wheels as a belt-driven transmission. The synchronization mechanism is arranged within the sealed cover on the brake application section and on the carrier section of the brake caliper. A chain is a robust, cost-effective component and can be obtained in high quality on the market. The same applies to a toothed belt.

[0034] It is advantageous that the at least one synchronous element is arranged around the lever housing of the brake rotary lever with the aid of a chain guide.

[0035] In one version, the chain guide features guide elements in the form of cylindrical domes, pulleys, and / or guide rails. This advantageously enables low-friction guidance.

[0036] In a further embodiment, a path of the at least one synchronizer element around the lever housing of the brake lever is part of an imaginary trapezoidal shape, with the path of the synchronizer element being arranged in a region of slanted edges of the support section, which form components of the legs of the imaginary trapezoid, and a straight edge of the support section, which is the short base side of the imaginary trapezoid. This arrangement is advantageously space-saving.

[0037] An alternative embodiment provides for the at least one synchronizer element of the synchronization mechanism to be formed from a number of synchronization gears and to interact with the synchronization gears as a spur gear. The synchronization mechanism is arranged within the sealed cover on the brake application section and on the carrier section of the brake caliper. This is advantageous because transmission losses are hardly affected by the magnitude of the deflection. Another advantage is the low-cost gears, which are available at low cost in high quality. Installation is also simple.

[0038] In another alternative embodiment, the at least one synchronizer element of the synchronization mechanism is formed from a number of synchronizer shafts, which are coupled to each other and to the synchronizer gears via coupling units mounted at the ends of the synchronizer shafts. Advantages here include a small number of parts and simple installation.

[0039] Furthermore, in one embodiment, it is advantageous if the coupling units have bevel gears, with the synchronous gears being crown gears with bevel gearing. These components are cost-effective.

[0040] In an alternative design, the coupling units can include universal joints, constant velocity joints, or elastic coupling elements. These components are also available on the market in high quality and at low cost.

[0041] An advantageous reduction in the number of parts is offered in another embodiment if at least one synchronizing element of the synchronization mechanism is formed from one or more flexible shafts.

[0042] In a particularly preferred embodiment, the brake caliper is formed integrally with the support section as a monoblock caliper. This is particularly advantageous because it allows for simple and inexpensive assembly. Another important advantage is that the monoblock design enables weight reduction by eliminating the weight of the casting.

[0043] In another preferred embodiment, the disc brake is pneumatically operated. This is advantageous because this design is reliable and robust.

[0044] Compared to the previous state of the art, the invention enables a so-called monoblock caliper to be realized as a brake caliper with the following advantages: Significant cost savings (fewer cast parts, avoidance of interfaces).

[0045] Improved robustness and reliability by eliminating bolted and sealed interfaces in the brake caliper housing area. Simplified and cost-effective assembly.

[0046] Weight reduction through saving of casting weight due to the monoblock construction.

[0047] Reduction of the load and thus increase of the robustness of the brake calliper bearing due to the reduced brake calliper weight.

[0048] More favorable installation conditions in the vehicle due to the more compact design of the brake caliper.

[0049] Embodiments of the invention are described below with reference to the accompanying drawings. These embodiments serve merely to illustrate the invention using preferred designs, but do not represent the invention exhaustively. Therefore, other embodiments, as well as modifications and equivalents of the illustrated embodiments, are also feasible within the scope of the claims.

[0050] The invention will now be explained in more detail using exemplary embodiments with reference to the accompanying drawings. Figure 1 shows a schematic partial sectional view of a disc brake from the prior art; Figures 2-3 show schematic perspective views of embodiments of disc brakes from the prior art; Figures 4-5 show schematic views of conventional synchronization mechanisms of disc brakes from the prior art; Figure 6 shows a schematic perspective view of an embodiment of a disc brake according to the invention with a synchronization mechanism according to the invention; Figure 7 shows an enlarged sectional view of a lever housing of a brake caliper of the embodiment according to Figure 6 ; Figure 8 a schematic perspective view of the embodiment of the disc brake according to the invention according to Figure 6 ; and Figures 9-10 schematic perspective views of variants of the embodiment according to Figure 6 .

[0051] The Figures 1 to 5 from the state of the art have already been described above.

[0052] Figure 6shows a schematic perspective view of a synchronization mechanism 12 of the embodiment according to Figure 6 . In Figure 7 is an enlarged sectional view of a lever housing 3c of a brake calliper 3 of the embodiment of the disc brake 1 according to the invention according to Figure 6 shown. Figure 8 shows a schematic perspective view of an embodiment of a disc brake 1 according to the invention in a plan view.

[0053] As in Figure 6 As shown, the lever housing 3c of the brake rotary lever 11 of the radial brake, ie disc brake 1, protrudes in the direction of the brake disc axis 2a from the application section 3a of the brake caliper 3. The lever housing 3c is arranged in the center of the end face 18 of the application section 3a between the adjuster axis 9a and the driver axis 10a.

[0054] The brake lever 11 is arranged in the lever housing 3c. Figure 6The end of the lever arm of the brake rotary lever 11 can be seen within an opening in the flange section 3b. This end of the lever arm interacts with the plunger of the brake cylinder 17 to be attached to the flange section 3b.

[0055] To ensure that the brake lever 11 has the simplest and most compact design possible, the transmission mechanism of the synchronization mechanism 12 must be routed around the brake lever 11 and its lever housing 3c. On the other hand, due to restrictions regarding the installation of the disc brake in a vehicle, the synchronization mechanism 12 must be arranged such that the permissible installation space for the disc brake 1 in the vehicle is not exceeded.

[0056] The synchronization mechanism 12 is therefore arranged such that it is located outside the wheel rim and on the side of the caliper housing of the brake caliper 3 facing away from the axle body of the vehicle.

[0057] The routing of the synchronization mechanism 12 around the lever housing 3c requires an expansion of a surface of the front side 18. For this purpose, the brake caliper 3 has a balcony-like support section 19 attached or molded laterally to the application section 3a. This support section 19 protrudes from the application section 3a of the brake caliper 3 in the direction of the brake disc axis 2a.

[0058] An upper side 20 of the support section 19 runs in a common plane together with the end face 18 of the clamping section 3a and forms an extension thereto.

[0059] The support section 19 also serves to support a cover 21, which protects the synchronization mechanism. Sealing of the cover 21 is enabled by a cover seal 21a, which is inserted or applied in a suitable manner, e.g., in matching contours, in the edge area of ​​the upper side 20 of the support section 19 and on the end face 18 of the clamping section 3a.

[0060] The carrier section 19 can, for example, be an additional cast contour of the application section 3a of the brake calliper 3.

[0061] This shows Figure 7 an enlarged sectional view of the lever housing 3c of the brake calliper 3 of the embodiment according to Figure 6 The brake lever 11, with its lever arm and its end, is arranged in a slender shape in the lever housing 3c. The brake lever 11 is rotatable about a lever axis 11a, which here runs at an angle of 90° to the brake disc axis 2a.

[0062] The carrier section 19 is here formed integrally with the application section 3a of the brake calliper 3.

[0063] The support section 19 can be arranged on the edge of the clamping section 3a along the entire length of the edge or over a shorter length. Different geometric shapes of the support section 19 are possible. For example, Figure 6 a trapezoidal shape, Figure 9 Curved sections with different radii and straight lines are also possible. Rectangular shapes are also conceivable. The edges of these shapes are provided with partially cylindrical domes, which serve to secure the fastening elements 22 of the cover 21. Of course, other edge configurations are also possible.

[0064] In Figure 8The brake caliper 3 is depicted as a monobloc caliper. The synchronization mechanism 12 is closed with the cover 21. The cover 21 is attached to the support section 19 at its peripheral edge with fastening elements 22, 22a, 22b, 22c and 22', 22'a, 22'b, 22'c, e.g., screws. In the example shown, the cover 21 and the synchronization mechanism 12 are symmetrical about an axis of symmetry that runs parallel to the brake disc axis 2a through the center of an imaginary connecting line between the adjuster axis 9a and the driver axis 10a.

[0065] As with the axial brake (see Figure 4 ) a roller chain as a synchronous element 13. The threaded dies 7, 8 (see Figure 1 ) are in Figure 5and indicated in the following figures by the adjuster axis 9a and the driver axis 10a, respectively. The coupling of the two threaded pins 7, 8 to the roller chain cannot be achieved directly in this case. The term "direct path" refers to an imaginary straight line between the axes 9a and 10a, which is "blocked" here by the lever housing 3c protruding from the brake application section 3a of the brake caliper 3.

[0066] Due to the conditions described above, the synchronizer element 13 (chain) must be guided around the lever using a chain guide. This chain guide comprises guide elements 23, 23a in the form of cylindrical domes and guide rails.

[0067] The course of the synchronizer element 13 on the end face 18 of the application section 3a and the upper side of the support section 19 around the lever housing 3c can be described as part of an imaginary trapezoidal shape. This imaginary trapezoid is formed by a long base side between the adjuster axis 9a and the driver axis 10a. Parallel to this, the shorter base side runs as the free edge 19a of the support section 19. The legs of the imaginary trapezoid are formed by the sloping edges 19b, 19c of the support section 19.

[0068] The course of the synchronous element 13 is arranged in the area of ​​the oblique edges 19b, 19c and the straight edge 19a.

[0069] It is important that the chain, as the synchronizing element 13, is guided with as little friction as possible to prevent excessive transmission losses caused by friction between the chain and the deflection points of the domes. The larger the deflection angle, the greater the transmission losses that can occur. This relationship can be described using the rope friction equation. F 1 = F 2 * e ϕμ With: F 1 : Tensile force on the chain after the deflection F 2 : Tensile force on the chain before the deflection ϕ: deflection angle µ: friction coefficient

[0070] To minimize transmission losses, the chain can also be deflected using pulleys. However, the applicability of this solution depends on the available installation space.

[0071] Instead of a roller chain, a toothed belt can also be used as the synchronizing element 13. This is not shown, but is easily conceivable. In this case, the synchronizing wheels 14, 15 are designed as toothed belt wheels.

[0072] Figure 9 shows a schematic perspective view of a first variant of the embodiment according to Figure 6 .

[0073] In this first variant, a number of synchronous gears 24, 25, 25a, e.g. spur gears, are used as the synchronous element 13. In the Figure 9 In the example shown, the synchronization mechanism 12 comprises five synchronous gears 24, 25, 25a and two synchronous wheels 14, 15.

[0074] The synchronizing gears 14, 15 are designed as spur gears and each mesh with a first synchronizing gear 24. These first synchronizing gears 24 each mesh with a second synchronizing gear 25, which in turn both mesh with a common synchronizing gear 25a. An odd number of synchronizing gears 24, 25, 25a is required to ensure the same direction of rotation of the threaded dies 7, 8; otherwise, the thread of one of the threaded dies 7, 8 would have to be a left-hand thread.

[0075] In contrast to the roller chain synchronizer element 13, the transmission losses in this variant are hardly influenced by the magnitude of the deflection, i.e., by the angle between the sides of the imaginary trapezoid. The transmission losses are mainly determined by the number of synchronous gears 24, 25, 25a.

[0076] In a second variant of the embodiment according to Figure 6 , which Figure 10in a schematic perspective view, shafts are used as synchronous elements or transmission elements, which are referred to here as synchronous shafts 26, 26', 26".

[0077] In the example shown, the synchronization mechanism 12 comprises three synchronization shafts 26, 26', 26", four coupling units and two synchronization wheels 14, 15.

[0078] The synchronous shafts 26, 26', 26" are coupled to each other and to the synchronous wheels 14, 15 via the coupling units with bevel gears or other coupling elements (e.g. universal joints, constant velocity joints or elastic coupling elements), which are each attached to the ends of the synchronous shafts 26, 26', 26".

[0079] The synchronous shafts 26, 26', 26" are each mounted on the front side 18 of the clamping section 3a and the upper side 20 of the support section 19 via a bearing 28, 28', 28" not described in detail.

[0080] The arrangement of the three synchronous shafts 26, 26', 26" in this variant is such that two synchronous shafts 26, 26", each coupled to a synchronous wheel 14, 15, run in the oblique sides of an imaginary trapezoid. A synchronous shaft 26', which is coupled to the other two synchronous shafts 26, 26", runs in the short base side of the imaginary trapezoid.

[0081] In this variant, the synchronous gears 14, 15 are designed as bevel gears. Accordingly, the coupling gears 27, 27a; 27', 27'a; 27", 27"a of the synchronous shafts 26, 26', 26" are designed as bevel gears. The synchronous gears 14, 15 are bevel gears with bevel teeth.

[0082] The first synchronous gear 14 engages with a coupling gear 27 of the first synchronous shaft 26. The other coupling gear 27a of the first synchronous shaft 26 and a coupling gear 27' of the second synchronous shaft 26' form the coupling of the synchronous shafts 26 and 26'. Similarly, the second synchronous shaft 26' and the third synchronous shaft 26" are coupled via their coupling gears 27'a and 27". The other coupling gear 27"a engages with the second synchronous gear 15.

[0083] It is also conceivable to transmit the rotary movements of the threaded punches 7, 8 by means of the synchronization mechanism with one or more flexible shafts.

[0084] The invention is not limited by the embodiments described above. It may be modified within the scope of the appended claims.

[0085] The synchronizer element 13's chain path can be configured as an arc with a single radius or as an arc consisting of several arcs with different radii. In this case, however, the extent to which the edge of the carrier section 19 protrudes from the application section 3a of the brake caliper 3 must be taken into account, as this may result in larger installation dimensions of the disc brake 1. List of reference symbols

[0086] 1Disc brake 2Brake disc 2aBrake disc axis 3Brake caliper 3aClamping section 3bFlange section 3cLever housing 4, 5Brake pad 6Cross member 7, 8Threaded stamp 9Adjustment device 9aAdjuster axis 10Driver device 10aDriver axis 11Brake rotary lever 11aRotary lever axis 12Synchronization mechanism 13Synchronizer element 14, 15Synchronizer wheel 16Cover 17Brake cylinder 18End face 19Carrier section 19a, 19b, 19cEdge 20Top side 21Cover 21aCover seal 22, 22a, 22b; 22', 22'a, 22'b Fastening element 23, 23a Guide element 24, 25 Synchronizing gear 26, 26', 26" Synchronizing shaft 27, 27', 27"; 27a, 27'a, 27"a Coupling gear 28, 28', 28" Bearing Bfloor plate

Claims

1. Disc brake (1), in particular for a motor vehicle, with a brake caliper (3) which has a clamping section (3a) in which a clamping device with a brake rotary lever (11), at least two threaded pistons (7, 8), an adjustment device (9) and a driver apparatus (10) are arranged, and with a synchronization mechanism (12) for synchronizing the rotational movements of the threaded pistons (7, 8), wherein the synchronization mechanism (12) is arranged outside the housing of the brake caliper (3) within a sealed cover (21) on the clamping section (3a) of the brake caliper (3), wherein the synchronization mechanism (12) has at least one synchronizing element (13) and two synchronizing wheels (14, 15), a first synchronizing wheel (14) of which is connected to one threaded piston (7) and a second synchronizing wheel (15) is connected to the other threaded piston (8) in a rotationally fixed manner, characterized in that the synchronization mechanism (12) is arranged on the clamping section (3a) of the brake caliper (3) so as to be guided about a lever housing (3c) of the brake rotary lever (11), which lever housing protrudes from the clamping section (3a) of the brake caliper (3).

2. Disc brake (1) according to claim 1, characterized in that the brake caliper (3) has a balcony-like support section (19) which is attached to or integrally formed laterally on the clamping section (3a) and which protrudes from the clamping section (3a) of the brake caliper (3) in the direction of a brake disc axis (2a), wherein an upper side (20) of the support section (19) extends in a common plane together with an end face (18) of the clamping section (3a).

3. Disc brake (1) according to claim 2, characterized in that the support section (19) is an additional cast contour of the clamping section (3a) of the brake caliper (3).

4. Disc brake (1) according to claim 2 or 3, characterized in that the at least one synchronizing element (13) of the synchronizing mechanism (12) is a chain or roller chain or a toothed belt and interacts with the synchronizing wheels (14, 15) as a wrap-around gear, wherein the synchronizing mechanism (12) is arranged inside the sealed cover (21) on the clamping section (3a) and on the support section (19) of the brake caliper (3).

5. Disc brake (1) according to claim 4, characterized in that the at least one synchronizing element (13) is arranged around the lever housing (3c) of the brake rotary lever (11) with the aid of a chain guide.

6. Disc brake (1) according to claim 5, characterized in that the chain guide has guide elements (23, 23a) in the form of cylindrical domes, deflection rollers and / or and guide rails.

7. Disc brake (1) according to any one of claims 2 to 6, characterized in that a course of the at least one synchronizing element (13) around the lever housing (3c) of the brake rotary lever (11) is a component of an imaginary trapezoidal shape, wherein the course of the synchronizing element (13) is arranged in an area of slanted edges (19b, 19c) of the support section (19), which form components of the legs of the imaginary trapezoid, and of a straight edge (19a) of the support section (19), which is the short base side of the imaginary trapezoid.

8. Disc brake (1) according to claim 2 or 3, characterized in that the at least one synchronizing element (13) of the synchronizing mechanism (12) is formed from a number of synchronizing gears (24, 25, 25a) and interacts with the synchronizing gears (14, 15) as a spur gear, wherein the synchronizing mechanism (12) is arranged within the sealed cover (21) on the clamping section (3a) and on the support section (19) of the brake caliper (3).

9. Disc brake (1) according to claim 2 or 3, characterized in that the at least one synchronizing element (13) of the synchronization mechanism (12) is formed from a number of synchronizing shafts (26, 26', 26") which are coupled to one another and to the synchronizing wheels (14, 15) via coupling units which are attached in each case to the ends of the synchronizing shafts (26, 26', 26").

10. Disc brake (1) according to claim 9, characterized in that the coupling units have bevel gears (27, 27a; 27', 27'a; 27", 27"a), wherein the synchronizing gears (14, 15) are crown gears with bevel teeth.

11. Disc brake (1) according to claim 9, characterized in that the coupling units have universal joints, constant velocity joints or elastic coupling elements.

12. Disc brake (1) according to claim 2 or 3, characterized in that the at least one synchronizing element (13) of the synchronization mechanism (12) is formed from one or more flexible shafts.

13. Disc brake (1) according to any one of the preceding claims, characterized in that the brake caliper (3) together with the support section (19) is formed in one piece as a monoblock caliper.

14. Disc brake (1) according to any one of the preceding claims, characterized in that the disc brake (1) is actuated by compressed air.