Brake system
By adjusting the actuator arrangement and lever geometry in the braking system, the limitations of existing braking systems in terms of installation space and dynamic load are solved, achieving more efficient and flexible braking performance.
Patent Information
- Application Number
- CN202380053313.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Priority Date
- 2022-07-19
- Filing Date
- 2023-07-03
- Publication Date
- 2025-03-04
AI Technical Summary
Existing brake systems have limitations in axial and radial installation spaces, especially in cases where parking brake functions are required, which are difficult to meet space requirements, and improper arrangement of actuators can lead to increased dynamic load and unoptimized transmission ratios.
A braking system is designed in which the actuator is configured to be arranged on different sides of the lever and optimize the transmission ratio and reduce dynamic load by adjusting the offset of the actuator axis and the geometry of the lever.
It realizes effective braking function in a smaller installation space, reduces dynamic loads, and improves the transmission ratio and flexibility of the brake mechanism.
Smart Images
Figure CN119562912A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to a braking system, and in particular to a braking system for a road vehicle. Background Art
[0002] A commercial vehicle, such as a truck, tractor unit or trailer, includes a braking system capable of applying a braking force to an axle or wheel to slow the commercial vehicle during driving operations, or to secure the commercial vehicle to prevent unintentional movement during non-driving operations. Such a braking system typically consists of a main braking system / service braking system and a secondary braking system / parking braking system. Typically, the main braking system / service braking system is intended for use during vehicle operation, and the secondary braking system is used as a backup braking system to the main braking system, or to provide a continuous locking function to maintain the vehicle's position, particularly when the vehicle is not in operation.
[0003] Such brake systems and corresponding brake actuators are arranged near the axle or wheel to be decelerated or immobilized. However, the installation space near the axle or wheel is limited.
[0004] In the related art, the known braking system is a disc brake, that is, a deceleration force is generated so that a rotating brake element such as a brake disc is fixed to the wheel or wheel hub to be braked so that the rotating brake element rotates together with the wheel or wheel hub. A stationary fixed brake element, such as a caliper with a brake pad, which rotates relative to and opposite to the rotating brake element, is mounted to the vehicle so that it remains substantially stationary relative to the vehicle chassis, or relative to the axle of the vehicle if the axle is a non-rotating axle. In this known related art braking system, the brake pad and the caliper generate a clamping force acting on the brake disc so that the relative movement, in particular the relative rotation, between the brake disc and the brake pad is slowed down by the friction between the brake disc and the brake pad. The force acting on the brake pad is generated by an eccentric lever and an actuator (such as a pneumatic actuator). In Figures 1 and 2, a braking system of this related art is shown. As can be seen in Figure 1, the pivot axis 1 of the eccentric lever 2 extends parallel to the horizontal caliper plane 3, which is a plane extending tangentially to the brake disc 9 at the position of the caliper 4. The brake system further comprises an actuator 5 consisting of a service brake part 6 and a parking brake part 7 which are arranged in series in a common housing and act along an actuator axis 8. The exact orientation of the pivot axis 1 can vary by about 15°.
[0005] In an axial brake configuration as shown in FIG1 , the actuator axis 8 is oriented parallel to the horizontal caliper plane 3 and perpendicular to the disc center plane 10, which extends parallel to the extension of the brake disc 9, i.e. perpendicular to the rotation axis of the brake disc 9, and is located at the center of the brake disc 9. The exact orientation of the actuator axis 8 can vary by about 15°. In a radial brake configuration as shown in FIG2 , the actuator 5 ′ can be oriented with its actuator axis 8 ′ perpendicular to the horizontal caliper plane 3 and parallel to the brake disc center plane 10. The exact orientation of the actuator axis 8 can vary by about 15°. In both cases, the bridge guide 12 (not shown) of the bridge 11 is usually oriented perpendicular to the disc center plane 10.
[0006] The problem presented by the related art is that, due to the current arrangement, in the case of an axial brake, the brake system including the actuator consumes a large amount of axial installation space perpendicular to the disc center plane 10, that is, a large space along the wheel axis. In the case of a radial brake, a large installation space is required in the radial direction. For example, a "radial" brake cannot be installed at the 6 o'clock position with the actuator facing down, because the parking brake part may collide with the road surface. In addition, it is not possible to separate the service brake part 6 and the parking brake part 7 and arrange one part on the left side of the eccentric lever 2 and one part on the right side. This will lead to a collision with the rim in the case of the axial brake of Figure 1, or a collision with the shaft body in the case of a radial brake. In addition, in the case of an axial brake, the maximum size of the eccentric lever 2 is limited due to the space between the steering knuckle and the rim or the axle and the rim. In addition, in the case of a radial brake, the minimum lever size is limited due to the wheel width (including tires with snow chains) and the actuator diameter. Summary of the invention
[0007] The object of the present invention is to solve the problems of the related art and to provide a braking system which allows to provide a braking system which requires less space and has an improved space requirement. In particular, the object of the present invention is to reduce the axial and radial installation space, in particular where a parking brake function is required, and to avoid the need for radial brakes, which are mainly used on the front axle or so-called portal axles in city bus applications. Furthermore, the present invention provides a solution to arrange the actuator closer to the caliper guide in order to reduce the dynamic loads on the guide. Furthermore, the present invention provides greater flexibility in defining the lever geometry in order to optimize the transmission ratio, number of stages and hysteresis of the brake mechanism. In order to achieve improved flexibility, the ability to offset (z-direction or x-direction) between the actuators is helpful. The object is solved by the subject matter of the independent claim. Advantageous further developments are the subject matter of the dependent claims.
[0008] The present invention discloses a braking system for a vehicle, comprising: a rotating brake element, which is fixedly connected to a wheel or a wheel hub in a manner of rotating together with the wheel and has a rotation plane; a fixed brake element, which is fixedly connected relative to a vehicle chassis so as not to rotate together with the wheel; a first brake actuator, which is configured to actuate the fixed brake element so as to push the fixed brake element toward the rotating brake element; a second brake actuator, which is configured to actuate the fixed brake element so as to push the fixed brake element toward the rotating brake element; a lever, which is configured to transmit a force applied by the first brake actuator or the second brake actuator to the fixed brake element, wherein the first brake actuator is connected to the lever via a first connector portion, and the second brake actuator is connected to the lever via a second connector portion, so that when the second brake actuator is actuated, the second brake actuator operates decoupled from the first brake actuator, or when the first brake actuator is actuated, the first brake actuator operates decoupled from the second brake actuator.
[0009] Advantageously, the first brake actuator and the second brake actuator are arranged on mutually different sides of the lever.
[0010] Advantageously, a first brake actuator axis of the first brake actuator and a second brake actuator axis of the second brake actuator deviate from a mutual orientation parallel to one another.
[0011] Advantageously, the second brake actuator axis and the first brake actuator axis are arranged coaxially at an angle of 0° to 5°, 5° to 10° or 10° to 15°, preferably 5°, relative to the rotational plane.
[0012] Advantageously, the pivot axis of the lever is parallel to the rotation plane of the rotating brake element and perpendicular to a horizontal caliper plane, which is a plane oriented tangentially to the rotating brake element, and / or the actuator axis is parallel to the rotation plane and the horizontal caliper plane.
[0013] Advantageously, the first connector part comprises a slot in which a portion of the lever or a portion of the second connector part is slidably mounted.
[0014] Advantageously, the slot at least partially has a linear shape.
[0015] Advantageously, the slot at least partially has a curved shape.
[0016] Advantageously, the curved shape at least partially follows the curve of the lever end or a curve determined by the curve of the lever end.
[0017] Advantageously, the lever has a Y-shape, the first connector part has a T-shaped portion or a ball-T-shaped portion, and the first connector part is slidably mounted in the Y-shaped slot of the lever.
[0018] Advantageously, the lever has an O-shaped portion, the first connector part has a T-shaped portion or a ball-T-shaped portion, and the first connector part is slidably mounted in the O-shaped opening of the lever.
[0019] Advantageously, the lever has an I-shaped portion and the first connector part has an O-shaped portion, the lever being slidably mounted in an O-shaped opening of the first connector part.
[0020] Advantageously, the lever has a T-shaped portion, the first connector part having a substantially Y-shape, the lever being slidably mounted between the legs of the Y-shape of the first connector part.
[0021] Advantageously, the lever has a T-shape and the first connector part has a substantially O-shape, the lever being slidably mounted in an O-shaped opening of the first connector part.
[0022] Advantageously, the lever has an I-shape and the first connector part has a C-shape, the lever being slidably mounted beneath the C-shape of the first connector part.
[0023] Advantageously, the lever has a T-shape and the first connector part has a C-shape, the lever being slidably mounted relative to the C-shape of the first connector part and engaging from the side.
[0024] Advantageously, the first brake actuator is a parking brake actuator and the second brake actuator is a service brake actuator. BRIEF DESCRIPTION OF THE DRAWINGS
[0025] In the following, the present invention is explained by means of examples and drawings.
[0026] FIG. 1 shows a brake system known in the related art.
[0027] FIG. 2 shows another braking system known in the related art.
[0028] Figure 3 A top view of a brake system according to an embodiment of the present invention is shown.
[0029] Figure 4 An axial / side view of a brake system according to an embodiment is shown.
[0030] Figure 5 A first modification of the brake system according to the embodiment is shown.
[0031] Figure 6 A second modification of the brake system according to the embodiment is shown.
[0032] Figure 7 Detailed view of a lever showing an embodiment.
[0033] Figure 8 Schematic diagram showing the lever movement caused by the service brake.
[0034] Fig. 9 Schematic diagram showing the lever movement caused by the parking brake.
[0035] Figures 10A to 10C A variation of the parking brake rod connector of the embodiment is shown.
[0036] Figures 11A to 11G Variations of the connection of the lever and the actuator are shown. DETAILED DESCRIPTION
[0037] Figure 3 The top-down figure shows a brake system 20 according to an embodiment of the present invention. The brake system 20 includes a brake disc 22 having a disc center plane 222, as a rotating brake element, and an outer brake pad 24, an inner brake pad 26 and a caliper 28, the outer brake pad 24, the inner brake pad 26 and the caliper 28 as fixed brake elements. The outer brake pad 24 is supported in the caliper 28 by a carrier 30, so that the outer brake pad 24 is rigidly fixed in the caliper. The inner brake pad 26 is supported in the caliper 28 by a carrier 30, so that it can move toward the brake disc 22 and can move away from the brake disc 22. The caliper 28 and the brake pads 24, 26 are configured to form a floating caliper. The lever 32 includes a shaft supported in a needle bearing 325. The center of the shaft and the needle bearing serves as a pivot axis 326 of the lever 32. The lever 32 also includes a first end 321 connected to a bridge 35. The lever 32 transmits the braking force to the brake slider 36 via the bridge 35. The bridge 35 is configured to adjust the angle at which the bridge 35 can transfer force to the brake pad 36. The brake cylinder acts on the inner brake pad 26. Although the brake system of the present embodiment is configured as a single piston system, a multi-piston system is also applicable. The lever 32 includes a second end 322, which is connected to the parking brake lever 380 on the one hand and to the service brake lever 400 on the other hand.
[0038] The parking brake actuator 38 comprises a parking brake lever 380. The parking brake lever is urged to an inward position by a spring device 382 located inside the parking brake actuator 38. Thereby, the parking brake lever 380 and the lever 32 are urged to a locked position, in which the brakes are applied to the vehicle. In the operating state of the vehicle, the parking brake actuator 38 is held in an extended configuration by pneumatic pressure. Thereby, the parking brake lever 380 is urged to an extended open position, in which the brakes are not applied via the lever 32.
[0039] The service brake actuator 40 comprises a service brake lever 400. The service brake lever 400 can be pushed outwards by means of a pneumatic cylinder 402. Thereby, the lever 32 is pushed towards the closed position.
[0040] As can be seen, the pivot axis 326 of the lever 32 is oriented perpendicular to the horizontal caliper plane 42, which is the plane oriented tangentially to the brake disc 22 at the location of the caliper 28. Deviations of the pivot axis 326 from this orientation in any direction may be up to 15°.
[0041] As further seen, parking brake actuator axis 384 along parking brake lever 380 and service brake actuator axis 404 along service brake lever 400 are arranged parallel to disc center plane 222 and parallel to horizontal caliper plane 42. Deviations of actuator axes 384 and 404 from this orientation in any direction may be as much as 15°.
[0042] In addition, if Figure 3 As can be seen, the service brake portion and the parking brake portion of the actuator may be separated and may be placed on either side of the second end 322 of the lever 32 as the parking brake actuator 38 and the service brake actuator 40 .
[0043] Figure 4 A brake system 20 according to an exemplary embodiment of the present invention is shown in a side view.
[0044] In this embodiment, the parking brake actuator axis 384 and the service brake actuator axis 404 are parallel to each other.
[0045] Figure 5 A first modification of this embodiment is shown. In the embodiment, the bridge guide plane 350 of the bridge 35 defines the direction of possible movement of the bridge 35, the bridge guide plane 350 being oriented perpendicular to the disc center plane 222 and parallel to the wheel axle. However, by the arrangement of the embodiment, the inclination of the bridge guide plane 350 can optionally be adjusted to an angle different from the angle perpendicular to the disc center plane 222.
[0046] Furthermore, the inclination of the parking brake actuator axis 384 and the service brake actuator axis 404 relative to the disc center plane 222 may vary depending on the dimensions of, for example, the parking brake actuator 38 and the service brake actuator 40 or other vehicle components.
[0047] Figure 6A second modification of this embodiment is shown. As can be seen, the axis of the parking brake actuator 38 and the axis of the service brake actuator 40 can have different angles of inclination (A_SB_ACT_x and A_PB_ACT_x and A_SB_ACT_z and A_PB_ACT_z), or offsets (dx_PB_ACT and dz_PB_ACT) between the parking brake actuator 38 and the service brake actuator 40. The service brake actuator 40 can have an offset from the neutral bridge plane 42 (horizontal caliper plane) which represents the height of the bridge / plunger (dz_SB_ACT).
[0048] In particular, the parking brake actuator 38 and the service brake actuator 40 may be arranged at an angle of 5° from the coaxial axis (A_SB_ACT_x and A_PB_ACT_x), respectively, with respect to the direction of rotation, and a bridge inclination of 4° (A_BRIDGE_GUIDE_NEUT).
[0049] pass Figure 7 , the lever 32 is described in more detail.
[0050] The lever 32 is supported by a needle bearing 325 and pivots about a pivot axis 326. During the pivoting of the lever 32, the second end 322 follows a lever end curve 327. At the end 322, the lever is connected to the parking brake lever 380 via a parking brake lever connector 386 and to the service brake lever 400 via a service brake lever connector 406. The parking brake lever connector 386 is formed to include a slot 3861 that guides a connecting pin 4061 of the service brake lever connector 406. When the service brake actuator 40 pushes the second end 322 of the lever 32 and the parking brake actuator 38 is biased by pneumatic pressure, the second end 322 can move along the lever end curve 327 without resisting the force of the parking brake actuator due to the movability of the connecting pin 4061 in the slot 3861.
[0051] pass Figure 8 , describes in more detail the movement of the second end portion 322 when actuated by the service brake actuator 40 .
[0052] The parking brake lever connector 386 is connected to the parking brake lever 380 so as to be pivotable about the parking brake pivot axis 3862. The service brake lever connector 406 is connected to the service brake lever 400 so as to be pivotable about the service brake pivot axis 4062. Therefore, when the service brake lever 400 is pushed by the service brake actuator 40, the connecting pin 4061 can follow the curve determined by the lever end curve 327.
[0053] Thus, decoupling of the parking brake actuator 38 and the service brake actuator 40 is possible so that the service brake actuator 400 does not need to oppose the biasing force of the parking brake actuator 38. This allows for rapid brake engagement, such as by an ABS system.
[0054] pass Fig. 9 , describes in more detail the movement of the second end portion 322 when actuated by the parking brake actuator 38 .
[0055] During actuation of the parking brake actuator 38, the service brake lever 400 is pulled out of the service brake actuator 40 via the service brake lever connector 406. Due to the parking brake pivot axis 3862 and the service brake pivot axis 4062, the connecting pin 4061 can follow a curve determined by the lever end curve 327.
[0056] and Figure 8 Differently, the actuator is not decoupled when the parking brake actuator 38 is actuated. However, during actuation of the parking brake actuator 38, it is not necessary to decouple the actuator because the parking brake actuator 38 is slow-acting and is not actuated by the ABS system, for example.
[0057] pass Figures 10A-10C , depicts a variation on the shape of the parking brake rod connector 386 .
[0058] exist Figure 8 In the embodiment of the present invention, the actuation of the service brake actuator 40 causes the parking brake rod connector 386 to increase in inclination due to the small lever arm. Due to this inclination, collision may occur between the parking brake rod connector 386 and the housing or other brake components.
[0059] To prevent such deflection of the parking brake rod connector 386, Fig. 10A 38, the curve formed by the slot 3861 substantially follows the curve of the lever end curve 327. Due to this shape, when the service brake actuator 40 is actuated, the connecting pin 4061 substantially follows the slot 3861 and does not apply any force or only a slight force that may deviate the parking brake rod connector 406. During the actuation of the parking brake actuator 38, the parking brake rod connector 386 and the service brake rod connector 406 follow the curve of the lever end curve 327. Figure 8 Lever end curve 327 shown.
[0060] However, since the parking brake rod connector 38 is no longer straight, when a pulling force is applied, the parking brake rod connector 38 may bend. Therefore, it is necessary to select a stronger design for the parking brake rod connector 386, such as by applying more material or using a stronger material.
[0061] exist Fig. 10B327, the parking brake rod connector 386 is arranged in a slightly displaced position relative to the lever end curve 327, such as not fully mating with the service brake rod connector 406 and the connecting pin 4061. In this case, the right end of the centerline 3863 of the slot 3861 is coaxial with the parking brake actuator axis 384 and offset from the lever end curve 327. This is intended to reduce the bending force on the parking brake rod connector 386 during actuation of the parking brake. This reduction in bending force allows less material to be used for the parking brake rod connector 386, i.e., the parking brake rod connector 386 can be made thinner or use a less strong material.
[0062] As from Fig. 10B It can be seen that the lever end curve 327 and the slot centerline 3863 are partially different (offset). This means that at the beginning of actuation of the service brake actuator 40, the parking brake rod connector 386 has a small tilt from its neutral axis. At the end of actuation of the service brake actuator 40, the slot centerline 3863 and the lever end curve 327 match, and the parking brake rod connector 386 will be in its neutral position again (i.e., along the parking brake actuator axis 384) to achieve only a small parking brake rod connector 386 tilt or no parking brake rod connector 386 tilt.
[0063] exist Fig. 10C , a further variation of the geometry of the slot 3861 is shown. Here, the slot centerline 3863 has linear ends that cause a greater deviation of the slot centerline 3853 from the lever end curve 327. This geometry allows for further reduction of bending forces while maintaining reduced deflection of the parking brake rod connector 386 when the parking brake actuator 38 is actuated.
[0064] exist Figures 10A-10C , the parking brake rod connector 386 includes an assembly opening 3864. The assembly opening 3864 is intended to facilitate assembly / disassembly. After assembly, the assembly opening 3864 can be closed. This can be achieved by a mechanism such as a hook and loop that allows the transmission of pulling force on both sides of the slot 3861, or only the unopened side of the slot allows the transmission of pulling force, such as by a metal plate closure.
[0065] The embodiments and their variants disclose different variants for decoupling (and recoupling) during actuation of the service and / or parking brakes.
[0066] Decoupling improves the efficiency of the system, particularly for service brake actuation.
[0067] Embodiments optionally allow for the tilt of the parking brake rod connector 386 to be reduced through the curved geometry of the slot 3861 .
[0068] Embodiments optionally allow assembly / disassembly / repair of the parking brake actuator.
[0069] To increase flexibility and reduce installation space, the two actuator interfaces can be placed on the same or different lever arm lengths, as shown below. This allows the use of different transmission ratios, different actuator diameters, and thus more actuator variants.
[0070] As shown below, the possibility to apply an offset in the z-direction between the parking brake lever 380 and the service brake lever 400 (asymmetric variation) allows for greater flexibility in the actuator position. Figures 11A-11G , variations of the lever 32 , the parking brake rod connector 386 , and the service brake rod connector 406 are shown. Figures 11A-11G The lever 32 is shown in a side / axial view and a top view. In these variations, the parking brake rod connector 386 and the service brake rod connector 406 are offset in the height direction or in the lateral / axial direction. The offset can vary. The deviation in the axial direction allows a high degree of flexibility in the positioning of the actuator. The deviation in the height direction allows greater flexibility in the positioning of the actuator, the size of the actuator, and the optimization of the force / distance ratio.
[0071] exist Fig.11A In FIG. 3 , three examples are shown in which the lever 32 has a substantially Y shape and the parking brake rod connector 386 has a substantially T shape or a ball-T shape. The parking brake rod connector 386 is slidably mounted in the Y-shaped slot of the lever 32 and is limited by the T-shaped portion.
[0072] exist Fig. 11B In FIG. 3 , three examples are shown in which the lever 32 has a substantially O-shape and the parking brake rod connector 386 has a substantially T-shape or a ball-T shape. The parking brake rod connector 386 is slidably mounted in the O-shaped opening of the lever 32 and is limited by the T-shaped portion.
[0073] exist Fig. 11C , two examples are shown, in which the lever 32 has substantially an I shape and the parking brake rod connector 386 has substantially an O shape. The lever 32 is slidably mounted in the O-shaped opening of the parking brake rod connector 386.
[0074] exist Fig.11D , an example is shown in which the lever 32 has a substantially T-shape and the parking brake rod connector 386 has a substantially Y-shape. The lever 32 is slidably mounted between the Y-shaped legs of the parking brake rod connector 386.
[0075] exist Fig.11E, an example is shown in which the lever 32 has a substantially T-shape and the parking brake rod connector 386 has a substantially O-shape. The lever 32 is slidably mounted in the O-shaped opening of the parking brake rod connector 386.
[0076] exist Fig.11F , an example is shown in which the lever 32 has substantially an I shape and the parking brake rod connector 386 has substantially a C shape. The lever 32 is slidably mounted below the C shape of the parking brake rod connector 386.
[0077] exist Fig.11G , an example is shown in which the lever 32 has substantially a T-shape and the parking brake rod connector 386 has substantially a C-shape. The lever 32 is slidably mounted relative to the C-shape of the parking brake rod connector 386 and is engaged from the side.
[0078] The present invention has been described by way of examples. The examples are merely illustrative and do not limit the invention as defined by the claims. As will be appreciated by the skilled person, it is possible to deviate from the examples without departing from the invention as defined by the scope of the claimed subject matter.
[0079] For example, a pneumatic brake is used as the service brake. However, an electromechanical or hydraulic brake system could also be used there.
[0080] For example, the braking system includes a specific orientation of the lever 32 and the actuators (38, 40). However, the present invention is also applicable to other braking systems, especially conventional braking systems having component orientations as described in the related art and especially in this document.
[0081] For example, in this embodiment, the parking brake actuator is configured as a pull actuator and the service brake actuator is configured as a push actuator. However, after making necessary modifications in the details, only push actuators or pull actuators or any combination thereof may also be applied.
[0082] For example, in the present embodiment the caliper 28 is a floating caliper. However, any other type of caliper is applicable, in particular a fixed caliper.
[0083] The different embodiments may be combined. In particular, the first modification and the second modification may be combined.
[0084] A commercial vehicle in the sense of this document is any vehicle used for the transport of goods or freight, either driving itself or towing a vehicle. These are in particular heavy goods vehicles (HGVs), trucks, tractor units or trailers.
[0085] A main brake system or service brake system in the sense of this document is a brake system which is configured for decelerating the vehicle during operation, in particular while the vehicle is moving.
[0086] An auxiliary brake system / actuator or parking brake system / actuator in the sense of this document is a brake system / actuator configured to act as a backup to the main brake system / brake and configured to provide a continuous locking function to maintain the vehicle position.
[0087] The horizontal caliper plane is a plane extending along the tangent of the brake disc at the position of the brake disc caliper. Thus, in the case where the caliper is arranged at the 12 o'clock position of the brake disc as in the present embodiment, the horizontal caliper plane is horizontal. However, if the caliper is arranged at a different position, the horizontal caliper plane does not necessarily have to be horizontal relative to the usual orientation of the vehicle. In the case where the caliper is arranged at the 9 or 3 o'clock position of the brake disc, the horizontal caliper plane can even be oriented vertically.
[0088] In this document, whenever an axis is described as having a particular orientation, such as, for example, parallel to the disc center plane and the horizontal caliper plane, the description encompasses any orientation of the axis within an angular range of 15° deviating from that orientation in any direction.
[0089] In this document, the lever end curve refers to the path taken by the lever end when it pivots about its pivot axis.
[0090] In this document, axle refers to a non-rotating shaft (as long as a fixed brake element is connected) or (such as in the case of a driven wheel) to a non-rotating part of the shaft, such as an axle housing.
[0091] In this document, the terms "and", "or" and "either...or" are used as conjunctions with a meaning similar to the logical conjunctions "AND", "OR" (also often called "and / or") or "XOR", respectively. In particular, in contrast to "either...or", the term "or" also includes the presence of both operands.
[0092] The method steps indicated in the description or claims serve only to enumerate the method steps. They only imply a given sequence or order, where their sequence or order is explicitly expressed or, due to their nature, is obvious to a person skilled in the art and is mandatory. In particular, the listing of method steps does not mean that this list is exhaustive. Furthermore, not all method steps described in the embodiments are necessary to implement the invention. Required method steps are only defined by the claims.
[0093] In the claims, the word "comprising" does not exclude other elements or steps, and the indefinite article "a" or "an" does not exclude a plurality and must be understood as "at least one".
[0094] Reference numerals list
[0095] 1 Pivot axis
[0096] 2 Eccentric lever
[0097] 3 horizontal caliper planes
[0098] 4 Calipers
[0099] 5,5' actuator
[0100] 6 Service brake parts
[0101] 7Parking brake part
[0102] 8, 8' actuator axis
[0103] 9 brake disc
[0104] 10-disk center plane
[0105] 11 Bridge
[0106] 12 Bridge guide (not shown)
[0107] 20 Braking system
[0108] 22 brake disc
[0109] 222 disk center plane
[0110] 24 Outer brake pad
[0111] 26 Inner brake pad
[0112] 28 Caliper
[0113] 30 bearing parts
[0114] 32 Leverage
[0115] 321 first end
[0116] 322 second end
[0117] 324 support part
[0118] 325 needle roller bearing
[0119] 326 pivot axis
[0120] 327 Lever end curve
[0121] 34 Regulator
[0122] 35 bridge piece
[0123] 350 bridge guide plane
[0124] 36 brake slider
[0125] 38 Parking brake actuator
[0126] 380 parking brake lever
[0127] 382 Spring Device
[0128] 384 Parking brake actuator axis
[0129] 386 Parking brake rod connector, first connector part
[0130] 3861 Slot
[0131] 3862 Parking brake pivot axis
[0132] 3863 Slot Centerline
[0133] 3864 Assembly opening
[0134] 40 Service brake actuator
[0135] 400 Service Brake Lever
[0136] 402 Pneumatic Cylinder
[0137] 404 Service brake actuator axis
[0138] 406 Service Brake Lever Connector, Second Connector Part
[0139] 4061 Connecting Pin
[0140] 4062 Service brake pivot axis
[0141] 42 horizontal caliper plane
Claims
1. A braking system (20) for a vehicle, comprising: a rotating brake element (22) fixedly connected to the wheel or the wheel hub in a manner that rotates together with the wheel, the rotating brake element having a rotation plane (222), a fixed brake element (24, 26) which is fixedly connected relative to the vehicle chassis or the wheel axle so as not to rotate with the wheel, a first brake actuator (38) configured to actuate the fixed brake element (24, 26) to push the fixed brake element (24, 26) toward the rotating brake element (22), a second brake actuator (40) configured to actuate the fixed brake element (24, 26) to push the fixed brake element (24, 26) toward the rotating brake element (22), a lever (32) configured such that the lever transmits a force applied by the first brake actuator (38) or the second brake actuator (40) to the fixed brake element (24, 26), in The first brake actuator (38) is connected to the lever (32) via the first connector portion (386), and the second brake actuator (40) is connected to the lever (32) via the second connector portion (406), so that when the second brake actuator (40) is actuated, the second brake actuator (40) operates decoupled from the first brake actuator (38), or when the first brake actuator is actuated, the first brake actuator operates decoupled from the second brake actuator.
2. The brake system (20) according to claim 1, wherein: The first brake actuator (38) and the second brake actuator (40) are arranged on mutually different sides of the lever (32).
3. The braking system (20) according to claim 2, wherein: A first brake actuator axis (384) of the first brake actuator (38) and a second brake actuator axis (404) of the second brake actuator (40) deviate from a mutual orientation parallel to one another.
4. The braking system (20) according to claim 1 or 2, wherein: The second brake actuator axis (404) and the first brake actuator axis (384) are arranged coaxially at an angle of 0° to 5°, 5° to 10° or 10° to 15°, preferably 5°, relative to the rotational plane (222).
5. The brake system (20) according to any one of the preceding claims, wherein: The pivot axis of the lever (32) is parallel to the rotation plane (222) of the rotating brake element (22) and perpendicular to the horizontal caliper plane (42), which is a plane oriented tangentially to the rotating brake element (22), and / or The actuator axis (384, 404) is parallel to the rotational plane (222) and the horizontal caliper surface (42).
6. The brake system (20) according to any one of claims 1 to 5, wherein: The first connector part (386) includes a slot (3861) in which a portion of the lever (32, 322) or a portion (4061) of the second connector part (406) is slidably mounted.
7. The brake system (20) according to claim 6, wherein: The slot (3861) has, at least in part, a linear shape.
8. The brake system (20) according to claim 6 or 7, wherein: The slot (3861) at least partially has a curved shape.
9. The braking system according to claim 8, wherein: The curved shape at least partially follows the lever end curve (327) or a curve determined by the lever end curve (327).
10. A braking system according to any one of the preceding claims, wherein: The lever (32) has a Y-shape, the first connector portion (386) has a T-shaped portion or a ball-T-shaped portion, and the first connector portion (386) is slidably mounted in the Y-shaped slot of the lever (32).
11. The brake system according to any one of claims 1 to 9, wherein: The lever (32) has an O-shaped portion, the first connector portion (386) has a T-shaped portion or a ball-T-shaped portion, and the first connector portion (386) is slidably mounted in the O-shaped opening of the lever (32).
12. The brake system according to any one of claims 1 to 9, wherein: The lever (32) has an I-shaped portion, the first connector portion (386) has an O-shaped portion, and the lever (32) is slidably mounted in the O-shaped opening of the first connector portion (386).
13. The brake system according to any one of claims 1 to 9, characterized in that: The lever (32) has a T-shaped portion, the first connector portion (386) has a substantially Y-shape, and the lever (32) is slidably mounted between the Y-shaped legs of the first connector portion (386).
14. The brake system according to any one of claims 1 to 9, wherein: The lever (32) has a T-shape, the first connector portion (386) substantially has an O-shape, and the lever (32) is slidably mounted in an O-shaped opening of the first connector portion (386).
15. The brake system according to any one of claims 1 to 9, wherein: The lever (32) has an I-shape, the first connector portion (386) has a C-shape, and the lever (32) is slidably mounted below the C-shape of the first connector portion (386).
16. The brake system according to any one of claims 1 to 9, wherein: The lever (32) has a T-shape, the first connector portion (386) has a C-shape, and the lever (32) is slidably mounted relative to the C-shape of the first connector portion (386) and engages from the side.
17. A braking system according to any one of the preceding claims, wherein: The first brake actuator (38) is a parking brake actuator and the second brake actuator (40) is a service brake actuator.