DE102021112228A1 - Braking device for a vehicle and vehicle with the braking device - Google Patents

Abstract

A braking device 14 for a vehicle 1 with at least one wheel 3 is provided. Braking device 14 includes an adjustment device 27. Braking device 12 includes a first braking partner 40 and a second braking partner 41, which are subject to wear during a braking operation of braking device 14, so that first braking partner 40 and/or second braking partner 41 exhibit a degree of wear. The adjustment device 27 is provided for wear adjustment, with an axial stroke 55 and an axial return stroke 56 of the first braking partner 40 being automatically adapted to the degree of wear by means of the adjustment device 27 and/or being adaptable.

Description

The invention relates to a braking device for a vehicle with the features of the preamble of claim 1 and a vehicle with the braking device.

It is known to use drum brakes, disc brakes or shoe brakes in vehicles, e.g. These are mostly actuated by a closed hydraulic system to brake the vehicle.

For example, the reference describes DE 200 16 878 U1 a scooter with a braking device, which is designed as a hydraulically activatable disc brake. The braking device has a brake disk which is non-rotatably connected to a wheel and a brake caliper which is fixedly connected to the frame of the scooter, the brake caliper containing brake pads which act on the brake disk.

When braking, friction causes wear on the brake pads, so that manual wear adjustment is necessary with the closed hydraulic system.

It is the object of the present invention to provide a braking device for a vehicle with a cost-effective and functionally effective adjustment device for automatic wear adjustment, so that manual adjustment of the hydraulic system can be dispensed with. This object is achieved by a braking device for a vehicle having the features of claim 1 and by a vehicle having the braking device having the features of claim 10. Preferred or advantageous embodiments of the invention result from the dependent claims, the following description and the attached figures.

The subject matter of the invention is a braking device which is suitable and/or designed for a vehicle. The vehicle may include one braking device or multiple braking devices. For example, the vehicle is designed as a single-lane or multi-lane vehicle. The vehicle is preferably designed as an electrically driven vehicle. In particular, the vehicle is a small electric vehicle, meaning vehicles without a seat or self-balancing vehicles with or without a seat.

The vehicle is preferably designed as a small or very small vehicle or as an electric vehicle. The vehicle has at least one wheel. With only one wheel, the vehicle can be designed as an electric unicycle, e.g. as a so-called monowheel or solowheel. With two or more wheels, the vehicle is preferably a scooter, in particular an electric motorcycle, an electric scooter, an electric scooter, electric kick scooter, electric scooter, e.g. e-scooter, a Segway, hoverboard, kickboard, skateboard, longboard or the like. educated. Alternatively, the vehicle can be designed as a bicycle, in particular as an electric bicycle, e.g. as a pedelec or as an e-bike. Alternatively, the vehicle can be designed as a multi-track bicycle, in particular with three or more wheels. For example, the vehicle can be a transport or cargo bike, in particular a motorized or electrically driven transport or cargo bike, in particular a three-wheel or four-wheel pedelec or a rickshaw, in particular with or without a roof, or a cabin scooter.

The braking device includes a braking unit. The braking unit has a housing. The housing can be made, for example, by die-cast aluminum. Preferably, the housing is and/or can be arranged on the vehicle in a stationary and/or non-rotatable manner. The housing is preferably arranged coaxially to a wheel axle of the vehicle. In particular, the wheel axle pierces the housing. For this purpose, the housing has, for example, a through opening for receiving the wheel axle.

The braking unit has a hydraulic device for generating a hydraulic force. The hydraulic device preferably has an annular space and an annular piston, with the annular piston being arranged in the annular space. In particular, a hydraulic fluid for actuating the annular piston is arranged in the annular space. The annular space preferably forms a cylinder of the hydraulic device.

The braking unit has a first, preferably stationary, braking partner. The first braking partner is designed, for example, as a brake body device.

The braking device includes a second, preferably rotating, braking partner. The second braking partner is preferably arranged on the wheel side. For example, the second braking partner is a wheel rim. The second braking partner can alternatively be designed as a wheel-side brake lining. Preferably, the wheel-side brake lining can be and/or is connected to the at least one wheel in a torque-proof manner. The wheel-side brake lining can be arranged on the wheel rim, for example.

The braking unit has a main axis, the main axis being understood as a constructive and/or imaginary auxiliary axis. The main axis is defined by the housing, in particular by the through opening or the wheel axle. As an alternative to this, the main axis is defined by the hydraulic device, in particular by the annular piston and/or by the annular space. Alternatively or additionally, the main axis is defined by the first braking partner, in particular by the brake body device.

For example, the annulus is integrated into the housing. It is particularly preferred that the annular piston is in an operative connection with the first braking partner, in particular with the brake body device. For example, the annular piston is firmly or positively connected to the brake body device.

Provision is made for the hydraulic device to move the first braking partner relative to the housing along an axially directed stroke relative to the main axis, in particular in an axial direction. The first braking partner is pressed against the second braking partner during and/or as a result of the axial movement. Preferably, the first braking partner and the second braking partner contact and rub against each other due to the rotation of the wheel. A braking force is generated during and/or by the pressing and/or the rubbing. In particular, the braking force is transmitted from the first, in particular stationary, braking partner to the second, in particular rotating, braking partner.

The first braking partner can be reset along a return stroke path directed axially in the opposite direction, in particular in an opposite axial direction. For this purpose, the brake unit preferably includes at least one restoring device, which can be designed, for example, as at least one restoring spring. As soon as hydraulic pressure in the hydraulic device decreases, the first braking partner, in particular the brake body device, can be reset again along the axial return stroke path by a spring force of the return spring.

In a possible design implementation, the brake body device includes a facing device and a brake disk element with a brake disk, which optionally has a braking surface. The brake disk element can be manufactured, for example, by aluminum die casting. The covering device is preferably designed to cover and cool the brake disk element at least in sections. For cooling, the facing device has, for example, a large number of cooling ribs. Thus, braking heat can be dissipated when generating the braking force.

For example, the facing device is arranged on the brake disc element, it being directed in particular in the opposite axial direction, in particular being arranged on the visible side. The facing device is preferably connected to the brake disk element in a materially bonded manner, e.g. by gluing, or in a form-fitting and/or non-positive manner, e.g. by screwing or riveting. It is designed, for example, as a sheet metal part or plastic part, which can advantageously be produced inexpensively. Alternatively, the facing device can be formed from an aluminum alloy. In particular, the facing device carries the brake disk element with the brake disk. The braking surface of the brake disc is designed, for example, as a continuous circular ring that runs around the main axis. It can be continuous or largely continuous. Optionally, the braking surface can be perforated by ventilation holes, fastening holes or the like.

In a further possible design implementation, the brake unit includes a torque support for torque support of the brake unit. Optionally, the torque support is essentially plate-shaped, and it can optionally be arranged in the axial direction between the housing and the brake body device. The housing is preferably accommodated and held in the torque support at least in sections. For this purpose, the housing is e.g. positively and/or non-positively connected to the torque arm. In particular, the torque support derives torques about the main axis from the brake unit, in particular from the housing, into a frame or into a wheel fork of the vehicle.

For example, the at least one restoring device is arranged in the axial direction between the torque arm and the brake body device. The restoring device is preferably supported in the axial direction on the torque arm and in the axial opposite direction on the brake body device, in particular on the cover device.

In a possible embodiment of the invention, the brake unit comprises a force distribution plate for transmitting the braking force to the brake body device. The force distribution plate is preferably operatively connected to the hydraulic device. In particular, the force distribution plate is in an operative connection with the annular piston in order to transmit the braking force from this to the brake body device. This is what the power distribution is for Development plate positively and / or non-positively connected to the brake body device.

The brake body device, in particular the brake disk element with the brake disk, is preferably pressed as the first braking partner for generating and transmitting the braking force to the wheel rim and/or to the wheel-side brake lining as the second braking partner. In particular, the first braking partner and/or the second braking partner is/are subject to wear, so that the first braking partner and/or the second braking partner has/have a degree of wear, in particular after the braking device has been put into operation. The wear and / or degree of wear is z. B. formed and / or caused by friction-related removal of material on the first braking partner and / or on the second braking partner. For example, the brake disc, braking surface and/or wheel rim or wheel-side brake pad is/are subject to wear when pressed, so that the brake disc, braking surface and/or wheel rim or wheel-side brake pad has/have the degree of wear.

The brake unit includes an adjustment device that is designed to adjust for wear. As part of the wear adjustment, the axial stroke and the axial return stroke are automatically adjusted and/or adjustable by means of the adjusting device to the degree of wear of the first braking partner and/or the second braking partner.

By providing the adjustment device, an open hydraulic system can be used in the braking device. There is no need for manual readjustment, as is necessary with closed hydraulic systems. The adjustment device advantageously ensures that the first braking partner covers the axial stroke even with an increased degree of wear, with the axial stroke ensuring that the first braking partner is pressed sufficiently firmly against the second braking partner in order to generate and transmit the braking force . In particular, the adjustment device ensures that the brake body device covers the axial stroke path even when there is an increased degree of wear on the brake disc, the braking surface and/or the wheel rim or the wheel-side brake pad, so that the braking surface of the brake disc is sufficiently firm against the wheel rim and/or against the wheel-side brake pad is pressed to generate and transmit the braking force. Furthermore, the adjustment device can ensure that the return stroke path is selected to be only as large as necessary in order to remove the first braking partner from the second braking partner.

According to the invention, the adjustment device encompasses an outer peripheral side of the housing. The adjustment device preferably has a first section which encompasses the outer peripheral side of the housing. In particular, the annular space integrated into the housing is delimited by a housing outer wall surrounding the annular space, with the housing outer wall having the outer peripheral side. A housing inner wall delimiting the annular space surrounds and/or forms, for example, the passage opening for the wheel axle. The adjustment device preferably includes a second section which extends radially over an edge of the housing outer wall towards the annular space. It is particularly preferred that the adjusting device, in particular the second section, is fastened in a positive and/or non-positive manner to the annular piston arranged in the annular space. In particular, the adjusting device can be moved together with the annular piston in the axial direction and can be reset in the opposite axial direction.

In a preferred embodiment of the invention, the adjustment device includes a stop. The stop preferably forms an end stop for the annular piston, in particular when it is reset along the return stroke path. For example, the stop interacts with a counter-stop of the housing, which is arranged in particular on the outer peripheral side of the housing outer wall, in order to form the end stop. The end stop preferably limits the resetting of the annular piston in the opposite axial direction. In particular, when the brake unit is actuated, the annular piston covers the axial pre-stroke path, starting from the end stop.

A particularly preferred embodiment of the invention provides that a stop height of the end stop in the axial direction can be and/or is automatically adjusted to the degree of wear of the first braking partner and/or the second braking partner. In particular, the end stop has a low stop height when the degree of wear is low. Preferably, the stop height is increased as the degree of wear increases in the axial direction. This is advantageous because the axial stroke traveled by the annular piston always begins at the end stop. With an increased degree of wear, the annular piston would have to cover a further axial stroke in order to press the first braking partner against the second braking partner and generate the braking force. Due to the fact that the stop height is variable depending on the degree of wear and, in particular, is greater the greater the degree of wear, the axial stroke path to be covered by the annular piston is from the end stop always dimensioned in such a way that the braking force can be generated by the first braking partner pressing against the second braking partner.

In a possible constructive implementation, the adjusting device is arranged in sections in the axial direction between the annular piston and the force distribution plate. In particular, the second section of the adjusting device is clamped between the annular piston and the force distribution plate and is thus fastened to the annular piston in a positive and/or non-positive manner. The first section of the adjusting device preferably moves in the same direction as the outer wall of the housing in the axial direction when the adjusting device is moved in the axial direction together with the annular piston and the force distribution plate. In particular, the second section moves back in the same direction as the outer wall of the housing in the opposite axial direction when the adjusting device is reset together with the annular piston and the force distribution plate in the opposite axial direction.

A further possible design implementation of the invention provides that the housing includes a nose running around the outer peripheral side. The lug preferably runs around the outer wall of the housing on the outside, in particular on its outer peripheral side. The lug preferably forms the counter-stop for the stop of the adjustment device.

In a preferred structural realization of the invention, the adjustment device is designed as a ring. Optionally, the rim includes a ring portion and a plurality of snaps. For example, at least six, preferably at least 12, in particular at least 18 and/or at most 24 snap elements are provided. The snap elements have, for example, a square or rectangular outer contour. The snap-in elements preferably protrude from the ring part in the radial direction. In particular, the snap elements extend in the axial direction of the ring part, in particular they are axially aligned with the ring part. The snap elements preferably form the first section of the adjustment device and the ring part the second section of the adjustment device. In particular, the annular part is clamped between the annular piston and the force distribution plate. In particular, the snap elements are arranged in the same direction or essentially in the same direction as the outer wall of the housing.

In a further preferred constructive realization of the invention, each of the snap elements has an internal step. Optionally, the inside step is directed towards the outer peripheral side of the outer housing wall. The shoulder on the inside preferably forms the stop of the adjustment device. In particular, the step is designed as a counter-stop to rest against the lug running around the outer peripheral side of the outer wall of the housing. In particular, the shoulder on the inside and the circumferential lug together form the end stop for the annular piston.

It is possible within the scope of the invention for the snap-in elements to be connected elastically to the ring part, e.g. by means of a spring device. This has the advantage that the snap-in elements pass by the circumferential lug during assembly of the brake unit and preferably before initial operation of the braking device, in particular are arranged radially outside the lug, with the shoulder not resting on the lug. Upon activation of the braking device, one or more of the snaps will snap and position themselves so that the shoulder of the snapped snaps abuts the lug and both act together as the end stop for the annular piston. Furthermore, the elastic connection of the snap elements to the ring part can advantageously prevent a bending of the ring part during operation of the braking device and a possible disadvantageous tilting of the snap elements associated therewith.

It is particularly preferred within the scope of the invention that the shoulder of one or more snap elements is offset in the axial direction to the shoulder of another or several other snap elements. In particular, paragraphs are arranged at different levels. For example, at least six, preferably at least 12, in particular at least 18 and/or at most 24 different height levels are provided.

Preferably, the staggered arrangement of the shoulders on the snap-in elements advantageously ensures automatic wear adjustment. This takes place in particular in that the snap element or elements snap/snap into place with the inner shoulder of the next higher level when the annular piston travels the extended stroke path and return stroke path as the first braking partner and/or the second braking partner wears down. When the shoulder of the next higher step rests on the nose, both together form an end stop with a greater height in the axial direction for the annular piston, corresponding to the degree of wear, so that this can safely trigger the pressing of the first braking partner against the second braking partner when the axial stroke is covered. The axial return stroke is preferable due to the end stop formed at the greater height limited and defined in particular in such a way that the first braking partner is arranged far enough and/or no further away than required to end the generation and transmission of braking force.

A further object of the invention is a vehicle with the braking device according to the previous description and/or according to one of claims 1 to 9. According to the invention, the vehicle is designed as an electric scooter or as an electric scooter. In particular, the vehicle is to be assigned to European class L1 or one of its subtypes. It is particularly preferred that the vehicle has an electric motor, the electric motor being arranged in the at least one wheel, which forms the wheel and/or is designed as a hub motor.

• 1 eine dreidimensionale Darstellung eines Fahrzeugs mit einer Bremsvorrichtung, wobei die Bremsvorrichtung eine Bremseinheit umfasst;
• 2 eine schematische Schnittdarstellung der Bremsvorrichtung aus der 1 mit einer vergrößerten Darstellung einer Nachstellvorrichtung;
• 3 eine axiale Schnittansicht eines Gehäuses der Bremseinheit;
• 4 eine perspektivische Draufsicht auf eine Drehmomentstütze der Bremseinheit;
• 5 eine perspektivische Draufsicht auf eine Verblendungseinrichtung der Bremseinheit;
• 6 eine Draufsicht auf die Nachstellvorrichtung;
• 7 eine perspektivische Seitenansicht der Nachstellvorrichtung mit einer Detaildarstellung;
• 8 eine schematische Schnittdarstellung eines durch einen Anschlag der Nachstellvorrichtung und einen Gegenanschlag der Gehäuseaußenwand gebildeten Endanschlags für einen Ringkolben der Bremseinheit.

Further features, advantages and effects of the invention result from the following description of preferred exemplary embodiments of the invention. show:

• 1 a three-dimensional representation of a vehicle with a braking device, wherein the braking device comprises a braking unit;
• 2 a schematic sectional view of the braking device from FIG 1 with an enlarged view of an adjustment device;
• 3 an axial sectional view of a housing of the brake unit;
• 4 a perspective plan view of a torque arm of the brake unit;
• 5 a perspective plan view of a facing device of the brake unit;
• 6 a plan view of the adjustment device;
• 7 a perspective side view of the adjustment device with a detailed representation;
• 8th a schematic sectional view of an end stop formed by a stop of the adjustment device and a counter-stop of the housing outer wall for a ring piston of the brake unit.

Corresponding or identical parts are each provided with the same reference symbols in the figures.

1 shows a three-dimensional representation of a vehicle 1, the vehicle 1 being designed as an electric scooter, electric scooter or electric scooter, also known as a so-called e-scooter. The vehicle 1 has a wheel module 2 with a wheel 3 which forms a front wheel of the vehicle 1 . The wheel module 2 serves in particular to drive the vehicle 1 electrically. In addition, the vehicle 1 has a rear wheel 4 , in particular an unpowered one, which is rotatably mounted on a vehicle frame 5 of the vehicle 1 .

The vehicle 1 has a wheel fork 6 , the wheel module 2 being rotatably mounted in the wheel fork 6 . The wheel fork 6 is pivotably connected to the frame 5 via a link 7 so that the wheel module 2 can be pivoted via the link 7 to steer the vehicle 1 .

The wheel 3 of the wheel module 2 has a wheel rim 8 and a tire 9 , the tire 9 being arranged on the wheel rim 8 . For example, the wheel rim 8 is designed as a steel, aluminum or plastic rim. For example, the tire 9 is designed as a rubber tire filled with air.

The wheel module 3 has a wheel axle 10 which defines a main axis 54 with its longitudinal axis. The wheel 3 is arranged with its axis of rotation coaxial to the wheel axle 10 . The wheel axle 10 is fixed to the wheel fork 6, the wheel rim 8 having two bearing devices, e.g. B. roller bearing, is rotatably mounted on the wheel axle 10 .

To drive the wheel 3, the wheel module 2 has a drive device 11 integrated into the wheel rim 8, e.g. an electric motor. The drive device 11 has a stator which is connected in a rotationally fixed manner to the wheel axle 10 and which is arranged between the two bearing devices in the axial direction in relation to the main axis 54 . In addition, the drive device 12 has a rotor which is connected to the wheel rim 8 in a torque-proof manner. When the vehicle 1 is being driven, the wheel rim 8 is driven by the drive device 11 , the wheel 3 rotating about the main axis 54 .

The wheel module 2 has a braking device 12 which serves to transmit a braking torque to the wheel 3 . The braking device 12 is designed as a friction brake and is arranged on one side of the wheel rim 8 and/or is operatively connected to the wheel rim 8 .

The braking device 12 has a braking unit 14, with the braking unit 14 comprising a brake body device 23 with a brake disc element 34, with the brake disc element being able to comprise a braking surface. The braking device 12 has an annular wheel-side brake lining 26 ( 2 ) as a second braking partner 41.

The brake pad 26 and the brake disk element 26 are arranged coaxially to one another with respect to the main axis 54 . The brake pad 26 is mounted in a rotationally fixed manner with respect to the main axis 54 on an axial end face of the wheel rim 8 so that the brake pad 26 is carried along by the wheel rim 8 during driving operation and rotates about the main axis 54 . The brake disk element 34 can be moved in an axial direction 52 towards the brake pad 26 and in an opposite axial direction 53 away from the brake pad 26 . In the direction of rotation about the main axis 54, the brake disk element 34 is coupled to the wheel axle 10 or the wheel fork 6 in a torque-proof manner. The wheel-side brake pad 26 thus forms a rotating braking partner and the brake disk element 34 forms a stationary braking partner of the braking device 12.

When the braking device 12 is in an actuated state, the braking surface of the brake disk element 34 is pressed against the wheel-side brake lining 26, so that a frictional connection is formed. A braking force is generated by friction, by means of which the rotating wheel 3 is braked between the brake disk element 34 and the wheel-side brake lining 26 . During the pressing, the brake disc element 34, the braking surface and/or the wheel-side brake pad 26 is subject to wear. Thus, the brake disk element 34, the braking surface and/or the wheel-side brake lining 26 exhibit a degree of wear, at least after the wheel 3 has been braked for the first time.

the 2 shows a schematic longitudinal section through the brake unit 14 of the braking device 12 from FIG 1 . The brake unit 14 forms the fork-fixed part of the brake device 12. It comprises a housing 15 and a torque support 25, by means of which the brake unit 14 is supported on the wheel fork 6. The housing 15 and the torque support 25 are arranged coaxially to the main axis 54, the housing 15 being accommodated in the torque support 25 at least in sections. The housing 15 is fixed against rotation on the wheel fork 6 ( 1 ) arranged.

The brake unit 14 includes the brake body device 23 with the brake disk element 34 which can be displaced in the axial direction 52 and in the opposite direction 53 . The brake body device 23 also has a facing device 13 for facing the brake disk element 34 at least in regions on the visible side. The facing device 13 and the brake disk element 34 are connected to one another in a positive, non-positive or material connection to form the brake body device 23 .

The brake unit 14 has a hydraulic device 16, the hydraulic device 16 being arranged in the housing 15, in particular being integrated into it. The hydraulic device 16 has a connection 17 via which hydraulic pressure can be applied to it. The connection 17 is fluidically connected to an annular space 18 as a pressure space. The annular space 18 is formed in the housing 15 and forms a cylinder of the hydraulic device 16. It is arranged coaxially with the main axis 54. A hydraulic fluid and an annular piston 19 are arranged in the annular space 18 . The annular piston 19 is designed in two parts in the axial direction AR. The annular piston 19 can be moved hydraulically in the annular space 18 as a cylinder in the axial direction 52 and in the opposite axial direction 53 . In particular, the annular piston 19 executes an axial stroke movement and an axial return stroke movement.

The brake body device 23 can be displaced in the axial direction 52 or in the opposite axial direction 53 . For this purpose, it is moved relative to the housing 15 and to the torque support 25 ( 4 ) along an axially directed stroke path 55 related to the main axis 54 .

The brake unit 14 has a force distribution plate 24, which is designed as a pot with a collar for reasons of stability. The force distribution plate 24 rests on the annular piston 19 in a radial inner area, so that the force distribution plate 24 is carried along during the axial stroke movement of the annular piston 19 . The brake body device 23 is positively and/or non-positively connected to the force distribution plate 24 by means of fastening elements 22 , so that these are moved along the axial stroke path 55 during the axial stroke movement of the annular piston 19 .

The housing 15 is in the 3 shown in an axial sectional view. The housing 15 has a receiving section 20 for receiving the wheel axle 10 , the receiving section 20 forming a housing inner wall of the annular space 18 . Furthermore, the housing 15 has a housing outer wall 21, the housing outer wall 21 delimiting the annular space 18 radially outwards. The receiving section 20 and the outer wall 21 are integrated in the housing 15 in one piece and are made of die-cast aluminum.

The torque arm 25 is in the 4 shown in a top perspective view. It is essentially plate-shaped with an edge section 35 and a receiving area 36, the housing 15 being able to be accommodated at least in sections in the receiving area 36 and with a positive and/or non-positive fit with the rotary Torque support 25 are then connected. A central opening for the wheel axle 10 is made in the receiving area 36 . Several, for example three, support areas 32 protrude from the edge section 35 radially to the main axis 54 . The edge section 35 also has several, for example three, eccentrically arranged bores 31 with respect to the main axis 54 for the passage of the fastening elements 22 and cylindrical sleeves 28 ( 2 ) on.

In the 5 the facing device 13 is shown in a perspective plan view. The facing device 13 is designed as a one-piece sheet metal part and is essentially plate-shaped with a central area 29 and an edge area 30, the edge area 30 having a circular outer contour. In the central area 29 there is an opening for the wheel axle 10 and several further bores 39 for fastening the brake disc element 34, for example by means of rivets 37 ( 2 ) introduced to the facing device 13. A cutout is provided in the edge area 33 which enables access to the connection 17 of the hydraulic device 16 when the brake unit 14 is mounted in the wheel module 2 . The edge area 33 also has several, for example three, receptacles for the fastening elements 22 and for the sleeves 28 ( 2 ) on. In the central region 29 and in the edge region 30, the facing device 13 has a multiplicity of cooling ribs for cooling the brake disk element 34 and/or the brake lining when the braking force is generated.

How from the 2 can be seen, the sleeves 28 are seated on the fastening elements 22, by means of which the force distribution plate 24 is connected to the brake body device 23. In this position, the sleeves 28 assume a guiding and sliding function between the fastening elements 22 and the torque arm 25 . They allow the fastening elements 22 to slide through the bores 31 in the torque support 25 and guide the brake body device 23 when it moves in the axial direction 52 and in the opposite axial direction 53.

The brake unit 14 has according to the 2 a restoring device 33, which is designed as a compression spring. This is arranged between the brake body device 23 and the support areas 32 of the torque arm 25 and is supported on them. During the movement of the brake body device 23 along the axial stroke path 55, the compression spring is compressed. The brake body device 23 is reset again along the axial return stroke path 56 by the spring force of the compression spring when the hydraulic pressure exerted by the annular piston 19 decreases.

The brake unit 14 has an adjustment device 27 . The adjustment device 27 is designed to adjust for wear by automatically adjusting the axial stroke path 55 and/or the axial return stroke path 56 . With an increasing degree of wear of the brake disc element 34, the braking surface and/or the wheel-side brake lining 26, the stroke distance 55 required to generate the braking force and thus also the return stroke distance 56 increases in a corresponding manner.

The adjustment device 27 is in the 6 in an axial plan view and in the 7 shown in a perspective side view. The adjustment device 27 is designed as a ring, which comprises a ring part 42 and a multiplicity of snap elements 43, for example 16 snap elements 43. The snap-in elements 43 are elastically resiliently connected to the ring part 42 by spring devices 45 and protrude radially from it. The snap elements 43 have an essentially square or rectangular outer contour. They are aligned axially with respect to the main axis 54 with respect to the ring part 42 .

A step 44 is arranged on an inner side of each snap element 43 . The paragraphs 44 of the individual snap elements 43 are offset in height from one another, with an offset 52 between each two paragraphs 44, as shown in the detailed view of FIG 7 is shown. In particular, the paragraph 44a of a first snap element 43a and the paragraph 44b of a second snap element 43b are arranged at different height levels. The first step 44a has a lower height step than the second step 44b by the offset 52 .

In the enlargement of the 2 it is shown that the adjusting device 27 surrounds a radially outwardly directed outer peripheral side 46 of the outer wall 21 of the housing. The housing outer wall 21 has a peripheral nose 47 on its outer peripheral side 46 . The annular part 42 is arranged between the force distribution plate 24 and the annular piston 19 and held in a form-fitting manner. The adjusting device 27 is thus moved with the annular piston 19 and with the force distribution plate 24 in the axial direction 52 and reset in the opposite axial direction 53 .

Shown is in the enlargement of the 2 the first snap element 43a of the adjustment device 27, which is arranged on the ring part 42 and extends in the same direction as the outer wall 21 of the housing. The first shoulder 44a of the first snap element 43a rests against the lug 47 . In this arrangement, the first step 44a forms a stop 48 and the lug 47 forms a counter-stop 49, which in cooperation form an end stop 50 form for the annular piston 19 when moving in the opposite axial direction 53 .

In the 8th the adjustment device 27 with the ring part 42 and with the first snap element 43a is shown in a schematic representation. In addition, the housing outer wall 21 is shown with the peripheral lug 47 arranged on the outer peripheral side 46 . Before the braking device 12 is started up 57 for the first time, the adjusting device 27 is positioned in the braking unit 14 in such a way that the snap-on elements 43 with the shoulders 44, shown here by way of example using the first snap-on element 43a and the first shoulder 44a, are arranged radially outside of the nose 47. which is made possible in particular by the elastically resilient connection to the ring part 42 . In particular, the first shoulder 44a does not rest against the lug 47 in such a way that they can form the end stop 50 together. In this arrangement, in the housing inside forming receiving portion 20, as seen from the enlargement of 2 As can be seen, a provisional end stop 51 for the annular piston 19 is formed until the braking device 14 is put into operation for the first time.

As in a synopsis of 2 and 7 shown, the first snap element 43a snaps in after the first activation 58 of the braking device 12 and in particular during and/or after the movement of the annular piston 19 in the axial direction 52, so that it is positioned closer to the outer peripheral side 46 when the annular piston 19 is reset and so that the first shoulder 44a as a stop 48 rests against the nose 47 as a counter-stop 49. As a result, the end stop 50 for the annular piston 19 is formed. Due to the elastically resilient connection of the snap elements 43 to the ring part 42, a bending of the ring part 42 during operation of the braking device 12 and a possible disadvantageous inclination of the snap elements 43 associated therewith can be avoided.

From now on, the annular piston 19 always travels the stroke distance 55 starting from the end stop 50 . With an increasing degree of wear and thus increased material removal on the brake disc element 34, the braking surface and/or the wheel-side brake pad 26, the annular piston 19 has to cover a further stroke in order to press the first braking partner 40 against the second braking partner 41 in order to be able to reliably generate the braking force. This can be prevented by automatically adapting a stop height of the end stop 50 with an increasing degree of wear, in particular by offsetting the end stop 50 in height in the axial direction 52 with an increasing degree of wear.

The height of the stop is adjusted by the fact that the second snap-in element 43b snaps in when there is an increased degree of wear and when the axial stroke path 55, which has been extended as a result, is covered, so that the second shoulder 44b serves as the stop 48 when the annular piston 19 moves along the return stroke path 56 and, together with the Nose 47 forms the end stop 50 as a counter stop 49 .

Due to the fact that the second step 44b is arranged at the greater height level, the end stop 50 is also offset in height. If the degree of wear increases even further during further operation of the braking device 14, a snap element 43, which has a shoulder 44 with an even greater height step, gradually snaps in in a corresponding manner. In this way, the stroke path 55 and the return stroke path 56 covered by the piston 19 can be automatically adapted to the degree of wear over the entire service life of the braking device 12 .

The stroke 55 is dimensioned in such a way that when it is covered, the frictional connection between the first braking partner 40 and the second braking partner 41 can be reliably formed. The return stroke path 56 is dimensioned in such a way that the first braking partner 40 is released from the second braking partner 41 in order to end the frictional engagement and does not have to be moved further than necessary in the opposite axial direction 53 .

Reference List

1

vehicle

2

wheel module

3

wheel

4

rear wheel

5

vehicle frame

6

wheel fork

7

handlebars

8th

wheel rim

9

tires

10

wheel axle

11

drive device

12

braking device

13

facing device

14

brake unit

15

Housing

16

hydraulic device

17

connection

18

annulus

19

ring piston

20

recording section

21

outer wall

22

fastener

23

brake body device

24

force distribution plate

25

torque arm

26

wheel-side brake pad

27

adjustment device

28

sleeve

29

central area

30

edge area

31

drilling

32

support areas

33

reset device

34

brake disc element

35

edge section

36

recording area

37

rivet

38

cooling fins

39

further drilling

40

first braking partner

41

second braking partner

42

ring part

43

snap element

44

Unit volume

45

spring device

46

outer peripheral side

47

Nose

48

attack

49

counterattack

50

end stop

51

temporary stop

52

axial direction

53

axial opposite direction

54

main axis

55

stroke distance

56

return travel

57

initial start-up

58

after initial start-up

QUOTES INCLUDED IN DESCRIPTION

This list of the documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 20016878 U1 [0003]

Claims (10)

Braking device (12) for a vehicle (1), the vehicle (1) having at least one wheel (3), the braking device (12) comprising a braking unit (14), the braking unit (14) having a first braking partner (40) , a housing (15) and a hydraulic device (16), wherein the first braking partner (40), the housing (15) and/or the hydraulic device (16) define a main axis (54), the braking device (12) having a second brake partner (41), wherein the hydraulic device (16) moves the first brake partner (40) relative to the housing (15) along an axially directed stroke path (55) related to the main axis (54) in order to bring it to the second brake partner (41 ) and to generate a braking force, wherein the first braking partner (40) can be reset along a return stroke path (56) directed axially in the opposite direction, with the first braking partner (40) and/or the second braking partner (41) being subject to wear during the pressing operation , so the first Brake partner (40) and/or the second brake partner (41) show a degree of wear, the brake unit (14) comprising an adjustment device (27) for wear adjustment, the axial stroke path (55) and the axial return stroke path (56) directed in the opposite direction being Adjusting device (27) are automatically adapted and/or can be adapted to the degree of wear of the first braking partner (40) and/or the second braking partner (41), characterized in that the adjusting device (27) has an outer peripheral side (46) of the housing (15) embraces. Braking device (12) after claim 1 , characterized in that the hydraulic device (16) comprises an annular piston (19) which can be moved in the axial direction (52) and in the opposite axial direction (53), the adjusting device (27) having a stop (48) to form an end stop (50 ) for the annular piston (19) in a provision along the Rückhubweg (56). Braking device (12) after claim 2 , characterized in that a stop height of the end stop (50) in the axial direction (52) can be independently adapted to the degree of wear. Braking device (12) according to one of the preceding claims, characterized in that the first braking partner (40) comprises a brake body device (23), the brake unit (14) having a force distribution plate (24) for transmitting the braking force from the annular piston (19) to the Brake body device (23), wherein the adjusting device (27) is arranged in sections in the axial direction (52) between the annular piston (19) and the force distribution plate (24) and can be moved together with the annular piston (19) in the axial direction (52) and can be reset in the opposite axial direction (53). Braking device (12) according to one of claims 2 until 4 , characterized in that the housing (15) has a lug (47) surrounding the outer peripheral side (46), the lug (47) forming a counter-stop (49) for the stop (48) of the adjusting device (27). Braking device (12) according to one of the preceding claims, characterized in that the adjusting device (27) is designed as a ring with a ring part (42) and with a large number of snap elements (43), the snap elements (43) being arranged in the radial direction from protrude from the ring part (42) and extend in the axial direction (52) towards the ring part (42). Braking device (12) after claim 6 , characterized in that each of the snap elements (43) has an inner shoulder (44) for contact with the peripheral nose (47) of the housing (15), the inner shoulder (44) the stop (48) of the adjusting device (27) forms. Braking device (2) after claim 6 , characterized in that the paragraph (44a) of one or more snap elements (43a) offset in the axial direction (52) to the shoulder (44b) of another or more other snap elements (43b) is arranged. Braking device (12) according to one of Claims 4 until 8th , characterized in that the brake unit (14) comprises a restoring device (33) for restoring the first braking partner (40) along the axial return stroke path (56) and a torque support (25) for deriving torques from the brake unit (14), wherein the restoring device (33) is supported on the torque support (25) and on the brake body device (23). Vehicle (1) with the braking device (12) according to one of the preceding claims, characterized in that the vehicle (1) is designed as an electric scooter or as an electric scooter.

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