HK1248790B - Disc brake for a vehicle - Google Patents

Description

Disc brakes for vehicles

Technical Field

The invention relates to a disc brake for a vehicle, in particular a commercial vehicle.

Background Art

Known are this type of disc brake of many different designs. Take DE 94 22 342 U1 as an example, wherein discloses a clamping device, this clamping device is provided with a rotary lever that can be pivoted when braking, and this rotary lever is constructed as an eccentric cam on one end.

Here, the eccentric cam rests on the inner wall of the caliper body head of the brake caliper on the one hand and, via rollers, on a bridge in which two brake plungers designed as threaded spindles are rotatably mounted. During braking, i.e., when a rotary lever is pivoted, the brake plungers can press against an associated brake pad (preferably one of the two brake pads on both sides of the brake disc), which is then pressed against the vehicle-side brake disc.

Rolling bearings, usually in the form of needle bearings, are provided for supporting the pivot lever on the caliper head. These rolling bearings are held in specially designed bearing shells. The pivot lever is supported on the bridge via the rollers by providing a so-called DU bearing as a bearing shell, which engages in a groove-like recess in the bridge and/or in the pivot lever.

DE 10 2004 058 433 A1 proposes a disk brake which corresponds in design to the above-described configuration, wherein, instead of a separate roller, the rotary lever has a one-piece, integrally formed roller which rests directly on the bridge.

In another similar design, which is disclosed in WO 96/12900 A1, the rotary lever is supported on the caliper head via rollers, while the rolling bearing is positioned on the bridge.

A disc brake is known from DE 44 16 175 A1 in which an eccentric cam section of a rotary lever rests on a bridge carrying a brake plunger. The bridge has a matching concave groove for receiving the convexly raised eccentric cam section.

Another embodiment of a disc brake is known from DE 101 39 902 A1. It proposes that a rotary lever act directly on the brake plunger, for which purpose a ball is mounted between the rotary lever and the spindle of the brake plunger. The rotary lever itself is also pivotally supported on the caliper head via the ball. Another variant embodiment of this disc brake provides for the use of intermediate pieces with spherically shaped ends that are inserted into matching recesses in the rotary lever. The respective intermediate piece is functionally connected to a correspondingly assigned spindle as a component of the brake plunger.

DE 10 2012 008 573 A1 and DE 10 2012 012 816 A1 each disclose a disc brake in which a rotary lever is likewise supported by a ball on one side on a brake plunger and on the other side on a brake caliper. However, to achieve the application of the disc brake, only a central brake plunger is provided, comprising a rotatable adjusting spindle and a sleeve guided thereon with an internal thread that engages with an external thread of the adjusting spindle. The sleeve has a pressure element on its side facing away from the rotary lever and facing the brake pad, which is in the form of a pressure plate and contacts the associated brake pad.

In order to position the ball on the brake caliper, that is to say on the caliper back, a bearing seat is integrally formed on the brake caliper, which has a matching recess on the end side for receiving the ball.

In this case, the bearing seat needs to be machined, for which a correspondingly long and therefore unstable tool must be inserted through an assembly opening in the brake caliper. This entails significant manufacturing costs, both for the machining itself and for monitoring the machining process, which includes numerous pre-determined conditions and surface quality. Of course, this is only possible with significant manufacturing costs and, consequently, capital expenditures.

An adjusting device operable via a rotary lever is arranged next to the brake plunger and is equipped with a gear which meshes with a gear held non-rotatably on the adjusting spindle, so that the adjusting spindle is driven in rotation by the adjusting device and the sleeve together with the pressure element is moved axially in the direction of the associated brake pad in order to adjust the air gap which has changed due to wear.

DE 10 2012 103 017 A1 and WO 2013/180 557 A1 each show and describe a clamping device for a disc brake, wherein, in contrast to such concepts, the adjustment for air gap compensation is not achieved by rotating the brake plunger, but by a threaded pin guided in the bridge, and when the threaded pin is rotated the bridge is adjusted accordingly.

In DE 10 2012 103 017 A1, the rotary lever rests with a crown-shaped eccentric cam section via a rolling bearing on a pressure piece, which corresponds to the bridge.

In contrast, in the arrangement according to WO 2013/180 557 A1, the rotary lever rests on rollers which, on the other hand, engage in a groove-like receptacle of a stationary brake plunger.

In known disc brakes, many components of the pressing device are optimizable, but these components can only be produced with correspondingly high manufacturing costs and also result in high assembly costs, since all relevant components must be assembled with precise fit and functional accuracy. Furthermore, special structural measures are required to absorb lateral forces, particularly on the bridge that receives the spindle.

Summary of the Invention

Against this background, the object of the present invention is to develop a disk brake of the generic type in such a way that it can be produced and assembled more simply and economically and its operational reliability is improved.

The above object is achieved by a disc brake having the following features: A disc brake for a vehicle, in particular a commercial vehicle, is provided, comprising: a brake caliper designed to straddle a brake disc, a pressing device being arranged in the brake caliper; a rotary lever having an eccentric cam; and at least one brake plunger, which is designed as a spindle arrangement having an axis of rotation and by which at least one brake lining can be pressed against the brake disc when the rotary lever is actuated, wherein the rotary lever is pivotably arranged relative to the brake caliper in the brake caliper and is supported on the brake caliper directly or via one or more intervening elements in at least one support region, wherein the rotary lever pivotable relative to the brake plunger has, on its side opposite the support point on the brake caliper, at least one convexly shaped section, which abuts against the spindle arrangement at a concave end face matching the section, preferably in an axial extension of the spindle arrangement's axis of rotation.

This design of the rotary lever on the one hand and the brake plunger on the other hand makes it possible in principle to dispense with the use of relatively expensive rolling bearings, although their use is also feasible as an alternative. Instead, one or more plain bearings in the form of (sliding) bearing shells can and is preferably used on the eccentric cam of the rotary lever, which are generally more economical than comparable rolling bearings.

Here, both can in the disc brake with only one brake plunger also can in the disc brake with two brake plungers of said type, realize structure according to the present invention.In the latter case, the rotary lever is preferably provided with one or even two convex positions.

If a bridge is used as a support for the screw-in part of the spindle arrangement, the rotary lever then no longer rests directly on the bridge or via an intermediate roller, but on an end face of the spindle arrangement forming the brake plunger. According to a variant embodiment, the threaded rod of the spindle arrangement can be rotatable in order to compensate for wear-induced changes in the air gap (i.e., the distance between the associated brake lining and the brake disc) in conjunction with an adjustment device.

Preferably, a concave section corresponding to the convex section of the rotary lever can be provided on the end face of the spindle arrangement. This section can preferably be designed simply and advantageously as a recess in the form of a spherical segment, while the corresponding and abutting section of the rotary lever is essentially matched to it as a counterpart in the form of a spherical segment, which can also be manufactured advantageously.

In this case, the matching pair of the convex section of the rotary lever/the concave recess of the spindle arrangement forms a rotary bearing when the threaded rod is rotated.

In a variant embodiment, in which the spindle of the spindle arrangement is held in a rotationally fixed manner and engages with a threaded sleeve rotatable relative thereto as part of the brake plunger, the concave curvature of the end face of the rotary lever can have the contour of a cylinder section, with the curvature extending in the pivoting direction. The convex curvature of the rotary lever in the section resting on the end face of the nut or the threaded sleeve matches this contour, with the curvature of this section extending over the entire pivoting range of the rotary lever.

According to another embodiment of the invention, a bearing shell, preferably a sliding bearing shell, in particular a metal/plastic composite bearing shell, is provided for the shaped section of the rotary lever and/or the correspondingly shaped end face of the brake plunger in order to minimize friction when the rotary lever is pivoted. In this case, the convexly shaped section indirectly rests on the spindle arrangement or the brake plunger.

The cylindrical roller supported opposite on the caliper body head is also partially surrounded by a bearing shell, which lines the correspondingly designed bearing groove of the brake caliper and/or the bearing groove of the rotary lever in which the roller engages.

In this embodiment, the rotary lever and the roller are made as separate independent parts. However, it is also conceivable that the roller and the rotary lever are constructed as a single piece.

The rotary lever is preferably supported on the caliper head via balls, which balls (according to a preferred embodiment of the invention) are supported in separate bearing seats which are fastened in the caliper head.

When two bearing positions, i.e. two bearing seats, are provided, which each have a matching recess for accommodating the ball, one of the bearing seats is not rigidly but rather floatingly connected to the caliper head, so that tolerances of the bearing mechanism due to manufacturing conditions are compensated.

In terms of manufacturing process optimization, the bearing seats are designed as turned parts, each having a support column in which the ball engages and a journal set back relative to the support column, which journal is inserted into a matching hole in the caliper body head.

In order to achieve a precise axial alignment of the respective bearing seat, the stepped surface between the support column and the journal is designed to be planar, like the contact surface of the caliper body head, against which it abuts.

The configuration of the respective bearing seat as a turned part is particularly advantageous in terms of manufacturing technology, in which case the contact surface of the caliper body head can also be machined with low manufacturing outlay.

The rigid fastening of the bearing seat to the caliper head can be achieved by friction locking, wherein the caliper head bore/stub pair is designed as a press fit. However, it is also conceivable to provide the stub with an external thread and the caliper head bore with an internal thread, although this is more complex in terms of manufacturing technology.

Instead of a turned part, the bearing seat can also be produced by a cold stamping method, so that no additional machining, in particular cutting, is necessary, thereby enabling particularly economical production.

If necessary, it is also conceivable to provide floating support for both bearing seats instead of providing floating support for one bearing seat.

Furthermore, it can be provided that a plain bearing is arranged between the ball and the rotary lever, in particular in the form of a composite plain bearing consisting of metal and a plastic layer connected thereto.

In principle, the convexly shaped section of the rotary lever and the end face of the brake plunger that matches this section can be used without further machining. The structure of the rotary lever (primarily the structure of the shaped section) is produced by deformation processing, for example by forging or rolling. To meet special surface requirements, the surfaces that fit together can also be refinished.

The design of a convexly shaped section of the rotary lever and/or the concave end face of the spindle arrangement resting thereon has proven to offer particular functional advantages, provided these contact surfaces are finished to achieve the lowest possible roughness. This finishing includes, for example, grinding, lapping, polishing, honing, etching, or rolling, and these processing options are to be considered as examples. Due to the requirements for mass-produced products, such as disc brakes, the goal is to achieve the lowest possible roughness values that are economically achievable.

In summary, the invention is distinguished by more economical production and less assembly effort, in particular since the hold-down device can now be realized with fewer components overall.

The operational reliability of the disk brake is also improved by the present invention, since lateral forces acting on the lever support during operation are largely prevented.

It is simple and economical if the at least one convexly shaped section is designed to be elliptical, spherical segment-shaped or barrel segment-shaped.

For the implementation of the invention in a disc brake with a centrally arranged spindle arrangement (as known from DE 10 2012 008 573 A1 cited in relation to the prior art), the concave profile of the end face of the spindle arrangement facing the rotary lever can be directly integrated into the spindle, against which the convex section of the rotary lever rests directly or indirectly, for example, via an interposed bearing shell. The spindle arrangement has a gearwheel connected to the spindle in a rotationally fixed manner and meshing with a gearwheel of the adjuster. However, it is also conceivable to provide the concave profile in an integrally formed projection of the gearwheel, which engages with the spindle.

Instead of a gear drive for adjusting the spindle arrangement, other drive systems are also conceivable, such as a traction element drive.

When braking, that is, when the rotary lever is actuated, the spindle arrangement moves axially in the direction of the brake lining. This includes a gear wheel held in a rotationally fixed manner on the spindle, which (as described above) meshes with a gear wheel of the adjuster, which is however axially fixed in this respect. This means that the two meshing gear wheels execute a relative movement in the axial direction relative to one another, which results in significant mechanical loads that negatively impact the service life of the brake system.

To remedy this, according to another aspect of the invention, the respective drive wheels, such as sprockets or gears, are held axially on a driver, which preferably comprises two plates (preferably made of sheet metal) arranged parallel and spaced apart from one another, between which a gear, for example, is positioned, the two plates being connected to one another and held at a distance by suitable means such as flanges, spacer bushings, or the like. In this case, a gear, for example, of the adjuster is held fixedly in rotation but axially displaceable on the adjuster, so that during braking or also during resetting, it also carries out the axial movement of the gear of the spindle arrangement.

Preferably, the convexly shaped section is designed as a cylindrical section, wherein the curvature extends along the pivoting direction of the rotary lever.

Preferably, a transmission wheel, in particular a gear, is arranged on the brake plunger in a rotationally fixed manner, which transmission wheel is operatively connected to an adjusting device, wherein the concave end side is arranged on the brake plunger or on the transmission wheel, and the convexly shaped section rests on this concave end side.

Preferably, the convexly shaped section and/or the concavely shaped end side abutting therewith are finely processed, in particular by sliding grinding, lapping, polishing, honing, etching or rolling.

Preferably, the convexly shaped section and/or the concavely shaped end face of the brake plunger adapted to the section is provided with a bearing shell.

Preferably, the extension of the convexly shaped section or the bearing shell of the rotary lever in the pivoting direction of the rotary lever corresponds to the maximum pivoting travel of the rotary lever.

Preferably, the convexly shaped section is formed on an eccentric cam of the rotary lever.

Preferably, at least one rolling element, such as a roller, a ball or the like, is provided on the rotary lever on the side opposite the convexly shaped section.

Preferably, at least one bearing arrangement is provided between the rolling element and the rotary lever and/or between the rolling element and the brake caliper.

Preferably, the at least one bearing device is designed as a plain bearing shell.

Preferably, the at least one bearing arrangement is designed as a rolling bearing shell.

Preferably, the bearing shell on the convexly shaped section of the rotary lever and/or the plain bearing shell for receiving the rolling element is formed by a composite plain bearing.

Preferably, the transmission wheel, which is connected to the brake plunger in a rotationally fixed manner, and the transmission wheel of the adjusting device, which is operatively connected thereto, are arranged in a driver device, which is held axially displaceably but rotationally fixed on the adjusting device.

Preferably, the driving device comprises two plates which are arranged parallel to each other and at a distance from each other.

Preferably, spacer bushings are provided to maintain the spacing of the plates, through which the bolts are guided.

Preferably, folds are provided in at least one plate, preferably in both plates, which folds are connected to one another.

Preferably, the rotary lever is supported on its side opposite the convexly shaped section on at least one ball, which rests on a bearing seat held on the brake caliper, the ball engaging in a recess matched to its shape and the bearing seat being designed as a separate component.

Preferably, each bearing seat has a cylindrical journal which connects to a support column with a larger diameter and is inserted into a bore of the brake caliper.

Preferably, at least one of the two bearing seats arranged parallel to each other and spaced apart is held on the brake caliper in a tolerance-compensating manner.

Preferably, the bearing seat is constructed as a cold pressed part.

Preferably, the socket and/or the spherical crown-shaped recess of the rotary lever is lined with a sliding bearing, preferably a composite sliding bearing.

Preferably, a stepped support surface is integrally formed between the support column and the journal, the support surface extending circumferentially transversely to the longitudinal axis of the bearing seat and resting against a machined contact surface of the brake caliper.

Preferably, the bearing seat is rotationally symmetrical.

Preferably, the journals of the two bearing seats are fixedly connected to the brake calipers.

BRIEF DESCRIPTION OF THE DRAWINGS

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

It shows:

FIG1 is a partially cutaway top view of a disc brake according to the prior art;

FIG2 is a perspective view of a pressing device according to the present invention;

FIG3 is a cutaway side view of one embodiment of a clamping device;

FIG4 is a rear perspective view of a detail of the pressing device shown in FIG3 ;

FIG5 is a schematic perspective view of another embodiment of a pressing device;

FIG6 is a schematic side view of the clamping device shown in FIG5 ;

FIG7 is a perspective front view of a detail of the pressing device;

FIG8 is a side view of the pressing device;

FIG9 is a cutaway, perspective side view of another embodiment of the present invention;

FIG10 is a partial view of FIG9, also shown in perspective;

FIG11 is a rotated side view of the partial view according to FIG10;

FIG12 is a perspective rear view of a detail of the clamping device shown in FIG9;

FIG13 is a partial view of the detail shown in FIG12;

FIG14 is a cutaway top view of the variant embodiment shown in FIG9;

FIG15 is a cutaway top view of the detail of FIG14;

FIG. 16 is a side view of the pressing device taken along line XVI-XVI of FIG. 14 .

DETAILED DESCRIPTION

FIG1 shows a schematic diagram of a disk brake according to the prior art, which has a brake caliper 1 straddling a brake disk 2 , the brake caliper being designed as a sliding caliper and in which two brake pads 3 are arranged, which are pressed against the brake disk 2 during operation (ie during braking).

First, the brake lining 3 on the application side is pressed against the brake disk 2 by means of the pressing device 8 , and subsequently, due to the reaction force, the brake lining 3 on the reaction side is pressed against the brake disk 2 by the moving brake caliper 1 .

The pressing device has a central spindle arrangement 4 which can be pressed axially displaceably against the brake lining 3 on the application side via a rotary lever 9 .

The spindle arrangement 4 comprises a rotatable spindle 6 and a threaded sleeve 7 held in a rotationally fixed manner relative thereto, the internal thread of which meshes with the external thread of the spindle 6. On the side of the brake lining 3 facing the actuating side, a plate-shaped pressure element 10 is connected to the threaded sleeve 7 and rests against the brake lining 3 in the braking situation.

An adjuster 5 for compensating for a change in the air gap (ie, the distance between the brake lining 3 and the brake disk 2 ) due to wear is connected to the spindle 6 .

In order to protect the receiving space of the brake caliper 1 for receiving the pressing device 8 and the adjuster 5 , the assembly opening of the brake caliper 1 on the side facing the brake disc 2 is closed by a sealing plate 11 , which is connected to the brake caliper 1 by bolts 12 .

The spindle arrangement 4 passes through the closing plate 11 , while the adjuster 5 is supported on the closing plate 11 by a compression spring 15 .

The passage area of the spindle arrangement 4 is sealed by a bellows 13 which bears tightly against the closing plate 11 on one side and against the pressure piece 10 or the spindle arrangement 4 on the other side.

The rotary lever 9—which is supported on the brake caliper 1 via the ball 34—is pivotably supported on the spindle arrangement 4 via the ball 36 as an intermediate element. For this purpose, the brake caliper 1 has two parallel, spaced-apart, integrally formed bearing seats 33 on the side of the rotary lever 9 that faces away from the spindle arrangement 4 and forms the caliper head. These bearing seats extend into a receiving cavity in the brake caliper 1 and, for receiving the ball 34, have a recess 35 on the side facing the rotary lever 9 that matches the embedded ball 34.

2 to 4 show a portion of a clamping device 8, in which a rotary lever 9 manufactured in one piece (preferably by forging, rolling or similar deformation methods) is designed as an eccentric cam 16 or an eccentric wheel segment at one end, while a coupling mechanism is preferably provided at the other end of the rotary lever 9, in particular in the form of a recess 17, into which a tappet of a brake cylinder engages or can engage, which tappet can in turn be actuated, for example, pneumatically and/or electrically.

As can be seen in particular in Figures 2 and 3, the eccentric cam 16 of the rotary lever 9 is located directly in the axial extension of the screw arrangement component 4 (only the screw 6 of which is shown here), in particular in the axial extension of the rotation axis D, which corresponds to the rotation axis of the helical movement between the threaded sleeve 7 and the screw 6.

On the opposite side of the eccentric cam 16 , a groove 19 is formed in the eccentric cam 16 of the rotary lever 9 , in which groove a bearing arrangement, in particular a (sliding) bearing shell 18 , for example, is arranged.

A cylindrical roller 20 is embedded in the bearing arrangement, for example in the bearing shell 18, and is supported on a support point, which can be a bearing point, provided on the head of the caliper body of the brake caliper 1. The roller 20 preferably forms a pivot bearing for the rotary lever 9, as can be seen particularly clearly in FIG.

According to the invention, the rotary lever 9 is provided with a convexly shaped section 21 on its side opposite the roller 20 and forming the eccentric cam 16, which rests against a concave end face 23 of the threaded spindle 6 that matches this section. The curvature of the convexly shaped section 21 is preferably oriented opposite the curvature of the eccentric cam 16 of the rotary lever 9.

In the example shown in Figures 2 and 3, the section 21 is designed as a section of a cylindrical flank, the curvature of which extends in the pivoting direction of the rotary lever 9. The section 21 is covered with a bearing shell 22, preferably as a composite bearing, which is also dimensioned such that it rests against the concave end face 23 of the threaded spindle 6 during the entire pivoting stroke of the rotary lever 9.

In another embodiment variant, the convexly shaped section 21 of the rotary lever 9 is designed as a spherical segment, while the end face 23 of the threaded spindle 6 is designed as a spherical cap, in which the section 21 or the bearing shell 22 is embedded.

In the example shown, only one brake plunger, ie one spindle 6 , is shown, but it is of course also possible to implement the invention with two brake plungers or two spindle arrangements 4 arranged parallel and spaced apart from one another.

FIG5 shows a detail of a holding-down device 8, whose functional design corresponds to the design shown in FIG1 , which reflects the prior art. Specifically, a central brake plunger in the form of a spindle arrangement 4 is provided, which has an adjacently arranged actuator 5 , by means of which a rotationally fixed gear 25 of a gear train 24 can be driven.

To transmit the rotational movement for the purpose of air gap compensation, the gear 25 meshes with a gear 26 which is connected to the screw 6 in a rotationally fixed manner, so that when the gear 26 and thus the screw 6 rotates, the threaded sleeve 7 guided thereon is axially adjusted (displaced).

The arrangement of the gear wheel 26 can also be seen in FIGS. 6 and 8 .

In the example shown in FIG6 , the convex section 21 of the rotary lever 9 is supported via the bearing shell 22 on a projection 32 of the gear 26 , for which purpose the gear 26 , which is in the form of a spur gear, has a bottom which is closed in this respect and has a raised projection 32 , as can be seen particularly clearly in FIG7 , which shows a perspective view of the cooperating rotary lever 9 and gear 26 .

In contrast to this design, a variant is shown in FIG8 , in which the convex section 21 of the rotary lever 9 rests on the facing end side of the screw 6 , also with a bearing shell 22 in between, and for this purpose the end face 23 of the screw 6 is matched to the convex shape of the section 21 .

5 and 6 , it can be seen that the two gears 25 , 26 of the gear train 24 are positioned in a driver 27 , which comprises two plates 28 arranged parallel to each other and at a distance from each other.

The plates are in turn connected to one another by means of screws 29, wherein the spacing between the two plates 28 is formed by spacer bushings 30 which are placed on the screws 29, thereby providing an intermediate space for receiving the gear transmission 24. To form this intermediate space, at least one of the two plates 28 (preferably both) can be provided with folded edges which extend into the intermediate space, and these folded edges can be welded to one another, for example.

When the rotary lever 9 is pivoted to apply the brake, the spindle arrangement 4 is moved axially in the direction of the brake lining 3 ( FIG. 1 ) via the eccentric cam 16, simultaneously driving the gear 26. This is also driven by the driver 27, which holds the gear 25 of the adjuster 5 in a rotationally fixed but axially movable manner on the adjuster 5. Since the gears 25 and 26 rotate relative to the plate 28 during operation, a sliding ring 31 is provided to reduce the frictional resistance between the gears 25 and 26 and the plate 28.

Furthermore, after the brake is released, the spindle arrangement 4 and therefore also the gear 25 are reset by means of a compression spring 14 which is supported at one end on the cover 11 and at the other end on the associated plate 28 and which is guided on the spindle arrangement 4 .

9 to 16 show a further embodiment variant of the invention, in which the bearing blocks 33 arranged parallel and spaced apart from one another are held in the brake caliper 1 as separate, independent components.

For this purpose, each bearing support 33 has a support column 39 which is, for example, conical in design and has a journal 40 integrally formed at one end thereof, which journal is inserted into a bore 41 of the brake caliper 1 .

As already described with respect to the prior art, the end face of the support strut 39 opposite the journal 40 is designed as a recess 35 in which the associated ball 34 engages.

Here, the rotary lever 9 has a spherical crown-shaped recess 37 for receiving the ball 34, which is lined with a plain bearing 38. The plain bearing 38 can be designed as a composite plain bearing with a carrier layer made of metal and a sliding layer made of plastic. Alternatively or in addition, the recess can also be covered with the plain bearing 38.

The bearing seat 33 rests with a stepped support surface 42 formed between the support column 39 and the journal 40 against a matching (for example machined) surface of the brake caliper 1 .

As described above, the connection between the bearing seat 33 and the brake caliper 1 is designed such that at least one bearing seat 33 is designed in the manner of a floating bearing in order to compensate for manufacturing tolerances of the pressing device 8 .

This avoids an overdetermined support of the rotary lever 9 that would occur if both bearing seats 33 were rigidly held on the brake caliper 1 , thereby significantly reducing high wear and shortening the service life.

A sectioned side view of a portion of a disc brake according to the invention is shown in Figure 9. Figures 10 and 11 each show the arrangement of the rotary lever 9 of the pressing device 8 and its support on the support column 39 by means of the ball 34 in different rear views.

FIG. 12 shows the rotary lever 9 alone with the embedded ball 34 , wherein the bearing seat 33 can be seen as a detail.

A similar illustration can be seen in FIG. 13 , where a bearing seat 33 can be seen on one side and a ball 34 not supported in a support column 39 can be seen on the other side.

14 shows a cutaway top view of the detail shown in FIG. 9 , while FIG. 15 shows a likewise cutaway top view of a detail of the pressing device 8 of FIG. 14 , where the transmission 24 and the brake caliper 1 are omitted from illustration.

FIG. 16 again shows a side view of the hold-down device 8 along the section line XVI-XVI in FIG. 14 .

Reference Signs List

1 brake caliper

2 brake discs

3 brake linings

4 screws

5 Regulator

6 screw

7 Threaded sleeve

8. Clamping device

9 Rotating lever

10 Pressurized parts

11 Closing the board

12 bolts

13 Folding the Bag

14 Compression spring

15 Compression spring

16 Eccentric cam

17 recess

18 bearings

19 grooves

20 rollers

21 sections

22 bearing

23 End side

24 Gear transmission mechanism

25 Gear

26 Gears

27 Carrying device

28 boards

29 bolts

30 Spacer Bushing

31 Sliding Ring

32 protrusion

33 bearing seat

34 sphere

35 dimples

36 sphere

37 Spherical crown concave part

38 Sliding bearing

39 Support column

40 journal

41 holes

42 Support surface

Claims (37)

1. A disc brake for a vehicle, comprising: - A brake caliper (1) designed to straddle the brake disc (2), wherein a clamping device (8) is provided. - A one-piece rotary lever (9) with an eccentric cam (16), and - At least one brake plunger (6) is configured as a lead screw assembly (4) with a rotation axis (D), and by means of the brake plunger, at least one brake pad (3) can be pressed against the brake disc (2) when the rotating lever (9) is operated. - wherein the rotating lever (9) is pivotally disposed in the brake caliper (1) relative to the brake caliper and is supported on the brake caliper (1) directly or via one or more intermediary elements in at least one support region. Its features are: - The rotary lever (9), which is pivotable relative to the brake plunger (6), has at least one convex section (21) on the side opposite to the support point on the brake caliper (1), the convex section abutting against a concave end (23) that matches the axial extension of the rotation axis (D) of the lead screw configuration assembly (4). 2. The disc brake as claimed in claim 1, characterized in that: the convex section (21) is constructed as a spherical notch. 3. The disc brake as claimed in claim 1, characterized in that: the convex section (21) is constructed as an elliptical section. 4. The disc brake as claimed in claim 1, characterized in that: the convex section (21) is constructed as a barrel-shaped section. 5. The disc brake as claimed in claim 1, characterized in that: the convex section (21) is constructed as a cylindrical section, wherein the curved surface extends along the pivot direction of the rotating lever (9). 6. The disc brake as claimed in claim 1, characterized in that: a transmission wheel is provided on the brake plunger (6) in a non-rotatable manner, the transmission wheel being operatively connected to an adjusting device (5), wherein the concave end side (23) is provided on the brake plunger (6) or the transmission wheel, and the convex section (21) abuts against the concave end side. 7. The disc brake as described in claim 6, wherein the transmission wheel is a gear (26). 8. The disc brake as claimed in claim 1, characterized in that: the convex section (21) and/or the concave end side (23) abutting thereto are precision-machined. 9. The disc brake as described in claim 8, wherein the finishing process includes sliding grinding, lapping, polishing, honing, etching, or rolling. 10. The disc brake as claimed in any one of claims 1 to 9, characterized in that: the convex section (21) and/or the brake plunger (6) are provided with a bearing (22) on the concave end side that matches the section. 11. The disc brake as claimed in any one of claims 1 to 9, characterized in that: the convex section (21) extends in a manner corresponding to the maximum pivot stroke of the rotating lever (9) in the pivoting direction. 12. The disc brake as claimed in claim 10, characterized in that: the convex section (21) or the bearing (22) corresponds to the maximum pivot stroke of the rotating lever (9) in terms of its extension dimension along the pivot direction of the rotating lever (9). 13. The disc brake as claimed in claim 10, characterized in that: the bearing (22) on the convex section (21) of the rotating lever (9) is composed of a composite sliding bearing. 14. The disc brake as claimed in any one of claims 1 to 9, characterized in that: the convex section (21) is constructed on the eccentric cam (16) of the rotating lever (9). 15. The disc brake as claimed in any one of claims 1 to 9, characterized in that: at least one rolling element is provided on the rotating lever (9) on the side opposite to the convex section (21). 16. The disc brake as claimed in claim 15, wherein the rolling element is a roller (20) or a ball. 17. The disc brake as claimed in claim 15, characterized in that: at least one bearing device is provided between the rolling element and the rotating lever (9) and/or between the rolling element and the brake caliper (1). 18. The disc brake as claimed in claim 17, wherein the at least one bearing device is configured as a sliding bearing bush (18). 19. The disc brake as claimed in claim 17, wherein the at least one bearing device is configured as a rolling bearing bush. 20. The disc brake as claimed in claim 18, wherein the sliding bearing (18) for receiving the rolling element is composed of a composite sliding bearing. 21. The disc brake as claimed in claim 6, characterized in that: the drive wheel connected to the brake plunger (6) and the drive wheel of the adjusting device (5) which are non-rotatably connected to the brake plunger (6) are disposed in a carrying device (27) which is axially movable but torsionally held on the adjusting device (5). 22. The disc brake as claimed in claim 21, characterized in that: the actuating device (27) comprises two parallel plates (28) arranged at a distance from each other. 23. The disc brake as claimed in claim 22, characterized in that: a spacer bushing (30) is provided to maintain the spacing of the plates (28), and a bolt (29) is guided through the spacer bushing. 24. The disc brake as claimed in claim 22, characterized in that: at least one plate (28) is provided with a flange, the flanges being interconnected. 25. The disc brake as claimed in claim 22, characterized in that: both plates (28) are provided with folded edges, and the folded edges are connected to each other. 26. The disc brake as claimed in any one of claims 1 to 9, characterized in that: the rotating lever (9) is supported on at least one ball (34) on the side opposite to the convex section (21), the ball abutting against a bearing seat (33) held on the brake caliper (1), wherein the ball (34) is embedded in a recess (35) matching its shape and the bearing seat (33) is constructed as a separate component. 27. The disc brake as claimed in claim 26, characterized in that: each bearing housing (33) has a cylindrical journal (40) that is connected to a support column (39) of a larger diameter and is inserted into a hole (41) of the brake caliper (1). 28. The disc brake as claimed in claim 26, characterized in that: at least one of the two parallel bearing seats (33) arranged with a distance between them is held on the brake caliper (1) with tolerance compensation. 29. The disc brake as claimed in claim 26, wherein the bearing housing (33) is constructed as a cold-pressed part. 30. The disc brake as claimed in claim 26, characterized in that: the recess (35) is lined with a sliding bearing (38). 31. The disc brake as described in claim 30, wherein the sliding bearing (38) is a composite sliding bearing. 32. The disc brake as claimed in claim 26, characterized in that: the rotating lever (9) has a crown-shaped recess (37) for receiving the ball (34), the crown-shaped recess being lined with a sliding bearing (38). 33. The disc brake as described in claim 32, wherein the sliding bearing (38) is a composite sliding bearing. 34. The disc brake as claimed in claim 27, characterized in that: a stepped support surface (42) is integrally formed between the support column (39) and the journal (40), the support surface extending transversely around the longitudinal axis of the bearing seat (33) and abutting against the mating surface of the brake caliper (1) after machining. 35. The disc brake as described in claim 26, characterized in that: the bearing housing (33) is rotationally symmetrical. 36. The disc brake as described in claim 27, characterized in that: the journals (40) of the two bearing seats (33) are fixedly connected to the brake caliper (1). 37. The disc brake as claimed in any one of claims 1 to 9, characterized in that: the disc brake is a disc brake for commercial vehicles.