Coupling device and brake device for motor vehicle trailers

Abstract

Coupling device (100) for an overrun brake device (10), wherein the coupling device (100) comprises a first coupling part (110) and a second coupling part (120) which are arranged to be movable relative to each other in a first direction (A) in order to be moved from a first position to a second position, wherein the first coupling part (110) and the second coupling part (120) - are coupled to each other in the first position in such a way as to transmit a brake actuation force (F), and - are spaced apart from each other in the second position in such a way that no braking force (F) is transmitted in the second position, wherein the coupling device (100) further comprises a rotary drive (130) and an eccentric element (132), wherein the eccentric element (132) is coupled to the drive (130) in such a way that a driven rotation of the eccentric element (132) in one direction of rotation (R) moves the first coupling part (110) and the second coupling part (120) into the second position, and wherein the coupling device (100) further includes a freewheel so that the eccentric element (132) can be rotated against the direction of rotation (R) in order to move the first coupling part (110) and the second coupling part (120) from the second position to the first position.

Description

Field of the invention

[0001] The invention relates to a coupling device and a braking device for motor vehicle trailers, comprising the coupling device. Furthermore, the invention relates to a motor vehicle trailer comprising the braking device. background

[0002] Braked motor vehicle trailers typically include a braking device with a so-called overrun brake. An overrun brake, for example, comprises a mechanical system used on motor vehicle trailers to automatically apply at least one wheel brake of the motor vehicle trailer when the towing vehicle decelerates while moving forward. As a result, the motor vehicle trailer is also braked. This mechanical system is based on the relative movement between the motor vehicle trailer and the towing vehicle.

[0003] When the towing vehicle decelerates, its speed decreases. Due to its inertia, the trailer initially tends to continue moving. As a result, it pushes against the towing vehicle, a process known as "running over." This relative movement is used to generate a braking force and apply at least one wheel brake of the trailer.

[0004] Known overrun brakes comprise a so-called overrun device, which is mounted, for example, on the drawbar head of the motor vehicle trailer. It contains a movable drawbar that is displaced toward the motor vehicle trailer upon overrun. This relative movement is usually transmitted to the at least one wheel brake via a mechanical force transmission device comprising a brake linkage and / or a cable. When the drawbar is actuated, a braking force is generated (e.g., by means of a pivoting lever) and transmitted via the force transmission device to the at least one wheel brake, in turn actuating it.

[0005] To enable the trailer to reverse, an automatic reversing lock of the overrun brake can be provided. This is because, when reversing, the drawbar would be actuated due to inertia in the same way as when braking the towing vehicle. The automatic reversing lock prevents at least one wheel brake from being inadvertently activated when reversing. For this purpose, the wheel brakes (especially brake drums) and / or the braking mechanism can be designed accordingly.

[0006] However, these systems typically require the wheels to be firmly planted on the ground so that the brake can be released when reversing. If the ground doesn't provide sufficient friction, the brake cannot be released.

[0007] Furthermore, actively decoupleable overrun brakes for motor vehicle trailers are known, for example, from EP 3 165 419 B1. In addition to a mechanical power transmission device operatively connected to at least one wheel brake, this overrun brake comprises a control unit and a motion detection system for detecting movement information such as standstill or a direction of movement (e.g., forward or reverse) of the motor vehicle trailer.

[0008] The mechanical power transmission device further comprises a coupling device configured to either transmit the braking force generated by the overrun brake device to the at least one wheel brake or prevent its transmission, depending on the movement information provided by the movement detection system. If the coupling device is released, thus preventing the transmission of the braking force, the motor vehicle trailer can be reversed without braking by the overrun brake.

[0009] This known coupling device includes an electromagnet that releases the coupling device when necessary. However, it has been shown that this previously known actively decoupled overrun brake does not always function reliably. Especially with heavy trailers, the coupling device does not always release reliably. Description of the invention

[0010] Against this background, the present invention has for its object to provide an improved braking device for motor vehicle trailers, which in particular reliably prevents the unintentional braking of the motor vehicle trailer when reversing.

[0011] This object is achieved by a coupling device according to the invention, by a braking device according to the invention, and by a motor vehicle trailer comprising the braking device according to the invention. Further aspects of the invention are set forth in the dependent claims and in the following description.

[0012] In particular, the object is achieved by a coupling device for an overrun brake device. The coupling device according to the invention comprises a first coupling part and a second coupling part. The coupling parts are configured to be movable relative to one another in a first direction A and can thus be transferred from a first position to a second position.

[0013] In the first position, the first clutch part and the second clutch part are coupled to each other in such a way that they can transmit a brake actuation force F. The coupling can be frictionally engaged and / or positively engaged, for example.

[0014] In the second position, the first clutch part and the second clutch part are spaced apart from each other such that no brake actuation force is transmitted.

[0015] The braking force is typically generated by means of a drawbar on the motor vehicle trailer. If the drawbar is pushed towards the motor vehicle trailer relative to the motor vehicle trailer (e.g. when running into a collision due to braking of the towing vehicle), the braking force is generated. A corresponding lever arrangement can also be provided to generate the braking force. Via a force transmission device and the coupling device according to the invention, the braking force can be transmitted to at least one wheel brake of the motor vehicle trailer - at least when the first coupling part and the second coupling part are in the first position. In this case, the motor vehicle trailer is braked. If, however, the two coupling parts are in the second position, the transmission of the braking force is interrupted.A relative movement of the drawbar therefore does not result in braking by the at least one wheel brake. Adopting the second position is preferably possible even when the drawbar is already fully retracted. This allows unbraked reversing immediately after braking while moving forward.

[0016] The force transmission device can, for example, comprise mechanical elements that transmit the braking force generated by the pull rod to the wheel brake. In particular, the force transmission device can comprise at least one linkage, at least one cable, at least one lever arrangement, in particular a pivoting lever, etc.

[0017] According to the invention, the coupling device further comprises a rotary drive (for example, an electric motor) and an eccentric element. A gear can optionally be provided. The eccentric element is coupled to the drive in such a way that a driven rotation of the eccentric element in a direction of rotation R transfers the first coupling part and the second coupling part into the second position. The eccentric element can drive the first and / or second coupling part directly. It is also possible for the first and / or second coupling part to be driven indirectly, i.e., via other parts.

[0018] Furthermore, the coupling device according to the invention comprises a freewheel. The freewheel can be part of the drive or, for example, arranged between the drive and the eccentric element. The freewheel allows the eccentric element to be rotated counter to the direction of rotation R in order to transfer the first coupling part and the second coupling part from the second position to the first position.

[0019] The coupling device according to the invention offers the possibility of allowing (first position) or preventing (second position) the transmission of the brake actuation force. In particular, the brake actuation force can be transmitted or not transmitted depending on the state of motion of the motor vehicle trailer. For example, the coupling device, or the first and second coupling parts, can be moved to the second position for reversing the motor vehicle trailer, so that, despite the presence of an overrun brake device, the wheel brakes are reliably released and not braked during reversing.

[0020] Generally, the drive can be activated and the clutch parts moved to the second position if a braking force, which is introduced into a power transmission device, should not be transmitted to at least one wheel brake. After the drive is deactivated, the clutch parts are moved back to the first position or coupled so that the braking force can be transmitted again.

[0021] The coupling device can further comprise at least one elastic element that preloads the first coupling part and the second coupling part in the first position. This elastic element is, for example, a compression spring or a leaf spring. Multiple elastic elements can also be provided, for example, for redundancy reasons. The preload of the coupling device in the first position ensures that the brake actuation force can be transmitted when the drive is de-energized or deactivated.

[0022] Furthermore, the coupling device can comprise at least two different types of elastic elements that preload the first coupling part and the second coupling part in the first position. For example, a leaf spring and a compression spring (coil spring) can be provided. The provision of different types of elastic elements increases reliability and safety.

[0023] In one aspect, the first coupling part and the second coupling part are arranged to be displaceable relative to one another in and against a second direction B when the first coupling part and the second coupling part are in the second position.

[0024] When the first and second clutch parts are in the first position, they cannot be moved relative to each other in the second direction, but can move in the opposite direction. This allows the brake actuation force to be transmitted.

[0025] The second direction can, for example, be an axial direction of a brake linkage. According to one embodiment, the first coupling part and the second coupling part are displaceable relative to one another in this second (axial) direction such that the displacement can compensate for the distance traveled by the pull rod when running up, or the distance by which a brake linkage or a brake cable is displaced due to the relative movement of the pull rod. This compensation ensures that the brake actuation force is not transmitted to the at least one wheel brake.

[0026] In particular, the eccentric element can move the two coupling parts apart (in particular, push them apart). This is very reliable, unlike the use of solenoids. It has been shown that even stiff coupling parts can be reliably moved from the first to the second position using the eccentric element.

[0027] The freewheel and at least one elastic element ensure that the clutch parts are normally in the first position or reliably return to the first position.

[0028] In one aspect of the invention, the first direction A and the second direction B are oriented substantially perpendicular to each other. This orientation of the first and second directions prevents the dead weight of the power transmission device, in particular a brake linkage, from causing the coupling parts to jam. Thus, a particularly reliable coupling device can be provided.

[0029] In one aspect, the first clutch part and the second clutch part have a toothing. These toothings mesh with each other in the first position, thus enabling the transmission of the brake actuation force. Instead of a toothing, the force transmission between the first and second clutch parts can also be frictionally engaged, for example.

[0030] In particular, the toothing can comprise first tooth flanks and a second tooth flank. The first tooth flanks can be aligned substantially perpendicular to the second direction. These then serve to transmit the brake actuation force. The second tooth flanks can form an angle β with the second direction B, which is in the range of 10° to 45°, or in the range of 15° to 30°, or in the range of 20° to 25°. These enable the clutch parts to be displaced counter to the second direction B when the clutch parts are in the first position.

[0031] The first and second tooth flanks form, for example, a sawtooth-like toothing. This enables the first and second coupling parts to transmit the brake actuation force in the first position. In the direction opposite to the brake actuation force, however, the first and second coupling parts can also be moved relative to one another in the first position. This means that the first and / or second coupling part can return to their respective starting positions even in the first position. This is necessary, for example, if the coupling parts were transferred from the second to the first position at a time when they were displaced in the axial direction (i.e., for example, the travel of the drawbar was compensated for when it ran up). The return to the starting position (second direction) occurs when the motor vehicle trailer is moving forward due to inertia.

[0032] In one aspect, the coupling device further comprises a plunger element coupled to the second coupling part. In this embodiment, the eccentric element acts on the plunger element and thus indirectly on the second coupling part. This allows the first and second coupling parts to be easily moved from the first position to the second position by the rotary drive or by the eccentric element and the plunger element.

[0033] As soon as the coupling parts are released from each other and, for example, the teeth no longer engage, the coupling parts can be moved axially against each other in the second direction.

[0034] Furthermore, according to a further aspect, the first coupling part can have an elongated guide recess extending in the second direction. The plunger element can be guided through the first coupling part by an elongated guide recess. Upon axial displacement of the first coupling part, the first coupling part can slide along the plunger element with the guide recess.

[0035] Furthermore, the angle of rotation of the driven eccentric element for transferring the first coupling part and the second coupling part from the first position to the second position can be less than 180°, less than 160°, or less than 140°. Therefore, only a partial rotation of the eccentric element is necessary to transfer the coupling parts from the first to the second position, or to return them to the first position. This allows for quick switching between the first and second positions.

[0036] Furthermore, the eccentric element can be designed or arranged in such a way that rotation of the drive initially results in no (significant) change in the position of the first and / or second clutch parts. This allows the drive to reach a certain speed before a force must be generated to move the clutch parts from the first to the second position. This ensures highly reliable movement. Furthermore, wear can be avoided.

[0037] For example, the eccentric element can have an outer contour in a first section that is essentially concentric with the rotational axis D of the eccentric element. In this case, the first section is assigned to a rotation angle range that is exceeded when the first coupling part and the second coupling part are in the first position. The drive can therefore initially start. Only when the rotation exceeds the first rotation angle range does a force need to be applied to transfer the coupling parts from the first to the second position.

[0038] Additionally or alternatively, the eccentric element can be arranged such that it acts neither on the first nor on the second coupling part within a rotational angle range that is exceeded when the first coupling part and the second coupling part are in the first position. In this case, the eccentric element is initially not engaged, allowing the drive to start. Only when the eccentric element directly or indirectly engages with the coupling part(s) does a force need to be applied to transfer the coupling parts from the first to the second position.

[0039] The angle of rotation range used to start the drive ends at the latest at a rotation angle equal to 20°, or at the latest at a rotation angle equal to 15°, or at the latest at a rotation angle equal to 10°.

[0040] Furthermore, the coupling device can comprise at least one stop. The at least one stop can limit the rotation of the eccentric element. The limitation can be direct or indirect. With a direct limitation, the stop comes into direct contact with the eccentric element. With an indirect limitation, the stop acts on a part different from the eccentric element, for example, the rotor of the drive. A first stop can be assigned to the first position and a second stop to the second position. Thus, the first position and the second position are defined by the rotational position of the eccentric element.

[0041] The object is further achieved by a braking device for a motor vehicle trailer. The braking device, in particular an overrun braking device, comprises at least one drawbar, a mechanical force transmission device, at least one wheel brake, and a coupling device as already described above. The drawbar is connected to a coupling (e.g., a ball coupling) and is arranged to be movable relative to a trailer drawbar. A relative movement of the drawbar counter to the forward direction of travel of the motor vehicle trailer (e.g., when the trailer runs into the towing vehicle) generates a braking actuation force that acts on the force transmission device. The force transmission device is configured to transmit the braking actuation force to the wheel brake in order to generate a braking force. The coupling device is arranged between the drawbar and the wheel brake.As already described above, the coupling device can allow (first position) or prevent (second position) the transmission of the brake actuation force.

[0042] In order to control the drive of the coupling device - and thus to interrupt (or enable again) the transmission of the brake actuation force - the braking device can further comprise a control unit or be connected to a control unit (for example of the towing vehicle).

[0043] Furthermore, a motion detection system can be provided, or the control unit can be connected to a motion detection system. The motion detection system is configured to detect motion information, such as the position or direction of movement of the towing vehicle and / or the trailer. Based on the detected motion information, the control unit can control the drive.

[0044] To detect the movement information, the motion detection system can include appropriate sensors. For example, tire speed and / or direction of rotation can be detected. It is also possible for the motion detection system to include optical sensors, such as cameras or radar sensors, to detect the movement information. Furthermore, it is possible for the motion detection system to receive movement information from the towing vehicle and forward it to the control device.

[0045] For example, the motion detection system is connected to the control unit for signal or data exchange. The control unit is further configured to control the drive of the coupling device depending on the motion information generated by the motion detection system such that the coupling device is in the first position or second position.

[0046] By using a motion detection system that delivers electrically processable signals or data, the control unit can decide whether braking of the motor vehicle trailer is desired or not. The coupling device can be controlled accordingly, so that the braking force is transmitted to at least one wheel brake or not.

[0047] In one aspect, the force transmission device comprises a brake linkage. The brake linkage can comprise a first brake rod part and a second brake rod part, wherein the first brake rod part is fixedly connected to the first coupling part and the second brake rod part is fixedly connected to the second coupling part. If the coupling parts are in the second position, i.e., if no brake actuation force is to be transmitted, the distance traveled by the drawbar upon contact can be compensated for by axially displacing the coupling parts and thus the brake rod parts in the second direction, or the distance by which the brake linkage is displaced by pivoting a pivot lever can be compensated for. The compensation has the effect that the brake actuation force is not transmitted to the at least one wheel brake.

[0048] In addition, the braking device can comprise at least one spring element. This spring element can serve to suspend the coupling device. In particular, the coupling device can be pivotally attached to the drawbar by means of the at least one spring element. This suspension allows the coupling device to be pivoted such that the second direction B is always aligned substantially parallel to the brake linkage. This prevents unwanted jamming of the coupling parts or the brake rod parts.

[0049] Furthermore, the braking device can include a parking brake lever. This can be used to manually operate the wheel brakes of the motor vehicle trailer when the motor vehicle trailer is stationary (parking brake). The parking brake lever, like the drawbar, acts on the power transmission device to generate a braking force.

[0050] The parking brake lever can be dimensioned or configured such that it can deflect the force transmission device to such an extent that a brake actuation force is transmitted even when the first coupling part and the second coupling part are in the second position. Specifically, the parking brake lever can cause a greater displacement of the brake linkage or a brake cable than the drawbar. Thus, the parking brake can remain active or be activated even if the coupling device is inadvertently moved from the first to the second position when the motor vehicle trailer is stationary or parked.

[0051] Furthermore, the braking device can comprise a manually engageable reversing lock element which can be moved from a locked position to a released position. In the locked position, the reversing lock element blocks the relative movement of the drawbar counter to the forward direction of travel of the motor vehicle trailer. In the released position, the reversing lock element releases the relative movement again. In addition, the reversing lock element can be preloaded by means of an elastic element (e.g. a spring) such that it is moved from the locked position to the released position when the motor vehicle trailer is (again) pulled in the forward direction of travel. By blocking the relative movement of the drawbar, the generation of the brake actuation force can be prevented, or it can be achieved that only a low brake actuation force is generated. This can prevent unintentional braking when reversing.

[0052] The object is further achieved by a motor vehicle trailer. This trailer comprises, in addition to at least one wheel, the braking device described above. The at least one wheel brake of the braking device is assigned to the at least one wheel. The motor vehicle trailer can be, for example, a camping trailer, a caravan, or a transport trailer, in particular a horse trailer or a boat trailer. Short description of the characters

[0053] The invention is explained in more detail below with reference to the accompanying figures. Fig. 1 a motor vehicle trailer according to the invention; Fig. 2 a braking device according to the invention; Fig. 3A a coupling device according to the invention in the first position (initial position); Fig. 3B a coupling device according to the invention in the second position (before reversing); Fig. 3C a coupling device according to the invention in the second position (during reversing, half the overrun travel); Fig. 3D a coupling device according to the invention in the second position (during reversing, full overrun travel); Fig. 3E a coupling device according to the invention in the first position (at the end of the reversing travel, full overrun travel); Fig. 3F a coupling device according to the invention in the first position (during renewed forward travel, half of the overrun travel); Fig. 4 a braking device according to the invention with a parking brake; Fig. 5 a coupling device according to the invention in the second position with the parking brake applied; Fig. 6 a detailed view of the coupling parts, and Fig. 7 a braking device according to the invention with a parking brake. Description of the characters

[0054] Fig. 1 shows a motor vehicle trailer 1. The motor vehicle trailer 1 comprises at least one wheel 2 and can be connected to a towing vehicle (not shown) via a coupling 12, for example a ball coupling. The coupling 12 is connected to a drawbar 14, which is movably mounted with respect to a trailer drawbar 17. In particular, the drawbar 14 can be axially displaceably mounted on a drawbar tube. This is also shown in Fig. 2 shown.

[0055] When the towing vehicle brakes, the drawbar 14 is displaced toward the trailer (e.g., into the drawbar tube) due to the inertial mass of the trailer 1. This relative movement initiates the braking process of the trailer.

[0056] In the example shown, the pull rod 14 acts on a pivoting lever arrangement 15, which in turn is coupled to a force transmission device 16. The force transmission device 16 transmits the braking force F generated by the pull rod 14 to the wheel brake 18.

[0057] In the Fig. 1, the power transmission device 16 comprises a brake linkage, which comprises a first brake rod part 16a and a second brake rod part 16b. The two brake rod parts 16a, 16b can be coupled via the coupling device 100. The coupling device 100 is shown in FIG. Fig. 3A to 3F and includes a rotary drive, for example an electric drive.

[0058] The drive of the coupling device 100 can be controlled by a control unit 50 to transfer the coupling device 100 from a first position to a second position. Furthermore, the control unit 50 is connected to a motion detection system 52. The motion detection system 52 is configured to detect motion information (e.g., standstill, forward travel, reverse travel, etc.) and transmit it to the control unit 50. Depending on the motion information, the control unit 50 can control the drive of the coupling device 100.

[0059] Fig. 2 shows a braking device 10 according to the invention for a motor vehicle trailer. The braking device comprises a ball coupling 12, which is fixedly connected to a drawbar 14. The ball coupling 12 can be coupled to a ball head of a towing vehicle (not shown). The drawbar 14 is mounted so as to be longitudinally displaceable relative to the drawbar 17 of the motor vehicle trailer. When the towing vehicle brakes, the drawbar 14 is displaced relative to the drawbar 17 by the motor vehicle trailer running into the ground, triggering a braking action. The braking device 10 further comprises a pivot lever arrangement 15. The pivot lever arrangement 15 translates the movement of the drawbar 12, oriented toward the motor vehicle trailer, upon running into the ground into a tensile force (brake actuation force) that acts on the force transmission device 16.

[0060] In the example shown, the force transmission device 16 comprises a first brake rod part 16a and a second brake rod part 16b, which can be coupled via the coupling device 100. Thus, the braking force can be transmitted to the wheel brake 18.

[0061] The brake actuation force can also be generated via a parking brake lever 30. This acts on the force transmission device 16 in a known manner.

[0062] In the Fig. 3A to 3F, the coupling device 100 is shown in different states. The coupling device 100 comprises a first coupling part 110, which is connected to a first brake rod part 16a. Furthermore, the coupling device 100 comprises a second coupling part 120, which is connected to a second brake rod part 16b. In a first direction A, the two coupling parts 110, 120 are configured to be movable relative to one another in order to move from a first position (see Fig. 3A) into a second position (see Fig. 3B) to be transferred.

[0063] In the first position, the two coupling parts 110, 120 are connected by a toothing (see Fig. 6) are coupled together in such a way that the brake actuation force F is transmitted to the wheel brake.

[0064] In the second position, the two coupling parts 110, 120 are spaced apart from each other, so that in this second position the brake actuation force F is not transmitted.

[0065] The coupling device 100 further comprises a rotary drive 130, which comprises, for example, an electric motor and optionally a transmission. The drive 130 is configured to drive an eccentric element 132. A driven rotation of the eccentric element 132 in a rotational direction R results in the first coupling part 110 and the second coupling part 120 being transferred from the first to the second position.

[0066] The eccentric element 132 can, as in the embodiment shown, act on a tappet element 134, which is coupled to the second clutch part. The eccentric forces the tappet element 134 toward the second clutch part 120. This movement ultimately results in the clutch parts being transferred to the second position, in which the brake actuation force is not transmitted.

[0067] Furthermore, the eccentric element 132 can be shaped and / or arranged such that rotation of the drive 130 initially does not result in a change in the position of the first and / or second coupling part. This allows the drive to reach a certain speed before a force must be built up to move the coupling parts from the first to the second position.

[0068] The coupling device 100 also includes a freewheel. This allows the eccentric element 132 to be rotated counter to the direction of rotation R in order to move the first coupling part 110 and the second coupling part 120 from the second position back to the first position without the need to activate the drive 130.

[0069] In particular, the coupling device 100 can comprise at least one elastic element 140, 142. Several, in particular different, elastic elements 140, 142 can also be provided, which preload the first coupling part 110 and the second coupling part 120 in the first position. In the exemplary embodiment shown here, for example, a leaf spring 142 urges the second coupling part 120 against the first coupling part 110 and thus into the first position. In addition, a compression spring 140 is provided, which urges the plunger element 134 and thus the second coupling part 120 in the direction of the rotational axis of the eccentric element 132.

[0070] Furthermore, the first coupling part 110 and the second coupling part 120 are configured to be displaceable relative to one another in and against the second direction B. In the illustrated embodiment, in particular, the first coupling part 110 can be displaced in and against the second direction B, while the second coupling part 120 is fixed in the second direction via the tappet element 134.

[0071] If the first coupling part 110 and the second coupling part 120 are in the second position (see Fig. 3A), the first coupling part 110 can move in and against the second direction B. As a result, the braking force generated by the drawbar 14 is not transmitted to the wheel brake 18. If the drawbar is retracted in this second position due to reversing, the braking force is not transmitted and the trailer is therefore not braked. Reversing is therefore possible.

[0072] If the first coupling part 110 and the second coupling part 120 are in the first position, the first coupling part 110 cannot move in the second direction relative to the first coupling part. Consequently, the braking force generated by the drawbar 14 is transmitted to the wheel brake 18 via the second coupling part and the brake rod part 16b. If the motor vehicle trailer collides with the towing vehicle while traveling forward, the motor vehicle trailer is braked accordingly. Due to the toothing geometry (see Fig. 6) but displaceable relative to the second coupling part 120 in the opposite direction to the second direction. Thus, the first coupling part 110 can also return to the axial starting position in the first position. In this position, the first coupling part 110 can be held in place by an elastic element 144, in particular a tension spring (see Fig. 3C) be prestressed.

[0073] How Fig. As shown in Figure 1, the first direction A and the second direction B are oriented essentially perpendicular to each other. This effectively prevents unwanted jamming of the coupling parts 110, 120.

[0074] Fig. 3A shows the coupling device 100 in a starting position. The coupling parts 110, 120 are in the first position and can transmit the braking force F to the wheel brake(s). In the second direction B, the coupling parts are not deflected. In this starting position, the wheel brake 18 is released and the drawbar 14 is fully extended. If the towing vehicle brakes in the forward direction in this starting position, the drawbar 14 is retracted, generating a braking force that can be transmitted to the wheel brakes via the coupling device 100. As a result, the wheel brakes are applied.

[0075] Fig. 3B shows the coupling device 100 in the second position. This can be assumed when the drive 130 rotates the eccentric element 132 accordingly. As a result, the second coupling part 120 is lifted from the first coupling part 110. As a result, the brake actuation force is no longer transmitted. This second position is set via the drive, for example, when a standstill of the motor vehicle trailer and / or the towing vehicle (after previous braking) has been detected and / or reversing is intended (e.g., when the reverse gear of the towing vehicle is engaged). In the Fig. In the situation shown in Figure 3B, the wheel brakes may still be applied.

[0076] Fig. Figure 3C shows the coupling device 100 beginning to reverse. The coupling parts 110, 120 are in the second position. The insertion of the drawbar 14, which causes reverse travel, results in a deflection 146 of the first coupling part. This deflection or displacement can compensate for the travel of the drawbar or brake linkage 16. The braking force is not transmitted, and the wheel brakes are released.

[0077] Fig. Figure 3D shows the coupling device 100 during reversing. The coupling parts 110, 120 are still in the second position. The drawbar is fully retracted and the first coupling part 110 is deflected widely (see deflection 146). Fig. As further shown in Figure 3D, a guide recess 114 in the first coupling part 110 through which the plunger element 134 is guided is dimensioned such that the plunger element 134 does not strike the first coupling part 110. The brake actuation force is therefore not transmitted, and the wheel brakes are released.

[0078] Fig. Figure 3E shows the coupling device 100 when reversing has ended. If this is detected (for example, by engaging a forward gear or by other movement information), the coupling parts 110, 120 are returned to the first position. The axial deflection in the second direction remains. The transmission of the brake actuation force is now possible again. When forward travel begins, the pull rod is extended again, and the brake rod part 16a displaces the first coupling part 110 opposite to the second direction, so that the first coupling part can also return to the axial starting position. This return is in Fig. 3F. Furthermore, the return to the axial starting position is supported by the spring element 144.

[0079] Fig. Figure 4 shows a braking device 10 according to the invention with a parking brake. The pull rod 14 is fully extended in the illustration shown, and the parking brake is activated by actuating the parking brake lever 30. The parking brake lever 30 deflects the force transmission device 16 and thus generates a braking actuation force independent of the position of the pull rod 14.

[0080] Furthermore, Fig. 4, that the coupling device 100 can be pivotally attached to the drawbar by means of at least one spring element 20. The spring element 20 compensates, among other things, the dead weight of the coupling device 100. The pivoting movement allows the coupling device 100 to be aligned with the power transmission device 16, in particular such that the second direction B is oriented parallel to the brake rod part 16a. As Fig. As shown in Figure 3F, the pivoting movement is limited by the stop 148.

[0081] How Fig. As shown in Figure 5, the parking brake lever 30 and the coupling device 100 are dimensioned such that the parking brake can be activated or remains activated by actuating the parking brake lever 30 even when the first and second coupling parts 110, 120 are in the second position. This is achieved in that the parking brake lever 30 is configured to deflect the brake rod part 16a further than the pull rod. In addition, the guide recess 114 in the first coupling part 110 is dimensioned such that the tappet element 134 strikes the first coupling part 110 when the parking brake lever 30 is actuated. Thus, even when the coupling device is open, the braking force generated by the parking brake lever 30 can be transmitted to the wheel brakes.

[0082] Fig. Figure 6 shows the first and second clutch parts again in detail. As shown, the first clutch part 110 and the second clutch part 120 can have a toothing 112, 122. In the first position, the toothings 112, 122 mesh with one another. The toothing 112, 122 comprises, for example, first tooth flanks 112a, 122a and second tooth flanks 112b, 122b. The first tooth flanks 112a, 122a serve to transmit the brake actuation force and are oriented substantially perpendicular to the second direction B. The second tooth flanks 112b, 122b form an angle with the second direction B, which angle is, for example, in the range of 10° to 45°. This enables the clutch parts to slide over one another in the first position, counter to the second direction.

[0083] Fig.Figure 7 shows a further aspect of the braking device 10 according to the invention with a parking brake. The parking brake comprises a manually engageable reversing lock element 32, which can be moved from a locked position to a released position.

[0084] In the locked position, the reversing lock element 32 blocks the relative movement of the drawbar 14 opposite to the forward direction of travel of the motor vehicle trailer 1. In the released position, the relative movement of the drawbar 14 is released, and the generation of the brake actuation force is possible. Furthermore, the reversing lock element 32 can be preloaded by an elastic element 34 such that it is transferred from the locked position to the released position when the motor vehicle trailer 1 is pulled in the forward direction of travel. This ensures that the reversing lock element 32 is in the released position when the motor vehicle trailer is pulled. List of reference symbols 1 motor vehicle trailer 2 wheels 10 Braking device 12 Coupling (e.g. ball head coupling) 14 Drawbar 15 Swing lever arrangement 16 Power transmission device 16a first brake rod part 16b second brake rod part 17 Drawbar 18 Wheel brake 20 spring element 30 Parking brake lever 32 Reverse lock element 34 elastic element 50 control unit 52 Motion detection system 100 coupling device 110 first coupling part 112 Gearing 112a tooth flank 112b tooth flank 114 Guide recess 120 second coupling part 122 Gearing 122a tooth flank 122b tooth flank 130 rotary drive 132 eccentric element 134 Tappet element 140 elastic element (e.g. compression spring) 142 elastic element (e.g. leaf spring) 144 elastic element (e.g. tension spring) 146 deflection 148 stop A first direction B second direction D axis of rotation F Brake actuation force R Direction of rotation QUOTES CONTAINED IN THE DESCRIPTION

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

[0000] EP 3 165 419 B1

[0007]

Claims

[1] Coupling device (100) for an overrun brake device (10), wherein the coupling device (100) comprises a first coupling part (110) and a second coupling part (120) which are arranged to be movable relative to one another in a first direction (A) in order to be transferred from a first position into a second position, wherein the first coupling part (110) and the second coupling part (120) - in the first position are coupled to each other in such a way as to transmit a brake actuation force (F), and - in the second position are spaced apart from each other such that no brake actuation force (F) is transmitted in the second position, wherein the coupling device (100) further comprises a rotary drive (130) and an eccentric element (132), wherein the eccentric element (132) is coupled to the drive (130) such that a driven rotation of the eccentric element (132) in a direction of rotation (R) transfers the first coupling part (110) and the second coupling part (120) into the second position, and wherein the coupling device (100) further comprises a freewheel, so that the eccentric element (132) can be rotated counter to the direction of rotation (R) in order to transfer the first coupling part (110) and the second coupling part (120) from the second position to the first position. [2] Coupling device (100) according to claim 1, wherein the coupling device (100) comprises at least one elastic element (140; 142) which prestresses the first coupling part (110) and the second coupling part (120) in the first position. [3] Coupling device (100) according to claim 1 or 2, wherein the coupling device (100) comprises at least two different types of elastic elements (140; 142) which prestress the first coupling part (110) and the second coupling part (120) in the first position. [4] Coupling device (100) according to one of claims 1 to 3, wherein the first coupling part (110) and the second coupling part (120) are displaceable relative to one another in and against a second direction (B) when the first coupling part (110) and the second coupling part (120) are in the second position, and / or wherein the first coupling part (110) and the second coupling part (120) are not displaceable relative to one another in but against the second direction (B) when the first coupling part (110) and the second coupling part (120) are in the first position. [5] Coupling device (100) according to claim 4, wherein the first direction (A) and the second direction (B) are oriented substantially perpendicular to each other. [6] Coupling device (100) according to one of claims 1 to 5, wherein the first coupling part (110) and the second coupling part (120) have a toothing (112; 122), wherein the toothing (112; 122) comprises first tooth flanks (112a; 122a) and second tooth flanks (112b; 122b), wherein the first tooth flanks (112a; 122a) are aligned substantially perpendicular to the second direction (B), and / or wherein the second tooth flanks (112b; 122b) enclose an angle with the second direction (B) which is in the range from 10° to 45°, or in the range from 15° to 30°, or in the range from 20° to 25°. [7] Coupling device (100) according to one of claims 1 to 6, wherein the eccentric element (132) acts on a tappet element (134) which is coupled to the second coupling part. [8] Coupling device (100) according to one of claims 1 to 7, wherein an angle of rotation of the driven rotation of the eccentric element (132) for transferring the first coupling part (110) and the second coupling part (120) from the first position to the second position is less than 180°, or less than 160°, or less than 140°. [9] Coupling device (100) according to one of claims 1 to 8, wherein the eccentric element (132) has, in a first section, an outer contour (132a) which is substantially concentric with the axis of rotation (D) of the eccentric element (132), wherein the first section is associated with a rotation angle range which is exceeded when the first coupling part (110) and the second coupling part (120) are in the first position, and / or wherein the eccentric element (132) is arranged such that it acts neither on the first nor on the second coupling part in a rotation angle range which is exceeded when the first coupling part (110) and the second coupling part (120) are in the first position, wherein the rotation angle range ends at a rotation angle equal to 20° at the latest, or at a rotation angle equal to 15° at the latest, or at a rotation angle equal to 10° at the latest. [10] Coupling device (100) according to one of claims 1 to 9, further comprising at least one stop, wherein the at least one stop limits the rotation of the eccentric element (132). [11] Braking device (10), in particular overrun braking device, for a motor vehicle trailer (1), wherein the braking device (10) comprises at least one pull rod (14), a mechanical power transmission device (16), at least one wheel brake (18) and a coupling device (100) according to one of claims 1 to 10, wherein the drawbar (14) is connected to a coupling (12) and is arranged to be movable relative to a trailer drawbar (17), and wherein the drawbar is designed to generate a brake actuation force when the drawbar (14) is displaced counter to the forward direction of travel of the motor vehicle trailer (1), and wherein the force transmission device (16) is designed to transmit the brake actuation force (F) to the wheel brake (18) in order to generate a braking force, and wherein the coupling device (100) is arranged between the drawbar (14) and the wheel brake (18). [12] Braking device (10) according to claim 11, wherein the coupling device (100) is pivotally attached to the drawbar (17) by means of at least one spring element (20). [13] Braking device (10) according to claim 11 or 12, wherein the force transmission device (16) comprises a brake linkage which comprises a first brake rod part (16a) and a second brake rod part (16b), and wherein the first brake rod part (16a) is fixedly connected to the first coupling part (110) and the second brake rod part (16b) is fixedly connected to the second coupling part (120). [14] Braking device (10) according to one of claims 11 to 13, wherein the braking device (10) further comprises a parking brake lever (30) which is adapted to act on the force transmission device (16) to generate a braking force, wherein the parking brake lever (30) is further configured to be able to deflect the force transmission device (16) to such an extent that a brake actuation force is transmitted even when the first coupling part (110) and the second coupling part (120) are in the second position. [15] Braking device (10) according to claim 14, further comprising a manually insertable reversing lock element (30) which can be transferred from a locked position into a released position, wherein the reversing lock element (32) blocks the relative movement of the drawbar (14) counter to the forward direction of travel of the motor vehicle trailer (1) in the locked position and releases it in the released position, wherein the reversing lock element (32) is pretensioned by means of at least one elastic element (34) such that it is transferred from the locked position into the released position when the motor vehicle trailer (1) is pulled in the forward direction of travel. [16] Motor vehicle trailer (1) comprising at least one wheel and a braking device (10) according to one of claims 11 to 15, wherein the at least one wheel brake (18) of the braking device (10) is assigned to the at least one wheel (2).

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