PAD SUPPORT FOR DISC BRAKE ASSEMBLY

Abstract: A disc brake assembly (1) of the kind including a calliper (6) and two pad assemblies (3, 4), each of which is operable to engage a respective opposite side of a brake disc (5) when the brake assembly is installed on a vehicle. The calliper includes a housing (8) having a cylinder formed therein, and a piston which carries one of the pad assemblies (3) is slidable within that cylinder. The calliper (6) also has a bridge (7) which is connected to the housing (8) and which carries the other pad assembly (4). A mounting arm (12, 13) is connected at one end to the combination formed by the pad assemblies (3, 4) and the calliper (6), and is connectable at its opposite end to a support (2). The arm (12, 13) extends generally transverse relative to the axis of the calliper cylinder and is deflectable relative to the associated support (2) in the general direction of that axis so as to allow the pad assembies (3, 4) to move towards and away from their respective adjacent sides of the disc (5). The arm (12, 13) is resistant to deflection however, in at least one direction transverse to the cylinder axis and functions to hold the aforementioned combination in an operative position relative to the disc (5) when in use.

Description: FOR THE PURPOSES OF INFORMATION ONLY Codes used to identify Stales party to the PCT on the front pages of pamphlets publishing international applications under the PCT. + Any designation of "SU" has effect in the Russian Federation. It is not yet known whether any such designation has effect in other Sutes of the former Soviet Union. -1- -PAD SUPPORT FOR DISC BRAKE ASSEMBLY" This invention relates to a disc brake assembly and more particularly to the manner in which the brake pads and caliper of a disc brake assembly are mounted relative to a vehicle on which the assembly is located. There aie various different prior arrangements whereby the forces applied to the disc brake pads under braking are transmitted to the vehicle on which the brake assembly is mounted. One prior arrangement/ known as a pin guided system, employs an anchor bracket on which a pair of parallel pins are mounted, the pins being aligned parallel with the rotational axis of the disc. The brake pads or the caliper slide on the pins during engagement or disengagement of the brake such that the braking forces are transmitted to the anchor bracket. Another prior arrangement, known as a pad guided system, employs an anchor bracket which is mounted on the vehicle and has a pair of parallel slideways formed thereon. The pads have lugs which engage in the slideways and permit the pads to slide towards and away from the disc as the brakes are applied and released. The anchor bracket serves as a reaction block against which the pads bear when the brakes are applied. Those prior arrangements suffer a number of disadvantages. Firstly, the anchor brackets must be of a reasonably substantial construction to withstand the forces being applied to them, and accordingly tend to be heavy and cosfy items. Secondly, disc brake assemblies generally employ a biasing spring or anti-rattle spring between the par's or caliper and the anchor bracket. The biasing springs on larger brake assemblies need to apply a large bias for :e if they are to be affective, but the increased bias force compromises the pad slide capability. Thirdly, it is known for brake pads to seize on their slideways or guide pins, and that can result in a dangerously inadequate brake performance and uneven pad wear. It is an object of this invention to provide a disc brake assembly which avoids the need for an anchor bracket SUBSTI -2- of the type used heretofore. A further object of the invention is to provide a less expensive brake assembly. A still further object of the invention is to provide a brake assembly which, at least under some conditions, is safer than those used heretofore. Yet another object of the invention is to provide an improved pad assembly for use in a disc brake assembly. Still another object of the invention is to provide an improved caliper for use in a disc brake assembly. According to one aspect of the present invention, there is provided a disc brake assembly including, a rotatable disc, a brake pad located on each of two opposite sides of the disc, a support located away from said pads in a direction transverse to the rotational axis of the disc, and mounting means connecting said pads to said support and having an arm which extends between the pads and the rmpport and holds the pads in an operative position relative to said support, wherein said arm is deflectable in the general direction of said axis to thereby permit each said pad to move towards and away from the respective adjacent side of the disc, and said arm is substantially resistant to deflection in at least one direction transverse to said axis such that the pads are not caused to be moved out of said operative position by the load imposed on said arm as a consequence of said pads engaging the disc while the disc is rotating. It is tc be understood that the operative position of the pads is a position which is at a fixed distance from the disc axis and is also at a fixed distance from the support to .-rtiich the mounting arm is connected. It is a position such that the pads are able to function as required, and movement of the pads towards and away from the disc does not involve a change in that position. In order to achieve efficient braking, the operative position needs to be fixed in the sense that when the pads are engaged with the rotating disc they do not move with that disc. The aforementioned resistance to deflection is intended to achieve that objective. In particular, the mounting arm needs to be resistant to bending, buckling or ist bending if it -tends generally rad i ally of -4- According to yet another aspect of the invention, there is provided a caliper for use with a disc brake assembly, including a housing containing a cylinder for slidably receiving a piston having a first friction pad assembly attached thereto, a bridge connected to said housing so as to extend generally in the direction of the cylinder axis and being attached to a second friction pad assembly, and εt least one mounting arm connected to said housing and extending therefrom in a direction generally transverse to said axis, wherein said arm is deflectable in the general direction of said axis and is substantially resistant to deflection in at least one direction transverse to said axis. According to still another aspect of the invention, there is provided a disc brake assembly including, a braking unit comprising a caliper and two pad assemblies, said caliper including a housing and a bridge connected to said housing, a cylinder formed within said housing, a piston slidably contained in said cylinder and having one of said pad assemblies attached thereto, the other said pad assembly being attached to said bridge so as to be in opposed relationship to the first said pad assembly, and a mounting arm connected to said braking unit and extending laterally therefrom in a direction transverse to the axis of said cylinder, wherein said arm is connectable to a support at its end remote from said unit and is deflectable relative to said support in the general direction of said cylinder axis to allow said pad assemblies to move towards and away from respective opposite sides of a brake disc with which they are associated in use, and said arm is resistant to deflection in at least one direction transverse to said cylinder axis and functions in use to support said unit at an operative position relati/e to said support and said disc. Embodiments of the invention are described in detail in the following passages of the specificaton which refer to the accompanying drawings. The drawings, however, are merely illustrative of how the invention might be put into effect, so thac the specific form and arrangement of the TT TE SHEET -5- various features as shown is not to be understood as limiting on the invention. In the drawings: Figure 1 is a semi-diagrammatic perspective view of an example embodiment of the invention applied to one particular form of vehicle brake. Figure 2 is a part sectioned diagrammatic view showing an arrangement similar to that shown in Figure 1 with the outboard brake pad assembly being omitted for convenience of illustration. Figure 3 is a view similar to Figure 2 but showing the brake pad in a worn condition. Figure 4 is a cross-sectional view taken along line IV-IV of Figure 2. Figure 5 shows another embodiment of the invention as applied to a motorcycle brake. Figure 6 shows, in perspective view, a mounting arm or strap for a brake pad assembly, according to one embodiment of the invention. Figure is a cross-sectional view taken along VII-VII of Figure 6. Figure 8 3hows in perspective view a mounting arm or strap according to yet another embodiment of the invention. Figure 9 is a cross-sectional view taken along line IX-IX of Figure 8. Figure 10 is a perspective view of a pad assembly according to one embodiment of the invention. Figures 11 to 13 show in diagrammatic form some of the possible ways in which the mounting arm or strap can be attached to the pad assemblies. The disc brake assembly 1 shown in Figure 1 is mounted on a support member 2 which forms part of a motor vehicle (not shown) . The brake assembly 1 includes an inboard frictii n pad assembly 3 and an outboard friction pad assembly 4 which are located on respective opposite sides of a disc or rotor 5 which is connected to a wheel (not shown) of the vehicle. The brake assembly 1 also includes a caliper 6 having a bridge 7 and a housing 8 for SuOSTiTUTE SBEcT -6- a cylinder which slidably receives a piston (not shown). Fingers 9 on the outboard side of the caliper bridge 7 support the outboard pad assembly 4 and, the inboard pad assembly 3 is connected to the aformentioned piston. Hydraulic fluid under pressure is supplied to the cylinder through a supply line 10 when the brake pedal or lever of the vehicle is depressed, and thereby causes the brake to operate in a known manner. The support member 2 is located away from the pad assembly 3 and 4 in a direction transverse to the rotational axis of the disc 5. Mounting means 11 connects the pad assemblies 3 and 4 to the support member 2, and that mounting means 11 has two important characteristics. First, the mounting means 11 allows the pad assemblies 3 and 4 to move towards and away from their respective adjacent sides of the disc 5 so that they can operate as required. Second, the mounting means 11 supports the pad assemblies 3 and 4 at an operative position which has a substantially fixed relationship with both the support member 2 and the rotational axis of the disc 5. Furthermore, tl at second characteristic is retained under the loads imposed when the brake is operated. In the particular arrangement shown in Figure 1, the mounting means 11 connects the pad assemblies 3 and 4 to both the support member 2 and another support member. The second support member is not shown, but is located on the side of the caliper 6 opposite to that adjacent the member 2. A mounting arm 12 connects the pad assemblies 3 and 4 to the support member 2, and a second mounting arm 13 connects those assemblies to the other support member. The moun. ing arms 12 and 13 may be constructed in any appropriate fashion, bearing in mind the two characteristics previously referred to. In the example shown, the arm 12 is composed of two straps 14 and 15 of sheet metal or other suitable material, which are arranged in spaced face to face relationship. The outer end of each strap 14 and 15 is secured to the support member 2 in a suitable fashion, and the inner end of each is attached to the pad assemblies 3 and 4. That attachment may be SU -7- effected by having the strap 14 attached to or formed integral with a backing plate of the pad assembly 4, and by having the strap 15 attached to or formed integral with a backing plate of the pad assembly 3. Other forms of attachment are possible as hereinafter explained. Because of their sheet-like nature, the straps 14 and 15 are able to flex or deflect in the general direction of the rotational axis of the disc 5 and thereby permit appropriate braking and release movement of the pad assemblies 3 and 4. On the other hand, the straps 14 and 15 have a width such as to resist bending in the plane of their broad surfaces, and they also resist deflection (stretching) under tension. Arrow A in Figure 1 represents the forward direction of rotation of the disc 5, which is the direction under which braking is to be effected in the majority of circumstances. If the brake is applied while the disc 5 is rotating in the reverse direction, the straps 14 and 15 will be subjected to compressive forces, and would tend to deflect (buckle) under those circumstances if not for the influence of the arm 13. The arm 13 is subjected to tension under those circumstances and therefore takes the load of the braking effort. The arm 13 as shown is constructed similar to the arm 12, and in particular includes two straps 16 and 17 arranged in spaced face to face relationship. Each of the straps 14, 15, 16 and 17, is preferably made from thin metal plate so as to have the ability to flex in a direction perpendicular to the plane of the disc 5. Generally, there will be a relatively small degree of movement of the pad assemblies 3 and 4 between the brake applied and brake released positions. The friction pad of each pad assembly 3 and 4 will wear over a period of time, and the distance required to be travelled by each assembly 3 and 4 will be increased accordingly. For that reason it may be desirable to provide a slip joint at an appropriate place in the mounting means 11. Figures 2 to 4 depict one possible slip joint aπangement. As shown, the strap 15 on one -8- side of the brake pad assembly 3 is fixed to the backing plate 18 of the assembly 3 by means of rivets 22. No relative movement between pad assembly 3 and the strap 15 is possible. The corresponding strap 17 of the arm 13 however, is connected to the brake pad assembly 3 by means of a slip joint 19. The strap 17 includes an end section 20 which extends parallel to the backing plate 18 and is held in position by a spring loaded pressure plate 21 which is retained on the backing plate 18 by means of a rivet 28. The pressure plate 21 allows the strap end section 20 to slide relative to the backing plate 18. Other arrangements could be adopted to achieve the same result. In order to avoid movement at the slip joint 19 when the brakes are operating, it is preferred that the coefficient of friction between the strap end section 20 and the backing plate 18 is greater than the coefficient of friction between the friction pad 23 of the assembly 3 and the disc 5. Thus, when the brakes are applied, the caliper 6 will press the strap end section 20 against the backing plate 18, and thereby also press the friction pad 23 against the disc 5. Since the disc/friction pad coefficient of friction is less than that of the strap end section/backing plate, the disc 5 will slip relative to the friction pad 23 rather than the backing plate 18 slipping relative to the end section 20. However, because the friction pad 23 may wear over time, it is desirable that the pad assembly 3 is able to move towards the disc 5, as depicted in Figure 3. In order to enable that movement to occur, there needs to be movement at the slip joint 19 such that the effective length of the mounting means 11 is increased. In that regard, the effective length can be taken to be the length extending between the support connections 24 and 25. It will be seen from Figure 3 that because of the wear of the pal 23, it has moved a distance 'd' towards the support 2. The slip joint 19 has permitted that movement to occur. In that regard, the pressure plate 21 only holds the strap end section 20 to the backing plate SUBSTITUTE SHEET -9- 18 and does not prevent relative slipping. When the pad 23 wears as depicted in Figure 3, the caliper 6 moves the pad assembly 3 towards the disc 5 prior to application of the brake, and the slip joint 19 provides the slack to permit that movement. When, however, the friction pad 23 contacts the d:ιsc 5, the caliper 6 will press the strap end section 20 hard against the backing plate 18 thereby preventing, as a result of the relatively high coefficient of friction b etween the backing plate 18 an d the end section 20, further movement at the slip joint 19. Thus movement at the slip joint 19 will occur as necessary to compensate for pad wear, but will not occur while the brake is operating. In the arrangement shown, the end section 20 is retained in position on the backing plate 18 by means of pins 26 which pass through elongate slots 27 extending parallel to the longitudinal axis of the strap 17. The slots 27 permit the movement of the brake pad assembly 3 towards the mount 2 as the friction pad 23 wears through use. Th e rivet 28 passes through a central elon g ate s l ot 29. The length of the slots 27 and 29 is selected such that the pad 23 is able to move towards the support 2 a distance which is sufficient to accommodate the full extent of wear of the friction pad 23. The arm 12 is connected to the sides of the pad assemblies 3 and 4 which are in effect the leading sides of the two brake pads 3,4 when the vehicle to which th brake assembly is mounted is travelling in its norma forward direct-on. The straps 14 and 15 of the arm ar therefore placed in tension when the brake is applied. The tensile force thus generated in the arm 12 is reacte into the support 2, and effective braking of the vehicl occurs. When the vehicle is travelling in reverse howeve the sides of the pad assemblies 3 and 4 connected to th arm 13 become the leading sides and the straps 16 and 1 are placed under tension, and the straps 14 and 15 ar subjected to compression. The strap 16 and 17 therefor transmit the braking force necessary to slow the vehicl when the vehicle is travelling in reverse. r -10- In cases where the mounting means 11 is connected to both ends of the brake pad assemblies 3 and 4 it is preferred that the straps on the leading side of the caliper 6 (whichever direction the vehicle is travelling) are solely responsible for holding the pad assemblies 3 and 4 in position for transmitting braking force to the vehicle. The straps on the trailing side will be under compression and they may buckle slightly. In vehicles such as motor cycles which generally require braking in one direction of travel only, it may be sufficient to have straps on one side only of the caliper 6. That side will be the leading side of the caliper 6 when the vehicle is travelling in its usual direction. Figure 5 of the drawings shows a brake assembly of that type which is attached to the front fork of a motor cycle. Figure 5 shows a brake assembly 30 which includes a caliper 31 and inboard and outboard brake pad assemblies, 32 and 33 adapted to engage respective opposite sides of a disc 34 secured to a motor cycle wheel (not shown) for rotation therewith. The pad assemblies 32 and 33 are connected to a bracket 35 on the front fork 36 of the motor cycle by means of a mounting arm 37 which is composed of two inner straps 38 and two outer straps 39. Each brake pad assembly 32 and 33 is connected to the bracket 35 by means of an inner strap 38 and an outer strap 39, with the inner strap 38 attaching to the inner face of the backing plate 40, and the outer strap connecting to the outer face of the backing plate 40. The arm 37 is connected to the bracket 35 by means of bolts 41, and the straps 38 and 39 are held spaced apart at the bracket by spacers 42. The arm 37 is held to the brake pad assemblies 32 and 33 by rivets 43. The straps 38 and 39 are preferably made from thin metal plate and are sufficiently flexible to accommodate normal movement, back and forth, of the brake pad assemblies 32 and 33 under braking conditions. Also, as the friction pad wears down, the arm 37 wi..l permit the pad assemblies 32 and 33 to move closer to the disc faces. It will be appreciated that as an alternative to having two straps for each pad SUBSTITUTE SHEET -11- assembly it will be possible to have a single, thicker strap connected to either the inner or outer face of the backing plate to provide for reverse braking. In the event that reverse braking is required the composite effect of the more rigid strap arrangement for each pad assembly will enable the straps 37 to carry the compressive load of that reverse braking. It is envisaged that a motorcyt-le will only infrequently require reverse braking, such as to prevent the motor cycle moving backwards when it has stopped on a hill, and that the braking load thus applied will be relatively slight compared to that experienced under forward dynamic braking conditions. Other vehicles, such as go-carts and bicycles, may also advantageously employ straps on one side of the brake pads. Figures 6 and 7 show a relatively rigid strap 40 of the aforementioned kind. That strap 40 is composed of two outer plates 41, two abutments 42 and a compression member 43. Each of the two abutments 42 is secured to a respective end of the plates 41 in an appropriate manner, and those abutments 42 serve to retain the plates 41 in spaced apart fε.ce to face relationship. The abutments 42 are arranged o that their opposed ends 44 are spaced apart in the longitudinal direction of the strap 40. The compression member 43 is interposed between the plates 41 and also between the abutment ends 44. Any suitable means may be employed to retain the member 43 in that location. In the arrangement shown, pins 45 projecting from the member 43 locate in apertures 46 formed in the outer plates 41. It is also preferred, as shown, that at least one of the plates 41 has a flexible finger 47 which bears against the member 43 so as to minimise rattl or vibration. When the strap 40 is under tensile load, it functions in "he manner previously described and the compression member 43 serves no real purpose. If the strap 40 is subjected to endwise compression however, the plates 41 buckle slightly and the member 43 is engaged with each of the abutment ends 44. The abutments 42 and SUBSTITUTE SHEET -12- the member 43 then combine to form a rigid section which resists deflection of the arm 40 under compressive load. There are various ways of constructing a strap or arm which can resist deflection in both tension and compression. Figures 8 and 9 show such an arrangement which is different to that of Figures 6 and 7. In the arrangement of Figures 8 and 9, the mounting arm 50 is composed of two side plates 51 and a compression member 52 disposed between those plates 51. The outer end 53 of the compression member 52 may bear against a rigid support structure 54 as shown. The inner end of the member 52 forms an anvil 55 which is engageable with adjacent ends of the two pad assemblies 56 and 57. Each plate 51 is secured at one end to the support structure 54 and is secured at its other end to a respective one of the pad assemblies 56 and 57. The plates 51 are therefore able to function as tension straps when the brake is applied while the disc (not shown) is rotating in the direction of arrow A (Figure 9). Under those circumstances, a small clearance 'c' (Fiugre 9) may exist between the anvil 55 and the adjacent ends of the pad assemblies 56 and 57. If the brake is applied while the disc is rotating in the direction of arrow B (Figure 9), the plates 51 will tend to buckle under the resulting compressive load, but the pad assemblies 56 and 57 engage against the member 52 thereby preventing further buckling (deflection) of the plates 51. Figure 10 shows another embodiment of the invention in which a mounting strap or arm 60 is able to withstand deflection under both tension and compression. In the arrangement shewn, the arm 60 is formed integral with a backing plate 61 of a brake pad assembly 62, and is of relatively hea- y plate-like construction. The thickness of the arm 60 is reduced adjacent each end so as to form two zones of weakness 63 and 64, and those zones enable the arm 60 to deflect or flex as required for the pad assembly 62 to move towards and away from an associated disc. The arm 60 operates in the manner previously -13- described when subjected to tension. Because of its relatively heavy section, the arm 60 will also resist deflection or buckling when subjected to endwise compression. It may be necessary however, to provide s i de supports for the arm 60 to prevent it buckling excess i vely about either of the zone 63 and 64 when subjected to a compressive load. A variation of the Figure 10 arrangement may be a d opte d in a b ra k e which is to be operative for one direction of rotation only. According to that variation, the arm 60 is of relatively thin sheet-like construction so as to have no substantial resistance to buckling under compression, but which will nevertheless operate as required under tension. Such an arm can be formed integral with a backing plate as shown in Figure 10. It will be apparent that the mounting arm in any of its various possible forms, can be attached to the brake pad assemblies in a number of different ways. The arrangements s-: far described involve direct connection of the arm with the pad backing plates, but that is not an essential requirement. Figures 11 to 13 show some of the possible variations in the manner of attachment of the mounting ar to the pad assemblies. In Figure 11, the arm 70 has on part 71 connected to the caliper housing 72, and anothe part 73 connected to a pad assembly 74. The other pa assembly 75 is therefore connected to the arm 70 throug the caliper housing 72. Figure 12 shows the revers arrangement of Figure 11 in that the arm parts 71 and 7 are connected to the pad assembly 75 and the calipe housing 72 resrectively. According to Figure 13, b oth ar parts 71 and 7 3 are connected to the housing 72 and ar therefore indi -ectly connected to the pad assemblies 7 and 75. An of the arrangements shown in Figures 11 to 1 could have two mounting arms as described, by way o example, with reference to Figure 1. Also, in an situation involving the use of two mounting arms, th mounting arm on one side of the pad assemblies need not b -14- the same as that on the other side. Furthermore, it is not to be understood that the mounting arm εhown in Figures 11 to 13 is necessarily limited to single direction braking. The arm could be constructed to operate satisfactorily for both forward and reverse direction braking. Still further, any arrangement requiring a slip joint need not have that joint located at the pad assemblies as described in relation to Figures 2 to 4. A slip joint could be provided at the connection between a mounting arm and the support for that arm. Other suita b le locations for the slip joint might be found. It will be appreciated from the foregoing that the invention provides a simplified assembly which avoids the need for a separate anchor bracket to support the caliper and brake pads . In accordance with the present invention, the brake pads are connected directly to the vehicle by straps or arms which allow for brake pad movement whilst also directly transmitting the braking forces into a rigid part of the vehicle. It also eliminates the pad-to-anchor clearances traditionally provided in sliding brake pads and which are a source of vibration and corrosion. Various modifications, alterations or additions may be made to 1he various embodiments described herein without depar. ing from the spirit or ambit of the invention as defined by the appended claims. SUBSTITUTE SHEET

Claims: -15- CLAIMS 1. A disc brake assembly including, a rotatable disc, a brake pad located on each of two opposite sides of the disc, a support located away from said pads in a direction transverse to the rotational axis of the disc, and mounting means connecting said pads to said support and having an arm which extends between the pads and the support and holds the pads in an operative position relative to said support, wherein said arm is deflectable in the general direction of said axis to thereby permit each said pad to move towards and away from the respective adjacent side of the disc, and said arm is substantially resistant to deflection in at least one direction transverse to said axis such that the pads are not caused to be moved out of said operative position by the load imposed on said arm as a consequence of said pads engaging the disc while the disc is rotating. 2. A n assembly according to claim 1, wherein said arm includes at least one strap of sheet material. 3. An assembly according to claim 2, wherein there are two said strap which are arranged in spaced face to face relationship, and each said strap is connected to a respective one of said pads. 4. An assembly according to claim 2, wherein there are two pair of said straps, the straps of each said pair are arranged in spaced face to face relationship, the two pair are arranged in spaced face to face relationship, and each said pair is connected to a respective one of said pads. 5. An assembly according to claim 2, wherein there are two said straps arranged in spaced face to face relationship, en abutment is connected to one end of each said strap and another abutment is connected to the other end of each strap, and a rigid compression member is located between said straps and between said abutments so as to be enga jeable with the abutments to prevent said straps buckling under compressive forces. 6. An assembly according to claim 5, wherein said two straps are each connected to one of said pads, and another said two straps are connected to the other said pad. -16- 7. An assembly according to claim 5, wherein one said abutment is formed by said support and the other said abutment is formed by ends of the two said pad assemblies, said compression member is secured to said support against movement relative thereto, and the relationship between said straps and said compression member is such that clearance exists between said compression member and said pad assembly ends when said straps are under tension. 8. An assembly according to claim 1, wherein said arm includes at least one plate-like member having at least one zone of reduced thickness so as to form a line of weakness in the plate member, and said deflection of the arm occurs at said zone. 9. An assembly according to claim 8, wherein a said zone of reduced thickness is provided adjacent said pads, and a further said zone is provided adjacent said support. 10. An assembly according to claim 8 or 9, wherein there are two said plate-like members and each is connected to a respective one of said pads. 11. An assembly according to any one of claims 8 to 10, wherein each said pad includes a backing plate and a section of friction material secured to that plate, and said plate-like member, or at least one of said plate-like members, is formed integral with a said backing plate. 12. An assembly according to any preceding claim, wherein each said pad includes a backing plate and a section of friction material secured to that plate, and said arm is connected to each said backing plate. 13. An assembly according to any one of claims 1 to 11, wherein each said pad is connected to a caliper housing, and said arm is connected to both said pads through said caliper housing. 14. An assembly according to any one of claims 1 to 11, wherein each said pad includes a backing plate and a section of friction material secured to that plate, and said arm is connected to the backing plate of one said pad and is connected to the other said pad through a caliper housing. 15. An assenbly according to any preceding claim. -17- wherein there are two said supports, said pads are located between the said supports, said mounting means connects said pads to -oth said supports and includes two sai d arms, and each said arm extends between the pads and a respective one of said supports. 16. An assembly according to claim 15, wherein said mounting means has an effective length which extends between two connections, one of which exists between one said support and the adjacent said arm, and the other exists between the other said support and the respective adjacent said arm, and a slip joint is provided in said mounting means to permit extension of said effective length and thereby compensate for progressive wear of said pads. 17. An assemtly according to claim 16, wherein said slip joint is provided at one of said connections. 18. An assem b ly according to claim 16, wherein said slip joint is provided at a connection between one of said arms and the said pads. 19. A pad assembly for use with a disc brake, including a backing plate, a friction pad secured to said plate, and at least one mounting arm connected to said plate and extending laterally therefrom for connection to a support, wherein said arm is deflectable in a direction such that the pad can be moved relative to said support towards and away from a brake disc with which the pad assembly is used, and si.id arm is substantially resistant to deflection in at least one direction transverse to the first said direction. 20. A caliper for use with a disc brake assembly, including a housing containing a cylinder for slidably receiving a piston having a first friction pad assembly attached thereto, a bridge connected to said housing so as to extend generally in the direction of the cylinder axis and being attached to a second friction pad assembly, and at least one mounting arm connected to said housing and extending therefrom in a direction generally transverse to said axis, wherein said arm is deflectable in the general direction of said axis and is substantially resistant to SUBSTITUTE SHEET -18- deflection in at least one direction transverse to said axis. 21. A disc brake assembly including, a braking unit comprising a cε-.liper and two pad assemblies, said caliper including a housing and a bridge connected to said housing, a cylinder formed within said housing, a piston slidably contained in said cylinder and having one of said pad assemblies attached thereto, the other said pad assembly being attached to said bridge so as to be in opposed relationship to the first said pad assembly, and a mounting arm connected to said braking unit and extending laterally therefrom in a direction transverse to the axis of said cylinder, wherein said arm is connectable to a support at its end remote from said unit and is deflectable relative to said support in the general direction of said cylinder axis to allow said pad assemblies to move towards and away from respective opposite sides of a brake disc with which they are associated in use, and said arm is resistant to deflection in at least one direction transverse to said cylinder axis and functions in use to support said unit at an operative position relative to said support and said disc.

Inventors: WANG NUI, WANG, NUI
Applicants: AUSTRALIA BRAKE & CLUTCH IND, BRAKE AND CLUTCH INDUSTRIES AUSTRALIA PTY. LTD.
Application year: 1991
Main classification: F16D65
IPC codes: F16D55, F16D65