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WO2013044892A1 - Dispositif de rattrapage de jeu pour un frein à disque - Google Patents

Dispositif de rattrapage de jeu pour un frein à disque Download PDF

Info

Publication number
WO2013044892A1
WO2013044892A1 PCT/DE2012/000871 DE2012000871W WO2013044892A1 WO 2013044892 A1 WO2013044892 A1 WO 2013044892A1 DE 2012000871 W DE2012000871 W DE 2012000871W WO 2013044892 A1 WO2013044892 A1 WO 2013044892A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake shoe
brake
adjusting
sensing element
movement
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/DE2012/000871
Other languages
German (de)
English (en)
Inventor
Peter Greb
Lászlo Mán
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to DE112012004006.6T priority Critical patent/DE112012004006A5/de
Publication of WO2013044892A1 publication Critical patent/WO2013044892A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • F16D55/02—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members
    • F16D55/22—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads
    • F16D55/224—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members
    • F16D55/225—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads
    • F16D55/226—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members the braking members being brake pads in which the common actuating member is moved axially, e.g. floating caliper disc brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/38—Slack adjusters
    • F16D65/40—Slack adjusters mechanical
    • F16D65/52—Slack adjusters mechanical self-acting in one direction for adjusting excessive play
    • F16D65/56—Slack adjusters mechanical self-acting in one direction for adjusting excessive play with screw-thread and nut
    • F16D65/567—Slack adjusters mechanical self-acting in one direction for adjusting excessive play with screw-thread and nut for mounting on a disc brake
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/42—Clutches or brakes
    • B60Y2400/427—One-way clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/14—Mechanical
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
    • F16D2125/34—Mechanical mechanisms converting rotation to linear movement or vice versa acting in the direction of the axis of rotation
    • F16D2125/36—Helical cams, Ball-rotating ramps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/3003—Band brake actuating mechanisms
    • F16H2063/3006—Band brake actuating mechanisms moved by a non-mechanical force

Definitions

  • the invention relates to an adjusting device for a disc brake, with the aid of which a wear-related faulty distance can be adjusted.
  • a belt drive with a pulley for driving auxiliary units is known, which is connected via a planetary gear with a crankshaft of the internal combustion engine of a motor vehicle.
  • the planetary gear has a ring gear, which can be braked by means of a belt freewheel to vary a gear ratio between the crankshaft and the pulley.
  • the belt freewheel can wear over the life of the belt drive, so it must be replaced. There is a constant need to make belt drives possible low maintenance.
  • an adjusting device for a disc brake is provided with a movable brake shoe for pressing a brake disc between the brake shoe and a counter-brake shoe, an adjusting element acting on the brake shoe for adjusting a wear-related misalignment of the brake shoe to the counter brake shoe, an acting on the adjusting actuator for moving the brake shoe between an open position and a closed position and with the adjusting element via a coupling, preferably via a one-way clutch or via a freewheel, coupled Sensierelement, wherein the sensing element is movable during a movement of the brake shoe by the actuating element to the adjusting element relative to the brake shoe for adjusting the To move the brake shoe, and wherein the sensing element at least partially within a circumference of the adjuster an
  • the actuating element can bring about an axial displacement of the adjuster element in order to bring about a movement of the brake shoe in the adjustment direction via the adjusting element, by means of which the disc brake can be closed and / or opened.
  • the adjusting element is designed to be relatively rotatable relative to the brake shoe for transmitting an adjustment movement to the brake shoe via a ramp system, preferably via a screw connection.
  • the sensing element is at least partially radially within a circumference of the ramp system or the screw connection and preferably extends along a rotational axis of the adjusting element.
  • the adjusting element can rotate about the one-way clutch or over the freewheel in a direction of rotation relative to the sensing element.
  • the sensing element is non-rotatably coupled via the freewheel with the adjusting element.
  • the freewheel is preferably designed as a sleeve freewheel, which includes, for example, a mounted on or in the adjusting outer ring with clamping ramps, pressure springs and needle rollers and transmits torques in one direction of rotation.
  • the sensing element can rotate in the free-running direction when closing the disc brake relative to the outer ring and the adjusting element.
  • Sensierelement Due to the rotationally fixed coupling between the sensing element and the freewheel in the other direction, however, a reverse rotation of Sensierelements is locked relative to the outer ring and the adjusting element when opening the disc brake, so that the adjusting element can be rotated relative to the brake shoe by the sensing element to the brake shoe adjust.
  • the Sensierelement can be partially isolated by a dead zone or a clearance angle of a movement of the actuating element, so that an adjustment of the brake shoe takes place only when the required travel to close the disc brake, for example as a result of worn brake pads, sufficient is great.
  • the freewheel in an alternative embodiment of the invention may have intermeshing toothings, namely a control toothing that is fixedly connected to the adjuster element and a sensing toothing of the sensing element.
  • a tooth of the Sensierveriereung in the free-running direction of rotation slide on a tooth of the adjusting teeth. If the required travel to close the disc brake, for example as a result of worn brake pads, is sufficiently large, the tooth of Sensierveryakung may fall into a subsequent interdental space of the adjusting teeth. In this case, a reverse rotation of the sensing element can be locked relative to the adjusting teeth when opening the disc brake, so that the adjusting element can be rotated relative to the brake shoe by the Sensierele- element.
  • the ramp system formed between the brake shoe and the adjusting element can have mutually sliding ramps whose contact surfaces essentially in the axial direction of the adjusting element, that is, in the adjustment of the brake shoe, have.
  • the successive sliding ramps are in particular helical, so that the adjusting element can perform several relative rotations to the brake shoe.
  • the ramp system is designed in particular as a screw connection, in which an external thread of one component engages in an internal thread of the other component.
  • the adjusting element has an external thread which, together with an internal thread of a bush provided on the brake shoe, forms said screw connection, wherein the sensing element is designed as a pin or shaft which runs coaxially with the screw connection.
  • the adjusting element preferably comprises a sleeve which extends in the axial direction of the axis of rotation of the adjusting element and forms part of the ramp system, the sleeve having in particular a male thread which can be screwed into a corresponding internal thread of a bushing of the brake shoe to form the helical ramp system.
  • the bush protrudes from a rear side of the brake shoe facing away from the brake disk and has an outer, preferably cylindrical, sealing surface on which the screw connection is sealed by a seal over an entire adjustment path of the brake shoe.
  • the freewheel is disposed within a circumference of the sleeve, preferably designed as a sleeve freewheel, as described above.
  • the actuating mechanism of the adjuster can be protected from dirt (such as wear particles of the brake), moisture, salt and other external influences.
  • the sealing can be done by conventional circular sealing elements, such as radial shaft seals.
  • the amount of change in operating conditions over the life of a belt drive is reduced by the automatic mechanical wear adjustment of the adjusting device, which uses a disc brake with such adjustment as a ring gear brake for braking a ring gear between a drive shaft and the belt drive intermediate planetary gear.
  • the actuating element is designed as a brake lever pivotable about an axis relative to the brake shoe, wherein the brake lever is mounted on an actuating ramp for implementing the pivotal movement of the brake lever in an axial movement of the brake shoe, and wherein the sensing element mounted in the center of rotation of the lever and is rotatable about the axis by the lever.
  • the pivoting movement of the brake lever can be converted into an axial movement of the brake shoe.
  • the actuation ramp can be formed, for example, by a ball ramp mounted on a caliper housing.
  • the adjusting element is supported via the actuating ramp on the brake lever and the actuating ramp is formed for example by the adjusting element.
  • the brake lever has a first stop for moving the Sensierelements upon movement of the brake shoe to the closed position and a second stop for moving the Sensierelements upon movement of the brake shoe to the open position, wherein the first and the second stop for forming a dead zone, in particular a clearance angle are spaced apart by a defined path of movement of the brake shoe.
  • the sensing element does not have to be directly coupled with the actuating element or with the adjusting element. Due to the free angle formed between the first and the second stop, a relative movement of the sensing element relative to the freewheel or to the adjusting element upon actuation of the disc brake in a Part of the travel of the brake shoe can be avoided. Due to the clearance angle results in a minimal travel of the brake shoe, in which an adjustment is omitted. The brake shoe can thus far enough from the brake disc lift off that a friction between the brake disc and the brake shoe is reliably avoided without the swept travel of the brake shoe triggers an adjustment. Thus, the sensing element is rotated after a certain, a minimum misalignment corresponding relative movement of the lever then together with the lever about the axis.
  • the actuator can move in the clearance angle between the first and the second stop to the driving profile of Sensierelements without moving the sensing relative to the freewheel in the adjusting element.
  • a friction element may be disposed in contact with the sensing element, preferably within the adjustment element, to prevent such unwanted twisting of the sensing element. Shortly before an adjustment, the carrier profile can strike against the second stop. In a further wear of the friction linings, the relative movement is so large that an adjustment takes place.
  • the MitEnglishprofil proposes to the second stop and rotates the adjusting element relative to the brake shoe, whereby the brake shoe with the aid of the formed between the brake shoe and the adjusting element ramp system is readjusted to the brake disc.
  • the freewheeling coupling between the sensing and adjusting elements can be realized.
  • the Sensierveriereung and the adjusting teeth can mesh in the axial direction of the adjusting element.
  • the adjusting teeth on an outer circumference for example in the manner of a gear, is provided and engages the Sensierverzahnung the Sensierelemnents as a pawl with a single tooth in the outer periphery of the adjusting teeth.
  • the actuating teeth and / or the Sensierverzahnung essentially a sawtooth profile.
  • the adjusting toothing points, for example, in the axial direction of a rotational axis of the adjusting element, wherein the Sensierveriereung the Sensierelements is directed in the axial direction of the axis of rotation of the adjusting element to the adjusting teeth.
  • the Sensierveriereung and the adjusting teeth may preferably have a plurality of circumferentially distributed teeth, so that there may be an endless circumferential tooth engagement.
  • the brake shoe can be displaced in the axial direction of the adjusting element relative to the adjusting element, so that during a reverse rotation of the adjusting element when opening the disc brake, the brake shoe is moved back only a part of the previously swept travel, for. when the clearance angle has been overcome, or if a tooth of Sensierverzahnung has fallen into a subsequent interdental space of the Verstellverzahnung, that has adjusted.
  • a friction lining for braking a brake disk can be connected to the brake shoe and / or the counter brake shoe, wherein the brake disk is connected in particular to a ring gear of a planetary gearbox interposed between a drive shaft of a drive motor of a motor vehicle and a belt pulley of a belt drive for driving ancillaries to vary a transmission ratio is.
  • the invention further relates to a disc brake with a connected to a counter brake shoe caliper housing and an adjusting device, which may be as described above and further educated, for adjusting the wear-related pitch of the disc brake, the brake shoe between an open position and a closed position movable on the caliper housing and / or is guided on the counter brake shoe.
  • the easy-to-use and compact design of the automatic wear adjustment for the disc brake ensures a high level of serviceability over the service life of the belt drive.
  • the disc brake is in particular designed as a ring gear brake for braking a hollow wheel of a clutch between a drive shaft of a drive motor of a motor vehicle and a belt pulley of a belt drive. drove of ancillaries intermediate planetary gear to vary a gear ratio.
  • the invention further relates to a drive train for an internal combustion engine
  • Motor vehicle with a drive shaft, in particular crankshaft, connectable to the drive shaft via a planetary gear pulley of a belt drive for driving ancillaries and a disc brake, which may be as described above and further educated, for braking a part of the planetary gear, in particular a ring gear of Planetary gear, for varying a transmission ratio between the drive shaft and the pulley.
  • a disc brake which may be as described above and further educated, for braking a part of the planetary gear, in particular a ring gear of Planetary gear, for varying a transmission ratio between the drive shaft and the pulley.
  • FIG. 1 is a schematic sectional view of a disc brake according to the invention without wear
  • Figure 2 is a schematic sectional view of the disc brake of Figure 1 with maximum wear
  • FIG. 3 shows a schematic sectional illustration of the actuating element or of the brake lever of the disc brake from FIG. 1.
  • the disk brake 10 designed as a ring gear brake in FIG. 1 and FIG. 2 has a brake caliper housing 11 which is fixedly connected to a counterbrake shoe 12. With the counter-brake shoe 12 and a brake shoe 14 which is movable relative to the counter-brake shoe 12 in the direction of an adjustment direction 13, a respective friction lining 15 is connected, which can wear out during the service life of the disk brake 10.
  • the disk brake 10 has an automatic mechanical adjusting device 20.
  • the adjusting device 20 has the brake shoe 14, along the adjustment 13 to the caliper housing 1 1 linearly movable - for example, guided in guide sleeves guide pin (not shown) - is guided.
  • the brake shoe 14 can be displaced along the adjustment direction 13 via an intermediate adjusting element 21.
  • the actuating element 30 is supported by means of an axial bearing 31 and a ball ramp 32 relatively rotatable to the adjusting element 21 on the adjusting element 21.
  • the actuating element 30 can be displaced via the mounted in the brake caliper housing 11 ball ramp 32 guided in a ramp-shaped track 33 balls 34 at a pivoting from an open position to a closed position in the axial direction of the adjusting element 21, whereby the adjusting element 21 and thus the brake shoe 14th can be axially displaced on the counter-brake shoe 12 to along the adjustment 13.
  • the brake shoe 14 is pressed against the spring force of a Lsymmetricwegsfeder 35 on the counter-brake shoe 12, so that when a decrease in the introduced via the actuator 30 actuating force the Lsymmetricwegsfeder 35, the brake shoe 14 of the counter-brake shoe 12 pushes away to open the disc brake 10.
  • the actuator 30 can be pressed by the spring force of the Lsymmetricwegsfeder 35 on the ball ramp 32 from the closed position back to the open position.
  • the adjusting element 21 has a sleeve 22 with an external thread 23 which is screwed into an internal thread 24 formed in the brake shoe 14 and forms a helical ramp system 25 by this screw connection.
  • the internal thread 24 of the brake shoe 14 in turn is formed in a protruding from the back of the brake shoe 14 bushing 16, which bushing 16, the sleeve 22 of the adjuster 21 in this embodiment can completely absorb axially, as shown in Figure 1.
  • the adjusting element 21 can be rotated relative to the brake shoe 14, so that the brake shoe 14 via the bushing 16 and the through the external and internal threads 23, 24 formed screw 25 comparable can be moved to a counter-jaw 12 to a driven on a spindle spindle nut in the adjustment direction 13 to restore an original path of movement of the brake shoe 14 for closing the disc brake 10 within the resolution of the adjusting device 20.
  • the adjusting device 20 has a shaft or pin, which extends in the axial direction, that is to say along the axis A of the adjusting element.
  • the sensing element 40 is also mounted in the center of rotation of the brake lever 30 and rotatable about the axis A by the brake lever 30. Further, the sensing element 40 is coupled to the adjusting element 21 via a freewheel optionally via a sleeve freewheel 41, which is mounted within the sleeve 22 of the adjusting element 21.
  • the freewheel 41 has a with the adjusting element 21 immovably connected cylindrical housing 42 (eg outer ring) with rotatably mounted, parallel to the axis A directed needle rollers R, with which the stub shaft 43 at the end of the relatively slidably mounted in the sleeve 22 of the adjusting element 21 Sensierelements 40 is in contact.
  • a friction element 26 - designed, for example, as an O-ring made of rubber or plastic - may be arranged in the sleeve 22 so that it is in a slight frictional contact with a shoulder 44 of the Sensierwelle 40 to the required torque for rotating the Sensierwelle 40th to increase and thereby prevent accidental or accidental rotation of the shaft 40 by vibration.
  • the sensing element 40 is arranged radially inside the sleeve 22 or the screw connection 25 of the adjusting element 21, a very compact and space-saving automatic wear adjustment for the disc brake 10 is realized by the adjusting device 20.
  • the actuated for actuation of the disc brake actuator 30 with sufficiently worn friction linings 15 cause a relative rotation of the adjusting element 21 to the brake shoe.
  • the protruding from the back of the brake shoe 14 bushing 16 has a cylindrical outer surface 17 on which the screw 25 by means of a commercially available circular seal 18, such as radial shaft seal, over an entire length of the adjustment of the brake shoe 14 - as shown in Figure 2 - sealed can be.
  • the sensing element 40 and the ramp system or the screw connection 25 between the adjusting element 21 and the bushing 16 can thus be accommodated in a sealed space.
  • the entire actuating mechanism can be enclosed by further housing parts 50 and sealing elements 51. In this way, the actuating mechanism of the adjusting device 20 from dirt (such as wear particles of the friction linings 15), moisture, salt and / or other external influences protected.
  • the brake lever 30 has a recess 36 located on the axis of rotation A for axially receiving one end 45 of the sensing shaft 40. Lateral areas - lo chen at the end 45 of the sensing shaft 40 are flattened to form a MitOSEprofil 46.
  • a first stop 37 for rotating the Sensierelements 40 is provided upon movement of the brake shoe 14 to the closed position and a second stop 38 for moving the Sensierelements 40 upon movement of the brake shoe 14 to the open position.
  • the first and the second stop 37, 38 are spaced from each other such that they form a dead zone or clearance angle 39 over a defined path of movement of the brake shoe 14.
  • the surfaces of the MitEnglishprofils 46 are formed for abutment against the first and / or on the second stop 37, 38, wherein by the clearance angle 39, a relative movement or relative rotation of the Sensierwelle 40 relative to the sleeve freewheel 41 upon actuation of the disc brake 10 in a portion of the travel of the brake shoe 14 can be avoided.
  • the clearance angle 39 thus results in a small travel of the brake shoe 14, in which an adjustment is omitted.
  • the brake shoe 14 can thereby far enough from the brake disc stand off that a friction between the brake disc (not shown) and the brake shoe 14 is reliably avoided without the swept travel of the brake shoe 14 triggers an adjustment.
  • the sensing element 40 is rotated about the axis A only after a certain, a minimum misalignment corresponding relative movement of the brake lever 30. That is, only at a sufficient wear of the friction linings 15, the MitOSEprofil 46 sweep the entire dead zone 39 and strike the first stop 36, whereby the Sensierelement 40 and the stub shaft 43 in the free-running direction relative to the freewheel housing 42 on the needle rollers R can be twisted.
  • the second stop 38 can strike at a return movement from the closed position to an opening position on the MitEnglishprofil 46 and the now cross-freewheel 41, the adjusting element 21 (ie, the adjusting sleeve 22) relative to Rotate brake shoe 14 actively, whereby the sensed fault clearance can be readjusted.
  • the brake disc (not shown) is in particular connected to a ring gear, which is part of a between a crankshaft of an internal combustion engine of a motor vehicle and a belt pulley of a belt drive for driving ancillaries intermediate planetary gear for varying a transmission ratio between the drive shaft and the pulley.
  • the disc brake 10 can thereby be used as a ring gear brake for the planetary gear between the crankshaft and the pulley. Due to the ring gear brake, a sufficiently large drag torque can be applied to the ring gear to provide a reduction of, for example, 3: 1 between the crankshaft and the pulley. If a torque is introduced via the pulley with the aid of a starter, this transmission ratio can facilitate the starting of a high-torque internal combustion engine.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)

Abstract

L'invention concerne un dispositif de rattrapage de jeu (20) pour un frein à disque comprenant une mâchoire de frein mobile (14) servant à serrer un disque de frein entre la mâchoire de frein et une contre-mâchoire de frein (12), un élément de rattrapage de jeu qui s'applique sur la mâchoire de frein et sert à rattraper un écartement incorrect, dû à l'usure, de la mâchoire de frein par rapport à la contre-mâchoire de frein, un élément d'actionnement (30) qui s'applique sur l'élément de rattrapage de jeu et sert à déplacer la mâchoire de frein entre une position d'ouverture et une position de fermeture, et un élément détecteur (40), qui est accouplé à l'élément de rattrapage de jeu par l'intermédiaire d'un accouplement, en particulier d'une roue libre (41), l'élément détecteur se déplaçant lors d'un déplacement de la mâchoire de frein sous l'action de l'élément d'actionnement (30), pour déplacer l'élément de rattrapage de jeu par rapport à la mâchoire de frein pour le rattrapage de jeu de la mâchoire de frein, et l'élément détecteur étant disposé au moins en partie à l'intérieur d'une circonférence de l'élément de rattrapage de jeu.
PCT/DE2012/000871 2011-09-26 2012-08-29 Dispositif de rattrapage de jeu pour un frein à disque Ceased WO2013044892A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112012004006.6T DE112012004006A5 (de) 2011-09-26 2012-08-29 Nachstelleinrichtung für eine Scheibenbremse

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011083371.4 2011-09-26
DE102011083371 2011-09-26

Publications (1)

Publication Number Publication Date
WO2013044892A1 true WO2013044892A1 (fr) 2013-04-04

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Application Number Title Priority Date Filing Date
PCT/DE2012/000871 Ceased WO2013044892A1 (fr) 2011-09-26 2012-08-29 Dispositif de rattrapage de jeu pour un frein à disque

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Country Link
DE (2) DE112012004006A5 (fr)
WO (1) WO2013044892A1 (fr)

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CN112377539A (zh) * 2020-10-13 2021-02-19 东风汽车集团有限公司 制动装置以及车辆

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DE102014214181A1 (de) 2013-08-13 2015-02-19 Schaeffler Technologies Gmbh & Co. Kg Betätigungsaktorik für eine Scheibenbremse
DE102014214198A1 (de) 2013-08-14 2015-02-19 Schaeffler Technologies Gmbh & Co. Kg Scheibenbremse
DE102014214200A1 (de) 2013-08-14 2015-02-19 Schaeffler Technologies Gmbh & Co. Kg Bremshebelanordnung für eine Scheibenbremse
DE102014215257A1 (de) 2013-08-15 2015-02-19 Schaeffler Technologies Gmbh & Co. Kg Rampensystem zur Wandlung einer Drehbewegung in eine Linearbewegung für den Betrieb einer Scheibenbremse
DE102014216097A1 (de) 2013-08-16 2015-02-19 Schaeffler Technologies Gmbh & Co. Kg Bremsbelag für eine Scheibenbremse
DE102013219981A1 (de) 2013-10-02 2015-04-02 Schaeffler Technologies AG & Co. KG Gewindestange
DE102013219994A1 (de) 2013-10-02 2015-04-02 Schaeffler Technologies Gmbh & Co. Kg Gewindestange, Mutter sowie Verfahren zur Herstellung einer Gewindestange und/oder zur Herstellung einer Mutter
DE102013222660A1 (de) 2013-11-07 2015-05-07 Schaeffler Technologies AG & Co. KG Schaltgetriebe
CN105480220B (zh) * 2015-11-26 2018-03-30 重庆爱特佳自动化控制股份有限公司 手制动拉索自动调节系统

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EP0196765A1 (fr) * 1985-03-15 1986-10-08 Automotive Products Public Limited Company Dispositif de commande pour freins
DE10148961A1 (de) 2000-10-12 2002-04-18 Luk Lamellen & Kupplungsbau Getriebe
WO2004099645A1 (fr) * 2003-05-09 2004-11-18 Lucas Automotive Gmbh Frein automobile hydraulique

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DE3405027A1 (de) * 1984-02-13 1985-08-14 Alfred Teves Gmbh, 6000 Frankfurt Betaetigungsvorrichtung fuer eine reibungsbremse
EP0196765A1 (fr) * 1985-03-15 1986-10-08 Automotive Products Public Limited Company Dispositif de commande pour freins
DE10148961A1 (de) 2000-10-12 2002-04-18 Luk Lamellen & Kupplungsbau Getriebe
WO2004099645A1 (fr) * 2003-05-09 2004-11-18 Lucas Automotive Gmbh Frein automobile hydraulique

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112377539A (zh) * 2020-10-13 2021-02-19 东风汽车集团有限公司 制动装置以及车辆
CN112377539B (zh) * 2020-10-13 2021-11-30 东风汽车集团有限公司 制动装置以及车辆

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