EP2018489A1

EP2018489A1 - Wear compensating device for a brake device, and brake device

Info

Publication number: EP2018489A1
Application number: EP07725249A
Authority: EP
Inventors: Andreas Rauch; Hans-Walter Treude
Original assignee: Pintsch Bubenzer GmbH
Current assignee: Pintsch Bubenzer GmbH
Priority date: 2006-05-16
Filing date: 2007-05-15
Publication date: 2009-01-28
Also published as: CA2651926A1; CN101449078B; US20090120742A1; BRPI0711584A2; DE202006007823U1; WO2007131782A1; KR20090007596A; CN101449078A; JP2009537751A

Abstract

The present invention relates to a wear compensating device for a shoe brake having a brake lever (2, 4), which brake lever (2, 4) supports a brake lining (12) which acts on a brake body (14), and which brake lever (2, 4) is adjustable by means of an actuating arrangement (16) about a main axis (7) between a braking position and a ventilating position. Here, the wear compensating device has a first adjusting device (100) which is arranged on the brake lever (2, 4) and which acts on a stop (18) in such a way that the latter, as an actuating travel delimitation, acts on the first adjusting device (100) and therefore at the same time on the brake lever (2, 4) and defines a corresponding ventilating position. The first adjusting device (100) has an adjusting element (102) which engages on the stop (18) and on which acts an adjusting force (126) which, during braking and ventilation of the brake (18), holds the adjusting element (102) in engagement with the stop (18) and varies the ventilating position of the brake lever (2, 4) corresponding to the wear of the brake lining (12) and/or of the brake body (14) in such a way that a ventilation gap (L) which is set between the brake lining (12) and brake body (14) remains constant. The invention also relates to a brake device having two brake levers (2, 4) which has a wear compensating device of said type.

Description

Wear compensation device for a brake device and brake device

The present invention relates to a wear compensation device for a shoe brake with at least one brake lever on which a brake pad acting on a brake body is arranged and which is adjustable via an adjusting arrangement about a main axis between a brake and a release position. In the braking position of the brake pad acts on a brake body, such as a brake disc or a brake drum. In the case of industrial brakes, the braking force is applied via a brake spring acting on the adjusting arrangement, which brings the brake lever into its braking position during braking.

To release or ventilate such a brake, a so-called Lüftgerät is provided which also acts on the brake lever on the adjusting arrangement and brings the brake lever in its release position by overcoming the brake spring force. Such a lifting device usually acts electromagnetically, mechanically and / or hydraulically.

During operation of the brake, ie repeated actuation of the brake, the brake pad and / or the brake body wears off. This prolongs the actuation or travel of the brake lever, since the distance between the brake pad and the brake body increases with increasing wear. To compensate for this wear, a wear compensation device is provided which acts on a stop which is set for positioning of the brake body. At the wear compensation device, an adjusting device is provided, via which the braking or the travel can be adjusted manually so that a desired release position on the effect of the adjusting device can be laid on the stop, so that the wear can be compensated and the brake - / actuating travel can be kept constant. Stop and adjuster set the release position of the brake assembly. A brake assembly having such a wear compensation device is known, for example, from the SB17MX disc brake from Bubenzer.

Such a brake is indicated on the pages C2 to C6 from the company publication: "Industrial Brake Technology", second edition of the company Bubenzer.

Fig. 10 shows such a brake, in which two brake levers 50 are provided, which are arranged in each case about main axes 51 pivotally mounted on a Aufnähmejoch 52. The Aufnähmej och itself is fixed and aligned via a reference part 53 to the brake body 54. At one end, the brake levers 50 carry brake pads 55 and at the other end the actuator assembly 56. On Aufnähmej och 52, the stop 58 is attached.

For braking, a brake spring 60 presses apart the brake levers at one end, so that the two other ends, which carry the brake linings 55, move toward one another in a plier-like manner and clamp and brake the disk-shaped brake body 54.

For releasing or releasing the brake, the Lüftgerät pulls 62, for example, electromagnetically, via the actuator assembly 56, the brake lever 50 together so that the brake pads 55 from the brake body 54 solve. The Lüftweg is limited by two adjusting screws 64 which are attached to the brake levers 50 and abut with their ends in the release position of the brake on the stop 58. With increasing wear of the brake pads 55 and the brake body 54, these adjustment screws 64 can be readjusted so that the wear is compensated and the amount of the Lüftweges can be kept constant accordingly. At the same time centering the adjusting screws 64, the position of the brake lever 50 and thus the position of the brake pads 55 relative to the brake body 54 so that the brake can be installed in any position, without being in dissolved or ventilated position of the brake pads 55 bears against the brake body 54 or grinds on the rotating brake body 54.

The air handling unit acts electromagnetically here. But there are also hydraulic, mechanical or pneumatic Lüftgeräte. Such brakes are used, for example, as a service brake on crane trolleys, slewing or hoists.

In the known brakes the adjusting screws 64 must be readjusted from time to time according to the wear to compensate for the wear (up to 70% of the initial thickness) on the brake pads 55, otherwise the incidence times of the brake would change in an inadmissible way. In other words, the so-called air gap between brake pad 55 and brake body 54 should remain as constant as possible. This manual adjustment increases the number of service intervals that occur during the life of a brake pad. Often, such brakes are arranged in hard to reach places, so that 64 complicated disassembly and assembly work are required for adjusting the adjustment screws.

Another problem is that with increasing wear, the spring force and thus the braking force decreases due to the changed bias, since the to be overcome travel of the actuator assembly 56 is changed in position and length. This can also lead to the function of the Lüftgerätes is impaired. Under certain circumstances, an electromagnetically induced holding force is then no longer sufficient to overcome the spring force to release or release the brake.

On this basis, the object of the present invention is to at least partially reduce the known disadvantages.

The invention solves this problem by means of the wear compensating device according to protection claim 1 or by the provision of a braking device according to protection claim 13th The wear compensation device specified in protection claim 1 is characterized in that a first adjusting device comprises an adjusting element acting on the stop, on which an adjusting force acts, which keeps the adjusting element in engagement with the stop during braking and release of the brake and so on Lüftstellung the brake lever according to the wear of the brake pad and / or the brake body adapts: in such a way that a set between brake pad and brake body air gap L remains constant. In other words, the or the Nachstell- elements are tracked via the applied adjusting force constantly during operation of the brake, so that even with a changing absolute release position of the brake lever, the relative air gap (L) between the brake pad or between brake pads and brake body approximately constant remains. Thus, the life of a brake pad or a brake body can be fully exploited without additional maintenance or adjustment intervals.

In the embodiment of the invention according to protection claim 2, the adjusting force is applied via a spring element. As a result, the function of the adjusting device is ensured regardless of the installation position of the brake.

The protection claims 3-6 relate to a cam-shaped adjusting element. It is provided for protection claim 3, a pivotable cam whose attacking the stop surface describes a control cam, which in the transition from the release position to the braking position

Wear compensated by a pivoting movement of the cam.

In this case, the distance between an action point of attacking the stop control surface and the pivot axis changes

(which is defined with respect to the brake lever) of the cam member according to the wear. According to claim 4, the pivot axis of the cam when releasing relative to the brake lever to a the air gap (L) corresponding amount (S) set in the direction of the braking force displaceable. This Amount (S) is determined according to the brake geometry and ultimately results from the lever ratios at the respective brake device and the desired air gap (L).

According to protection claim 5, the pivot axis of the cam extends transversely to the braking force direction, and the cam itself is formed as a flat cam. In this embodiment, the desired control curve can be formed on a simply designed cam, which is to save space to install on the brake lever in the region of the stop. The cam is characterized according to claim 6 in such a cam, characterized in that in the direction of increasing displacement, the curvature of the cam decreases. In this embodiment, such a control curve can be easily determined analytically or experimentally.

According to protection claim 7, the amount (S) is realized via a bearing arrangement defining the pivot axis of the cam, which has two bearing elements which are adjustable relative to one another by the amount (S). These bearing elements are rotatably and axially fixed to the brake lever according to protection claim 8 and thus set the absolute position of the amount (S), which defines the allowable adjustment of the brake lever to stop. After protection claim 9 while a bearing element is provided, which is fixed to the brake lever, and a floating bearing element which is adjustable by the amount (S) to the fixed bearing element and the relative position of the pivot axis to the brake lever and the absolute position of the pivot axis to the control element or cam sets.

The development of the invention according to the protection claims 10 to 13 relates to a wear compensating device, in which a second adjusting device is provided which acts on the brake linkage or the adjusting arrangement and is arranged and designed so that it is the effective length of the adjusting assembly according to the wear of the brake pad and / or the brake body changed so that the brake spring force and a set air / braking distance on the brake rod remains constant. This second adjusting device ensures that the bias of the spring and thus the brake spring force remains constant even with wear of the brake pad or the brake body. At the same time amount and position of the Lüftwegs are kept constant at the actuator assembly, so that the effect of the Lüftgerätes is not affected by the wear. This second adjusting device holds important braking characteristics such as time of arrival, braking force and air or release time on the brake pad / or. Brake body life constant.

The embodiment according to protection claim 11 is provided with a spindle assembly whose effective length is adjusted during operation of the brake by turning a first spindle member relative to a second spindle element according to the wear. Here, the second adjusting device performs the required readjustment during operation of the brake. Corresponding maintenance work is reduced and maintenance intervals are only required to replace the worn brake pads or a worn brake body.

Protection claim 12 relates to the interaction of elements, via which the executed during actuation of the brake linear movements is converted into a corresponding rotational movement of the first spindle element. Claim 13 relates to the specific embodiment via a coupling lever with mutually perpendicular guide sections.

Protection claim 14 relates to a brake device with two brake levers, which has a wear compensation device according to the invention. In such a braking device, the difficulties set forth above in connection with the known braking device are at least partially overcome. The embodiment according to protection claim 15 also allows the centering of the brake lever described above in its release position to the brake body, so that the brake or the braking device can be used in any mounting position.

The application of the adjusting force via a spring element coupling the adjusting elements (claim 16) ensures that the centering takes place symmetrically, since the adjusting force acts symmetrically on both adjusting elements.

An embodiment of the present invention will be explained below with reference to the drawings. The illustrations are schematic and show the difference between brake and release position greatly exaggerated. Showing:

1 is a perspective schematic representation of a braking device with a wear compensation device according to the invention, wherein the brake device is in its braking position,

FIG. 2 shows the brake device shown in FIG. 1, with the brake device in its release position, FIG.

Fig. 3 is a view of that shown in Fig. 1

Braking device (braking position),

4 shows a view of the brake device shown in FIG. 2 (release position), FIG.

5 shows a section A-A (see FIG. 7) of the brake device shown,

6 shows a further view of the brake device shown in FIGS. 1 and 3 (braking position), 7 shows a further view of the brake device shown in FIGS. 2, 4 and 5 (release position),

8 is a view in the direction of the brake spring axis on the in Figs. 1 to 7 right end of the braking device,

9 is a sectional view (section C-C in Fig. 3) of the bearing assembly of the actuating element, and

10 is a braking device according to the prior

Technology.

The basic structure and the function of a wear compensation device according to the invention and a brake device provided therewith will be described below with reference to FIGS. 1-9.

1 and 2 show a perspective view of a braking device 1, which is shown in different functional settings. In Fig. 1, the braking device is in its braking position and in Fig. 2 in its release position.

The brake device 1 has two brake levers 2 and 4, which are each formed from two tabs. The brake levers 2 and 4 are pivotably coupled to a yoke 6 and pivotally received in the yoke 6 about BoI zenanordnungen 7 about the main axes 8. At the lower end of the brake levers 2 and 4 (at the end of the shorter lever portion of the main axes 8 looked like) each brake pad assemblies 10 are pivotally mounted. The brake pad assemblies 10 each have a brake pad 12. Between the mutually facing brake surfaces of the brake pads 12 extends a brake body 14 (shown in Fig. 5). The upper ends of the brake levers 2 and 4 (at the end of the longer lever portion of the main axes 8 from) are coupled via an actuator assembly 16 with each other. The yoke 6 also carries a stop 18 which is secured symmetrically to the brake levers 2 and 4 on the yoke 6. The position of the brake device 1 is fixed via the yoke 6 with respect to the brake body 14. The actuator assembly 16 includes a brake spring 20 and a Lüftgerät 22 which compresses via a mechanism, not shown, when activated brake lever 2 and 4, and so the brake device 1 releases or triggers. For braking the activation of the Lüftgeräts is canceled or interrupted and the brake spring 20 presses the brake levers 2 and 4 apart, so that the brake pads 12 exert a corresponding braking force on the brake body 14.

At each brake lever 2 and 4, a first adjusting device 100 is arranged, each acting on the stopper 18. The braking device is further provided with a second adjusting device 200, which acts on the adjusting arrangement 16. Both adjusting devices 100, 200 serve to compensate for the brake lining wear and thus to ensure constant operating characteristics of the brake device over the entire service life of the brake linings 12 and of the brake body 14.

The first adjusting device 100 will be explained below with reference to FIGS. 3, 4, 5 and 9. Structure and function of the first adjusting device 100 will be explained with reference to the first adjusting device 100 arranged on the brake lever 4. The corresponding first adjusting device 100 on the brake lever 2 is designed to mirror image.

The first adjusting device 100 is formed from a cam plate 102 which is pivotally mounted on the brake lever 4 via a retaining clasp 104 (FIGS. 5 and 9). In the illustrated embodiment, the retaining clip 104 is attached via fastening screws 105 on the brake lever 4. However, there are also embodiments in which the cam plate 102 is received directly in the brake lever 2. The recording of Cam disc 102 in the retaining clip 104 via the bearing assembly 106, which passes through a corresponding recess 107 in the cam disc 102 (see, Fig. 5 and 9).

On the cam plate 102 acts an adjusting force, which causes a pivoting movement in the direction of the arrow marked K (see FIGS. 3 and 4). The cam disc 102 has a footprint 108 which engages the stop 18.

The pivot axis 110 running parallel to the main axis 8 is offset as a function of the braking position of the braking device (FIG. 9). This is achieved via the bearing assembly 106 as follows.

FIG. 9 shows a longitudinal section through the bearing arrangement 106. A fixed bearing element 112 and a floating bearing element 114 are provided. The two elements 112, 114 each have a cylindrical shell-shaped outer surface and are coupled to one another with a gap S. They are spread apart via the springs 116 and are connected to each other via the adjusting screw 118 to facilitate installation and removal. The fixed bearing element 112 is fixed in the legs of the retaining clip 104 via the fastening screws 120. Namely, in the corresponding receiving openings 122. In this case, the fixed bearing element 112 and the floating bearing element 114 penetrate the cam disk 102, which is pivotally mounted on the bearing assembly 106 via a plain bearing bushing 124.

The gap (S) defines the air gap (L) between the brake pad 12 and brake body 14. The function will be explained with reference to FIG. Here, the braking device is shown in a sectional view. To release the brake levers 2 and 4 are compressed via the adjusting assembly 16 at the longer ends (above). The cam plate 102 rests with its footprint 108 on the stop 18. The force applied there by the venting force presses the cam disk 102 against the movable bearing element 114. As a result, the gap S closed against the force applied by the springs 116 spreading force and the floating bearing element 114 is offset by the amount S transverse to the pivot axis 110 and relative to the fixed bearing member 112 and the brake lever 4 (and the brake lever 2) moves around the main axis 8, so that the brake pad by the amount L of the brake body triggers.

When braking this process is reversed. Now occurs wear on the brake pad 12 and the brake body 14, so runs a two-step readjustment: When closing the brake, the brake spring 20 first pushes the brake levers 2 and 4 apart until solid bearing element 112 and floating bearing element 114 again by the amount S. have solved each other (the position shown in Fig. 5 and 9). If then in this position, the brake pad 12 is not yet engaged with the brake body 14, that is, if there is still a gap (due to wear) between the brake body 14 and brake pad 12, then presses the brake spring 20, the brake levers 2 and 4 further apart , In this case, the footprint 108 detaches from the stop 18. However, it is pivoted by acting in the direction K adjuster so that it bears against the stop 18 again. The subsequent venting process is carried out by closing the gap S in the bearing assembly 106. By the corresponding design of the footprint 108 of the wear is thus compensated and the Lüftweg L between the brake disc or brake body 14 and brake pad 12 corresponding to the amount S of the gap on the bearing assembly 106 constant held.

Defining the footprint 108 cam of the cam plate 102 is designed so that the cam plate 102 with increasing displacement in the direction K has a decreasing curvature, so that the radial distance between the pivot axis 110 and the point of action 109 of the footprint 108 on the stop 18 accordingly increased. The combination between stop 18 and footprint 108 is designed so that when fitting footprint 108 no adjustment, ie no pivoting of the cam 102 on the bearing assembly 106 takes place. The active pairing is thus at the point of action 109 self-locking against forces that extend transversely to the main axis 8 and transverse to the pivot axis 110 approximately through the action point 109. An adjustment of the cam 102 takes place only during the actual braking operation on the adjusting force. In the illustrated embodiment, this adjusting force is applied via a spring element 126 which is mounted under tension between the cam discs 102. However, the adjusting force can also be applied via a spring acting between the retaining clip 104 and cam plate 102 or in any other suitable manner.

The second adjusting device 200 acts on the adjusting arrangement 16 and will be described below with reference to FIGS. 3 to 8. The adjusting assembly 16 is articulated via corresponding hinge pins 24 and 26 at the longer ends of the brake levers 2 and 4. Structure and function are also shown in the sectional view of FIG. 5. The core of the actuating arrangement 16 forms the actuating rod 28, which passes through the Lüftgerät 22 with its one end and projects into this and is screwed with its other end into the spindle bushing 30. An adjustable stop sleeve 32 is seated on a further threaded section. The brake spring 20 is clamped with a preload which can be adjusted via the stop sleeve 32 between the lifting device 22 and the stop sleeve 32. The Lüftgerät 22 and the housing is articulated via a coupling piece 34 (see FIG. 3) and the hinge pin 24 articulated on the brake lever 2. The Lüftgerät shown hatched in Fig. 5 contains in its interior a release mechanism, which will not be discussed further here and which is not shown. Such a release mechanism can be actuated electromagnetically, mechanically, hydraulically or pneumatically.

The spindle bushing 30 is hinged via an intermediate bearing 36, also articulated, via the hinge pin 26 in the brake lever 4. The braking and / or release movement of the brake device 1 is achieved via a linear displacement of the actuating Rod 28 exerted, which moves axially relative to the Lüftgerät 22 (arrow B in Fig. 5). During the braking process, the brake spring 20 presses on the housing of the Lüftgeräts 22, against the stop sleeve 32 and presses the actuating rod 28 in the spindle bushing 30, which transmits the force to the brake lever 4 via the intermediate bearing 36. As a result, the two brake levers 2 and 4 are pressed apart at the ends carrying the hinge pins 24 and 26 and pivot about the main axes 8, the ends carrying the brake pad assemblies 10 towards each other. The brake pads 12 engage the brake body 14.

For releasing or releasing the brake, a release mechanism (not shown) acts on the actuating rod 28 in the opposite direction inside the ventilating device 22. The actuating rod 28 is pulled against the applied by the brake spring 20 spring force in the Lüftgerät. The actuating rod 28 via the spindle bushing 30 pulls the intermediate bearing 36 in the direction of the lifting device 22. The ends with the hinge pins 24 and 26 of the brake levers 4 and 2 move towards each other and the ends with the brake pad assemblies 10 move accordingly.

With increasing wear of the brake pads 12 and the brake body 14, the position of the actuating rod to the Lüftgerät changed so that it increasingly moves out of the Lüftgerät in the direction of spindle bushing 30. This reduces the bias of the brake spring 20 and thus changes important brake parameters considerably. The brake is softened by the reduced spring force, the braking force decreases, and the incidence increases. This adjustment takes place independently of whether the gap width to be bridged is kept constant by the first adjusting device 100 or not.

In order to keep the braking effect constant, the second adjusting device 200 is provided. This includes one on the Actuating rod fixed driver element 202 which is coupled via a coupling lever 204 with a freewheel 206 fixed on the spindle bushing. 6 and 7 show the effect of the coupling lever 204, which is fixed in a pivotable manner via a coupling lug 208 connected to the Lüftgerät in a plane which is parallel to the direction of movement

(B) of the actuating rod 28 extends.

The coupling lever 204 is fixed on the hinge assembly 210 so that there is so much inhibiting friction in the pivot point between coupling tab 208 and coupling lever 204, that the coupling lever 204 regardless of its installation position respects its pivotal position. the coupling tab 208 is not changed independently.

During braking, the brake spring 20 displaces the actuating rod 28 in the direction of the spindle bushing 30. In so doing, it takes along the driver element 202, which engages with its driver 212 in an adjusting fork 214 extending transversely to the direction of movement (B) of the actuating rod 28 on the coupling lever 204. Due to the linear movement of the actuating rod 28, which is transmitted via the driver element 202 and the driver 212 to the first adjusting fork 214, the coupling lever 204 is pivoted about the hinge assembly 210 in the direction R (see Fig. 6). The second adjusting fork 216 engages via an adjusting pin 218 on the freewheel 206 and rotates this relative to the spindle bushing 30th

When releasing the brake, the actuating rod 28 is retracted and the driver 202 moves along with the driver 212 back accordingly. In this case, between the driver 212 and the first control fork 214 as much play SP is provided that the driver 212 is reset at normal air gap without effect on the first control fork 214 and the coupling lever 204. Thus, the coupling lever 204 exerts no effect on the adjusting pin 218 and thus on the freewheel 206, which remains in its pivotal position and the spindle bushing 30 is not on the actuating rod 28th twisted. The game SP is tuned to the desired air gap between the brake pads 12 and brake body 14 and the gap S in the bearing assembly 106. That is, in the planned air gap no movement of the coupling lever 204 takes place over the freewheel 206, the spindle bushing 30 on the actuating rod 28 adjusted.

Only when increasing wear of the brake pads 12 and / or the brake body 14 of the coupling lever 204 is pivoted by the action of the driver in the fork 214 in the direction R, the driver 212 acts also when airing, i. when retracting the actuating rod 28, in the first adjusting fork 214 and pivots the coupling lever 204 in the position shown in Fig. 7. In this case, the second adjusting fork 216 takes the adjusting pin 218 on freewheel 206, and the freewheel 206, which is locked in this direction, rotates the spindle bushing 30 on the actuating rod 28 so (direction T in Fig. 8) that the spindle bush 30 of the Actuating rod 28 is turned down. This extends the effective length of the adjusting device 16 between the stop sleeve 32 and the coupling piece 34, so that the wear of the brake pads 12 and the brake body 14 is compensated without the bias of the brake spring 20 is changed.

Driver 212 and adjusting pin 218 are guided in the illustrated embodiment via ball joints and according to the adjusting forks 214, 216 designed sliding blocks. In this case, a guide sleeve is provided between the ball joint and sliding block, which compensate for the height tolerances to the pivoting plane of the coupling lever 204 in particular during pivoting of the adjusting pin 218. The game SP in the first adjusting fork 214 is realized here by a corresponding design of the sliding block to Stellgabelprofil. In addition to this illustrated arrangement, the action between the driver 212 and the adjusting pin 218 and the adjusting forks 214, 216 also take place by another suitable design of this action mechanism. Driver 212 and adjusting pin 218 can also act directly in these adjusting forks 214, 216 with appropriate geometry of Stellgabelflanken.

In the exemplary embodiment illustrated above, the first adjusting devices 100 and the second adjusting device 200 are realized on a braking device 1. This combination makes it possible to compensate for up to 70% brake lining wear without changing the braking effect (braking force, incidence time). Maintenance work is reduced to a minimum.

In other embodiments, however, it is also possible to realize the first adjusting devices 100 and the second adjusting device 200 independently of each other. That is, in embodiments in which the centering of the brake body 14 is ensured to the brake pads 12, for example by a certain mounting position of the brake device 1, can be dispensed with the first adjustment means 100, while the second adjusting device 200 is realized to a constant braking force over the entire Bremsbelags- or brake body life to ensure.

In another case, in which, for example, maintenance intervals on the brake device 1 are not determined by the brake lining wear but by other influences, the second adjusting device 200 may possibly be dispensed with if the expected brake pad wear is so low that it has an effective influence the braking force is not expected, but a reliable, wear-compensating centering is desired.

In addition to the disc-shaped cam shown, in principle, other controls are conceivable. Thus, for example, more or less ramp or helical shelves can attack the stop 18. In such a cam shape then the pivot or rotation axis of the cam would extend approximately in the direction of the braking force. Also for the realization of the bearing gap S, there are other possible arrangements. By way of example, a solid bearing bolt replacing the fixed and movable bearing elements 112 and 114 can be mounted spring-loaded in a corresponding receiving slot which permits a bearing offset corresponding to the gap S when the brake is released against the stop 18.

Other variants and embodiments of the invention presented above will become apparent to those skilled in the art within the scope of the following claims.

Claims

19Ansprüche

1. Wear compensation device for a brake device (1) with a brake lever (2, 4) which carries a braking body (14) acting on a brake pad (12) and an adjusting assembly (16) about a main axis (8) between a brake and a release position (100) which acts on a stop (18) that this as Stellwegbegrenzung on the first adjusting device (100) and thus on the brake lever (2, 4) acts and determines a corresponding release position, characterized in that the first adjusting device (100) at the stop

(18) engaging adjusting element (102) on which an adjusting force acts, the braking and airing the

Brake (1) the adjusting element (102) in engagement with the

Stops stop (18) and the release position of the brake lever (2, 4) according to the wear of the brake pad (12) and / or the brake body (14) changed so that between brake pad (12) and brake body (14) set air gap (L ) remains constant.

2. wear compensation device according to protection claim 1, wherein the adjusting force via a spring element (126) is applied.

3. wear compensation device according to protection claim 1 or 2, wherein the adjusting element (102) is designed as a pivotable cam whose footprint (108) engages the stop (18) and describes a control curve, the wear during the transition from the release position to the braking position compensates for a pivoting movement of the cam (102) and thereby changes the distance between an action point (109) of the footprint (108) engaging the stop (18) and the pivot axis (110) of the cam element (102) in accordance with the wear. 20

4. wear compensation device according to protection claim 3, wherein the pivot axis (110) of the cam (102) when releasing relative to the brake lever (2, 4) by a the air gap (L) corresponding amount (S) is set displaceable in the direction of the braking force.

5. wear compensation device according to protection claim 3 or 4, wherein the pivot axis (110) of the cam (102) extends transversely to the braking force direction and the cam (102) is formed as a flat cam disc.

6. wear compensation device according to protection claim 5, wherein the control cam has a decreasing in the direction of increasing displacement curvature.

7. wear compensation device according to one of the protection claims 3 to 6, wherein the cam (102) rotatably mounted on a pivot axis (110) defining the bearing assembly (106), the two by the amount (S) mutually adjustable bearing elements (112, 114) ,

8. wear compensation device according to protection claim 7, wherein the bearing elements (112, 114) rotatably and axially fixed to the brake lever (2, 4) are arranged.

9. wear compensation device according to protection claim 7 or 8, wherein a fixed bearing element (112) and a floating bearing element (114) are provided, wherein the fixed bearing element relative to the brake lever (2, 4) is fixed, and the floating bearing element (114) by the amount (S ) is adjustable to the fixed bearing element (112) and defines the pivot axis.

10. Wear compensation device according to one of the preceding claims, wherein a second adjusting device (200) is provided, 21

which acts on a brake spring force transmitting, with a lifting device (22) coupled and on the brake lever (2, 4) acting adjusting assembly (16) and arranged and designed so that it is the effective length of the actuating assembly (16) corresponding to the wear of the

Brake pad (12) and / or the brake body (14) changed so that the brake spring force and a set Lüftweg on the

Adjustment arrangement (16) remains constant.

11. wear compensation device according to protection claim 10, wherein the actuating arrangement (16) between two brake levers

(2, 4) and has a spindle arrangement (28, 30), which is designed so that the second adjusting device (200) the effective length of the actuating arrangement (16) during operation of the brake (1) by turning a first spindle element (30) relative to a second spindle element (28) adjusted according to the wear.

12. wear compensation device according to protection claim 10 or 11, wherein the second adjusting device (200) relative to one of the brake lever (2) executed linear movement (B) of the actuating assembly (16) via corresponding driver elements (202, 212, 206, 218) in a Rotary movement of the first spindle element (30) converts, wherein the driver elements (202, 212, 206, 218) via corresponding coupling elements (204, 208) interact.

13. wear compensation device according to protection claim 12, wherein the coupling elements (204, 208) comprise a pivotable coupling lever (204), the pivot axis (210) with respect to its position. a brake lever (2) is fixed, and wherein the coupling lever (204) has approximately two mutually perpendicular linear operative portions (214, 216) which cooperate respectively with the driver elements (202, 212, 206, 218). 22

14. Braking device (1) with two brake levers (2, 4), which has a wear compensation device according to one of the preceding claims.

15. Braking device according to protection claim 14, wherein the two brake levers (2, 4) have a first adjusting device (100), wherein the first adjusting means (100) the brake levers (2, 4) in their respective release position relative to the brake body (14) at the stop Center (18).

16. Braking device according to protection claim 13 or 14, wherein the adjusting force on a the adjusting elements (102) coupling spring element (126) is applied.