EP2018489A1 - Dispositif de compensation de l'usure pour un dispositif de freinage et dispositif de freinage - Google Patents

Dispositif de compensation de l'usure pour un dispositif de freinage et dispositif de freinage

Info

Publication number
EP2018489A1
EP2018489A1 EP07725249A EP07725249A EP2018489A1 EP 2018489 A1 EP2018489 A1 EP 2018489A1 EP 07725249 A EP07725249 A EP 07725249A EP 07725249 A EP07725249 A EP 07725249A EP 2018489 A1 EP2018489 A1 EP 2018489A1
Authority
EP
European Patent Office
Prior art keywords
brake
adjusting
wear
protection
braking
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP07725249A
Other languages
German (de)
English (en)
Inventor
Andreas Rauch
Hans-Walter Treude
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Pintsch Bubenzer GmbH
Original Assignee
Pintsch Bubenzer GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Pintsch Bubenzer GmbH filed Critical Pintsch Bubenzer GmbH
Publication of EP2018489A1 publication Critical patent/EP2018489A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/38—Slack adjusters
    • F16D65/40—Slack adjusters mechanical
    • F16D65/52—Slack adjusters mechanical self-acting in one direction for adjusting excessive play
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • F16D55/02—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members
    • F16D55/22—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads
    • F16D55/224—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members
    • F16D55/2245—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members in which the common actuating member acts on two levers carrying the braking members, e.g. tong-type brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D5/00—Braking or detent devices characterised by application to lifting or hoisting gear, e.g. for controlling the lowering of loads
    • B66D5/02—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes
    • B66D5/12—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes with axial effect
    • B66D5/14—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes with axial effect embodying discs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D5/00—Braking or detent devices characterised by application to lifting or hoisting gear, e.g. for controlling the lowering of loads
    • B66D5/02—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes
    • B66D5/24—Operating devices
    • B66D5/30—Operating devices electrical
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D49/00—Brakes with a braking member co-operating with the periphery of a drum, wheel-rim, or the like
    • F16D49/16—Brakes with two brake-blocks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • F16D55/02—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members
    • F16D55/22—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads
    • F16D55/224—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by clamping an axially-located rotating disc between movable braking members, e.g. movable brake discs or brake pads with a common actuating member for the braking members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/38—Slack adjusters
    • F16D65/40—Slack adjusters mechanical
    • F16D65/52—Slack adjusters mechanical self-acting in one direction for adjusting excessive play
    • F16D65/58—Slack adjusters mechanical self-acting in one direction for adjusting excessive play with eccentric or helical body
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/005—Type of actuator operation force unspecified force for releasing a normally applied brake

Definitions

  • 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.
  • a brake body such as a brake disc or a brake drum.
  • 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.
  • a so-called Lweillon 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.
  • a wear compensation device which acts on a stop which is set for positioning of the brake body.
  • 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.
  • 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 Aufnumblemejoch 52.
  • the Aufnähmej och itself is fixed and aligned via a reference part 53 to the brake body 54.
  • the brake levers 50 carry brake pads 55 and at the other end the actuator assembly 56.
  • the stop 58 is attached on Aufnähmej och 52.
  • 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.
  • the L predominantly choir 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 Lpristineweg 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 Lvidweges can be kept constant accordingly.
  • the air handling unit acts electromagnetically here. But there are also hydraulic, mechanical or pneumatic Lsymmetric Lsymmetric marster. Such brakes are used, for example, as a service brake on crane trolleys, slewing or hoists.
  • the adjusting screws 64 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.
  • the object of the present invention is to at least partially reduce the known disadvantages.
  • 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 L
  • 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 L
  • 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.
  • 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.
  • L the relative air gap
  • the adjusting force is applied via a spring element.
  • the function of the adjusting device is ensured regardless of the installation position of the brake.
  • 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
  • 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 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).
  • the pivot axis of the cam extends transversely to the braking force direction, and the cam itself is formed as a flat cam.
  • 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.
  • such a control curve can be easily determined analytically or experimentally.
  • 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.
  • 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.
  • 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.
  • 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.
  • a wear compensation device according to the invention.
  • 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.
  • FIG. 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
  • FIG. 4 shows a view of the brake device shown in FIG. 2 (release position), FIG.
  • FIG. 5 shows a section A-A (see FIG. 7) of the brake device shown
  • FIGS. 1 and 3 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)
  • FIG. 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
  • FIG. 9 is a sectional view (section C-C in Fig. 3) of the bearing assembly of the actuating element.
  • FIG. 1 and 2 show a perspective view of a braking device 1, which is shown in different functional settings.
  • the braking device 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 zenan kannen 7 about the main axes 8.
  • 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 L Representative réelle 22 which compresses via a mechanism, not shown, when activated brake lever 2 and 4, and so the brake device 1 releases or triggers.
  • the activation of the L predominantly mixes 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.
  • 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).
  • the retaining clip 104 is attached via fastening screws 105 on the brake lever 4.
  • the cam plate 102 is received directly in the brake lever 2.
  • 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.
  • 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.
  • 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.
  • the subsequent venting process is carried out by closing the gap S in the bearing assembly 106.
  • the corresponding design of the footprint 108 of the wear is thus compensated and the Lsymmetricweg 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.
  • this adjusting force is applied via a spring element 126 which is mounted under tension between the cam discs 102.
  • 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 LORE 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 L bulk mass 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 Lpristine choir shown hatched in Fig. 5 contains in its interior a release mechanism, which will not be discussed further here and which is not shown.
  • 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 L predominantly réelle 22 (arrow B in Fig. 5).
  • the brake spring 20 presses on the housing of the L predominantly réelles 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.
  • 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.
  • a release mechanism 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 L predominantly choir.
  • 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.
  • 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 L predominantly choir in a plane which is parallel to the direction of movement
  • 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.
  • 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
  • the actuating rod 28 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)

Abstract

La présente invention concerne un dispositif de compensation de l'usure pour un frein à mâchoires avec un levier de frein (2, 4), qui porte une garniture de frein (12) agissant sur un corps de freinage (14) et qui peut être déplacé par le biais d'un agencement de commande (16) autour d'un axe principal (7) entre une position de freinage et une position de ventilation. Le dispositif de compensation de l'usure présente en l'occurrence un première dispositif de rajustement (100) disposé sur le levier de frein (2, 4) qui agit sur une butée (18) de telle sorte que celle-ci agisse en tant que limitation de la course de réglage sur le premier dispositif de rajustement (100) et agisse simultanément sur le levier de frein (2, 4) en établissant une position de ventilation correspondante. Le premier dispositif de rajustement (100) présente un élément de rajustement (102) agissant sur la butée (18), sur lequel agit une force de rajustement (126), qui, lors du freinage et de la ventilation des freins (18), maintient l'élément de rajustement (102) en prise avec la butée (8) et modifie la position de ventilation du levier de frein (2, 4) en fonction de l'usure de la garniture de frein (12) et/ou du corps de frein (14) de telle sorte qu'une fente de ventilation (L) ajustée entre la garniture de frein intermédiaire (12) et le corps de frein (14) reste constante. L'invention concerne en outre un dispositif de frein avec deux leviers de frein (2, 4), qui présente un dispositif de compensation de l'usure de ce type.
EP07725249A 2006-05-16 2007-05-15 Dispositif de compensation de l'usure pour un dispositif de freinage et dispositif de freinage Withdrawn EP2018489A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE202006007823U DE202006007823U1 (de) 2006-05-16 2006-05-16 Verschleißausgleichsvorrichtung für eine Bremsvorrichtung und Bremsvorrichtung
PCT/EP2007/004333 WO2007131782A1 (fr) 2006-05-16 2007-05-15 Dispositif de compensation de l'usure pour un dispositif de freinage et dispositif de freinage

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US (1) US20090120742A1 (fr)
EP (1) EP2018489A1 (fr)
JP (1) JP2009537751A (fr)
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CN (1) CN101449078B (fr)
BR (1) BRPI0711584A2 (fr)
CA (1) CA2651926A1 (fr)
DE (1) DE202006007823U1 (fr)
WO (1) WO2007131782A1 (fr)

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KR101234991B1 (ko) 2010-11-16 2013-02-20 현대모비스 주식회사 브레이크 바이 와이어 시스템 초기화 방법
ITMI20111658A1 (it) * 2011-09-15 2013-03-16 Mwm Freni E Frizioni Srl Apparato per la compensazione automatica del consumo di guarnizioni di attrito nei dispositivi di frenatura
DE102012102577A1 (de) * 2012-03-26 2013-09-26 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Verschleißnachstellvorrichtung einer Scheibenbremse und entsprechende Scheibenbremse
EP2781783A1 (fr) * 2013-03-15 2014-09-24 Siemens Aktiengesellschaft Dispositif de freinage mobile
CN103185093B (zh) * 2013-03-19 2015-07-01 山东科大机电科技股份有限公司 一种液压盘式制动器用闸瓦磨损自动补偿装置
DE102013114525A1 (de) * 2013-12-19 2015-06-25 Pintsch Bubenzer Gmbh Anschlaganordnung und Bremseinrichtung mit einer solchen
CN105253739B (zh) * 2015-11-18 2017-10-03 湘潭市恒欣实业有限公司 能检测制动钳压力的轮边制动器
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CN107013611B (zh) * 2017-05-31 2022-12-02 中国海洋大学 一种自保持式制动装置
CN108953421B (zh) * 2018-06-04 2019-10-22 新沂市棋盘工业集中区建设发展有限公司 一种对称变径式补偿刹车系统
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CA2651926A1 (fr) 2007-11-22
CN101449078B (zh) 2011-01-19
US20090120742A1 (en) 2009-05-14
BRPI0711584A2 (pt) 2011-11-16
DE202006007823U1 (de) 2007-09-20
WO2007131782A1 (fr) 2007-11-22
KR20090007596A (ko) 2009-01-19
CN101449078A (zh) 2009-06-03
JP2009537751A (ja) 2009-10-29

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