Torsion adjustment device for a brake assembly and brake assembly

Abstract

A torsion adjusting device (100) configured to be coupled to one end of a brake line of a brake assembly in a vehicle. The torsion adjusting device (100) comprises a first component (110) configured to be connected to a frame (10) of the vehicle and a second component (130) configured to be connected to the brake hose of the brake assembly. The torsion adjusting device (100) further comprises a connecting unit (150) suitable for coupling the second component (130) to the first component (110) and facilitating a relative rotational movement of the second component (130) with respect to the first component (110). The torsion adjusting device (100) facilitates stopping or limiting the twisting or torsion of the brake hose under all conditions, i.e.,during the turning and steering of the vehicle, and offers the possibility of using torsion-free hoses.

Description

PREAMBLE TO THE DESCRIPTION

[0001] The following description explains the invention and the manner in which it is implemented in more detail. TECHNICAL AREA

[0002] The present disclosure relates generally to the field of motor vehicles. In particular, but not exclusively, the present disclosure relates to a torsion adjustment device for a brake assembly of a vehicle. Furthermore, embodiments of the present disclosure disclose a torsion adjustment device configured to be connected to one end of a brake hose of a brake assembly in a vehicle. BACKGROUND

[0003] The number of vehicles worldwide is increasing and developing exponentially. These vehicles are a convenient transportation option for traveling to a desired destination, offering comfort, luxury, and ample storage space that can be customized for the user's needs. As people's living standards continue to improve, so too does their demand for the functionality and comfort that vehicles provide.

[0004] In a typical vehicle brake arrangement, a brake assembly, such as the front brake assembly, is usually connected to the high-pressure brake lines of the braking system via a flexible brake hose. The brake lines typically terminate at a coupling mounted on the vehicle body, and the flexible brake hose may run from the coupling to the brake assembly, sometimes via one or more couplings on the vehicle body. In currently known coupling arrangements, the ends of the flexible brake hose are rigidly attached to the vehicle body or to the coupling joints.

[0005] Due to the rigid coupling of the flexible brake hose described above, turning and steering the vehicle causes the flexible brake hose to twist, which frequently leads to cracking and thus impairs its lifespan. This cracking causes the brake hose to fail before its expected service life. Furthermore, the brake hose is a safety-critical component of the braking system, and any problem with it poses a safety risk.

[0006] One of these conventional brake arrangements is disclosed in European patent EP1342634A1 [hereinafter referred to as EP'634 patent]. EP'634 patent discloses a flexible hydraulic hose with end fittings attached to each end for connection to components in a hydraulic system. Furthermore, at least one end fitting with a tube has a rotatable nut for connection to a corresponding component. The fitting also includes an anti-rotation device that secures the end fitting against rotation relative to the component to which it is connected.

[0007] The above-mentioned and similar solutions also struggle with the problem of brake hose torsion, which leads to cracking and impairs the durability of the brake hose.

[0008] The present disclosure aims to overcome one or more of the above-mentioned limitations or other limitations associated with the prior art.

[0009] The information disclosed in this section concerning the background of the disclosure is provided solely for a better understanding of the general background of the invention and is not to be understood as an acknowledgment or an indication that this information constitutes prior art already known to the person skilled in the art. SUMMARY OF THE DISCLOSURE

[0010] One or more shortcomings of the conventional brake arrangement are overcome, and additional advantages are provided by a torsion adjustment device as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered part of the claimed disclosure.

[0011] According to one aspect of the present disclosure, a torsion adjustment device is disclosed in one embodiment. The torsion adjustment device is configured to be coupled to one end of a brake line of a brake assembly in a vehicle. The torsion adjustment device comprises a first component configured to be connected to a frame of the vehicle and a second component configured to be connected to the brake hose of the brake assembly. The torsion adjustment device further comprises a connecting unit suitable for coupling the second component to the first component and facilitating a relative rotational movement of the second component with respect to the first component.

[0012] In a further non-limiting embodiment of the present disclosure, the connecting unit comprises a first connecting element that can be connected to the first component of the torsion adjustment device, and a second connecting element that can be connected to the second component of the torsion adjustment device. The connecting unit further comprises a bearing unit arranged between the first connecting element and the second connecting element. The bearing unit allows the second connecting element to rotate relative to the first connecting element in order to facilitate the relative rotational movement of the second component with respect to the first component.

[0013] In another, non-limiting embodiment of the present disclosure, the first connecting element has a cylindrical profile and defines internal threads on a curved inner surface. The internal threads of the first connecting element engage with external threads formed on a section of the shank of the first component to connect the connecting element to the first component.

[0014] In another, non-restrictive embodiment of the present disclosure, the section of the shaft of the first component has a flared end to lock the connecting unit to the first component.

[0015] In a further, non-limiting embodiment of the present disclosure, the second connecting element has a cylindrical profile and defines external threads on a curved outer surface thereof. The external threads of the second connecting element engage with internal threads formed on a flange section of the second component to connect the connecting element to the second component.

[0016] In another, non-restrictive embodiment of the present disclosure, the second component comprises an oil seal arranged within the flange section and at an end face of the second component.

[0017] In a further, non-restrictive embodiment of the present disclosure, the oil seal is arranged between the first component and the second component in an assembled state of the torsion adjustment device.

[0018] In another, non-restrictive embodiment of the present disclosure, the bearing unit is arranged in an outer groove of the first connecting element and an inner groove of the second connecting element.

[0019] In another, non-limiting embodiment of the present disclosure, the first component comprises a coupling flange configured to be received in a complementarily shaped hole defined in the frame of the vehicle. The coupling flange has a non-circular profile to limit angular movement.

[0020] According to a further aspect of the present disclosure, a brake assembly for a vehicle is disclosed in one embodiment. The brake assembly comprises a brake hose and at least one torsion adjustment device, as described above. Each torsion adjustment device is designed to be connected to one end of the brake hose. The torsion adjustment device is connected to a frame of the vehicle by a clip connection.

[0021] Within the scope of the present disclosure, the torsion adjusting device facilitates the cessation or limitation of twisting or torsion of the brake hose under all conditions, i.e., during steering and turning of the vehicle, and allows the use of torsion-free hoses. Furthermore, the torsion adjusting device provides an automatic torsion adjustment mechanism, which increases the service life of the brake hose and reduces durability concerns. Additionally, the torsion adjusting device of the present disclosure improves the safety of the brake assembly.

[0022] Furthermore, the torsion adjustment device reduces the number of different mounting options required on the vehicle body due to varying brake calipers and intermediate fixings. Because the torsion adjustment device is also rotatable, it can be adjusted to zero torsion even if the worker incorrectly installs the device's end fittings.

[0023] It is understood that the aspects and embodiments of the disclosure described above can be used in any combination with one another. Several of the aspects and embodiments can be combined to form a further embodiment of the disclosure.

[0024] The preceding summary serves only for illustration and is in no way intended to be limiting. In addition to the illustrative aspects and features described above, further aspects and features will become clear through reference to the drawings and the following detailed description. BRIEF DESCRIPTION OF THE ENCLOSED DRAWINGS

[0025] The new features and properties of the disclosure are set forth in the attached claims. However, the disclosure itself, as well as a use, further objectives and advantages thereof, are best understood by reference to the following detailed description of an embodiment, when read in conjunction with the attached drawings, in which identical reference numerals represent identical elements and in which: Fig. Figure 1 shows a perspective view of a torsion adjustment device of the present disclosure, wherein the torsion adjustment device can be coupled to a vehicle body according to an embodiment of the present disclosure; Fig. Figure 2 shows a perspective view of the torsion adjustment device of Fig. 1 and comprises a first component, a second component and a connecting unit, according to an embodiment of the present disclosure; Fig. Figure 3 shows an exploded view of the first component and the connecting unit of the torsion adjustment device of Fig. 2, according to one embodiment of the present disclosure; Fig. Figure 4 shows a perspective view of the second component of the torsion adjustment device of Fig. 2, according to one embodiment of the present disclosure; Fig. Figure 5 shows a cross-sectional view of the connection unit of the torsion adjustment device of Fig. 2, according to one embodiment of the present disclosure; and Fig. Figure 6 shows a cross-sectional view of the torsion adjustment device of Fig. 2, according to one embodiment of the present disclosure.

[0026] The figures show embodiments of the disclosure for illustrative purposes only. A person skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods presented herein can be used without deviating from the objective of the disclosure described herein. DETAILED DESCRIPTION

[0027] While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiments are shown as examples in the figures and are described below. However, it should be understood that the present disclosure is not intended to limit itself to the specific forms disclosed, but rather, on the contrary, to cover all modifications, equivalents, and alternatives that fall within the scope of this disclosure.

[0028] It should be noted that a person skilled in the art will be motivated by the present disclosure to modify the design of a torsion adjustment device and a brake assembly, and that the torsion adjustment device and the brake assembly may vary depending on the application. However, such modifications should be interpreted within the scope of the present disclosure. Accordingly, only those specific details relevant to understanding the embodiments of the present disclosure are shown in the drawings, so as not to obscure the disclosure with details that are readily apparent to those skilled in the art with normal knowledge and taking into account the present description. For the sake of simplicity, neither the complete vehicle nor the vehicle's power transmission unit is shown in the drawings.

[0029] The terms “comprises”, “contains”, or other variations thereof used in the disclosure are intended to cover non-exclusive inclusion, so that a system comprising a list of components may contain not only those components but also other components not expressly listed or belonging to such arrangement, process, system, or device. In other words, one or more elements in a system or device introduced by “comprises ... a” does not, without further limitations, exclude the presence of other elements or additional elements in the system or device.

[0030] According to one aspect of the present disclosure, a torsion adjustment device is disclosed in one embodiment. The torsion adjustment device is configured to be coupled to one end of a brake line of a brake assembly in a vehicle. The torsion adjustment device comprises a first component configured to be connected to a frame of the vehicle and a second component configured to be connected to the brake hose of the brake assembly. The torsion adjustment device further comprises a connecting unit suitable for coupling the second component to the first component and facilitating a relative rotational movement of the second component with respect to the first component.The connecting unit comprises a first connecting element that can be coupled to the first component of the torsion adjustment device, and a second connecting element that can be coupled to the second component of the torsion adjustment device. The connecting unit further comprises a bearing unit arranged between the first connecting element and the second connecting element. The bearing unit allows the second connecting element to rotate relative to the first connecting element, thus facilitating the relative rotational movement of the second component with respect to the first component. The bearing unit is arranged in an outer groove of the first connecting element and in an inner groove of the second connecting element. In one embodiment, the first component comprises a coupling flange configured to be received in a complementarily shaped hole defined in the vehicle frame.The coupling flange has a non-circular profile to limit angular movement.

[0031] The first connecting element has a cylindrical profile and an internal thread on a curved inner surface. The internal threads of the first connecting element engage with external threads formed on a section of the shaft of the first component to connect the connecting element to the first component. This section of the shaft of the first component has a flared end to lock the connecting element to the first component. The second connecting element has a cylindrical profile and an external thread on a curved outer surface. The external threads of the second connecting element engage with internal threads formed on a flanged section of the second component to connect the connecting element to the second component. In one embodiment, the second component includes an oil seal located within the flanged section and on an end face of the second component.

[0032] In the assembled state of the torsion adjustment device, the seal is positioned between the first component and the second component.

[0033] According to a further aspect of the present disclosure, a brake assembly for a vehicle is disclosed in one embodiment. The brake assembly comprises a brake hose and at least one torsion adjustment device, as described above. Each torsion adjustment device is designed to be connected to one end of the brake hose. The torsion adjustment device is connected to a frame of the vehicle by a clip connection.

[0034] In the following sections, the present disclosure will be discussed with reference to the Fig. 1, Fig. 2, Fig. 3, Fig. 4, Fig. 5 to Fig. 6 described. In the figures, the same element or elements that have similar functions are labelled with the same reference symbols.

[0035] According to the present disclosure, a torsion adjustment device (100), as described in Fig. Figure 1 shows a brake arrangement for a vehicle (not shown). The vehicle can be defined as any vehicle, e.g., passenger cars, commercial vehicles, heavy-duty vehicles, high-performance vehicles, and the like. Furthermore, the vehicle can include vehicles powered by various energy sources, e.g., internal combustion engine vehicles, electric vehicles, hybrid vehicles, hydrogen-powered vehicles, and the like. In some examples, the vehicle disclosed in the present disclosure is intended for a luxury vehicle segment, e.g., autonomous, semi-autonomous, or manually controlled passenger vehicles.

[0036] The vehicle may comprise a frame (10), chassis, or body shell configured to support vehicle components, including power generation units, air conditioning systems, exhaust systems (for internal combustion engine vehicles), and similar components. The vehicle may comprise a front section, a middle section, and a rear section, such that the power generation unit and other associated components are mounted on the front section of the vehicle. The power generation unit is preferably covered by the vehicle's engine hood. Furthermore, the front section of the vehicle may include at least two headlights mounted on the vehicle's frame (10) to provide illumination while the vehicle is in motion, for example, in dark environments.The vehicle further comprises at least four wheels, two of which are rotatably mounted on the front section of the vehicle and are thus defined as the front wheels. The other two wheels are rotatably mounted on the rear section of the vehicle and are thus referred to as the rear wheels. The vehicle can be defined as a front-wheel-drive vehicle. A front-wheel-drive vehicle can be defined as a vehicle in which the power generation unit transfers energy to the front wheels of the vehicle to propel the vehicle. Alternatively, the vehicle can also be defined as a rear-wheel-drive vehicle. A rear-wheel-drive vehicle can be defined as a vehicle in which the power generation unit transfers power to the rear wheels of the vehicle to propel the vehicle.Furthermore, the vehicle is defined as an all-wheel drive vehicle if the power generation unit is configured to transfer power to all wheels of the vehicle in order to drive the vehicle on uneven terrain, preferably for off-road activities, adventure activities and the like.

[0037] In one embodiment, the power generation unit can be an internal combustion engine configured to generate electricity by burning hydrocarbons as fuel, such as gasoline, diesel, and the like. In another embodiment, the power generation unit can be a traction motor driven by a high-voltage battery / battery module that supplies power to the vehicle's traction motor. The traction motor is coupled to the front wheels, rear wheels, or all wheels of the vehicle to propel it. Vehicles powered by the traction motor are referred to as electric vehicles.

[0038] The central section of the vehicle comprises the passenger compartment, which extends from the front to the rear of the vehicle. The passenger compartment may form a cabin with a number of seats to facilitate seating for passengers or the driver. The passenger compartment also includes a steering system for maneuvering the vehicle in a desired direction, a dashboard with a number of buttons, switches, displays, and the like for operating vehicle functions and also for improving aesthetics and comfort for the driver or passengers seated in the passenger compartment. The passenger compartment includes a floor panel attached to the frame (10) of the vehicle. The passenger compartment may further include at least two rows of seats attached to the floor panel, such that each of the at least two rows of seats comprises at least two seats arranged side by side.The seats arranged in the passenger compartment can be mounted back-to-back or opposite each other on the floor panel. Alternatively, the seats can be movably mounted on the floor panel of the passenger compartment by using various mechanisms to facilitate movement, including linear and rotational movement of the seats. In one embodiment, at least two rows of seats are mounted back-to-back on the floor panel. Each seat in the at least two rows can have a seat surface and a backrest to provide support and comfort to the passenger seated there. The seat can also have a headrest, preferably a movable headrest, to support the head of the passenger seated there.

[0039] Furthermore, the rear section of the vehicle may include at least two rear lights configured to illuminate in various situations, e.g., when the brakes are applied. The at least two rear lights are mounted in corresponding cutouts in the frame (10) of the vehicle or in a trunk lid of the vehicle.

[0040] In one embodiment, the vehicle frame (10) may further comprise a vehicle body frame, which is normally made of sheet metal. In another embodiment, the frame (10) may comprise a left-side sill structure and a right-side sill structure. The left sill structure may extend along a left side of the floor panel. The right sill structure may extend along a right side of the floor panel. Both the left sill structure and the right sill structure of the frame (10) may comprise an energy-absorbing composite structure formed therein. In an exemplary embodiment, the energy-absorbing composite structure comprises an array of hollow sill compartments formed by wall segments. The energy-absorbing composite structure may be configured to have a progressive energy absorption capability. In the event of an impact, e.g.,In the event of a side impact, the energy-absorbing composite structure of the left and right side sills can be deformed to prevent the transmission of the impact to the battery module and the vehicle's high-voltage components.

[0041] Furthermore, the vehicle may include doors, each door having a side window. Each side window includes a pane of glass that can move linearly within a frame. The vehicle may also include a climate control system located in the front section of the vehicle and housed in a dashboard. The control system is designed to remove heat from the passenger compartment of the vehicle through one or more vents provided in the dashboard to create a more comfortable interior environment and to control the humidity in the passenger compartment. The control system may include a mechanical air conditioning system or, alternatively, a variety of other cooling devices, such as passive and ventilated cooling devices.The control system can be designed to provide heating, ventilation and air conditioning via one or more ventilation openings in the vehicle's dashboard.

[0042] The vehicle may also be equipped with a brake assembly (not shown). When pedal force is applied to a brake pedal of the brake assembly, the pedal force is transmitted through brake fluid in a brake hose (not shown) of the brake assembly to brake the drive wheels and driven wheels, thus decelerating the vehicle. The vehicle may, for example, be equipped with a brake pressure gauge that measures the pressure of the brake fluid in the brake hose and transmits information about the measured brake fluid pressure to the vehicle's electronic control unit (ECU). The vehicle's electronic control unit receives the transmitted brake pressure measurement information and registers the brake fluid pressure. If the brake fluid pressure measured by the brake pressure gauge is equal to or greater than a threshold value, the brake assembly stops the vehicle.

[0043] In the Fig. 1 and Fig. Figure 2 shows the torsion adjusting device (100), which is configured to be coupled to one end of the brake line of the vehicle's brake assembly. The torsion adjusting device (100) is suitable for connecting the brake hose to the vehicle's frame (10). In one embodiment, the torsion adjusting device (100) is connected to the vehicle's frame (10) by a clip connection. According to the present disclosure, the torsion adjusting device (100) allows torsion-free movement or rotation of the brake hose relative to the vehicle's frame (10). Fig. 2 The torsion adjustment device (100) comprises a first component (110), a second component (130) and a connecting unit (150) that couples the second component (130) to the first component (110) of the torsion adjustment device (100).

[0044] As in the Fig. 1 and Fig. As shown in Figure 2, the first component (110) is configured to be connected to the vehicle frame (10). For example, the first component (110) of the torsion adjustment device (100) can be coupled to or inserted into a hole (14) defined in a flange (12) provided on the vehicle frame (10). In an embodiment relating to the exemplary embodiment of Fig. 1 refers to, the first component (110) comprises a coupling flange (112) designed to have a non-circular profile, for example a cylindrically curved profile (112a) with a flat section (112b) (as in Fig. (1 shown). The coupling flange (112) can be designed to be received in a complementarily shaped hole (14) formed in the flange (12) provided on the frame (10) of the vehicle. The configuration of the coupling flange (112) of the first component (110) and the hole (14) defined in the flange (12) facilitates the limitation of angular movement of the first component (110) of the torsion adjustment device (100) with respect to the frame (10) of the vehicle.

[0045] Referring to Fig. 2 The second component (130) of the torsion adjustment device (100) is configured to be coupled to the brake hose of the brake assembly. Furthermore, the connecting unit (150) is configured to connect the second component (130) to the first component (110). When the torsion adjustment device (100) is in place, the connecting unit (150) allows a relative rotational movement of the second component (130) with respect to the first component (110).

[0046] As in the Fig. 3 and Fig. As shown in Figure 5, the connecting unit (150) comprises a first connecting element (160) and a second connecting element (170). The second connecting element (170) is movably connected to the first connecting element (160). According to the present disclosure, the second connecting element (170) is designed to rotate relative to the first connecting element (160). In one embodiment, the first connecting element (160) is suitable for coupling with the first component (110) of the torsion adjustment device (100). Furthermore, the second connecting element (170) is designed for coupling with the second component (130) of the torsion adjustment device (100). The connecting unit (150) also comprises a bearing unit (180) arranged between the first connecting element (160) and the second connecting element (170).In one embodiment, the bearing unit (180) is arranged between the first connecting element (160) and the second connecting element (170). According to the present disclosure, the bearing unit (180) allows the second connecting element (170) to rotate relative to the first connecting element (160) in order to facilitate the relative rotational movement of the second component (130) with respect to the first component (110), thereby facilitating rotational movement of the brake hose relative to the frame (10) of the vehicle.

[0047] Referring to Fig. 3 The first component (110) of the torsion adjustment device (100) comprises the coupling flange (112), which is suitable for being connected to the frame (10) of the vehicle. The first component (110) further comprises a shaft section (114) extending rearward from the coupling flange (112). The shaft section (114) can be configured as a tubular element having a flared end (114a) opposite the coupling flange (112). The shaft section (114) can also have an external thread (116) defined thereon. In one embodiment, the external threads (116) of the shaft section (114) can facilitate the coupling of the connecting unit (150) to the first component (110) of the torsion adjustment device (100). Furthermore, the flared end (114a) of the section (114) of the spindle can facilitate the locking of the connecting unit (150) with the first component (110) of the torsion adjustment device (100).

[0048] In Fig. Figure 4 shows the second component (130) of the torsion adjustment device (100). The second component (130) may include a coupling flange section (132) that can be coupled to the second connecting element (170) of the connecting unit (150). The coupling flange section (132) may have a hollow cylindrical profile (134) that defines a curved inner surface. The curved inner surface may be provided with internal threads (136) that facilitate the connection of the second component (130) to the connecting unit (150). The second component (130) further includes a pipe section (138) that extends rearward from the coupling flange section (132). The pipe section (138) facilitates the connection of the brake line of the brake assembly to the second component (130), i.e., the torsion adjustment device (100).

[0049] Referring again to the Fig. 3 and Fig. 5. The first connecting element (160) of the connecting unit (150) comprises a cylindrical profile (162) and defines internal threads (164) on a curved inner surface of the cylindrical profile (162). According to the present disclosure, the internal threads (164) of the first connecting element (160) are configured to engage with the external threads (116) formed on the shank section (114) of the first component (110) in order to couple the first connecting element (160) to the first component (110), i.e., to couple the connecting unit (150) to the first component (110). Furthermore, the second connecting element (170) comprises a cylindrical profile (172) and defines external threads (174) on a curved outer surface of the cylindrical profile (172).According to the present disclosure, the external threads (174) of the second connecting element (170) are configured to engage with the internal threads (136) formed on the coupling flange section (132) of the second component (130) in order to couple the second connecting element (170) to the second component (130), i.e., to couple the connecting unit (150) to the second component (130). In an assembled state of the torsion adjustment device (100), the flared end (114a) of the section (114) of the first component (110) locks the connecting unit (150) to the first component (110).

[0050] As in Fig. As shown in Figure 5, a curved outer surface of the first connecting element (160) forms an outer groove (166). Furthermore, an inner curved surface of the second connecting element (170) defines an inner groove (176) therein. According to the present disclosure, the bearing unit (180) is arranged in the outer groove (166) of the first connecting element (160) and the inner groove (176) of the second connecting element (170), as also shown in Figure 5. Fig. 5 shown. The bearing unit (180) allows the second connecting element (170) to rotate relative to the first connecting element (160) in order to facilitate the relative rotational movement of the second component (130) with respect to the first component (110), thereby facilitating a rotational movement of the brake hose relative to the frame (10) of the vehicle.

[0051] Referring to Fig. 4. The second component (130) of the torsion adjusting device (100) can comprise an oil seal (182) located within the coupling flange section (132) and at an end face of the second component (130). In an assembled state of the torsion adjusting device (100), the oil seal (182) can be positioned between the first component (110) and the second component (130) to prevent fluid from escaping through the torsion adjusting device (100).

[0052] According to Fig.6. In the assembled state of the torsion adjustment device (100), the first connecting element (160) of the connecting unit (150) is coupled to the first component (110) via the threaded engagement between the internal threads (164) of the first connecting element (160) and the external threads (116) of the first component (110). Furthermore, the second component (130) is connected to the second connecting element (170) via the threaded engagement between the external threads (174) of the second connecting element (170) and the internal threads (136) of the second component (130). The bearing unit (180) arranged between the first connecting element (160) and the second connecting element (170) couples the second connecting element (170) to the first connecting element (160) and allows the second connecting element (170) to rotate relative to the first connecting element (160) in order to facilitate the relative rotational movement of the second component (130) with respect to the first component (110).In one embodiment of the torsion adjustment device (100) of the present disclosure, the first component (110) is rigidly coupled to the flange (12) of the frame (10) of the vehicle, and the brake hose of the brake assembly is rigidly coupled to the second component (130) of the torsion adjustment device (100). In this configuration, the relative rotational movement of the second component (130) with respect to the first component (110) via the coupling unit (150) enables a rotational movement of the brake hose of the brake assembly with respect to the frame (10) of the vehicle.

[0053] Within the scope of the present disclosure, the torsion adjusting device (100) facilitates the cessation or limitation of twisting or torsion of the brake hose under all conditions, i.e., during steering and turning of the vehicle, and allows the use of torsion-free hoses. Furthermore, the torsion adjusting device (100) provides an automatic torsion adjustment mechanism, which increases the service life of the brake hose and reduces durability issues. Additionally, the torsion adjusting device (100) of the present disclosure improves the safety of the brake assembly.

[0054] Furthermore, the torsion adjustment device (100) reduces the number of bracket variants required on the vehicle's frame (10) due to different brake calipers and intermediate fixings. Since the torsion adjustment device (100) also offers rotation capability, it is able to zero the torsion even if the operator incorrectly installs the device's end fittings.

[0055] It is self-evident that a person skilled in the art can develop a torsion adjustment device with a similar configuration without deviating from the scope of this disclosure. Such modifications and variations can be made without departing from the scope of this disclosure. It is therefore intended that this disclosure covers such modifications and variations, provided they fall within the scope of the appended claims and their equivalents. Equivalents:

[0056] Regarding the use of terms in the plural and / or singular, the expert may translate from plural to singular and / or from singular to plural, depending on the context and / or application. For the sake of clarity, the various singular / plural permutations are explicitly listed here.

[0057] The person skilled in the art will understand that the terms used here, and in particular in the appended claims (e.g., the parts of the appended claims), are generally to be understood as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to", the term "with" as "with at least", the term "comprises" as "comprises but not limited to", etc.). Those skilled in the art will further understand that if a specific number of introduced claims is intended, such intention will be expressly stated in the claim, and if no such statement is made, no such intention exists. For better understanding, the introductory phrases "at least one" and "one or more" may be used in the following claims, for example, to introduce claim formulations.However, the use of such expressions should not be interpreted as meaning that the introduction of a list of claims by the indefinite articles "a" or "an" limits a particular claim containing such an introduced list of claims to inventions that contain only such a list, even if the same claim contains the introductory expressions "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and / or "an" should generally be interpreted as meaning "at least one" or "one or more"). The same applies to the use of certain articles to introduce claim formulations. Even if a specific number of introduced claims is explicitly mentioned, the person skilled in the art will recognize that such mention should generally be interpreted as meaning at least the stated number (e.g.,The mere mention of "two mentions" without further modifiers generally means at least two mentions or two or more mentions. Furthermore, in cases where a convention is used analogously to "at least one of A, B, and C, etc.", such a construction is generally meant in the sense in which a person skilled in the art would understand the convention (e.g., "a system with at least one of A, B, and C" would include, but is not limited to, systems comprising A alone, B alone, C alone, A and B together, A and C together, B and C together, and / or A, B, and C together, etc.). In cases where a convention is used analogously to "at least one of A, B, or C, etc.", such a construction is generally meant in the sense in which a person skilled in the art would understand the convention (e.g.,would include “a system with at least one of A, B, or C” (systems having A alone, B alone, C alone, A and B together, A and C together, B and C together, and / or A, B, and C together, etc.). Those skilled in the art know that virtually any disjunctive word and / or disjunctive phrase with two or more alternative terms in the description, claims, or drawings is to be understood as including the possibility of including one, one, or both of the terms. For example, the phrase “A or B” includes the possibilities of “A” or “B” or “A and B.” Although various aspects and embodiments have been disclosed here, other aspects and embodiments are obvious to those skilled in the art. The various aspects and embodiments disclosed here are for illustrative purposes only and are not to be understood as limiting, the true scope being specified by the following claims. Reference symbol list: 10 frames 12 flange 14 holes 100 Torsion adjustment device 110 First component 112 Coupling flange 112a Curved profile 112b Flat section 114 shaft section 114a Widened end 116 external threads 130 Second component 132 Coupling flange section 134 Cylindrical profile 136 internal threads 138 Pipe section 150 connection unit 160 First unifying member 162 Cylindrical profile 164 internal threads 166 Outer groove 170 connecting element 172 Cylindrical profile 174 external threads 176 Inner groove 180 storage units 182 Oil seal QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] EP 1342634A1

[0006]

Claims

[1] Torsion adjusting device (100) configured to be coupled to one end of a brake line of a brake assembly in a vehicle, the torsion adjusting device (100) comprising: a first component (110) configured to be connected to a frame (10) of the vehicle; a second component (130) configured to be connected to the brake hose of the brake assembly; and a connecting unit (150) suitable for coupling the second component (130) to the first component (110) and facilitating a relative rotational movement of the second component (130) with respect to the first component (110). [2] Torsion adjustment device (100) according to claim 1, wherein the connecting unit (150) comprises: a first connecting element (160) that can be connected to the first component (110) of the torsion adjustment device (100); a second connecting element (170) that can be connected to the second component (130) of the torsion adjustment device (100); and a bearing unit (180) which is arranged between the first connecting element (160) and the second connecting element (170), wherein the bearing unit (180) allows a rotation of the second connecting element (170) relative to the first connecting element (160) in order to facilitate the relative rotational movement of the second component (130) with respect to the first component (110). [3] Torsion adjustment device (100) according to claim 2, wherein the first connecting element (160) has a cylindrical profile (162) and defines an internal thread (164) on a curved inner surface thereof, the internal threads (164) of the first connecting element (160) engaging in external threads (116) formed on a shaft section (114) of the first component (110) to connect the connecting unit (150) to the first component (110). [4] Torsion adjustment device (100) according to claim 3, wherein the shaft section (114) of the first component (110) has a flared end (114a) to lock the connecting unit (150) to the first component (110). [5] Torsion adjustment device (100) according to claim 2, wherein the second connecting element (170) has a cylindrical profile (172) and defines an external thread (174) on a curved outer surface of the same, the external threads (174) of the second connecting element (170) engaging in internal threads (136) formed on a flange section (132) of the second component (130) to connect the connecting unit (150) to the second component (130). [6] Torsion adjustment device (100) according to claim 5, wherein the second component (130) comprises an oil seal (182) which is arranged within the flange section (132) and at an end face of the second component (130). [7] Torsion adjustment device (100) according to claim 6, wherein in an assembled state of the torsion adjustment device (100) the oil seal (182) is arranged between the first component (110) and the second component (130). [8] Torsion adjustment device (100) according to claim 2, wherein the bearing unit (182) is arranged within an outer groove (166) of the first connecting element (160) and an inner groove (176) of the second connecting element (170). [9] the torsion adjustment device (100) according to claim 1, wherein the first component (110) comprises a coupling flange (112) configured to be received in a complementarily shaped hole (14) defined in the frame (10) of the vehicle, and the coupling flange (112) has a non-circular profile to limit angular movement of the first component (110) with respect to the frame (10) of the vehicle. [10] a brake assembly for a vehicle, the brake assembly comprising the following: a brake line and at least one torsion adjustment device (100) according to one of claims 1 to 9, wherein each torsion adjustment device (100) can be coupled to an end of the brake line, wherein the torsion adjustment device (100) is connected to a frame (10) of the vehicle by a clip connection.

Images