DISC BRAKE COMPRISING A BRAKE PAD PRELOAD SPRING

Abstract

A disc brake whose carrier (11) includes two opposite arms (14F, 14B) each including a C-shaped axial housing (16F, 16B) accommodating a brake pad (12) including two opposite lateral lugs (26F, 26B), each lug (26) accepting a pad spring (40F, 40B) including at least one lower, sliding, branch (42F, 42B) and in which a lamellar element (22F, 22B) is interposed between the lug (26F, 26B) and the C-shaped housing (16F, 16B), this element (22F, 22B) including a lower first sliding flange (24F, 22B) accepting the sliding branch (42F, 22B) of the pad spring (40F, 40B) and an upper second flange (25F, 25B) for bearing vertically in the housing (16), at least one tangential preload spring (60B) for tangentially preloading the pad (12) interposed between an arm (14B) and the pad (12) and constantly urging the pad (12B) in a direction (DF) that is horizontal overall from the back forward.

Description

TECHNICAL FIELD OF THE INVENTION

The invention relates to a motor vehicle disc brake.

BACKGROUND OF THE INVENTION

The invention relates to a motor vehicle disc brake to comprising:

• • a carrier comprising at least two opposite arms, back and front respectively, of vertical overall orientation and each comprising:
    • a C-section axial housing open horizontally towards the opposite arm and delimited by an upper face and by a lower face of horizontal overall orientation;
    • an axial bearing surface of vertical overall orientation and arranged under the housing;
  • at least one brake pad comprising:
    • two opposite lateral mounting lugs, back and front respectively, each of which is housed with transverse clearance in an associated housing of the associated back and front arm respectively of the carrier and is delimited by an upper facet of horizontal overall orientation;
    • associated with each lug, a facet, referred to as abutment facet, of vertical orientation;
  • for each lug of the brake pad, a brake pad guiding spring, back and front respectively, which is fixed to the associated lug, back and front respectively, of the brake pad and which comprises at least one sliding lower branch which collaborates with the lower face of the associated housing and which urges the said upper facet of the lug to press vertically upwards against the upper face of the associated housing;
  • a brake disc which rotates as one with an associated wheel of a vehicle and which extends in a plane transverse to the carrier and comprises two opposite annular braking tracks one of which has the said brake pad pressed against it under braking;
  • for each arm of the carrier, a lamellar element, back and front respectively, made of spring steel, which comprises at least:
    • a C-section axial upper sliding part which is housed and blocked in the associated housing, which comprises a lower first flange, referred to as sliding flange, of substantially to horizontal overall orientation which is interposed between the sliding branch of the pad spring and the lower face of the housing of the carrier, and an upper second flange, referred to as vertical bearing flange, of horizontal overall orientation, which is interposed between the upper facet of the associated lug of the brake pad and the upper face of the associated housing;
    • at least one axial lower bearing part comprising a third flange, referred to as transverse bearing flange, which extends the sliding flange of vertical overall orientation and is arranged in contact with the transverse bearing surface of the associated arm and is able to act as a transverse end stop for the associated lower facet of the brake pad,in which the transverse bearing surface of the front arm is able to form a transverse end stop for the end stop facet of the front lug of the brake pad when the brake pad is being pressed against the brake disc when the vehicle being driven in a forwards gear is being braked.

A disc brake of this type is known from the prior art.

In such a disc brake, the brake pad is slideably mounted in the carrier via pad springs.

Under braking, the brake pad is thus able to move in the carrier in an axial direction and under the action of a force applied by at least one brake piston.

The brake pad is also able to move in a transverse direction because it is subjected to the tangential forces or loads applied via the friction forces exerted on a friction lining of the brake pad as a result of the contact between this friction lining and an associated annular face of the brake disc.

In order to allow the brake pad to move axially there is a transverse functional clearance between the brake pad and the carrier. The purpose of this clearance is to prevent the brake pads from jamming and to allow them to slide properly in the axial direction.

This transverse functional clearance is covered by the to brake pad under braking. The greater this clearance, the more kinetic energy is stored up by the brake pad as it switches from a state of rest to a state of braking. This kinetic energy is further increased in a shift from reverse gear to a forwards gear or vice versa.

The energy stored in the brake pad is released upon contact between the brake pad and the carrier, creating a parasitic knocking noise audible to the driver of the vehicle.

SUMMARY OF THE INVENTION

In order to overcome this disadvantage, the invention proposes for the brake pad to be urged elastically toward the front lamellar element so as to reduce the clearance between the brake pad and the lamellar element, the objective here being to reduce the amount of energy stored by the brake pad when passing from one state to another and, therefore, to reduce knocking noises.

The invention also makes it possible to damp the brake pad in an opposite transverse movement towards the back lamellar element.

The invention overcomes this disadvantage by proposing a disc brake of the type described hereinabove, characterized in that it comprises at least one tangential preload spring for tangentially preloading the brake pad, which is interposed between an arm and the brake pad, which constantly urges the brake pad in a direction that is horizontal overall, from the back forward, so as, in the absence of any braking force applied to the brake pad, to define a small determined clearance between the associated end stop facet of the brake pad and the transverse bearing flange of the front lamellar element.

According to other features of the invention:

• • the said brake pad tangential preload spring is mounted compressed between the back arm and an associated part opposite belonging to the brake pad,
  • the said brake pad preload spring is an elastically deformable leaf formed as a single piece with the back lamellar element,
  • the brake pad comprises an upper facet referred to as the preload facet, of vertical orientation and situated above the back lateral lug, and the said elastically deformable leaf is of vertical overall orientation, extends the vertical bearing flange of the back lamellar element upwards and collaborates with the said preload facet of the brake pad,
  • the said elastically deformable leaf is a leaf in the shape of a hairpin which comprises a back branch which extends the vertical bearing flange of the back lamellar element upwards and a front branch which collaborates with the said preload facet of the brake pad,
  • the said front branch comprises a free lower end section of domed profile of which a convex face collaborates with the said preload facet of the brake pad,
  • the said back branch collaborates with a complementary part opposite belonging to the back arm so as to immobilize the back lamellar element axially with respect to the back arm.

SUMMARY OF THE FIGURES

Other features and advantages of the invention will become apparent from reading the detailed description which follows, for an understanding of which reference will be made to the attached drawings in which:

FIG. 1 is an axial end-on view of a mounting of a brake pad in a carrier of a disc brake according to a prior art and in which the brake pad is depicted in a position in which a braking force is being applied with the vehicle in a forward gear;

FIG. 2 is a view similar to that of FIG. 1 in which the brake pad is depicted in a position of applying a braking force with the vehicle in reverse gear;

FIG. 3 is a view similar to that of FIG. 1 illustrating the mounting of a brake pad in a carrier of a disc brake according to the invention;

FIG. 4 is a view similar to that of FIG. 2 illustrating the mounting of brake pad in a carrier of a disc brake according to the invention depicted;

FIG. 5 is a perspective view of a back lamellar element comprising a preload spring according to the invention;

FIG. 6 is a detailed perspective view of the mounting of a brake pad in a back arm of a disc brake according to the invention.

DETAILED DESCRIPTION OF THE FIGURES

In the description and the claims that are to follow, nonlimiting use will be made of expressions such as “axial”, “transverse” and “vertical” orientations with reference to the dihedral frame of reference (L, T, V) depicted in the figures and to the definitions given in the description, and without reference to the earth's gravitational field.

Identical reference numerals denote components that are identical or have similar functions.

According to the present description, the suffixes “F” and “B” are respectively and by convention assigned to components oriented in the direction of forwards and backwards rotation of a brake disc of a disc brake that forms the subject of the invention, these corresponding to the directions of rotation of the disc which are associated respectively with the directions of running in forwards gear and in reverse gear of a motor vehicle one wheel of which is equipped with such a disc brake.

FIG. 1 depicts a brake pad 12 mounted in a carrier 11 of a disc brake 10 according to one form of prior art.

The brake pad 12 comprises two opposite lugs 26_F and 26_B respectively oriented with respect to the forwards and backwards to directions of rotation of a brake disc.

In a known way, the carrier 11 comprises two opposite arms 14_F, 14_B which are substantially parallel and of vertical overall orientation “V”, each of which comprises a housing 16_F, 16_B oriented axially in the direction “L”, having a C-section open is horizontally towards the opposite arm 14_B, 14_F.

Each housing 16_F, 16_B comprises an upper face 18_F, 18_B of horizontal overall orientation and a parallel lower face 20_F, 20_B of horizontal overall orientation.

The housing 16_F, 16_B accepts and houses a lamellar element 22_F, 22_B made of spring steel, which comprises at least one upper flange 24_F, 24_B for sliding and bearing, of horizontal overall orientation, which is interposed between the lug 26_F, 26_B of the brake pad 12 and the upper face 18_F, 18_B of the housing 16_F, 16_B, a vertical bearing flange 28_F, 28_B of vertical orientation, which is interposed between the lug 26_F, 26_B of the brake pad 12 and the vertical face 20, and an elastic retaining flange 30_F, 30_B which is arranged under the lug 26_F, 26_B of the brake pad 12.

In a brake of this type, the brake pad 12 is slideably mounted in the carrier 11 via the lamellar elements 22_F, 22_B made of spring steel.

In order to allow the brake pad 12 to move axially, there is transverse functional clearance between the lugs 26_F, 26_B of the brake pad 12 and the lamellar elements 22_F, 22_B made of spring steel which are housed in the arms 14_F, 14_B of the carrier 11.

As illustrated in FIG. 1, when the disc is turning in the direction of rotation for forward travel “F”, the brake pad 12 is moved in the direction of the arrow D_F covering the clearance between the lug 26_F and the vertical bearing flange 28_F of the lamellar element 22_F.

As illustrated in FIG. 2, when the disc is turning in the direction of rotation for reverse travel “B”, the brake pad 12 moves in the direction of the arrow D_B, covering the clearance between the lug 26_B and the vertical bearing flange 28_B of the lamellar element 22_B.

The flanges 28_F, 28_B of the lamellar elements 22_F, 22_B have a transverse stiffness so as to apply load R_F or R_B, depending on the direction of rotation, to damp the brake pad 12 and prevent the energy stored in the brake pad from being is released upon contact between the brake pad and the corresponding arm of the carrier.

However, such a disc brake exhibits problems said to be problems of stability of the brake pads 12, such a setup making it impossible to determine reliably and repeatably how much torque there will be upon contact between the brake pad 12 and the carrier 11.

In order to reduce this transverse stiffness, it has been proposed in the known way to decouple the vertical bearing flanges 28_F, 28_B of the lamellar elements 22_F, 22_B from the sliding flanges 24_F, 24_B and horizontal support flanges.

With this design, as depicted in FIGS. 3 and 4, each front 14_F, and rear 14_B arm comprises a C-section axial housing 16_F, 16_B which is open horizontally towards the opposite arm, rear 14_B, or front 14_F, and which is delimited by an upper face 32_F, 32_B and by a lower face 34_F, 34_B which are of horizontal overall orientation.

The arm also comprises an axial bearing surface 20_F, 20_B of vertical overall orientation arranged under the housing 16_F, 16_B of the corresponding arm 14_F, 14_B.

As depicted in FIGS. 3 and 4, each lug 26_F, 26_B of each brake pad 12 is delimited by an upper facet 36_F, 36_B of horizontal overall orientation.

Moreover, a lower facet 38_F, 38_B of vertical orientation is situated under the associated lateral lug 26_F, 26_B.

The brake pad is fitted with two similar pad springs 40_F, 40_B each of which is fixed to an associated lug 26_F, 26_B of the brake pad 12.

Each pad spring 40_F, 40_B comprises at least one lower branch 42_F, 42_B for sliding which collaborates with the lower face 34_F, 34_B of the associated housing and urges the upper facet 36_F, 36_B of the lug 26_F, 26_B to press vertically upwards against the upper face 32_F, 32_B of the associated housing.

As FIGS. 3, 4 and 6 illustrate, such a pad spring 40_F, 40_B is commonly referred to as a “spiral spring” and comprises, in a manner that does not limit the invention, a clip 46_F, 46_B which elastically clamps the lug 26_F, 26_B of the brake pad in order to fix the pad spring 40_F, 40_B to the corresponding lug 26_F, 26_B.

As illustrated in FIG. 6 which depicts the lug 26_B by way of example, such a pad spring 40_B further comprises a curved branch 48_B which connects the clip 46_B to the sliding lower branch 42_B. This curved branch 48_B chiefly gives the pad spring its elasticity.

Moreover, the lugs 26_F, 26_B are accepted in the housings 16 with the interposition of a lamellar element 22_F, 22_B made of spring steel associated with each arm 14_F, 14_B of the carrier 11.

As illustrated more specially in FIGS. 3 to 5, each lamellar element 22_F, 22_B comprises an upper part 52_F, 52_B of axial orientation, referred to as sliding part, of C-shaped cross section open horizontally.

Each upper part is accepted and locked in the associated housing 16_F, 16_B and comprises a lower first flange 24_F, 24_B for sliding of substantially horizontal overall orientation which is interposed between the sliding branch 42_F, 42_B of the pad spring 40_F, 40_B and the lower face 34_F, 34_B of the housing 16_F, 16_B, of the carrier 11.

Each upper part 52_F, 52_B comprises an upper second vertical bearing flange 25_F, 25_B of horizontal overall orientation which is interposed between the upper facet 36_F, 36_B of the associated lug 26_F, 26_B of the brake pad 12 and the upper face 32_F, 32_B of the associated housing 16_F, 16_B.

Each lamellar element 22_F, 22_B further comprises at least one lower bearing part 54_F, 54_B of axial orientation comprising a third, transverse bearing, flange 28_F, 28_B which extends the sliding flange 24_F, 24_B and extends in a plane orthogonal to the plane of the sliding flange 24_F, 24_B and is positioned in contact with the transverse bearing surface 20_F, 20_B of the corresponding arm 14_F, 14_B and is able to constitute a transverse end stop for the associated lower facet 38_F, 38_B of the brake pad 12.

In particular, the transverse bearing surface 20_F of the front arm is able to form a transverse end stop for the end stop facet 38_F of the front lug 26_F of the brake pad 12 when the brake pad is pressed against the brake disc when a vehicle moving in a forward gear is under braking and the pad therefore moves transversally in the direction of the front arm.

Each lower first sliding flange 24_F, 24_B moreover comprises an anchoring tongue 56_F, 56_B which in this instance is cut into the lower first flange 24_F, 24_B, which projects downwards and collaborates with the lower face 34_F, 34_B of the housing 16 to anchor itself in this lower face 34_F, 34_B of the housing 16 as depicted in FIGS. 3 and 4.

In this type of brake, as the spring 40_F, 40_B applies a vertical load, it is unable to reduce the transverse clearance between the lugs 26_F, 26_B and the housings 16_F, 16_B or to damp the transverse movements of the brake pad 12.

A spring 60_B, referred to as the pad tangential preload spring, is interposed between an arm, in this instance the back arm 14_B, and the brake pad 12 in order constantly to urge the brake pad 12 in a tangential direction that is horizontal overall, from the back forward, i.e. in the direction of the arrow D_F of FIG. 3, so that in the absence of a braking load applied to the brake pad 12 a determined reduced clearance “J_F” is defined between the associated end stop facet 38_F of the brake pad 12 and the transverse bearing flange 28_F of the front lamellar element.

In the embodiment of the invention which is illustrated in the figures, the tangential preload spring 60_B of the brake pad 12 to is a spring mounted compressed between the back arm 14_B and an associated part 62_B opposite belonging to the rear lateral part of the brake pad 12.

Advantageously, the brake pad 12 comprises an upper facet, referred to as a preload facet, of vertical orientation, is situated above the rear lateral lug, which forms the part 62_B of the brake pad opposite the spring 60_B.

To ensure optimum reliability of the spring 60_B and notably avoid any risk of accidental extraction of the spring, the brake pad tangential preload spring 60_B consists here of an elastically deformable leaf formed in a single piece with the back lamellar element 22_B, as depicted in FIGS. 3 to 5.

The elastically deformable leaf 60_B is of vertical overall orientation, extends the vertical bearing flange 25_B of the back lamellar element upwards and collaborates with the preload facet 62_B of the brake pad 12.

As illustrated in FIG. 5, the best fatigue resistance of the elastically deformable leaf 60_B is obtained by shaping the leaf 60_B into the shape of a hairpin.

The leaf 60_B thus comprises a back branch 64_B which extends the vertical bearing flange 25_B of the back lamellar element 22_B upwards and a front branch 66_B which collaborates with the preload facet 62_B of the brake pad 12.

As illustrated more specifically in FIG. 5, the front branch 66_B has a lower free end section 68_B of domed profile a convex face 70_B of which collaborates with the preload facet 62_B of the brake pad 12, notably in such a way as to reduce contact pressure and thus reduce the friction loads likely to adversely affect the good axial sliding of the brake pad, and also so as to locate with precision the contact between the branch 66_B and the pad 12.

It will advantageously be noted that the back branch 64B collaborates with a complementary part 72_B opposite belonging to the back arm 14_B so as to immobilize the back lamellar element 22_B axially with respect to the back arm 14_B.

In particular, the complementary part 72_B of the back arm 14_B is configured as a stud and the back branch 64_B of the preload spring 60_B comprises two tabs 74_B which extend substantially horizontally backwards from the back branch 64_B and grip the stud-like part 72_B to constitute an axial end stop with which the two opposing tabs 74_B collaborate.

The preload spring 60_B makes it possible to reduce the clearance J_F between the associated end stop facet 38_F of the brake pad 12 and the transverse bearing flange 28_F of the front lamellar element when the brake pad 12 is urged to move D_F under braking when in a forwards gear, as depicted in FIG. 3.

As illustrated in FIG. 5, the preload spring 60_B also makes it possible to damp the return of the brake pad 12 against the arm 14_B in the direction D_B, whether this return is the result of a simple release of the braking load or alternatively, in the most extreme case, of a release of braking load accompanied by a shift from reverse gear into forwards gear.

The invention makes it possible to reduce considerably the noise generated by the movements of a brake pad 12 in a carrier 11 while at the same time maintaining the operational stability of the pad 12.

The stiffness of the preload spring 60_B is advantageously chosen so that it is enough to set the rate of travel of the pad 12 upon a change in direction between forward gear and reverse gear.

The stiffness of the preload spring 60_B is also chosen to be sufficiently weak so that, even for light braking, contact can be made between the lower facet 38_B of the brake pad 12 and the transverse bearing surface 20_B of the arm 14_B through the third transverse bearing flange 28_B of the lamellar element 22_B.

Claims

1. Motor vehicle disc brake comprising: a carrier (11) comprising at least two opposite arms (14B, 14F), back (14B) and front (14F) respectively, of vertical (V) overall orientation and each comprising: a C-section axial housing (16F, 16B) open horizontally towards the opposite arm (14B, 14F) and delimited by an upper face (32F, 32B) and by a lower face (34F, 34B) of horizontal to overall orientation;an axial bearing surface (20F, 20B) of vertical (V) overall orientation and arranged under the housing (16F, 16B);at least one brake pad (12) comprising: two opposite lateral mounting lugs (26F, 26B), back (26B) and front (26F) respectively, each of which is housed with transverse clearance in an associated housing (16F, 16B) of the associated back (14B) and front (14F) arm respectively of the carrier (11) and is delimited by an upper facet (36F, 36B) of horizontal overall orientation (L);associated with each lug (26F, 26B), a facet (38), referred to as abutment facet, of vertical orientation;for each lug (26F, 26B) of the brake pad (12), a pad guiding spring (40F, 40B), back (40B) and front (40F) respectively, which is fixed to the associated lug, back (26B) and front (26F) respectively, of the brake pad (12) and which comprises at least one sliding lower branch (42F, 42B) which collaborates with the lower face (34F, 34B) of the associated housing (16F, 16B) and which urges the said upper facet (36F, 36B) of the lug (26F, 26B) to press vertically upwards against the upper face (32F, 32B) of the associated housing (16);a brake disc which rotates as one with an associated wheel of a vehicle and which extends in a plane transverse to the carrier (11) and comprises two opposite annular braking tracks one of which has the said brake pad (12) pressed against it under braking;for each arm (14F, 14B) of the carrier (11), a lamellar element, back (22B) and front (22F) respectively, made of spring steel, which comprises at least: a C-section axial upper sliding part (52F, 52B) which is housed and blocked in the associated housing (16F, 16B), which comprises a lower first flange (24F, 24B), referred to as sliding flange, of substantially horizontal overall orientation which is interposed between the sliding branch (42F, 42B) of the pad spring (40F, 40B) and the lower face (34F, 34B) of the housing (16F, 16B) of the carrier (11), and an upper second flange (25F, 25B), referred to as vertical bearing flange, of horizontal overall orientation, which is interposed between the upper facet (36F, 36B) of the associated lug (26F, 26B) of the brake pad (12) and the upper face (32F, 32B) of the associated housing (16F, 16B);at least one axial lower bearing part (54F, 54B) comprising a third flange (28F, 28B), referred to as transverse bearing flange, which extends the sliding flange (24F, 24B) of vertical overall orientation (V) and is arranged in contact with the transverse bearing surface (20F, 20B) of the associated arm (14F, 14B) and is able to act as a transverse end stop for the associated lower facet (38F, 38B) of the brake pad (12),

2. Disc brake according to claim 1, characterized in that the pad tangential preload spring (60B) is mounted compressed between the back arm (14B) and an associated part (62B) opposite belonging to the brake pad (12).

3. Disc brake according to claim 2, characterized in that the said brake pad preload spring (60B) is an elastically deformable leaf formed as a single piece with the back lamellar element (22B).

4. Disc brake according to claim 3, characterized in that the brake pad (12) comprises an upper facet (62B) referred to as the preload facet, of vertical orientation and situated above the back lateral lug (26B), and in that the said elastically deformable leaf (60B) is of vertical overall orientation, extends the vertical bearing flange (25B) of the back lamellar element (22B) upwards and collaborates with the said preload facet (62B) of the brake pad (12).

5. Disc brake according to claim 4, characterized in that the said elastically deformable leaf (60B) is a leaf in the shape of a hairpin which comprises a back branch (64B) which extends the vertical bearing flange (25B) of the back lamellar element (22B) upwards and a front branch (66B) which collaborates with the said preload facet (62B) of the brake pad (12).

6. Disc brake according to claim 5, characterized in that the said front branch (66B) comprises a free lower end section (68B) of domed profile of which a convex face (70B) collaborates with the said preload facet (62B) of the brake pad (12).

7. Disc brake according to claim 5, characterized in that the said back branch (64B) collaborates with a complementary part (72B) opposite belonging to the back arm (14B) so as to immobilize the back lamellar element (22B) axially with respect to the back arm (14B).