CN104395633B - Wear adjustment device for disc brakes and corresponding disc brakes - Google Patents

Abstract

The invention relates to a wear adjustment device (10) for adjusting the wear of friction surfaces on brake linings (3) and brake disks (2) of a disk brake (1), comprising a pressure device which can be coupled to the pressure device on the drive side and to a spindle unit (5, 5') of the disk brake on the output side, wherein the wear adjustment device can be coupled to the pressure device on the drive side and to the spindle unit of the disk brake on the output side, wherein one rolling element device is designed as a rolling bearing and the other rolling element device is designed as a ball ramp clutch, and wherein the pressure device is coupled to the pressure device on the drive side and to the spindle unit of the disk brake on the output side; a central shaft (20) is provided, which is coupled to the ball ramp clutch and has an output connection (20c) for coupling to the spindle unit; a radial freewheel (18) is provided, which is coupled to the ball ramp clutch via an overload spring unit (17) and to the central shaft; torque devices (20g, 21, 22) are provided in relation to the direction; and a housing (11) is provided, in which the drive element, the rolling element arrangements, the overload spring unit, the radial freewheel, the central shaft and the direction-dependent torque device are arranged.

Description

Wear adjustment device for disc brakes and corresponding disc brakes

technical field

The invention relates to a wear adjustment device for a disc brake, in particular a disc brake for a motor vehicle. The invention also relates to a corresponding disc brake.

Background technique

Vehicles and certain technical equipment often use friction brakes in order to convert kinetic energy. Disk brakes are preferred here, especially in the field of passenger cars and commercial vehicles. In a typical construction of a disc brake, the disc brake consists of a brake caliper with an internal mechanism, usually also two brake linings and a brake disc. The cylinder force is introduced into the internal mechanism by means of a pneumatically operated cylinder, which is amplified by an eccentric and transmitted as a pressing force to the brake lining and brake disc via a threaded rod, in this case via a threaded rod Compensates for brake disc and brake lining wear.

A pressing force acts on the brake disc via the two brake linings. Depending on the pressing force, the rotational movement of the brake disc is decelerated. This deceleration is also primarily determined by the coefficient of friction between the brake disc and the brake lining. Since linings are structurally designed as wearing parts and the coefficient of friction is a function of strength, linings are generally softer than brake discs, ie changes in the lining thickness, ie lining wear, occur over the course of the lining's service life. Due to the variation in lining thickness, a wear adjustment device is required to compensate for this variation and thus adjust to a constant air gap. A constant air gap is necessary in order to keep the brake response times short, to ensure an undisturbed play space for the brake discs and to preserve a travel reserve for extreme load situations.

An example of a wear adjustment device is described in DE 10 2004 037 771 A1. Here, the drive rotary motion is transmitted, for example, by a torque limiting device, for example by means of a ball ramp, via a continuously acting clutch (slip clutch) to the adjusting screw of the pressure plunger. In this case the air gap is adjusted continuously.

As mentioned, function-induced wear occurs on the brake linings, which wear is to be compensated by the wear adjustment device. The problem with existing systems is that they are based on frictional locking and therefore only work within a very narrow range or in dependence on temperature and vibrations, that is to say under the influence of temperature and vibrations Additional measures are required to stabilize the air gap.

Contents of the invention

The object of the invention is to provide an improved wear adjustment device.

Another task is to provide an improved disc brake.

The object is solved by the wear adjustment device according to the invention and the disc brake according to the invention.

A wear setting device is provided which has a compact design in a housing and is substantially friction-independent and operates substantially form-fittingly.

The wear adjusting device according to the invention is intended for adjusting friction surface wear on disc brakes, in particular brake linings and brake discs of disc brakes for motor vehicles, which disc brakes have a pressure A tightening device, preferably a rotary rod, can be coupled on the drive side with a clamping device, preferably with a rotary rod, and can be coupled with a screw unit of a disc brake on the output side, wherein the wear adjustment device is coupled axially on both sides of the drive element One rolling element device is arranged on each side, wherein one rolling element device is configured as a rolling bearing, and the other is configured as a ball ramp clutch; a central shaft is provided, which is coupled with the ball ramp clutch and has an output interface for coupling with the screw unit; A radial freewheel is provided, which is coupled to a ball-ramp clutch via an overload spring unit and is coupled to a central shaft; a direction-dependent torque device is provided; and a housing, a drive element, a rolling element arrangement are provided , an overload spring unit, a radial free wheel, a central shaft and a direction-dependent torque device are arranged in the housing.

A compact and space-saving construction in the housing is achieved. The housing also has a protective function against moisture and dirt.

A preferably pneumatically actuated disc brake according to the invention, in particular for motor vehicles, comprises a pressing device, preferably with a brake swivel lever, at least one screw unit and at least one wear adjustment device, which preferably has The pressing device of the brake rotating rod is coupled, and the disc brake has the wear adjustment device described above.

In one embodiment it is provided that the direction-dependent torque device is an anti-vibration device. In this way a built-in vibration stabilization is formed.

It is also provided for this purpose that the wear adjustment device is designed for intermittent adjustment by means of a direction-dependent torque device. A built-in temperature stabilization function is thus also possible.

In one embodiment, the direction-dependent torque device comprises a torque ramp segment fixedly connected to the central shaft, a torque ramp disc engaged with the torque ramp segment, and a feed torque spring, the feed The torque spring acts on the torque ramp section and the torque ramp disk with a predeterminable axial preload. Since the feed is related to the geometric parameters, the form-locking function can be realized.

In another embodiment, the feed torque spring is arranged between the bottom section of the housing and the torque ramp. Small dimensions can be achieved by such a compact structure.

In a further embodiment, the direction-dependent torque device is designed with a gentler infeed ramp for adjustment and with a steeper adjustment compared to the slower infeed ramp for adjustment in the case of maintenance. The ramp, the slower feed ramp and the steeper adjustment ramp are at least partially in contact. This achieves high functionality in an extremely small space. The torque device can thus fulfill multiple functions.

In another embodiment, the axial bearing is formed from the drive element, the axial bearing balls and the cover section of the housing. The housing thus also has high functionality and reduces the number of components.

Another embodiment provides that the central shaft has a guide section which is fixed axially in the housing. The housing can thus have a high level of functional integration.

A further advantage brought about by the common housing is that the axial bearing, the ball ramp clutch, the overload spring unit and the radial freewheel are arranged between the guide section and the cover section of the housing, which results in considerable installation savings space.

In another embodiment, the radial freewheel is designed as a spring pack and meshes with the freewheel toothing of the central shaft. Radial freewheels can also have radially stacked spring arms. Mutual support can thus be achieved in the locking direction and a defined freewheel torque can be set in the releasing direction.

In a further embodiment, the housing is designed with at least one pliers rotational securing device and/or rotational securing element. This results in a large range of applications in different brake configurations.

In a further embodiment, the ball ramp clutch has overload ramp balls which are forcibly guided in a ball cage and arranged between the drive element and the overload ramp element. This results in a space-saving construction and a synchronized rotation of the balls under different load conditions.

A disc brake comprising two screw units and a synchronizing unit can be designed such that the wear adjustment device is mounted on or in one of the two screw units of the disc brake. This is achieved in that the wear adjustment device is designed not only as an external structure but also as an internal structure (in or around the screw).

The wear adjustment device according to the invention has the following advantages:

- Built-in "vibration stabilization function" (anti-vibration function);

- Feed according to geometric parameters -> Form locking;

- essentially independent of temperature;

- feeding intermittently;

- Structured as an external structure or an internal structure (inside or around the screw);

- Functional torque can be adjusted;

- A significantly shorter construction compared to the prior art.

Description of drawings

The invention will now be described in detail by means of an embodiment with reference to the drawings. The accompanying drawings are as follows:

Figure 1 shows a schematic cross-sectional view of an embodiment of a disc brake according to the invention;

Figures 2 and 2a are schematic perspective exploded views of an embodiment of a wear adjustment device according to the invention, viewed from different perspectives;

Figures 3-10 are schematic perspective views of components according to the embodiment of Figures 2 and 2a;

Figure 11 is a schematic perspective view of a central shaft with radial freewheels;

Figure 11a is a cross-sectional view of a plane of the radial free wheel;

Figure 12 is a schematic cross-sectional view of an inclined plane;

13 is a schematic cross-sectional view of a wear adjustment device according to the present invention;

Fig. 14 is a schematic perspective view of the wear adjustment device of the present invention according to Fig. 13;

15 is a schematic cross-sectional view of a variant of the wear adjustment device according to the invention;

Figure 16 is a schematic perspective view of a variant according to Figure 15;

Fig. 17 is a schematic partial view of a second embodiment of a disc brake according to the present invention;

Fig. 18 is an enlarged perspective view of the wear adjustment device according to the invention according to Fig. 13 on the disc brake according to Fig. 17;

FIG. 19 is an enlarged perspective view of the wear adjustment device according to the invention according to FIG. 15 on the disc brake according to FIG. 17 .

detailed description

FIG. 1 shows a schematic sectional view of an exemplary embodiment of a disc brake according to the invention.

The disc brake 1 is shown here in the embodiment of a double-rod brake comprising two screw units 5 , 5 ′ with threaded tubes 6 , 6 ′. The brake caliper 4 , designed here as a floating caliper, straddles the brake disk 2 , on which a brake lining 3 with a brake lining carrier 3 a is provided on both sides. The pressure-side brake lining carrier 3 a is connected to the screw unit 5 , 5 ′ at the end of the threaded tube 6 , 6 ′ via a pressure plate 6 a , 6 ′ a. The other brake lining carrier 3 a on the reactive side is fastened in the brake caliper 4 on the other side of the brake disc. The threaded pipes 6 , 6 ′ are respectively rotatably arranged in the cross member 7 . This crosspiece 7 and thus also the threaded tubes 6 , 6 ′ can be actuated by means of a pressing device, here a swivel lever 8 , the axis of rotation of which is perpendicular to the axis of rotation of the brake disk 2 . The wear adjustment device 10 is inserted here on the adjustment shaft 5 a in one of the two screw units 5 , 5 ′. The adjusting shaft 5 a is coupled via a synchronization device 23 to a drive shaft 5 ′ a which is inserted into a further screw unit 5 ′. The synchronizing device 23 here comprises a synchronizing wheel 23 a (here a sprocket) at the pressure-side end of the adjusting shaft 5 a of the wear adjusting device 10 , a synchronizing wheel 23 at the corresponding end of the output shaft 5 ′ a 'a (here a sprocket) and synchronization means 23b (here a chain). Synchronous movement of the screw units 5 and 5' is thus ensured during the wear adjustment process.

The wear adjustment device 10 cooperates with the rotary rod 8 via the drive device 9 . The drive device 9 comprises an operator 8 a connected to the rotary rod 8 and a control lever 13 a of the drive element 13 of the wear adjustment device 10 .

The distance between the brake lining 3 and the brake disc 2 is called the air gap. This air gap grows larger due to lining wear and disc wear. If this change is not compensated, the disk brake 1 cannot reach its peak efficiency because the actuating travel of the actuating mechanism, here the actuating travel or the swivel angle of the swivel lever 8 , is no longer sufficient.

The disc brake 1 can have different power drives. The rotary lever 8 is, for example, pneumatically actuated here. For the structure and function of the pneumatic disc brake 1 see DE 19729024C1.

The wear adjustment device 10 according to the invention, which will be described in more detail below, is designed for wear adjustment of a predetermined air gap, which is referred to as the “nominal air gap”. The term "adjust" means to reduce the air gap. The predetermined air gap is determined by the geometry of the disc brake 1 and has a so-called structural air gap. In other words, the wear setting device 10 reduces the existing air gap when the existing air gap is too large relative to the predetermined air gap.

Figures 2 and 2a show a schematic perspective exploded view of an embodiment of a wear adjusting device 10 according to the invention from different perspectives.

Wear adjustment device 10 comprises housing 11, axial bearing balls 12, drive element 13 with control lever 13a, overload ramp balls 14 with ball cage 15, overload ramp elements 16, overload spring unit 17, radial freewheel 18. Free wheel ball 19, central shaft 20, torque ramp plate 21 and feed torque spring 22.

The individual functional components of the wear setting device 10 according to the exemplary embodiment in FIGS. 2 and 2 a will now be described with reference to the schematic perspective views of the components in FIGS. 3 to 10 .

The term "upper side" refers to a side of each member facing the application side in a state of being installed in the disc brake 1 . The underside of the components then faces the brake disk 2 .

The housing 11 is shown in FIGS. 3 and 3 a. The housing has an approximately hollow-cylindrical body with a surrounding wall 11a which is penetrated on approximately a quarter of its circumference by a wall opening 11f and above which is covered by a cover section with a circular opening 11b 11d covered. A bottom section 11 e parallel to the cover section 11 d is provided on the underside of the housing 11 , which also has a circular opening 11 c. The housing 11 is flattened on the side of the wall opening 11f and adjacent to the wall opening, forming a pliers rotation fixation 11g here, by means of which the wear adjustment device 10 can be fixed in a non-rotational manner by means of the housing 11. Inside the brake caliper 4.

The wall opening 11f is here partially closed on its right side, ie in the upper right quarter, by a stop 11h (see also FIG. 14 ) for the control lever 13a.

Inside the housing 11 , a guide groove 11 i is formed on the inner side of the wall 11 a for receiving a guide section 20 e of the central shaft 20 ( FIG. 9 ; 13 ). Below the guide groove 11i, an anti-rotation element 11j is formed on the inner side of the wall 11a in the form of an elongated protrusion extending in the circumferential direction. The anti-rotation element 11j cooperates with the locking groove 21c to secure the torque ramp 21 (see FIG. 10 ) in the housing 11 in a rotationally fixed manner.

An axial bearing raceway (not shown in detail) for the axial bearing balls 12 is formed on the inner underside of the cover section 11d (see FIG. 13 ).

Finally, below the wall opening 11f, a tongue-shaped rotary securing element 11k extending radially outwards is formed on the bottom section 11e. This rotational securing element serves to prevent rotation of the housing 11 in the corresponding receptacle of the crosspiece 7 .

The drive element 13 is shown in Figures 4 and 4a. The drive element has a ring body on which a pin-shaped control lever 13a is arranged. The control lever 13a extends radially outward from the outer circumference of the torus. In the upper side of the annular body of the drive element 13 ( FIG. 4 ) is formed an axial bearing raceway 13 b for the axial bearing ball 12 . In the underside of the drive element 13 shown in FIG. 4 a is formed an overload ramp raceway 13 c for the overload ramp balls 14 .

FIG. 5 shows a ball cage 15 which is provided here for eight overload ramp balls 14 . Of course, the ball cage can also be configured for more or fewer overloaded ramp balls 14 .

In FIGS. 6 and 6 a, an overload ramp element 16 is shown, which is annular and has an overload ramp raceway 16a (corresponding to the overload ramp raceway 13c) for the overload ramp ball 14 on its upper side ( FIG. 6 ). ). Four spring fixing grooves 16b are formed on the edge circumference of the lower side of the overload ramp element 16 shown in FIG. 6a, and the spring fixing grooves are used for fixing the overload spring unit 17 (FIGS. 7-7a).

The overload spring unit 17 is shown in FIGS. 7 and 7 a and has here two springs 17 a and 17 b arranged one above the other with their inner openings, said springs being designed as coil springs. The overload spring unit 17 is designed as a spring pack, in which case two coil springs are connected to one another at their inner openings via a pack connection 17c. The springs 17a and 17b are respectively provided with four fixing protrusions 17d on the outer peripheral edges. The fixing protrusion 17d of the upper spring 17a is arranged to cooperate with the spring fixing groove 16b of the overload ramp element 16, and the fixing protrusion 17d of the lower spring 17b cooperates with the radial free wheel 18 shown in FIGS. 8 and 8a.

The radial freewheel 18 is shown on its underside in FIG. 8 and on its top side in FIG. 8 a , which is also designed in the form of a ring. A freewheel axial bearing race 18 a for freewheel balls 19 is formed on its underside. Eight freewheel springs 18 b extending radially obliquely inwardly and having profiles 18 c at their free ends are formed here on the circumferential edge of the inner opening of the radial freewheel 18 . The profile 18 c is toothed here and is designed to cooperate with a freewheel toothing 20 h of the central shaft 20 (see FIGS. 9 ; 11 and 11 a ). On the outer peripheral edge on the upper side of the radial free wheel 18 ( FIG. 8 a ), four spring fixing grooves 18 d are formed for fixing the fixing protrusions 17 d of the lower spring 17 b of the overload spring unit 17 .

FIG. 9 shows the central shaft 20 viewed from the upper side of the central shaft. A view from the underside of the central axis 20 is shown in Fig. 9a. In this embodiment, the central shaft 20 is a hollow cylinder with a circular cross-section. The hollow cylinder has an upper drive section 20a and a lower output section 20b with an output connection 20c having an output element 20k on the inner wall. The drive section 20a is closed on its upper side and is provided with a disk-shaped toothed ring with sensor toothing 20i. Here, a hexagonal stud is arranged centrally on the closed upper side of the drive section 20 a of the central shaft 20 as an adjustment connection 20 d in the axial direction. The adjustment interface 20d is used to accommodate a tool, such as a hexagonal wrench, for manual adjustment of the wear adjustment device 10, which will be described in detail below. A sealing ring groove 20 j is formed at the transition point between the hexagonal shaft stub and the drive section 20 a for receiving a sealing ring, such as a wire seal (O-ring), for sealing against the brake caliper 4 .

The two sections 20a and 20b are divided by a disk-shaped guide section 20e whose outer diameter in the exemplary embodiment is approximately one-third larger than the outer diameter of the two sections 20a and 20b. Furthermore, the outer diameter of the guide section 20 e is greater than the inner diameter of the housing 11 (see FIG. 13 ), where the mounting takes place via the wall opening 11 f.

The guide section 20e is provided on its annular outer side with a freewheel axial bearing race 20f for the freewheel balls 19, and a torque ramp section 20g is formed in and/or on the underside of the guide section 20e for the purpose of To cooperate with the torque ramp plate 21 according to FIGS. 10 and 10a.

The output connection 20c is intended to be connected to the upper end of the adjustment shaft 5a, which end has an axial groove which corresponds to the output element 20k. The assembled wear adjustment device 10 can thus be mounted on the adjustment shaft 5 a in a non-rotatable manner, as will be described below.

FIG. 10 shows the upper side of the torque ramp plate 21 , while FIG. 10 a shows the lower side thereof. The torque ramp disk 21 is annular and is provided on its upper side with a torque ramp 21 a that interacts with a torque ramp section 20 g of the central shaft 20 . Formed here on the outer circumference of the torque ramp plate 21 are four locking grooves 21c running from the bottom to the top, which cooperate with anti-rotation elements 11j on the inner side of the wall 11a of the housing 11 .

FIG. 11 shows a schematic perspective view of the central shaft 20 and the radial freewheel 18 . FIG. 11 a shows a cross section through a plane of the radial freewheel 18 .

The freewheel balls 19 are arranged on the freewheel axial bearing race 20 f of the guide section 20 e and support the radial freewheel 18 . The radial freewheel 18 is seated on the freewheel ball 19 via the drive section 20a of the central shaft 20 in such a way that the profile 18c of the freewheel spring 18b meshes with the freewheel toothing 20h of the central shaft 20 .

In the cross-sectional view according to FIG. 11 a , a plan view of this arrangement in the installed state in the housing 11 can be seen, looking toward the top side of the radial freewheel 18 . It can be seen here that the wall opening 11f is dimensioned in such a way that the central shaft 20 can be inserted with the guide section 20e through the wall opening 11f into the guide groove 11i (not visible here), whereby the central shaft 20 is arranged together with the The functional components on/around it are fixed axially in the housing 11 .

The freewheel spring 18b is arranged at an inclination here in such a way that the rotational movement of the central shaft 20 (about its not shown but easily conceivable longitudinal axis) can here be clockwise in plan view relative to the radial freewheel 18 carried out. In the counterclockwise direction, the central shaft 20 is connected to the radial free wheel 18 through the free wheel spring 18b, which is engaged with the free wheel tooth portion 20h. No relative movement can take place between the freewheels 18 . The other functions of the radial freewheel 18 will be described in further detail below in conjunction with the wear adjustment device 10 .

FIG. 12 shows a schematic sectional illustration of the slope of the slope section 20 g of the guide section 20 e of the central shaft 20 , which interacts with the torque slope 21 a of the torque slope disk 21 , in the assembled state. The ramp section 20g of the central shaft 20 meshes with the torque ramp 21a of the torque ramp 21, where the steeper ramp and the slower ramp contact each other in such a way that the steeper adjustment ramp 21d of the torque ramp 21 is in contact with the torque ramp 21. The steeper adjustment ramps 20g' of the central shaft 20 abut against each other, and the slower feed ramps 21e of the torque ramp disc 21 and the slower adjustment ramps 20g" of the central shaft 20 abut against each other. Here, the ramps are respectively Only partially abut against each other. For example, the adjustment bevels 21d and 20g' abut against each other in their top region only approximately half of their bevel length. In the illustration of FIG. 12, the bevels form a tooth profile in section. The function of the different slopes of the slope will also be described below.

FIG. 13 shows a schematic sectional view of the wear setting device 10 according to the invention, while FIG. 14 shows a schematic perspective view of the wear setting device 10 according to the invention of FIG. 13 .

The central shaft 20 is inserted into the housing 11 in such a way that the upper side of the drive section 20a protrudes through the opening 11b of the cover section 11d of the housing 11 with the adjustment interface 20d and the cover section 11d of the housing 11 is connected to the drive section 20a. flush with the upper side. The output section 20b extends through the opening of the bottom section 11e of the housing 11 . The functional components of the wear adjusting device 10 within the housing 11 are arranged in the following order starting from the top.

An axial bearing with axial bearing balls 12 is formed between the underside of the cover section 11 d of the housing and the upper side of the drive element 13 . The underside of the drive element 13 rests on the overload ramp balls 14 , which are held in the ball cage 15 and guided on the upper side of the overload element 16 . The underside of the overload element 16 rests on the upper spring 17a of the spring unit 17 and is coupled to the spring unit in a relatively non-rotatable manner via a fastening projection 17d in the spring fastening groove 16b. The lower spring 17b rests on the upper side of the radial freewheel 18 and is non-rotatably connected to the radial freewheel by means of its fixing projection 17d in the spring fixing groove 18d of the radial freewheel. The radial freewheel 18 rests with its underside on freewheel balls 19 , which in turn are guided on the upper side of the guide section 20 e of the central shaft 20 . As mentioned above, the freewheel spring 18b , also referred to herein as a spring pack, engages with the freewheel toothing 20h of the central shaft 20 .

The guide section 20 e is accommodated in the guide groove 11 i of the housing 11 . The torque ramp plate 21 is arranged below the guide section 20e and is engaged with the torque ramp section 20g of the guide section 20e of the central shaft 20 by the spring force of the feed torque spring 22 with the torque ramp 21a on its upper side. . The feed torque spring 22 is arranged between the underside of the torque ramp plate 21 and the inner side of the housing bottom section 11 e and thus exerts an axial pretension on the torque ramp plate 21 by bearing on the bottom section 11 e. The anti-rotation element 11j inside the housing 11 is embedded in the locking groove 21c, and the torque ramp plate 21 is fixed in the housing 11 in a non-rotatable manner, but it can move axially, because the locking groove 21c moves axially from The upper side to the lower side are formed continuously on the circumferential edge of the torque ramp plate 21 .

In FIG. 13 , the wear adjustment device 10 is fitted with an output connection 20c onto the upper end of the adjustment shaft 5a or the threaded tube 6 and is coupled to the adjustment shaft 5a in a non-rotatable manner via an output element 20k. The wear setting device 10 is secured against rotation relative to the crosspiece 7 by means of a rotational securing element 11k in a receptacle, not shown in detail.

FIG. 14 shows a perspective view of the wear setting device 10 from below, where the stop 11h in the wall opening 11f can be clearly seen. The stop 11h lies in the plane of rotation of the control lever 13a. The stop 11h serves as a stop for the control lever 13a, which can be positioned around the longitudinal axis of the housing 11 between the upper left edge of the wall opening 11f and the stop 11h (clearly visible in FIG. 14 ). And thus rotate about the (not shown, but easily conceivable) longitudinal axis of the wear setting device 10 . Housing 11 accommodates all functional components of wear setting device 10 in a compact manner and protects them accordingly.

FIG. 15 shows a schematic sectional view of a variant of the wear setting device 10 according to the invention, while FIG. 16 shows a schematic perspective view of the variant according to FIG. 15 .

The variant according to FIG. 15 differs from the variant according to FIG. 13 in that the housing 11 does not have a rotationally fastening element 11k. One anti-rotation measure consists in the fact that the caliper rotation securing device 11g cooperates with a corresponding anti-rotation surface on the brake caliper 4 in the assembled state of the wear adjustment device 10 (see FIG. 19 ).

A further difference between the solution according to FIG. 15 and the solution according to FIG. 13 is that the outlet connection 20c is configured with axial outlet tongues 20l with axial outlet edges 20m and a shaft between the outlet tongues 20l. towards the notch. The corresponding mating end of the adjustment shaft 5a is not shown, but is easily conceivable. The ends are provided with axial grooves into which the output tongues 201 engage when the wear adjustment device 10 is mounted on the adjustment shaft 5a.

The structure of the functional components in the housing 11 of the version of the wear adjustment device 10 according to FIG. 15 corresponds to that described in conjunction with FIG. 13 .

FIG. 17 shows a schematic partial view of a second embodiment of a disc brake 1 according to the invention, while FIG. 18 shows the inventive wear adjustment device 10 according to FIG. 13 on the disc brake 1 according to FIG. 17 magnified perspective view of . In the second embodiment, the wear adjustment device 10 is not installed into the screw unit 5 , but is sleeved on the end of the adjustment shaft 5 a of the screw unit 5 . In the embodiment according to FIG. 13 , the wear adjustment device 10 is placed on the end of the adjustment shaft 5 a, while the rotationally fastening element 11 k is accommodated in the cross piece 7 . The adjusting shaft 5a has a sprocket as a synchronizing wheel 23a. In addition, the end of the output shaft 5'a with the synchronizing wheel 23'a and the axial groove 5'c for the output element 20k is also shown. The wear adjustment device 10 can not only be sleeved on the adjustment shaft 5a, but also can be sleeved on the follower shaft 5'a. Instead of sprockets as synchronizing wheels 23a, 23'a, for example other gears (spur gears, bevel gears or the like) can of course also be used.

Finally, FIG. 19 shows an enlarged perspective view of the wear adjustment device 10 according to the invention according to the variant of FIG. 15 mounted on the disc brake 1 according to FIG. 17 . The output tongue 201 of the output connection 20c of the wear adjustment device 10 engages in the axial groove of the profile 5b at the end of the adjustment shaft 5a. The pincer rotation securing device 11 g constitutes the anti-rotation device of the wear adjustment device 10 .

Furthermore, the drive device 9 is shown by way of example in FIG. 19 . The control lever 13 a engages with an actuating element 8 a , which is designed here as a recess in a body 8 b connected to the swivel lever 8 . For example, structural air gaps can be determined by means of recesses in the manipulator 8a.

With the described wear adjustment device 10 according to the invention, the following functional areas can be achieved, which are discussed below:

1. Nominal air gap setting

2. Air gap adjustment

3. Overload situation

4. Maintenance status

5. Other

1. Nominal air gap setting

The nominal air gap corresponds to the structural air gap and is achieved by the control lever 13a on the overload ramp raceway 13c and the matching structurally set clearance relative to the operator 8a (see Figures 14 and 19), where No more details about it. The mode of action here is as follows: within the structural air gap, the adjustment mechanism of the wear adjustment device is not actuated up to a defined actuation angle of the actuator 8a.

2. Air gap adjustment

In operating conditions, when the existing air gap is larger than the nominal air gap, the adjustment process starts after passing the structural air gap. Here the drive element 13 is driven by the manipulator 8a via the control lever 13a and rotated in the feed direction. The feed direction here refers to the direction of rotation required to move the brake lining 3 toward the brake disk 2 . In this case, the direction of feed in connection with FIGS. 11 and 11 a refers to the clockwise direction of rotation.

There is a form-fit between the overload bevel ball 14 and the overload bevel element 16, there is a form-fit between the overload bevel element and the overload spring unit 17, there is a form-fit between the overload spring unit and the radial free wheel 18, and by using the free wheel spring 18b to radially To the locking of the free wheel, the radial free wheel 18 and the central shaft 20 have form-fit, the free-wheel spring forms a form-fit with the free-wheel tooth portion 20h of the central shaft 20, and the central shaft communicates with the adjustment through the output interface 20c Shaft 5a or threaded rod 6 is form-locked.

The torque ramp of the torque ramp section 20g is located on the central axis 20, said torque ramp counteracts the torque ramp disk 21 and the feed rotor, which are fixed against rotation relative to the housing 11 by means of the anti-rotation element 11j and the locking groove 21c. Torque spring 22 works. The torque slope plate 21 has two slopes with different slopes from each other, as shown in FIG. 12 . These are the feed ramp 21e and the adjustment ramp 21d, which can also be called a maintenance ramp. The ramp generates a direction-dependent torque due to the pretensioning of the feed torque spring 22 . When rotating along the feed direction (the torque ramp section 20g moves to the left in Fig. 12, the torque ramp plate 21 is fixed at this moment), the torque ramp plate 21 passes through the relatively slow feed ramp 21e and the torque ramp area The contact of the feed ramp 20g" of the segment 20g moves axially against the feed torque spring 22 (downwards in Fig. 12), and in order to permanently reduce the backlash, the tooth profile must jump into the next tooth, at which point A certain angle of rotation and a certain axial movement must be overcome and a "feed torque" acting between the adjusting shaft 5 a (screw) and the housing 11 must be generated.

In this way, a direction-dependent torque arrangement is formed, which comprises a torque ramp section 20 g , a torque ramp disk 21 and a feed torque spring 22 .

The smallest possible feed rate is defined by the pitch of the teeth of the torque ramp section 20g on the corresponding tooth diameter and the thread pitch used, the total air gap reduction is related to the angle of rotation of the drive element 13 or to the operating Mechanisms such as the rotating rod 8 and the rotation angle of the manipulator 8a are related. Thus, to permanently reduce the air gap, the external disturbance parameters acting on the system must overcome the "feed torque", which is therefore equivalent to the "anti-vibration torque", which can also be called "anti-vibration torque". Vibration."

When the disc brake 1 is unloaded or the drive element 13 is swiveled into the initial position, the air gap reduction is maintained by releasing the radial freewheel 18 (see FIGS. 11 and 11 a ). The initial position is clearly defined by a stop 11 h integrated in the housing 11 .

3. Overload situation

When the adjustment process is complete or the nominal air gap exists and the threaded rod 6, 6' rests on the brake lining 3/brake lining carrier 3a, when the contact pressure is applied due to the elastic drive elements in the brake system 13 will continue to rotate in the direction of feed, but the threaded rod is locked against rotation. The central shaft 20 is also locked by means of the form-fit of the threaded rods 6 , 6 ′ (or the adjusting shaft 5 a /driver shaft 5 ′ a coupled thereto) to the central shaft 20 .

The drive element 13 continues to rotate, thereby applying torque to the overload ramp element 16, the overload spring unit 17, the radial freewheel 18 via the overload ramp ball 14, but no rotation occurs due to the locked radial freewheel 18. The overload ramp balls 14 roll within the overload ramp raceway 13c of the drive element 13 and the ramp profile of the overload ramp element 16 and cause an axial movement of the overload ramp element 16 against the overload spring unit 17, which is compressed.

When the disc brake 1 is released or the drive element 13 is pivoted, the radial freewheel torque of the radial freewheel 18 must be so great that the overload ramp ball 14 is swiveled back into the initial position again. The maintenance of the structural air gap between the control lever 13 a and the actuator 8 a is ensured by the stop 11 h integrated in the housing 11 .

4. Maintenance status

Maintenance situations include replacement of the brake lining 3 when the brake lining is worn, at which point the threaded rods 6 , 6 ′ are moved out to a maximum and must be returned to the initial position. A rotation is here applied to the adjustment interface 20d of the central shaft 20 in order to move the adjustment shaft in the mounting direction (opposite to the feed direction). Since the central shaft 20 is positively connected to the threaded rod 6, 6' (or the adjustment shaft 5a and the synchronization device 23 with the follower shaft 5'a) via the output connection 20c, the rotational movement is directly transmitted to the threaded rod 6, 6 'superior.

Here the torque ramp section 20g of the central shaft 20 rotates with the adjustment ramp 20g' against the adjustment ramp 21d (maintenance ramp) of the torque ramp disc 21 (see FIG. 12 ) and the torque ramp disc 21 axially overcomes the feed rotation. The moment spring 22 moves because the central shaft 20 is axially fixed in the guide groove 11i in the housing 11 by the guide section 20e. A "ramp return torque" is generated.

The rotation of the central shaft 20 is transmitted to the overload ramp balls 14 via the locked radial freewheel 18 , the form fit with the overload spring unit 17 and the form fit with the overload ramp element 16 . The drive element 13 is locked against rotation in the mounting direction by a stop 11 h integrated in the housing 11 , the overload ramp balls 14 on the ramps of the overload ramp raceway 13 c of the drive element 13 and the overload ramp raceway 16 a of the overload ramp element 16 Rolling on the profile and moving the overload ramp element 16 axially against the overload spring unit 17 creates an "overload return torque".

The sum of the two torques "ramp reset torque" and "overload reset torque" produces a "maintenance torque" which has to be overcome (via the adjustment interface or maintenance interface 20d) in order to reset the system.

5. Other

The overload ramp balls 14 are positively guided by means of the ball cage 15 in order to ensure a synchronous rotation of the overload ramp balls 14 under different load conditions.

The radial freewheel 18 comprises radially stacked spring arms for mutual support in the locking direction. The corresponding contour on the central shaft 20 is formed as a freewheel toothing 20h in which a spring arm is supported in the locking direction and sets a defined freewheel torque in the releasing direction.

A seal ring groove 20j is provided on the central shaft 20 below the adjustment interface 20d (hexagonal shaft head), and an O-ring or a diaphragm can be installed in the seal ring groove according to a specific embodiment.

A toothing is provided on the central shaft 20 as a sensor toothing 20i for tapping the wear potentiometer, whereby wear can be detected axially offset from the line of action of the regulator by means of the rotational angle sensor. The diameter of the sensor toothing 20i is adapted to the wear sensor planetary gear.

The wear adjustment device is used primarily as a ramp wear adjuster for the wear adjustment of pneumatically applied disc brakes in the commercial vehicle sector, but can also be used in all other applications requiring wear compensation.

The wear adjustment device 10 can be designed not only as an external structure but also as an internal structure. The external structure means that the wear adjustment device 10 is arranged around or fitted on the threaded rods 6, 6' of the screw units 5, 5'. Built-in design means that the wear adjustment device 10 can be inserted into a screw unit 5 , 5 ′, such as a threaded rod 6 , 6 ′, as in the first exemplary embodiment of the disc brake 1 according to FIG. 1 .

The embodiments described above do not limit the invention, which may vary within the scope of the appended claims.

For example, instead of the coil spring system described above (overload spring unit 17 and feed torque spring 22 ), it is also conceivable to use compression spring systems, elastomer systems or variants.

The ramp systems in the described overload ramp races 13c and 16a are freely variable in the design of the ramp races and in the number of recesses.

The pitch and pitch of said torque ramps 20g', 20g" of the torque ramp section 20g of the central shaft 20 and the adjustment ramp 21d and the feed ramp 21e of the torque ramp disc 21 can be freely varied.

Instead of the radial freewheel 18 described, all freewheel systems decoupled from axial forces can be used.

The embodiment of the output interface 20c of the central shaft 20 relative to the threaded rod 6, 6' (or the adjustment shaft 5a, the follower shaft 5'a) is freely variable in shape and design.

The fixing means 11g and 11k of the housing 11 are freely variable in shape and design.

The rotation fixing means (anti-rotation element 11j, spring fixing groove 16b, group connecting means 17c, fixing protrusion 17d, locking groove 21c) can be freely varied in shape and design.

List of reference signs

1 disc brake 11k swivel fixed element

2 Brake disc 12 Axial bearing ball

3 Brake lining 13 Drive element

3a Brake lining support 13a Control lever

4 Brake caliper 13b Axial bearing raceway

5, 5' screw unit 13c overload ramp raceway

5a Adjustment shaft 14 Overload ramp ball

5'a follower shaft 15 ball cage

5b profile 16 overload ramp element

5'c Axial Groove 16a Overload Ramped Raceway

6, 6' threaded pipe 16b spring retaining groove

6a, 6'a Platen 17 Overload spring unit

7 Cross member 17a, 17b Spring

8 Swivel lever 17c Group connection

8a Operator 17d Fixing protrusion

8b Body 18 Radial free wheel

9 drive unit 18a freewheel axial bearing raceway

10 Wear adjuster 18b Freewheel spring

11 Housing 18c profile

11a Wall 18d Spring retaining groove

11b, 11c Opening 19 Free wheel ball

11d Cover section 20 Central axis

11e Bottom section 20a Drive section

11f Wall opening 20b Output section

11g Clamp Swivel Fixture 20c Output Interface

11h Stop 20d Adjustment interface

11i Guide groove 20e Guide section

11j Anti-rotation element 20f Freewheel axial bearing raceway

20g torque ramp section

20g' Adjustment Bevel

20g” feed ramp

20h Freewheel teeth

20i sensor teeth

20j Seal ring groove

20k output elements

20l output tongue

20m output edge

21 Torque ramp plate

21a Torque ramp

21b Pressure side

21c Locking groove

21d Adjustment slope

21e Feed ramp

22 Feed torque spring

23 synchronization device

23a, 23'a synchronous wheel

23b Synchronous Devices

Claims (20)

1. A wear adjusting device (10) for adjusting the friction surface wear on the brake lining (3) and the brake disc (2) of a disc brake (1), said disc brake comprising a pressing device , the wear adjustment device (10) can be coupled to the pressing device on the driving side and can be coupled to the screw unit (5, 5') of the disc brake (1) on the output side, wherein, a) A rolling element arrangement is respectively provided on both sides of the drive element (13) in the axial direction, wherein one rolling element arrangement is configured as a rolling bearing and the other rolling element arrangement is configured as a ball ramp clutch; b) a central shaft (20) is provided which is coupled with a ball ramp clutch and has an output interface (20c) for coupling with the screw unit (5, 5'); c) a radial free wheel (18) is provided, said radial free wheel is coupled with the ball inclined plane clutch through an overload spring unit (17) and is coupled with the central shaft (20); d) are provided with direction-dependent torque devices (20g, 21, 22); and e) It is provided with a housing (11), a drive element (13), various rolling element devices, an overload spring unit (17), a radial free wheel (18), a central shaft (20) and a torque device related to the direction ( 20g, 21, 22) are arranged in the housing. 2. Wear setting device (10) according to claim 1, characterized in that the direction-dependent torque device (20g, 21, 22) is an anti-vibration device. 3. Wear adjustment device (10) according to claim 1, characterized in that the wear adjustment device (10) is designed for intermittent adjustment by means of a direction-dependent torque device (20g, 21, 22) . 4. Wear adjustment device (10) according to claim 2, characterized in that the wear adjustment device (10) is designed for intermittent adjustment by means of a direction-dependent torque device (20g, 21, 22) . 5. The wear adjusting device (10) according to any one of claims 1 to 4, characterized in that the direction-dependent torque device (20g, 21, 22) comprises a fixed connection with the central shaft (20) A torque ramp segment (20g), a torque ramp disc (21) engaged with the torque ramp segment (20g), and a feed torque spring (22) with a predeterminable axial The preload loads the torque ramp segment (20g) and the torque ramp disc (21). 6. The wear adjustment device (10) according to claim 5, characterized in that, the feed torque spring (22) is arranged on the bottom section (11e) of the housing (11) and the torque ramp ( 21) Between. 7. The wear setting device (10) according to claim 5, characterized in that the direction-dependent torque device (20g, 21, 22) is configured with a gentler infeed ramp (20g", 21e) for supplementary adjustment and is constructed with steeper adjustment ramps (20g', 21d) relative to the slower feed ramps (20g", 21e) for adjustment in maintenance situations, the slower feed ramps at least partially in contact with the steeper adjustment ramp. 8. The wear setting device (10) according to claim 6, characterized in that the direction-dependent torque device (20g, 21, 22) is configured with a gentler infeed ramp (20g", 21e) for supplementary adjustment and is constructed with steeper adjustment ramps (20g', 21d) relative to the slower feed ramps (20g", 21e) for adjustment in maintenance situations, the slower feed ramps at least partially in contact with the steeper adjustment ramp. 9. Wear adjustment device (10) according to one of claims 1 to 4, characterized in that the axial bearing consists of the drive element (13), the axial bearing balls (12) and the cover area of the housing (11) Paragraph (11d) constitutes. 10. The wear adjustment device (10) according to one of claims 1 to 4, characterized in that the central shaft (20) has a guide section (20e), which is axially fixed on the housing ( 11) Inside. 11. The wear adjustment device (10) according to claim 9, characterized in that the central shaft (20) has a guide section (20e), which is fixed axially in the housing (11), And said axial bearing, ball ramp clutch, overload spring unit (17) and radial freewheel (18) are arranged between the guide section (20e) and the cover section (11d) of the housing (11). 12. Wear adjustment device according to one of claims 1 to 4, characterized in that the radial freewheel (18) is designed as a spring pack and meshes with a freewheel toothing (20h) of the central shaft (20) . 13. The wear adjusting device (10) according to claim 12, characterized in that the radial free wheel (18) has spring arms stacked radially. 14. The wear adjustment device (10) according to one of claims 1 to 4, characterized in that the housing (11) is configured with at least one pliers rotation fixation device (11g) and/or rotation fixation element ( 11k). 15. The wear adjustment device (10) according to any one of claims 1 to 4, characterized in that the ball ramp clutch has an overload ramp ball (14), and the overload ramp ball is in a ball cage (15) Forcibly guided and arranged between the drive element (13) and the overload ramp element (16). 16. Wear adjustment device (10) according to one of claims 1 to 4, characterized in that the disc brake is a disc brake for a motor vehicle. 17. Wear adjustment device (10) according to one of claims 1 to 4, characterized in that the pressing device is a rotary rod (8). 18. A disc brake (1) comprising a compression device, at least one screw unit (5, 5') and at least one wear adjustment device (10), said wear adjustment device being coupled to the compression device, characterized in that , the wear adjustment device (10) is designed according to one of claims 1 to 17. 19. Disc brake (1) according to claim 18, characterized in that the disc brake is a pneumatically operated disc brake. 20. The disc brake (1) according to claim 18 or 19, characterized in that the disc brake comprises two screw units (5, 5') and a synchronization unit (23), the wear adjustment The device (10) is mounted on or in one of the two screw units (5, 5') of the disc brake (1).