WO2022027321A1

WO2022027321A1 - Braking device and vehicle wheel unit

Info

Publication number: WO2022027321A1
Application number: PCT/CN2020/107128
Authority: WO
Inventors: 郑飞翔
Original assignee: 舍弗勒技术股份两合公司
Priority date: 2020-08-05
Filing date: 2020-08-05
Publication date: 2022-02-10

Abstract

A braking device and a vehicle wheel unit. The braking device is configured to brake a vehicle wheel (1) which can rotate relative to a vehicle frame (3). The braking device comprises a guide sleeve (9) capable of being anti-rotationally connected to the vehicle frame (3); a pressing plate (13) and a back-pressing plate (14) capable of being frictionally engaged or disengaged, wherein the pressing plate (13) is anti-rotationally connected to the guide sleeve (9), and the back-pressing plate (14) can be anti-rotationally connected to a vehicle wheel component (1); and an actuating lever (2) which pivotably executes support at the guide sleeve (9) and pushes the pressing plate (13) to axially move towards the back-pressing plate (14) when the actuating lever pivots. A braking force is transmitted to the vehicle wheel component (1) through frictional engagement between the pressing plate (13) and the back-pressing plate (14). The vehicle wheel unit is further provided.

Description

Brakes and Wheel Units

technical field

The present application relates to the field of vehicle technology. The application particularly relates to a braking device and a wheel unit comprising the same.

Background technique

For wheel units for vehicles, in particular two-wheeled vehicles such as electric scooters, it is in principle necessary to integrate an adapted braking device into the wheel unit as compactly as possible.

In one type of solution, the braking device can be integrated on the radially inner side of the rim of the wheel. A braking system for an electric wheel hub drive assembly is disclosed, for example, in document DE 10 2018 130 817 A1. In this solution, the electric motor and the braking system are integrated in a common frame-fixed housing, and the wheel rim and the wheel hub, which is anti-rotationally connected to the wheel rim, are rotatable relative to the housing via radial bearings. In this type of solution, however, the maintenance of the braking system is more complicated, since during maintenance and repairs the housing, and sometimes even the electric motor, needs to be partially dismantled in order to gain unrestricted access to the braking device.

In another class of solutions, the braking device can be integrated on the axial side of the wheel. In this case, the braking device needs to have very small dimensions, especially axial dimensions. However, most of the current brake devices of this type use hydraulic actuation mechanisms and the overall design of the brake devices is relatively complicated. In this case, the dimensions of the braking device, especially the axial dimension, are very large, and a large space is required to be assembled to the frame. In addition, the complex design of the braking device also results in more components in the device, thus higher cost and higher potential risk of failure. In addition, in the event of failure, the maintenance of the braking device is also more difficult.

SUMMARY OF THE INVENTION

It is therefore an object of the present application to provide a braking device with as simple a structure as possible, preferably with small axial dimensions.

The above object is achieved by a braking device for braking a wheel part which is rotatable relative to a vehicle frame. The braking device comprises: a guide sleeve that can be connected to the frame in a rotationally fixed manner; a pressure plate and a counter pressure plate that can be frictionally engaged or disengaged, wherein the pressure plate is connected to the guide sleeve in a rotationally fixed manner, and the counter pressure plate can be rotationally fixed to the wheel component connection; and an actuating rod pivotably supported at the guide sleeve, wherein the actuating rod, when pivoted, can push the pressure plate to move axially toward the counter-pressure plate, and the braking force is transmitted through the frictional engagement of the pressure plate and the counter-pressure plate to the wheel components.

The braking device provided herein is preferably arranged on the axial side of the wheel component. In this case, the braking device can brake the wheels of a vehicle, preferably a two-wheeled vehicle, a three-wheeled vehicle or a four-wheeled vehicle. Preferably, the braking device can be used to brake a wheel on which a drive device, eg an electric motor, is integrated. Alternatively, the braking device can be used to brake wheels without integrated drive.

The braking device is designed in particular as a full-disk disc brake. When assembled, the braking device is arranged coaxially with respect to the wheel. Here, within the context of the text, the terms "axial", "radial" and "circumferential" refer to the central axis of the braking device, ie the rotational axis of the wheel, unless otherwise stated.

In this case, the pressure plate and the counter pressure plate of the braking device are of annular design and are arranged coaxially, wherein the central axis of the pressure plate and the counter pressure plate is the central axis of the braking device. In this case, at least one of the pressure plate and the counter pressure plate is provided with friction elements on the axial end faces facing each other, whereby the pressure plate and the counter pressure plate constitute a braking friction pair of the braking device.

The brake friction pair of the brake device is engaged by means of the actuating rod. Here, the actuating rod can construct a lever system to actuate the pressure plate. In this lever system, the guide sleeve acts as a pivot point, one end of the actuating rod acts as a resistance end directly or indirectly against the pressure plate, and the other end of the actuating rod acts as a power end. When a force is applied to the power end of the actuating rod, the actuating rod is deflected with the guide sleeve as a fulcrum, whereby the resistance end of the actuating rod pushes the pressure plate to move towards the counter pressure plate to engage the brake friction pair. In this case, the force that causes the actuating lever to rotate is applied, for example, by a cable connecting the power end of the actuating lever with the vehicle's brake handle or brake pedal. Alternatively, the force that causes the actuating rod to rotate is applied by an electric drive.

Preferably, the guide sleeve of the braking device is arranged axially on the side of the braking device remote from the wheel part. Advantageously, the guide sleeve of the braking device can be fitted over the wheel axle and supported radially on the wheel axle. The guide sleeve of the braking device can be connected directly or indirectly to the frame in a rotationally fixed manner. Here, preferably, the guide sleeve and the vehicle frame are connected in a non-rotational manner in a form-fitting and/or press-fit manner, or the guide sleeve and the vehicle frame are connected in an anti-rotational manner by welding. Alternatively or additionally, the frame and the guide sleeve are each connected in a rotationally fixed manner with the wheel axle, so that the frame and the guide sleeve are connected indirectly in a rotationally fixed manner by means of the wheel axle.

Here, the pressure plate is connected to the guide sleeve in a rotationally fixed and axially displaceable manner. Preferably, the pressure plate and the guide sleeve realize the above-mentioned rotationally-resistant and axially displaceable connection in a form-fitting manner. In this case, the pressure plate will not rotate relative to the guide sleeve and the frame.

In a preferred embodiment, the braking device further comprises a thrust bearing, which has an outer ring and an inner ring that can rotate relative to each other, wherein the outer ring is connected to the counter-pressure plate in a rotationally fixed manner and is provided with a brake force capable of transmitting the braking force. A transmission structure to a wheel, wherein the inner ring axially abuts at the axial side of the outer ring facing away from the counter-pressure plate.

Preferably, the thrust bearing of the braking device is arranged in the axial direction on the side of the braking device which is close to the wheel part. Here, the thrust bearing is arranged coaxially with the brake friction pair. The thrust bearing comprises at least an outer ring and an inner ring arranged in the axial direction, wherein the outer ring and the inner ring are respectively rotatable relative to each other about the central axis of the braking device, ie the rotation axis of the thrust bearing. Preferably, the thrust bearing further comprises rolling bodies arranged between the outer ring and the inner ring. Preferably, the thrust bearing further comprises a cage arranged between the outer ring and the inner ring for spacing and driving the rolling bodies.

In this case, the inner ring of the thrust bearing is preferably fitted on the wheel axle in a rotationally fixed manner. The inner ring of the thrust bearing can bear against the inner ring of the radial bearing for supporting the wheel component, preferably by means of a washer. In this case, the outer ring of the thrust bearing can be supported on the inner ring in an axially rotatable manner relative to the axial side of the inner ring facing away from the wheel part.

Preferably, the outer ring is connected to the counter-pressure plate in a rotationally fixed manner on the radial outer side. In this case, the outer ring of the thrust bearing is connected in a rotationally fixed, preferably fixed manner, to the counter pressure plate. In this case, the distance between the radially outer edge of the outer ring and the central axis of the braking device is greater than the distance of the radially outer edge of the inner ring relative to the central axis of the braking device, so that the anti-rotation of the outer ring and the counter pressure plate The connection point, preferably the fixed connection point, can be located radially outside the inner ring.

In addition, the outer ring of the thrust bearing is mounted or integrally formed with a transmission structure for a rotationally fixed connection with a wheel component, such as a hub, a spoke or a rim, in order to transmit the braking force to the wheel. Advantageously, the transmission structure can be arranged near the connection position between the outer ring and the counter-pressure plate. In this case, the wheel components are correspondingly provided with a drive engagement structure matching the drive structure. In this case, the transmission and the transmission arrangement can be arranged such that, after the braking device has been mounted on the side of the wheel part, the outer ring and the wheel part are connected in a rotationally fixed manner and the outer ring can be displaced in the axial direction relative to the wheel part. For example, the transmission structure can be configured as preferably a plurality of projections at the outer ring that project towards the wheel part and/or recesses that are recessed away from the wheel, and the transmission mating structure can correspondingly be configured as a preferably plurality of at the wheel part remote from the outer ring. A concave recess in an enclosure or a bulge that protrudes toward the outer ring.

Through the above design solution, when the brake friction pair is separated, the wheel maintains the ability to rotate relative to the frame; and when the brake friction pair is engaged by means of a mechanical actuating mechanism in the form of an actuating rod, the wheel can be rotated by the friction torque. Brake to decelerate or stop the vehicle. Here, the mechanical actuation method can avoid the leakage of the hydraulic medium that may occur in the existing hydraulic actuation scheme, and the working reliability of the braking device is high.

In addition, due to the provision of the thrust bearing, the axial engagement force applied by the pressure plate to the counter pressure plate can be supported by the outer ring, and the axial engagement force can be further transmitted to the inner ring, and then to the wheel axle and the frame. Here, when the outer ring of the thrust bearing is bent and deformed under the load of the axial engagement force, since the transmission structure at the outer ring can move axially relative to the transmission matching structure of the wheel part, the axial engagement force will not act on the wheel part. Therefore, the outer ring of the radial bearing for supporting the wheel component will not be axially displaced relative to the inner ring of the radial bearing, thereby prolonging the service life of the radial bearing.

In a preferred embodiment, the braking device further includes fasteners distributed along the circumferential direction, the fasteners connect the outer ring and the counter pressure plate and constitute a transmission structure. As a result, a rotationally fixed connection of the counter-pressure plate to the outer ring and a rotationally fixed and axially displaceable connection of the outer ring to the wheel part can be achieved with fewer parts by means of a double-function fastener.

In this case, it is particularly preferred that the fastening element is designed as a bolt, and the braking device further comprises a nut which is respectively matched with the bolt, wherein the nut is fastened to the counter-pressure plate. In this case, the nut can be fixed in the through hole of the counter-pressure plate, the bolt can be passed from the pressure plate side through the stepped hole of the counter-pressure plate and screwed into the nut, the bolt head of the bolt here abuts the step of the stepped hole of the counter-pressure plate, the bolt of the bolt The body partially protrudes from the nut. The body portion of the bolt protruding from the nut forms a drive structure that can extend into a drive fit structure in the form of a recess of the wheel component.

In a preferred embodiment, the outer ring of the thrust bearing is designed to be meandering in such a way that the outer ring spans both axial sides of the counter-pressure plate in the axial direction. In other words, the outer ring of the thrust bearing extends in the axial direction from the axial side of the back pressure plate of the counter pressure plate to the axial side of the counter pressure plate toward the pressure plate. Thereby, the space on the radially inner side of the brake friction pair can be fully utilized. For example, the inner ring of the thrust bearing and the spring elements for separating the brake pairs can be arranged radially on the inside of the brake pairs. The axial dimension of the braking device can thus be further reduced.

In a preferred embodiment, the guide sleeve comprises a sleeve section and a flange section extending radially outwards from the sleeve section, wherein the pressure plate is connected to the sleeve section in a rotationally fixed manner, and the actuating rod is supported on the flange section. In this case, the pressure plate and the sleeve section can be connected to each other, for example, by means of a spline connection or a keyway connection. In this case, the flange section can be an annular section or a section extending partially radially outward from the sleeve section, for example a lug-shaped section. As a result, the pivot point of the actuating rod can be arranged on the radially outer side of the sleeve section, which facilitates the axial movement of the pressure plate towards the counter-pressure plate by means of the actuating rod.

Here, preferably, the flange section is provided with a pivot bearing in the form of a groove, which pivotably supports the pivot of the actuating lever. Particularly preferably, both the pivot bearing of the flange section and the pivot of the actuating lever are designed to be smooth. Particularly preferably, the pivoting support portion of the flange section and the pivoting portion of the actuating lever have mutually matching arc structures. For example, the pivot bearing of the flange section is configured as a groove with a spherical arc, and the pivot portion of the actuating lever is configured as a projection with a spherical arc. For another example, the pivoting support portion of the flange section is configured as a groove with a cylindrical arc surface, and the pivot portion of the actuating lever is configured as a protruding portion with a cylindrical arc surface.

In this case, the actuating lever preferably has two fork parts, wherein the two fork parts partially surround the guide sleeve and are arranged axially between the flange section and the pressure plate. As a result, the actuating rod can stably act on the pressure plate with an actuating force within a small axial space.

In a preferred embodiment, the braking device further comprises a locking member, the locking member is accommodated in the locking member accommodating portion formed by the guide sleeve and the actuating rod, thereby preventing the actuating rod from disengaging from the braking device. In this case, in particular in the case of the guide sleeve comprising a sleeve section and a flange section, the actuating rod is accommodated in the narrow axial space formed by the flange section and the pressure plate, which can be actuated by means of the locking element. The actuating rod is locked in the axial space, whereby the actuating rod cannot slide out of the axial space in the radial direction.

In a preferred embodiment, the braking device further comprises a spring element which acts on the pressure plate and keeps the pressure plate away from the counter pressure plate. Here, the spring element is tensioned in the axial direction. Advantageously, the spring element bears against the pressure plate with one axial end. Advantageously, the spring element bears against the inner ring of the thrust bearing with the other axial end. Alternatively, the spring element rests with the other axial end against the outer ring of the thrust bearing. Alternatively, the spring element bears against the counter pressure plate with the other axial end. Alternatively, the other axial end of the spring element rests against a flange formed at the guide sleeve, in particular at the axial end remote from the actuating rod.

Here, it is particularly advantageous for the spring element to be designed as a helical spring. As a result, the spring element can be implemented cost-effectively.

It is particularly advantageous here that the spring element is arranged on the radially inner side of the brake friction pair, in particular on the radially inner side of the outer ring of the thrust bearing. As a result, the braking device can have smaller axial dimensions.

The above objects can also be achieved by a wheel unit comprising a wheel assembly and the above-mentioned braking device. Here, the braking device is arranged on the axial side of the wheel assembly. The wheel assembly has a wheel part equipped with a transmission mating structure capable of cooperating with the transmission structure to transmit braking force. Optionally, the wheel assembly further includes an integrated electric motor for driving the wheel assembly.

In a preferred embodiment, the transmission structure is designed as a projection on the outer ring of the thrust bearing in the braking device, and the transmission arrangement is correspondingly designed as a recess on the wheel part, wherein the recess in particular has accommodating the projections with clearance, wherein the depth of the recesses is set such that the projections do not axially abut against the bottom of the recesses when the outer ring is flexed towards the wheel component, for example by carrying an axial engagement force, As a result, no axial engagement forces are transmitted to the wheel components.

Here, the braking device of the wheel unit has a simple structure, which adopts a mechanical actuation method, avoids the leakage of hydraulic medium that may occur in the existing hydraulic actuation solution, has few potential failures, and is easy to assemble and disassemble. In addition, the braking device has a small axial dimension and takes up less assembly space.

Description of drawings

The preferred embodiments of the present application are schematically described below with reference to the accompanying drawings. Attached is:

Figure 1 is an axial cross-sectional view of a wheel unit incorporating a braking device according to a preferred embodiment;

Figure 2 is an exploded view of the braking device according to Figure 1;

Figure 3 is a perspective view of a guide sleeve of the braking device according to Figure 1;

Fig. 4 is a perspective view of the actuating lever of the braking device according to Fig. 1; and

FIG. 5 is a perspective view of a pressure plate of the braking device according to FIG. 1 .

detailed description

FIG. 1 shows an axial cross-sectional view of a wheel unit in which a braking device according to a preferred embodiment is integrated. The braking device according to the present embodiment is used for braking a wheel unit in which an electric hub drive assembly is integrated.

The braking device is mounted on one axial side of the wheel assembly. In this case, the wheel part 1 of the wheel assembly is rotatable relative to the vehicle frame 3 and to the wheel axle 8 which is connected in a rotationally fixed manner to the vehicle frame 3 . The braking device includes a guide sleeve 9 arranged coaxially, a braking friction pair and a thrust bearing. Furthermore, the braking device comprises an actuating rod 2 for actuating the engagement of the brake friction pair.

Here, FIG. 2 shows an exploded view of the braking device according to the present embodiment, in which the inner ring of the thrust bearing is omitted. In addition, FIGS. 3 , 4 and 5 respectively show perspective views of the guide sleeve 9 , the actuating rod 2 and the pressure plate 13 of the braking friction pair in the braking device according to the present embodiment.

As shown in FIG. 1 , the guide sleeve 9 is arranged in the axial direction on the side of the braking device remote from the wheel part 1 . The guide bush 9 is fastened to the wheel axle 8 and is thus supported radially on the wheel axle 8 . As a result, the guide sleeve 9 and the frame 3 are connected in a rotationally fixed manner. As shown in particular in FIGS. 1 , 2 and 3 , the guide sleeve 9 comprises a sleeve section and a flange section extending radially outward from the sleeve section. Here, the flange section substantially forms an annular section.

As shown in FIG. 1 , the braking friction pair includes a pressure plate 13 and a counter pressure plate 14 which are respectively in annular configuration and arranged coaxially. In the present embodiment, the counter pressure plate 14 is provided with a friction element on the axial end face facing the pressure plate 13 .

The pressure plate 13 is connected in a rotationally fixed manner to the sleeve section of the guide sleeve 9 . As shown in FIG. 3 , the sleeve section of the guide sleeve 9 is integrally formed with a key 94 protruding from the outer peripheral surface of the sleeve section. Accordingly, as shown in FIG. 5 , the pressure plate 13 is configured with a groove portion 134 on the radially inner side. As a result, the pressure plate 13 can be connected in a rotationally fixed manner with the guide sleeve 9 by means of the keyed connection formed by the key 94 and the groove 134 and can be moved axially relative to the key 94 of the guide sleeve 9 by means of its groove 134 .

As shown in FIGS. 1 and 2 , the thrust bearing is arranged in the axial direction on the side of the braking device close to the wheel part 1 . The thrust bearing comprises an outer ring 4 and an inner ring 5 arranged in the axial direction, wherein the outer ring 4 and the inner ring 5 can respectively surround the braking device by means of rolling elements (not shown) arranged between the outer ring 4 and the inner ring 5 the central axis of the rotation. The inner ring 5 is sleeved on the wheel axle 8 in an anti-rotational manner. The inner ring 5 rests via the washer 7 against the inner ring 11 of the radial bearing for supporting the wheel component 1 . The outer ring 4 abuts the inner ring 5 on the axial side of the inner ring 5 facing away from the wheel part 1 . In this case, the outer ring 4 can be formed in such a meandering manner that the outer ring 4 spans both axial sides of the counter pressure plate 14 in the axial direction.

The counter-pressure plate 14 and the outer ring 4 are connected to each other by bolts 16 and nuts 15 distributed in the circumferential direction. Specifically, the counter pressure plate 14 and the outer ring 4 have corresponding through holes, and the through holes of the counter pressure plate 14 are configured as stepped holes. The nut 15 is fixed in the through hole of the counter-pressure plate 14, for example, by press-fitting. Here, the bolts 16 can be passed through the stepped holes of the counter-pressure plate 14 from the pressure plate side and screwed into the nuts 15 . The bolt head of the bolt 16 abuts against the step of the stepped hole of the counter pressure plate 14 , and the body of the bolt 16 partially protrudes from the nut 15 .

The body part of the bolt 16 protruding beyond the nut 15 forms a transmission structure which protrudes into the recess 17 of the wheel part 1 . The recess 17 accommodates the transmission structure with play as a transmission matching structure for transmitting the braking force. As a result, a rotationally fixed connection of the outer ring 4 and the wheel part 1 can be achieved. Here, the depth of the recess 17 is set such that, when the outer ring 4 is flexed towards the wheel part 1 due to the load of the axial engaging force, the transmission structure, in this case the bolt body of the bolt 16 projecting from the nut 15 , does not Abuts against the bottom of the recess 17 in the axial direction and transmits the axial engagement force further to the wheel part 1 .

As shown in FIG. 1 and FIG. 2 , a spring element 10 that acts on the pressure plate 13 and keeps the pressure plate 13 away from the counter pressure plate 14 is further provided on the radially inner side of the outer ring 4 of the thrust bearing. The spring element is designed here as a helical spring 10 . Here, the coil spring 10 bears with one axial end against the pressure plate 13 and with the other axial end against the inner ring 5 of the thrust bearing.

As shown in FIGS. 1 , 2 and 4 , the actuating rod 2 is pivotably supported on the guide sleeve 9 . For this purpose, a pivoting part 21 is provided in the longitudinal middle region of the actuating lever 2 , wherein the pivoting part 21 is designed here as a projection with a cylindrical arc. In addition, a pivot bearing 91 is provided on the flange section of the guide sleeve 9 , wherein the pivot bearing 91 is correspondingly designed here as a groove with a cylindrical arc surface. As a result, the actuating rod 2 can be pivoted by means of the pivot portion 21 with the pivot bearing portion 91 of the guide sleeve 9 as a pivot point. The resistance end of the actuating rod 2 is configured as two wishbones 23 which partially surround the projection 93 of the sleeve section of the guide sleeve 9 . As shown in particular in FIG. 1 , the two fork arms 23 of the actuating rod 2 are arranged axially between the flange section of the guide sleeve 9 and the pressure plate 13 . The power end of the actuating rod 2 is provided with a through hole 25 for a connecting cable in this embodiment. Here, the cable connects the power end of the actuating rod 2 with the brake handle of the vehicle. Furthermore, the longitudinal region of the actuating rod 2 between the pivot portion 21 and the through hole 25 can also be configured to be curved or meandering, thereby facilitating the application of a force to the actuating rod 2 in a limited axial space.

In addition, as shown in FIGS. 1 to 4 , the braking device further includes a locking member 6 . The lock 6 is accommodated in the lock accommodating portion. Here, the locking element receptacle is formed jointly by the locking element receiving half 92 on the flange section of the guide sleeve 9 and the locking element receiving half 22 on the actuating rod 2 . The locking element 6 is embodied as a spherical body in this embodiment. Accordingly, the locking

element receiving halves

22 , 92 are both embodied as hemispherical receiving chambers. In this way, the locking element 6 can be used to lock the actuating rod 2 , in particular the two fork arms 23 , in the narrow axial space formed by the flange section of the guide sleeve 9 and the pressure plate 13 . The actuating rod 2 is locked in the axial space, whereby the actuating rod 2 cannot slide out radially and disengage from the braking device.

Through the above design, the guide sleeve 9 and the actuating rod 2 of the braking device, the pressure plate 13 of the braking friction pair and the inner ring 5 of the thrust bearing cannot rotate relative to the frame 3 and the wheel axle 8, and the anti-pressure plate 14 of the braking friction pair , The outer ring 4 of the thrust bearing and the wheel component 1 can rotate relative to the frame 3 and the wheel axle 8 together.

When the braking device is not in operation, the pressure plate 13 and the counter pressure plate 14 of the brake friction pair are kept separated by the tensioned coil spring 10 . In this case, the wheel member 1 can rotate relative to the vehicle body frame 3 and the wheel axle 8 .

When the driver operates the brake handle, the force is transmitted to the power end of the actuating rod 2 through the cable, and the actuating rod 2 rotates with its pivot portion 21 relative to the pivot support portion 91 of the guide sleeve 9, thereby actuating The two prongs 23 of the resistance end of the rod 2 push the pressure plate 13 to move axially toward the counter pressure plate 14 against the spring force of the coil spring 10, so that the pressure plate 13 and the counter pressure plate 14 can achieve frictional engagement. The resulting friction torque can cause the wheels to slow down or slow down until they come to a standstill.

At the end of braking, the driver will release the brake handle, the actuating lever 2 is turned back to its initial position, and the spring force of the coil spring 10 can now push the pressure plate 13 away from the counter pressure plate 14 .

According to the present embodiment, by means of the concentric arrangement, the various components of the braking device can be compactly arranged in a very small axial space, whereby the axial dimension of the braking device is very small. Furthermore, the braking device here has a simple structure and is easy to assemble and disassemble. In particular, the braking device adopts a mechanical actuation mode in the form of an actuating rod, which avoids the leakage of hydraulic medium that may occur in the existing hydraulic actuation scheme, and has fewer potential failures and high working reliability.

In addition, in the present embodiment, the transmission path of the axial engagement force is advantageous in extending the service life of the radial bearing for supporting the wheel member 1 and reducing noise. Specifically, when the pressure plate 13 and the counter pressure plate 14 come into contact, the axial engagement force applied by the pressure plate 13 to the counter pressure plate 14 is carried by the outer ring 4 of the thrust bearing, and the bearing engagement force at the outer ring 4 is transmitted to the inner ring 5 here. , and then transmitted to the wheel axle 8 and the frame 3 . Axial engagement forces here do not act on the wheel part 1 and therefore do not cause an axial displacement of the outer ring 12 of the radial bearing, which is fixedly connected to the wheel part 1 , relative to the inner ring 11 of the radial bearing. In addition, the inner ring 5 of the thrust bearing abuts against the inner ring 11 of the radial bearing via the washer 7, so that the wear on the inner ring 11 of the radial bearing can be reduced.

Although possible embodiments have been exemplarily described in the above description, it should be understood that there are still numerous variations of embodiments through all known and further combinations of technical features and implementations that are readily apparent to those skilled in the art. In addition, it should be understood that the exemplary embodiment is only an example, and such an embodiment in no way limits the protection scope, application and configuration of the present application. The foregoing description is more of a technical guide for the skilled person to transform at least one exemplary embodiment, wherein various changes may be made without departing from the scope of protection of the claims, especially with regard to the described Changes in the function and structure of components.

List of reference signs

1 Wheel parts

2 Actuator levers

21 Pivot

22 Locking piece housing half

23 wishbones

25 through hole

3 frame

4 The outer ring of the thrust bearing

5 Inner ring of thrust bearing

6 Locking pieces, ball

7 Washers

8 wheel axles

9 guide sleeve

91 Pivot bearing

92 Lock Holder Half

93 Boss

94 Keys

10 Spring elements, coil springs

11 Inner ring of radial bearing

12 Outer ring of radial bearing

13 Platen

134 groove

14 Counter pressure plate

15 Nuts

16 bolts

17 Notches

Claims

A braking device for braking a wheel component (1) capable of rotating relative to a vehicle frame (3), characterized in that the braking device comprises:

- a guide sleeve (9), which can be connected to the frame (3) in a rotationally fixed manner;

- a pressure plate (13) and a counter pressure plate (14) which can be frictionally engaged or disengaged, wherein the pressure plate (13) is connected to the guide sleeve (9) in a rotationally fixed manner, the counter pressure plate (14) can be connected to all said wheel parts (1) are connected in a rotationally fixed manner; and

- an actuating lever (2) pivotably supported at the guide sleeve (9), wherein the actuating lever (2), when pivoted, is capable of pushing the pressure plate (13) towards the desired The counter pressure plate (14) is moved axially, and the braking force is transmitted to the wheel part (1) by frictional engagement of the pressure plate (13) with the counter pressure plate (14).
The braking device according to claim 1, characterized in that the braking device further comprises a thrust bearing having an outer ring (4) and an inner ring (5) that are rotatable relative to each other, wherein the The outer ring (4) is connected to the counter-pressure plate (14) in an anti-rotational manner and is provided with a transmission structure capable of transmitting braking force to the wheel component (1), wherein the inner ring (5) is axially Abuts against the axial side of the outer ring (4) facing away from the counter-pressure plate (14).
The braking device according to claim 2, characterized in that the outer ring (4) is connected to the counter-pressure plate (14) in a radially outer side in a rotationally fixed manner.
The braking device according to claim 2 or 3, characterized in that, the braking device further comprises fasteners (16) distributed along the circumferential direction, and the fasteners (16) are connected to the outer ring (16). 4) and the counter pressure plate (14) and constitute the transmission structure.
The braking device according to claim 4, characterized in that the fastener is configured as a bolt (16), and the braking device further comprises nuts (15) respectively cooperating with the bolts (16), Wherein, the nut (15) is fixed on the counter-pressure plate (14).
The braking device according to any one of claims 2 to 5, characterized in that the outer ring (4) is designed to be meandering such that it spans the axial direction of the counter-pressure plate (14) in the axial direction both sides.
Brake device according to any one of claims 1 to 6, characterized in that the guide sleeve (9) comprises a sleeve section and a flange extending radially outwards from the sleeve section section, wherein the pressure plate ( 13 ) is connected in a rotationally fixed manner to the sleeve section, and the actuating rod ( 2 ) is supported on the flange section.
Braking device according to claim 7, characterized in that the flange section is provided with a pivot bearing (91) in the form of a groove, which pivot bearing (91) is pivotable A pivot (21) supporting the actuating lever (2).
Braking device according to claim 7 or 8, characterized in that the actuating lever (2) has two wishbone parts (23), wherein the two wishbone parts (23) partially surround The guide sleeve (9) is also arranged axially between the flange section and the pressure plate (13).
The braking device according to any one of claims 1 to 9, characterized in that, the braking device further comprises a locking member (6), the locking member (6) being accommodated in the guide sleeve (9) ) and the actuating lever (2) together form the locking member receptacle, thereby preventing the actuating lever (2) from disengaging from the braking device.
The braking device according to any one of claims 1 to 10, characterized in that, the braking device further comprises acting on the pressure plate ( 13 ) and making the pressure plate ( 13 ) away from the counter pressure plate ( 14) of the spring element (10).
A wheel unit, characterized in that the wheel unit comprises a wheel assembly and a braking device according to any one of claims 1 to 11, wherein the wheel assembly is provided with a transmission structure matching the braking device The transmission matching structure is used to transmit the braking force to the wheel assembly.
The wheel unit according to claim 12, characterized in that the transmission structure is configured as an extension (16) at the outer ring (4), and the transmission matching structure is configured as a wheel in the wheel assembly a recess (17) at the part (1), wherein the recess (17) accommodates the projection (16), wherein the depth of the recess (17) is set such that when the outer When the ring (4) is bent and deformed toward the wheel component (1), the protruding portion (16) cannot abut against the bottom of the recess (17) in the axial direction.