Arrangement of an additional parking brake in a vehicle with a backbone chassis concept

Abstract

Arrangement of an additional parking brake (201) in a vehicle with a backbone chassis concept, comprising a drive train with a main gearbox (103) and an auxiliary gearbox (51), wherein the additional parking brake (201) is assigned to at least one axle, characterized in that the additional parking brake (201) is connected to the auxiliary gearbox (51) via a cardan shaft (105).

Description

Technical area

[0001] The technical solution relates to an additional parking brake according to the preamble of the first claim. Specifically, this technical solution addresses the problem of insufficient braking torque of a vehicle and its solution by means of the arrangement of the additional parking brake and its variable mounting in the chassis. State of the art

[0002] Due to the complexity of the vehicle and the number of connected components, installing an additional parking brake is not always easy, and one must be clear about the optimal position. One solution is known where the handbrake ( Fig. 1) in the form of an additional drum parking brake with drum 52 and brake shoes 53, connected via bearings on the upper shaft 54 ​​directly to the auxiliary gearbox 51, which in turn is connected to the central support tube 55. This solution serves as a handbrake for the entire vehicle and not merely as an additional parking brake for specific conditions; i.e., if this handbrake malfunctions, the handbrake is completely inoperative. Furthermore, a solution is known in which an electromagnetic auxiliary brake is installed in the chassis, this electromagnetic brake being mounted on the frame between the main gearbox and the auxiliary gearbox, driven by a cardan shaft, or installed at the end of the central support tube leading to the auxiliary gearbox.This solution cannot be used as a parking brake because it is a relief brake that converts kinetic energy (rotation) into electrical energy, which is then wasted or used for recuperation. The solution disclosed in document DE3015028 is considered the closest prior art. This document discloses a parking brake for a tractor that has a main gearbox and an auxiliary gearbox. The brake is located on the output shaft of the auxiliary gearbox. The brake can be a disc or drum brake. Document US11428302 also discloses a gearbox for a vehicle with an electric motor that has a disc brake on the output shaft upstream of the differential. The essence of the technical solution

[0003] Several disadvantages of the current state of the art are overcome by providing an additional parking brake in a vehicle with a backbone chassis comprising a drivetrain with a main gearbox and an auxiliary gearbox. The additional parking brake is assigned to at least one axle, and according to the presented technical solution, it is connected to the auxiliary gearbox via a driveshaft. A preferred embodiment consists of the additional parking brake being positioned with its brake cylinder in the direction of travel, either in front of or behind the brake disc.

[0004] Another advantageous embodiment consists in the fact that the additional parking brake is arranged behind the auxiliary gearbox and attached to the chassis cross member of the central support tube, to which it is connected via a detachable or non-detachable connection.

[0005] Another advantageous embodiment consists in the fact that the additional parking brake is arranged behind the auxiliary gearbox and mounted on the axle carriers, to which it is connected via a detachable or non-detachable connection.

[0006] Another advantageous embodiment consists in the fact that the additional parking brake is arranged between the main gearbox and the auxiliary gearbox, wherein the additional parking brake is attached to the chassis cross member of the central support tube (55) and is connected to it via a detachable or non-detachable connection.

[0007] Another advantageous embodiment consists in the additional parking brake being arranged between the main gearbox and the auxiliary gearbox, wherein the additional parking brake is attached to a frame console connected to the vehicle frame by a detachable or non-detachable connection.

[0008] Another advantageous embodiment consists in the fact that the additional parking brake is attached to the axle brackets between the main gearbox and the auxiliary gearbox.

[0009] Another advantageous embodiment consists in the fact that the additional parking brake is arranged at the front of the vehicle end on the chassis cross member and is driven via an additional auxiliary transmission (106).

[0010] Another advantageous embodiment consists in the fact that the additional parking brake is mounted on brackets on the axle in front of the vehicle's rear and the drive is provided via an additional auxiliary gearbox.

[0011] Another advantageous embodiment consists in the fact that the additional parking brake is arranged on frame brackets that are firmly connected to the vehicle frame at the rear of the vehicle and the drive is provided via an additional auxiliary gearbox.

[0012] Another advantageous embodiment consists in the fact that the additional parking brake is suspended at the rear of the vehicle on frame brackets that are firmly connected to the vehicle frame, and the drive is provided via an additional auxiliary gearbox.

[0013] In other words, the presented technical solution allows for the application of an additional parking brake at various points on the chassis, ensuring trouble-free operation without compromising the overall installation. The advantage of the additional parking brake is the increased braking torque in vehicles where not all axles are equipped with brake cylinders that also function as parking brakes. Thanks to the connection of the additional parking brake to the vehicle via a driveshaft to transmit the braking torque to the wheels, production no longer requires heightened accuracy. Any manufacturing deviations, such as axial and angular inaccuracies, are compensated for by the driveshaft, significantly simplifying installation and reducing the precision required when mounting the additional parking brake in the vehicle. Explanation of the drawings

[0014] The technical solution is explained in more detail using specific examples in the drawings. These examples show Fig. 1 Parking brake with connection to a gearbox according to the state of the art, Fig. 2 additional parking brakes according to the presented technical solution, Fig. 3 Side view of an 8x8 vehicle with additional parking brake according to Fig. 2, in the first variant arranged behind the auxiliary gearbox on the cross member, Fig. 4 A front view of the additional parking brake in the first variant, corresponding to the view in Fig. 3, Fig. 5 Side view of an 8x8 vehicle with this additional parking brake in the second variant of placement behind the auxiliary gearbox on the brackets on the axle, Fig. Figure 6 is a front view of the additional parking brake in the second variant, corresponding to the view in Fig. 5. Fig. 7 Side view of an 8x8 vehicle with this additional parking brake in the third variant of placement on the chassis crossmember between main and auxiliary gearbox, Fig. Figure 8 is a front view of the additional parking brake in the third variant, corresponding to the view in Fig. 7. Fig. 9 Side view of an 8x8 vehicle with this additional parking brake in the fourth variant of placement on brackets in the frame between main and auxiliary gearboxes, Fig. 10 Front view of the additional parking brake in the fourth variant, corresponding to the view in Fig. 9. Fig. 11 Side view of an 8x8 vehicle with this additional parking brake in the fifth variant, arranged on the brackets on the axle between the main and auxiliary gearboxes, Fig. 12 Front view of the additional parking brake in the fifth variant, corresponding to the view in Fig. 11. Fig. 13 Side view of an 8x8 vehicle with this additional parking brake in the sixth variant of placement on the chassis cross member with drive via an auxiliary gearbox, Fig. 14 Elevation of the additional parking brake in the sixth variant, according to the view in Fig. 13. Fig. 15 Side view of an 8x8 vehicle with this additional parking brake in the seventh variant, arranged on the brackets on the axle at the end of the vehicle with drive via an additional auxiliary gearbox. Fig. 16 Elevation of the additional parking brake in the seventh variant, according to the view in Fig. 15. Fig. 17 Side view of an 8x8 vehicle with this additional parking brake in the eighth variant a) placed on brackets on the frame at the end of the vehicle with drive via an auxiliary gearbox. Fig. 18 Elevation of the additional parking brake in the eighth variant a), according to the view from Fig. 17. Fig. 19 Side view of an 8x8 vehicle with this additional parking brake in the eighth variant b) placed “upside down” on brackets on the frame at the rear of the vehicle, driven by an auxiliary gearbox, Fig. 20 Elevation of the additional parking brake in the eighth variant b), according to the view from Fig. 17. Examples of the implementation of a technical solution

[0015] The additional parking brake 201 comprises a brake bar 1, on which a brake caliper 3 is mounted, and a hub 7 in which a shaft 10 is supported on a pair of bearings 9, on which a carrier 11 is mounted. The carrier 11 is positively engaged with the shaft 10, while the carrier 11 is fastened to the shaft 10 of the additional parking brake by a nut 12. The brake caliper 3 is fastened to the brake bar 4 by means of screws 6. The brake bar 4 is connected to the central support tube 55 by means of a detachable / permanent connection 5 via a cross member 202, which is part of the central support tube 55. The hub 7 is fastened to the brake bar 4 by means of screws 8. The carrier 11 is connected to the shaft 10 by means of a positive-locking connection, which ensures the transmission of the braking torque to the cardan shaft 105 and subsequently to the individual wheels.Furthermore, a brake disc 2 is mounted on shaft 10 and connected to shaft 10 via a screw connection 13. Control is effected by a brake cylinder 1 with a spring via a control valve 15. Alternatively, the brake bar 4 can also be connected to the vehicle's frame 102 or to the axle 204. The transmission of the braking torque from the additional parking brake 201 to the drivetrain is generally effected via a cardan shaft 105, which is connected to the additional parking brake 201 via a positive locking and screw connection. This connection locks the wheels and thus prevents unintentional movement of the vehicle. The additional parking brake 201 can be attached to the chassis in several alternative ways. In the first variant, the additional parking brake 201 is located behind the auxiliary gearbox 51 on the cross member 202 (. Fig. 3 and Fig. 4), wherein the additional parking brake 201 is attached to the chassis crossmember 202 of the central support tube 55 and is detachably or permanently connected to it. The drive of the hub 7 of the additional parking brake 201 is engaged permanently or depending on the input conditions of vehicle speed and vehicle inclination. However, this is the subject of a parallel application filed by the same applicant entitled "Additional Parking Brake, Method for its Operation and Vehicle with this Brake". The second variant is also arranged behind the auxiliary gearbox 51, but the additional parking brake 201 is mounted on the brackets 209 of the axle 204 ( Fig. 5 and Fig. 6), with which it is detachably or permanently connected. The drive of the hub 7 of the additional parking brake 201 is designed as in the first variant. The third variant is the placement of the additional parking brake 201 between the main gearbox 103 and the auxiliary gearbox 51 ( Fig. 7 and Fig. 8), wherein the additional parking brake 201 is mounted in the chassis cross member 202 of the central support tube 55, to which it is connected by a detachable or non-detachable connection. In the fourth variant, the additional parking brake 201 is analogously mounted on the frame console 210 ( Fig. 9 and Fig. 10) attached, which is connected to the vehicle frame 102. In the fifth variant, the additional parking brake is attached between the main (103) and the auxiliary gearbox (51) to the brackets 209 on the axle 204 ( Fig. 11 and Fig. 12). In variants 3-5, the drive of the additional parking brake 201 is permanent, and to activate the additional parking brake 201 it is necessary to engage neutral in the main gearbox 103 in order to stop the rotation of the cardan shaft 105.

[0016] The sixth variant is the mounting in front of the vehicle end, in which the additional parking brake 201 is attached to the chassis cross member 202 of the middle support tube 55 with drive via the additional auxiliary gearbox 106 ( Fig. 13 and Fig. 14). Furthermore, in the seventh variant, it is possible to mount the additional parking brake 201 via the brackets 209 on the axle 204 at the rear of the vehicle with drive via the additional auxiliary gearbox 106 ( Fig. 15 and Fig. 16). In the eighth variant, the additional parking brake 201 can be mounted at the rear of the vehicle via the frame brackets 210, which are firmly connected to the frame 102 of the vehicle, with drive via the additional auxiliary gearbox 106 ( Fig. 17 and Fig. 18). In variants 6 to 8, the additional parking brake is connected to the auxiliary gearbox 106 by means of a cardan shaft 105. In variant eight, the arrangement of the additional parking brake 201 can be achieved in two ways: either a) the brake 201 is mounted on the frame brackets 210 ( Fig. 17 and Fig. 18), i.e. the brake 201 points upwards from the frame brackets 210, or b) it is suspended from the frame brackets 210 ( Fig. 19 and Fig. 20), i.e. the additional parking brake 201 points downwards from the frame brackets 210, so-called “hanging”.

[0017] The additional parking brake 201 is always connected to the chassis via a detachable connection, for example a screw connection, or a non-detachable connection, for example a welded connection. Reference symbol list 1 brake cylinder with spring 2 brake discs 3 brake calipers 4 brake bars 5 detachable / non-detachable connections 6 screws for attaching the bracket to the beam 7 charging 8 screws for attaching the hub to the brake bar 9 bearing pair 10 wave 11 kidnappers 12 nuts 13 screws for attaching the brake disc to the shaft 15 Control valve 51 additional gearbox 52 Parking brake drum 53 brake shoes 54 upper shaft of the auxiliary gearbox 55 central support tube 101 electromagnetic brake 102 vehicle frames 103 Main gearbox 105 Cardan shaft 106 Additional auxiliary gearboxes 201 additional parking brake 202 Crossbar 204 Correction 209 Axle bracket 210 Frame bracket 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] DE 3015028

[0002] US 11428302

[0002]

Claims

[1] Arrangement of an additional parking brake (201) in a vehicle with a backbone chassis concept, comprising a drive train with a main gearbox (103) and an auxiliary gearbox (51), wherein the additional parking brake (201) is assigned to at least one axle, characterized by , that the additional parking brake (201) is connected to the auxiliary gearbox (51) via a cardan shaft (105). [2] Arrangement according to claim 1, characterized by , that the additional parking brake (201) with its brake cylinder is aligned in the direction of travel in front of or behind the brake disc. [3] Arrangement according to claim 1 or 2, characterized by that the additional parking brake (201) is arranged behind the auxiliary gearbox (51) and attached to the chassis crossmember (202) of the central support tube (55), to which it is connected by a detachable or non-detachable connection. (see variant 1) [4] Arrangement according to claim 1 or 2, characterized bythat the additional parking brake (201) is arranged behind the auxiliary gearbox (51) and mounted on the brackets (209) of the axle (204), to which it is connected by a detachable or non-detachable connection. (see variant 2) [5] Arrangement according to claim 1 or 2, characterized by , that the additional parking brake (201) is arranged between the main gearbox (103) and the auxiliary gearbox (51), wherein the additional parking brake (201) is attached to the chassis cross member (202) of the central support tube (55) and is connected to it by a detachable or non-detachable connection. (3rd variant) [6] Arrangement according to claim 1 or 2, characterized bythat the additional parking brake (201) is arranged between the main gearbox (103) and the auxiliary gearbox (51), wherein the additional parking brake (201) is attached to the frame bracket (210) which is connected to the frame (102) of the vehicle by a detachable or non-detachable connection. (4th variant) [7] Arrangement according to claim 1 or 2, characterized by , that the additional parking brake (201) is attached between the main gearbox (103) and the auxiliary gearbox (51) to the brackets (209) on the axle (204). (5th variant) [8] Arrangement according to claim 1 or 2, characterized by , that the additional parking brake (201) is located at the front of the vehicle on the chassis crossmember (202) and is driven by an additional gearbox (106). (6th variant) [9] Arrangement according to claim 1 or 2, characterized byThe additional parking brake (201) is mounted on the axle (204) in front of the vehicle rear via brackets (209) and is driven by an additional auxiliary gearbox (106). (Variant 7) [10] Arrangement according to claim 1 or 2, characterized by , that the additional parking brake (201) is arranged on the frame brackets (210), which are rigidly connected to the frame (102) of the vehicle, at the rear of the vehicle with the drive via the auxiliary transmission (106). (8. a) Variant) [11] Arrangement according to claim 1 or 2, characterized by that the additional parking brake (201) is suspended at the rear of the vehicle on frame brackets (210) which are rigidly connected to the vehicle frame (102) and is driven via an additional auxiliary gearbox (106). (8. b) Variant)

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