Braking apparatus for vehicle with filtering assembly for filtering particulate produced by operation of braking apparatus

Abstract

To provide a braking apparatus that reduces particulate emissions from friction braking devices into the environment.SOLUTION: A braking apparatus comprises: a cooling duct extending between an air inlet and an outlet opening for discharging air entering through the air inlet, where friction members are arranged in the cooling duct; a filter duct extending between an inlet communicating with the outlet opening and an outlet to the external environment with a first branch and a second branch arranged in parallel; valve means which comprises an obstructer element and is controllable according to a first configuration, in which the obstructer element obstructs the first branch and clears the second branch, and a second configuration, in which the obstructer element obstructs the second branch and clears the first branch; a first filter arranged at the second branch and configured to filter particulates from the air passing through the second branch; and actuating means configured to drive the valve means into the first configuration from the second configuration in response to the braking of the vehicle.SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This patent application claims priority to Italian Patent Application No. 102023000017799, filed on August 30, 2023, the disclosure of which is incorporated herein by reference in its entirety.

[0002] The present invention relates to a braking system for vehicles, particularly in relation to automobiles, and more particularly to racing automobiles, although the braking system is generally applicable to any type of vehicle. [Background technology]

[0003] Normally, all motor vehicles include a braking system that can be controlled to brake the vehicle, and more specifically, its wheels.

[0004] In many cases, the braking system includes at least one friction braking device, i.e. a braking device that causes the vehicle to be braked by friction between at least two bodies to generate a frictional force opposing the rotation of at least one corresponding wheel about its axis.

[0005] One of the two bodies is typically fixed to the wheel, while the other can be selectively pressed against the body fixed to the wheel to generate a friction force that is proportional to the pressure between the two bodies.

[0006] The bodies are generally made from a material subject to wear, also called friction material, which tends to crumble during contact between the two bodies, thereby releasing particulates.

[0007] Furthermore, the braking system typically includes a number of cooling ducts to direct a flow of air from outside the vehicle to the braking device to cool it, and the ducts typically extend further beyond the braking device to expel the air that has come into contact with the braking device into the environment outside the vehicle.

[0008] Thus, during braking, the released particles are scattered into the external environment via the air released by the cooling ducts.

[0009] Particulates created by braking devices are considered to be harmful to human health and therefore their scattering into the environment is considered to be difficult to mitigate or even better to overcome.

[0010] The inconvenience affects all cars, but particularly in Formula 1, where the sporting regulations currently require that all air directed to the braking device be discharged into the environment parallel to and opposite the forward direction of the car, thus forcing the flow towards the driver.

[0011] In this manner, the driver is at high risk of inhaling a significant portion of the particulates emitted by the braking device. Summary of the Invention [Problem to be solved by the invention]

[0012] Therefore, there is a need to reduce the aforementioned disadvantages, i.e., to reduce the emission of particulates into the environment from friction braking devices.

[0013] It is an object of the present invention to meet the above needs, preferably in a simple and reliable manner. [Means for solving the problem]

[0014] This object is achieved by a braking device for a vehicle according to claim 1.

[0015] The dependent claims present particular embodiments of the invention.

[0016] In order that the invention may be better understood, one embodiment thereof will now be described, by way of non-limiting example, with reference to the accompanying drawings, in which: [Brief description of the drawings]

[0017] [Figure 1] 1 is a perspective view of a vehicle equipped with a braking device according to the present invention; [Diagram 2] FIG. 2 is an enlarged view of an area of ​​the vehicle including a braking system. [Diagram 3] FIG. 2 is a cutaway view of a vehicle wheel assembly, on an enlarged scale and with parts removed for clarity. [Figure 4] 4A and 4B are horizontal cross-sectional views of a filter duct of the braking device in corresponding alternative operating configurations. [Diagram 5] 4A and 4B are horizontal cross-sectional views of a filter duct of the braking device in corresponding alternative operating configurations. [Figure 6] FIG. 2 is a perspective view of a particulate filter of a braking system on an enlarged scale. [Figure 7] FIG. 2 is a perspective view of a particulate filter of a braking system on an enlarged scale. [Figure 8] FIG. 2 is a partial vertical cross-sectional view of a valve device applied to a filter duct. [Figure 9] FIG. 13 is a plan view of a variant of the filter duct; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0018] In FIG. 1, the reference numeral 1 is used to indicate a vehicle in general, in particular a car, and more particularly a racing car.

[0019] By way of a specific, non-limiting example, vehicle 1 is a single-seater Formula 1 car, but the following is applicable to any motor vehicle.

[0020] The vehicle 1 has a forward direction and a frame F which in fact coincides with the roll axis X of the vehicle 1 .

[0021] Specifically, the vehicle 1 has four wheels 2, each of which can rotate about its own axis, or axle A, which is generally lateral to the forward direction.

[0022] The vehicle 1 also includes, for each of the wheels 2, a hub carrier, which is suitable to support each wheel 2 rotatably about its axis A.

[0023] The frame F is suspended by means of a well-known suspension S, which will not be described in detail, relative to wheels 2 intended to grip the ground.

[0024] It should be noted that the wheels 2 and each hub carrier are part of the unsuspended mass of the vehicle 1 .

[0025] The vehicle 1 further comprises a braking device 4 for braking the vehicle 1. The braking device 4 is associated with or coupled to one of the wheels 2, in particular the front wheel, although it is preferred that each of the wheels 2 is associated with or coupled to the same braking device as the braking device 4.

[0026] The braking device 4 and the associated wheel 2 are therefore part of the wheel assembly of the vehicle 1 .

[0027] The braking arrangement 4 comprises at least one pair of friction members 6, 7, in particular a braking device 5 which is in particular a disc-type braking arrangement having at least one disc 6 and at least one pad 7. More precisely, each braking device 5 comprises two pads 7.

[0028] The following description always refers to a disc 6 and associated pad 7, but these components can always be replaced with common friction members such as a drum and shoe without any loss of generality.

[0029] The disc 6 is fixed to the wheel 2 , i.e. it rotates together with the wheel 2 about the axis A.

[0030] On the other hand, the pads 7 are free relative to the rotation of the wheels 2 and therefore do not rotate together with the wheels 2, but instead they are carried on a hub carrier which in turn may be coupled to the frame F via a suspension S.

[0031] As is known, in the case of a disc braking device, such as particular device 5, the pads 7 are carried by a brake caliper, which in turn may be carried by a hub carrier.

[0032] The brake calipers are not shown as they are components known per se and therefore their operation and layout with respect to the vehicle 1 will not be described in further detail.

[0033] The braking device 5 can be selectively actuated to brake the vehicle 1 by pressing the discs 6 and the pads 7 against one another. In other words, the brake calipers are actuated to press the pads 7 against the discs 6.

[0034] In this way, pressure is generated between the disc 6 and the pad 7. The pressure is the cause of friction forces acting on both the disc 6 and the pad 7, and in particular on the disc 6, to brake the rotation of the wheel 2 and, in turn, the vehicle 1.

[0035] Braking therefore corresponds to the pressure generated between the disc 6 and the pad 7, i.e. to the associated friction force generated, which increases with pressure; in particular, the friction force is proportional to the pressure.

[0036] The braking arrangement 4 further comprises cooling ducts 8 for cooling the braking device 5, in particular the discs 6 and the pads 7, e.g. during and / or after braking.

[0037] The cooling duct 8 is defined by walls 10, 11, of which in particular wall 10 is part of the unsuspended mass and of which in particular wall 11 is fixed to the wheel 2 so that they rotate together with the wheel 2. The wheel 2 is free to rotate about its axis A relative to the wall 10.

[0038] The cooling duct 8 extends between an air inlet 12 for drawing in outside air and an outlet opening 13 for expelling the air admitted through the air inlet 12 .

[0039] At least the disk 6 , and more preferably the pad 7 , is arranged in the cooling duct 8 so as to be impinged by the air stream passing through the cooling duct 8 from the air inlet 12 to the outlet opening 13 .

[0040] More specifically, the disk 6 , and more preferably the pad 7 , is located in a portion of a cooling duct 8 defined by a wall 11 .

[0041] For example, the wall 11 can be considered as part of the wheel 2. More particularly, the wall 11 comprises the rim of the wheel 2.

[0042] In particular, the wall 10 extends in the shape of a ring around the axis A and thus comprises an annular wall 14 arranged transversely, or more precisely, perpendicular to the axis A. In other words, the annular wall 14 is also part of the unsuspended mass of the vehicle 1 and is fixed to the hub carrier.

[0043] Due to its shape, the annular wall 14 is commonly referred to as a "donut" in automotive parlance.

[0044] From the outside towards the inside of the vehicle 1 in the direction of the axis A, the annular wall 14 covers the disc 6 and preferably also the pad 7 so that the latter components are not particularly visible from outside the vehicle 1 .

[0045] The annular wall 14 is configured to prevent air passing through the cooling duct 8 from exiting laterally along the axis A away from the wheels 2 towards the outside of the vehicle 1 .

[0046] The annular wall 14 at least partially defines an annular channel 15 inside the wheel 2 and forms part of the cooling duct 8. The channel 15 extends in the shape of a ring around the axis A.

[0047] In particular, the disc 6 , and more preferably the pad 7 , is configured within an annular channel 15 .

[0048] In the particular example shown, although this is generally not essential, the air inlet 12 is front-facing, i.e. it is oriented towards the front of the vehicle 1 and according to the forward direction of the vehicle 1.

[0049] Furthermore, in the particular example shown separately, the outlet opening 13 faces towards the rear of the vehicle 1, depending on the forward direction, although this is generally not essential.

[0050] In practice, the air flow entering the cooling duct 8 through the air inlet 12 is directed along a direction parallel to the forward direction, but opposite to it.

[0051] The same applies, albeit independently, to the air flow leaving the cooling duct 8 through the outlet opening 13 .

[0052] Referring again to the particular example shown, although this is generally not essential, the cooling duct 8 communicates with its exterior substantially only through the air inlet 12 and outlet openings 13 .

[0053] The term substantially refers herein generally to the fact that the cooling duct 8 extends along a path well defined by a continuous curve having two ends at the air inlet 12 and outlet openings 13 respectively, and that in use the air flow substantially follows the path, not necessarily excluding negligible leakage from the gap between the walls 10, 11.

[0054] This means that, unless there is a backflow through the same air inlet 12 (which should in any case be impossible, especially above the speed threshold of the vehicle 1), or unless there is some negligible leakage, substantially all the air entering through the air inlet 12 leaves the cooling duct 8 through the outlet opening 13.

[0055] In any case, the cooling duct 8 is an element known per se in the art and therefore a very detailed description thereof is not considered necessary.

[0056] The outlet opening 13 and / or the air inlet 12 are preferably defined by the wall 10 .

[0057] The device 4 further comprises a filter duct 20 which is preferably arranged outside the wheel 2, for example behind the wheel 2 according to the forward direction of the vehicle 1.

[0058] The filter duct 20 is fixed relative to the cooling duct 8 with which it communicates.

[0059] The filter duct 20 extends between an inlet communicating with the outlet opening 13 and an outlet 21 towards the outside environment, ie in particular directly communicating with the outside environment.

[0060] More specifically, the inlet of the filter duct 20 fits, i.e. coincides, with the outlet opening 13. Thus, all the air leaving the cooling duct 8 is transferred or routed to the filter duct 20.

[0061] In other words, the filter duct 20 is connected in a substantially fluid-tight manner to the cooling duct 8 via the outlet opening 13 .

[0062] The filter duct 20 has two branches 22, 23 arranged in parallel to form at least a first node 24 and preferably a second node 25 different from the first node 24. In particular, the nodes 24 and 25 are respectively close to and far from the inlet, i.e. the outlet opening 13, of the filter duct 20.

[0063] According to an example not shown, the second node 25 could also be missing, so that the filter duct 20 would have a further outlet to branch 23 in addition to the outlet 21 which would remain in branch 22.

[0064] In practice, the filter duct 20 preferably separates at node 24 and rejoins at node 25 .

[0065] Node 25 is therefore arranged downstream of node 24 according to the direction that the air flow will have along filter duct 20 during use of vehicle 1. Outlet 21 will therefore be located downstream of node 25.

[0066] Generally, in the remainder of the description, terms such as "upstream" and "downstream" will refer to the direction of air flow along the filter duct 20 when the vehicle 1 is in use.

[0067] Obviously, the filter duct 20 is delimited by an outer casing 26 and likewise the branches 22, 23 are separated by at least one partition wall D fixed to the outer casing 26. In particular, the outer casing 26 is in turn carried by the wall 10 in a fixed position relative to the wall 10.

[0068] The apparatus 4 also includes a valve device 27 , carried notably by the outer casing 26 .

[0069] The valve device 27 comprises an obstruction element 28, for example a wall or septum, or a set of walls or septums, adapted to at least partially or completely obstruct or impede or close the branches 22,23.

[0070] Partially obstructing, blocking or closing a branch 22 or a branch 23 means moving the obstruction element 28 to a position or point on the branch 22 or a branch 23, thereby reducing the flow rate of air through the same position on the branch 22 or a branch 23, compared to the flow rate that would occur if the obstruction element 28 did not occupy that position on the branch 22 or a branch 23. Completely obstructing, blocking or closing a branch 22 or a branch 23 means moving the obstruction element 28 to a position or point on the branch 22 or a branch 23, thereby preventing the flow rate of air through the same position on the branch 22 or a branch 23.

[0071] The valve device 27 can be controlled or configured to be controlled according to at least one first configuration, or filtering configuration (FIG. 5), in which the obstruction element 28 at least partially or completely obstructs the branch 22 and in particular completely opens or opens the branch 23.

[0072] Opening or opening the branch 22 or branch 23 means moving the obstruction element 28 to increase the air flow rate through the branch 22 or branch 23. Fully opening or opening the branch 22 or branch 23 means that the obstruction element 28 does not occupy the branch 22 or branch 23 or is spaced away from the branch 22 or branch 23.

[0073] Furthermore, the valve device 27 can be controlled or configured to be controlled according to at least one second configuration, i.e. a basic configuration (Figure 4), in which the obstruction element 28 at least partially or completely obstructs the branch 23 and opens or opens the branch 22, in particular completely.

[0074] In particular, the valve device 27 operates at the node 24 such that the obstruction element 28 is disposed at the node 24 such that it is movable between at least two positions, a filtering configuration and a basic configuration, respectively.

[0075] More specifically, the occlusion element 28 pivots about an axis K at the node 24 and can therefore rotate between two positions corresponding to a filtering configuration and a basic configuration (FIGS. 5 and 4), respectively. In the non-limiting embodiment shown, the axis K is vertical, i.e., oriented in the direction of gravity, although the axis K can obviously be oriented differently.

[0076] The valve device 27 normally operates in a basic configuration, in other words the valve device 27 in particular includes a restoring member, in particular an elastic restoring member, such as, for example, a spring 29, configured to exert a restoring force or reaction on the occlusion element 28 when the occlusion element 28 moves away from a position corresponding to the basic configuration, where the restoring force or reaction is directed to return the occlusion element 28 to a position corresponding to the basic configuration.

[0077] The spring 29 has ends that are coupled to the outer casing 26 and the occlusion element 28, respectively. Specifically, the spring 29 is disposed about an axis K. In particular, the spring 29 is a torsion spring, and thus, it is configured to apply a return reaction as a torque about the axis K.

[0078] The device 4 further comprises a filter 30 arranged in the branch 23 and configured to filter particulates from the air passing through the branch 23. For example, the filter 30 is fixed relative to the branch 23, in particular the filter 30 is fixed to an outer casing 26 within the branch 23.

[0079] Specifically, the particulates are generated by the pressure between the discs 6 and pads 7 when braking the vehicle 1. The particulates may include particulates made of carbon, and may include silicon, iron, titanium, magnesium, barium, bromine, potassium, and sodium particulates.

[0080] More precisely, the filter 30 is configured to trap particulates while allowing air to pass or be exhausted.

[0081] More specifically, filter 30 comprises a filter fabric capable of retaining particulates while allowing air to pass therethrough.

[0082] For example, the fabric of filter 30 may form at least one grid, e.g., extending across a rectangular section plane, and in particular comprising elements oriented along the height (i.e., long side), or along the width (i.e., short side), or both, or alternatively or additionally, diagonally oriented elements.

[0083] Advantageously, the grid extends in a plane that is inclined from the vertical plane; in this way, trapped particulates can more easily fall off the filter 30 due to gravity.

[0084] For example, the fabric of the filter 30 may be a pleated fabric.

[0085] Preferably, filter 30 is configured to filter particulates having a size greater than at least 70 microns, more preferably greater than at least 35 microns, and even more preferably greater than at least 3-4 microns.

[0086] Advantageously, the device 4 also includes a reservoir 31 for collecting particulates filtered by the filter 30 .

[0087] The reservoir 31 has an access port 32 at the branch 23, between the node 24 or valve device 27 and the filter 30. The access port 32 receives particulates into the reservoir 31, in other words, particulates are deposited in the reservoir 31 via the access port 32.

[0088] More specifically, access port 32 is positioned to receive particulates that fall from filter 30 due to or in the direction of gravity.

[0089] Specifically, the access port 32 is immediately upstream of the filter 30 .

[0090] In addition, the access port 32 is preferably located below the filter 30, particularly immediately below it.

[0091] In other words, on the upstream side of the filter 30, the filter 30 itself faces the access port 32. The obstruction element 28 preferably comprises a through slot 33. Thanks to the slot 33, the branches 22, 23 therefore always communicate at the node 24, at least via the slot 33. In particular, when the valve device 27 is in the basic configuration (Figure 4), a direction H can be defined through the slot 33.

[0092] Preferably, the filter duct 20 comprises a portion 20a comprising a convergent or convergent-divergent section running in a direction directed from the outlet opening 13 to the outlet 21, in particular transverse to the direction H. The portion 20a is arranged in a slot 33 along the branch 22 when the valve device 27 is arranged in the basic configuration (FIG. 4). In particular, the portion 20a is defined by the branch 22 and the occlusion 28 when the valve device 27 is arranged in the basic configuration.

[0093] In particular, in portion 20a, proceeding along branch 22 in a direction directed from outlet opening 13 towards outlet 21, casing 26 comprises section 26a facing and / or defining the lumen of branch 22 and extending at a gradually decreasing distance from partition wall D along direction H.

[0094] In the embodiment shown, portion 20a is convergent-divergent, and thus casing 26 further includes section 26b, which also faces and / or defines the lumen of branch 22 and extends at increasing distances from partition wall D along direction H.

[0095] The casing 26 further comprises a section 26c interposed between sections 26a and 26b perpendicular to direction H, facing the lumen of the branch 22, and disposed at a minimum distance along direction H from the partition wall D. Specifically, section 26c is at least partially aligned with slot 33 perpendicular to direction H when the valve device 27 is disposed in the basic configuration.

[0096] Similarly, when the valve device 27 is arranged in the basic configuration, when advanced along the branch 22 in a direction from the outlet opening 13 towards the outlet 21, the obstruction 28 a section 28a facing the lumen of the branch 22 and extending at increasing distances from the partition wall D along the direction H; a section 28b which also faces the lumen of the branch 22 and which extends at a decreasing distance from the partition wall D along the direction H.

[0097] The occlusion 28 further comprises a section 28c, facing the lumen of the branch 22, interposed between sections 28a and 28b perpendicular to direction H and positioned at a maximum distance along direction H from the partition wall D. Specifically, the slot 33 is positioned in section 28c.

[0098] Furthermore, considering a direction perpendicular to direction H, section 26a is at least partially aligned with section 28a, and section 26b is at least partially aligned with section 28b.

[0099] In other words, sections 26a and 28a contribute to forming a convergent region of portion 20a, section 26b contributes to forming a divergent region of portion 20a, and finally, sections 26c and 28c define the minimum passing area of ​​portion 20a through which slot 33 is configured.

[0100] Portion 20 a is adapted to reduce the flow of air passing through branch 22 at slot 33 .

[0101] The branches 22 , 23 in particular always communicate with each other at a node 25 .

[0102] Thus, with the valve device 27 in its basic configuration, the communication between the branches 22, 23 at node 25 can result in a reverse flow of air from node 25 towards node 24, in particular thanks to portion 20a. More specifically, the reverse flow of air occurs due to the depression established in portion 20a where slot 33 is present.

[0103] Backflow is advantageous for the filter 30 since it is preferable for it to be cleaned, i.e., for trapped particulates to fall, particularly towards the access port 32 or reservoir 31 .

[0104] Advantageously, the device 4 comprises a filter 35 in the slot 33 to prevent recirculation of fine particles from branch 23 to branch 22 through the slot 33 due to backflow.

[0105] Filter 35, like filter 30, is configured to filter particulates from the air, but filter 35 can be simpler and smaller than filter 30. Additionally, filter 35 can have less filtering capacity than filter 30.

[0106] The filter 35 is configured to filter the air passing through the slot 33 .

[0107] The filter 35 is preferably attached to the occlusion element 28 .

[0108] Furthermore, when the valve device 27 is in the basic configuration, the filter 35 is arranged on the side of the branch 23. More generally, the filter 35 is arranged downstream of the node 24.

[0109] In the embodiment shown, the device 4 preferably, but not necessarily, comprises an additional filter 38 arranged to filter the air passing through the outlet 21. The filter 38 is arranged in the outlet 21.

[0110] Filter 38 may be structurally similar to filter 35 , ie, it may have characteristics similar to those described above with respect to filter 35 .

[0111] The apparatus 4 further comprises an actuation assembly 40 configured to operate the valve device 27 from the basic configuration to the filtering configuration in response to braking of the vehicle 1, i.e. in response to the pressure between the disc 6 and the pad 7.

[0112] In particular, the actuation assembly 40 may include an actuator 41, such as, for example, an electrical actuator, that can be controlled to move or actuate the valve device 27, and more precisely, the obstruction element 28, from a basic configuration to a filtering configuration.

[0113] In fact, the actuator 41 rotates the obstruction element 28 about the axis K towards the filtering configuration of the valve device 27 , in particular against the action of the spring 29 .

[0114] In the drawings, the actuator 41 is preferably arranged in a position aligned with the occlusion element 28 along the axis K and is directly coupled to the occlusion element 28 for rotating it. However, the actuator 41 could also be remote from the occlusion element 28, or more generally from the valve device 27, and indeed the power to operate the valve device 27 could be transmitted by the actuator 41 by any transmission device, possibly of a well-known type (e.g. including one or more of gears, clutches, couplings, belts, cables, chains and similar well-known transmission elements).

[0115] Without loss of generality, the actuator 41 may be a hydraulic or pneumatic actuator instead of an electrical actuator.

[0116] Preferably, the device 4 further comprises a transducer 42 configured to detect a quantity indicative of the occurrence of braking and to generate a related signal.

[0117] For example, the transducer 42 detects a quantity indicative of the pressure between the disk 6 and the pad 7 .

[0118] In this case, the signal generated by the transducer 42 indicates the occurrence of braking if the quantity detected by the transducer 42, e.g. the pressure, exceeds a defined threshold, e.g. greater than 3 bar. In effect, the signal carries information as to whether the pressure has exceeded the pressure threshold.

[0119] The apparatus 4 also includes a control unit 43 configured to receive the signal generated by the transducer 42 and to control the actuator 41 to move or actuate the valve device 27 into the filtering configuration when the signal indicates that braking has occurred, i.e. when the pressure exceeds a pressure threshold.

[0120] The pressure threshold value is, for example, stored in the control unit 43 .

[0121] Actuating the valve device 27 into the filtering configuration specifically means moving the obstruction element 28 from a position corresponding to the basic position to a position corresponding to the filtering configuration, as already explained above.

[0122] Preferably, the apparatus 4 further comprises a measuring or estimating device (not shown) for determining a quantity representative of the forward movement of the vehicle 1 (e.g. by direct detection or by estimation from other detected quantities, or determined by the control unit 43), such as a quantity indicative of the speed, or acceleration, of the vehicle 1.

[0123] The control unit 43 is coupled to the measurement or estimation device in order to obtain information regarding the determined quantities.

[0124] In particular, the control unit 43 has further conditions, in addition to the occurrence of the pressure threshold condition discussed above, the occurrence of which preferably requires controlling the actuator 41 to actuate the valve device 27 into the filtering configuration.

[0125] A further condition is that an amount determined by a measurement or estimation device indicates that the forward movement of the vehicle exceeded a minimum movement threshold at the time braking occurred, i.e., the point at which pressure exceeded the pressure threshold.

[0126] For example, the further condition occurs when the speed or acceleration of the vehicle 1 exceeds a corresponding minimum threshold value.

[0127] The control unit 43, when coupled to a measuring or estimating device, ie when it has information about a quantity determined by the measuring or estimating device, determines whether a further condition has occurred.

[0128] In this manner, when braking, the control unit 43 transitions the valve device 27 into the filtering configuration only if the vehicle 1 is actually moving - in fact, if the vehicle 1 is stationary, braking will not generate particulates that would necessitate the filtering configuration.

[0129] According to the variant according to FIG. 9, the actuator 41 is replaced in its function by a mass 45 which is oscillated by an elastic device 46, in particular a spring.

[0130] A mass 45 is part of the apparatus 4 and is connected by an elastic device 46 to a support 47 , fixed, for example, relative to the casing 26 or relative to another component of the vehicle 1 , such as, for example, the filter duct 20 .

[0131] The support 47 is part of the device 4 and is configured to guide the mass 45 along a direction W oriented along the forward direction of the vehicle 1, or more preferably parallel to the same forward direction, and has at least one component.

[0132] Referring again to the variant of Figure 9, the mass 45 is coupled to the valve device 27, or more precisely to the obstruction element 28, by a mechanism 48, e.g. an articulating mechanism, configured to move or actuate the valve device 27 from the basic configuration to the filtering configuration (i.e. to rotate the obstruction element 28 from a position corresponding to the basic configuration to a position corresponding to the filtering configuration) in response to a movement of the mass 45 caused by braking along the direction W relative to the support 47.

[0133] In fact, mass 45 moves relative to support 47 during braking of vehicle 1 due to inertial effects (in fact mass 45 is floating relative to support 47 by elastic device 46), i.e. due to inertial forces acting on mass 45 caused by braking.

[0134] The movement of the mass 45 actuates the valve device 27 by means of a mechanism 48 which is also part of the apparatus 4 , for example.

[0135] Obviously, mechanism 48 may be adapted to perform its functions described herein in many ways, and therefore the configuration of mechanism 48 will not be described in detail herein. For example, the operation of the particular mechanism 48 shown in FIG. 8 is apparent from the corresponding FIG.

[0136] When braking of the vehicle 1 is stopped, the elastic device 46 returns the mass 45 to its initial position. Thus, the valve device 27 is also returned to the basic configuration, for example by means of the spring 29, but this function is in fact no longer necessary in this variant, since it can obviously be replaced by the elastic device 46 by means of the mechanism 48.

[0137] Advantageously, in particular for the variant in FIG. 9 or more generally, the device 4 comprises a sensor 50 (FIG. 8) configured to determine the position of the obstruction element 28. For example, the sensor 50 can communicate the position of the obstruction element 28 to the control unit 43.

[0138] In particular, the sensor 50 may be a magnetic sensor, more particularly a Hall effect sensor.

[0139] During operation of the vehicle 1, braking of the vehicle 1, ie pressure between the disc 6 and the pad 7, activates the actuation assembly 40, bringing the valve device 27 into the filtering configuration.

[0140] Meanwhile, the vehicle 1 is still moving forward and an aerodynamic air flow is generated in a direction opposite to the forward direction of the vehicle 1. Thus, at least a part of the air flow enters the cooling duct 8 via the air inlet 12.

[0141] The same part of the air flow, after striking and cooling the braking devices 5 , which are in particular the discs 6 and the pads 7 , reaches the filter duct 20 via the outlet opening 13 .

[0142] In the filtering configuration, the obstruction element 28 at least partially obstructs the branch 22 and thus causes a portion of the air flow coming from the cooling duct 8 to move along the branch 23 .

[0143] The air flow moving along the branch 23 is therefore now laden with particles generated by friction between the disc 6 and the pad 7 .

[0144] At branch 23 , the airflow reaches filter 30 , which retains particulates and allows the air to flow towards outlet 21 via node 25 .

[0145] When braking ceases, the actuation assembly 40 is configured to return the valve device 27 to the basic configuration. This is done by a return member, in particular defined by the spring 29.

[0146] Here, the airflow coming from the cooling duct 8 is free of particulates, or at least contains a very small amount of them compared to when braking the vehicle 1 .

[0147] Here, the obstruction element 28 at least partially obstructs the branch 23 and thus makes the part of the air flow coming from the cooling duct 8 pass through the branch 22. The part of the air flow therefore essentially bypasses the branch 23 to reach the outlet 21.

[0148] At this stage, the normal vibrations from the operation of the vehicle 1 help any particulates retained by the filter 30 to break away from the filter 30 and preferably fall into the reservoir 31 .

[0149] Due to the presence of the slots 33, the air flow will in any case try to pass through the branch 22, but a backflow can occur in any case along the branch 23 from the node 25 towards the node 24, where the branches 22, 23 communicate with each other. The backflow is more favorable for the separation of the particles from the filter 30 and their falling into the reservoir 31.

[0150] The advantages of the device 4 and the vehicle 1 according to the invention are evident from the above.

[0151] The filter duct 20 prevents particles from the braking device 5 from spreading into the environment.

[0152] In particular, the particulates are retained in the filter duct 20 while the vehicle 1 is moving without braking. Indeed, when the vehicle 1 is not braked, the air flow through the cooling duct 8 bypasses the branch 23, in which case the filter 30 retains the particulates collected during braking of the vehicle 1.

[0153] In this case, the particulates fall into the reservoir 31 and are thus trapped.

[0154] Finally, it is obvious that modifications and variations can be made to the device 4 and to the vehicle 1 according to the invention without departing from the scope of protection defined by the claims.

[0155] In particular, the numbers and shapes of the components described and illustrated herein may be varied.

[0156] Moreover, the various examples described herein can be combined with one another to determine further embodiments within the aforementioned scope of protection.

[0157] In particular, the braking device 5 may be at a position other than that shown with respect to the wheels 2. For example, the braking device 5 may be arranged in the center of the vehicle 1. [Explanation of symbols]

[0158] 1. Vehicles 2 wheels 4 Braking device 5 Braking Device 6 Disc 7 Pad 8 Cooling Duct 10 Compartment walls, walls 11. Wall 12 Air inlet 13 Outlet opening 14 Circular Wall 15 Circular Channel 20 Filter Duct 20a part 21 Exit 22 Branch 23 Branch 24 First Node 25 Second Node 26 Outer casing 26 Section Sections 26a-c 27 Valve Device 28 Occlusion element, occlusion part Section 28a,b 29 Spring 30 Filters 31 Reservoir 32 Access Port 33 Through Slot 35 Filters 38 Filters 40 Actuation Assembly 41 Actuator 42 Converter 43 Control Unit 45 Mass 46 Elastic Devices 47 Support 48 Mechanism A-axle D Partition wall F Frame H direction K axis S. Suspension X Roll Axis

Claims

1. A braking device (4) for a vehicle (1), comprising: a braking device (5) having at least a pair of friction members (6, 7) selectively operable to cause braking of said vehicle (1) by pressing said friction members (6, 7) together such that pressure between said friction members (6, 7) acts on said friction members (6, 7) to create a friction force which increases with said pressure; a cooling duct (8) extending between an air inlet (12) for taking in outside air and an outlet opening (13) for discharging the air that has entered through the air inlet (12), wherein at least one of the friction members (6, 7) is disposed in the cooling duct (8) so as to be impinged by the air flow passing through the cooling duct (8); a filter duct (20) extending between an inlet communicating with said outlet opening (13) and an outlet (21) to the external environment, said filter duct (20) having a first branch (22) and a second branch (23) arranged in parallel; a valve means (27) comprising an obstruction element (28), said obstruction element (28) being controllable at least according to a first configuration in which said obstruction element (28) at least partially obstructs said first branch (22) and opens said second branch (23) and a second configuration in which said obstruction element (28) at least partially obstructs said second branch (23) and opens said first branch (22); a first filter (30) arranged in the second branch (23) and configured to filter particulates from air passing through the second branch (23); and actuation means (40) configured to drive said valve means (27) from said second configuration to said first configuration in response to braking of said vehicle (1).

2. 2. The braking device (4) according to claim 1, wherein the outlet opening (13) coincides with the inlet of the filter duct (20), so that all the air leaving the cooling duct (8) travels to the filter duct (20).

3. 2. The braking device (4) according to claim 1, wherein the cooling duct (8) communicates with the outside only via the air inlet (12) and the outlet opening (13).

4. a reservoir (31) for collecting the particulate matter filtered by the first filter (30); 2. The braking device (4) according to claim 1, wherein the reservoir (31) has an access port (32) between the valve means (27) and the first filter (30) for receiving the particulates in the second branch (23).

5. The braking device (4) according to claim 4, wherein the access port (32) of the reservoir (31) is positioned in particular immediately upstream of the first filter (30) in a position to receive fine particles falling from the first filter (30) due to gravity.

6. The occlusion element (28) comprises a slot (33), 2. The braking device (4) of claim 1, wherein the first branch (22) and the second branch (23) communicate via the slot (33) along a through direction (H) through the slot (33) when the valve means (27) is in the second configuration.

7. the filter duct (20) comprises, in a direction pointing from the outlet opening (13) towards the outlet (21), a portion (20a) having a convergent or convergent-divergent section running transversely to the direction (H), 7. A braking device (4) according to claim 6, wherein said portion (20a) is disposed in said slot (33) along said first branch (22) when said valve means (27) is in said second configuration.

8. a second filter (35) for filtering particulates from the air; 7. The braking device (4) according to claim 6, wherein said second filter (35) is attached to said obstruction element (28) in said slot (33).

9. The actuation means (40) an actuator (41) controllable to move said valve means (27) from said second configuration to said first configuration; a transducer (42) configured to detect a quantity indicative of the occurrence of braking and to generate a related signal; a control unit (43) configured to receive the signal and, if the signal indicates the occurrence of braking, to control the actuator (41) to move the valve means (27) to the first configuration.

10. 10. The braking device (4) of claim 9, wherein the quantity is indicative of the pressure and the signal is indicative of braking occurring when the pressure is greater than a pressure threshold.

11. a measuring or estimating device configured to determine a quantity representative of a forward movement of the vehicle (1); 10. The braking system (4) of claim 9, wherein the control unit (43) is coupled to the measuring or estimating device and configured to control the actuator (41) to move the valve means (27) to the first configuration using a further condition that indicates that the quantity determined by the measuring or estimating device will cause the forward movement of the vehicle (1) to exceed a minimum movement threshold upon the occurrence of braking.

12. A wheel assembly for a vehicle (1), comprising: Wheels (2); A braking device (4) according to claim 1, One of the friction members (6, 7) is fixed to the wheel (2).

13. A vehicle (1) comprising a wheel assembly according to claim 12.

14. having a forward direction; 14. The vehicle (1) of claim 13, wherein the outlet opening (13) faces towards the rear of the vehicle (1) in the forward direction, such that the air flow exiting through the outlet opening (13) is directed along a direction that is parallel to and opposite to the forward direction.

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