Source: https://patents.google.com/patent/EP1494909B1/en
Timestamp: 2020-08-06 20:10:23
Document Index: 439620780

Matched Legal Cases: ['art 24', 'art 24', 'art 26', 'art 24', 'art 26', 'art 26', 'art 24', 'art 24', 'art 24', 'art 26', 'art 24', 'art 26', 'art 26', 'art 26', 'art 24', 'art 26', 'art 26', 'art 26', 'art 26', 'art 24', 'art 24', 'art 24', 'art 24', 'art 26', 'art 24', 'art 26']

EP1494909B1 - Brake application device comprising an electrically actuated wear adjuster - Google Patents
Brake application device comprising an electrically actuated wear adjuster Download PDF
EP1494909B1
EP1494909B1 EP20030745291 EP03745291A EP1494909B1 EP 1494909 B1 EP1494909 B1 EP 1494909B1 EP 20030745291 EP20030745291 EP 20030745291 EP 03745291 A EP03745291 A EP 03745291A EP 1494909 B1 EP1494909 B1 EP 1494909B1
EP20030745291
EP1494909A1 (en
2002-04-03 Priority to DE2002114670 priority Critical patent/DE10214670B4/en
2002-04-03 Priority to DE10214670 priority
2003-03-31 Priority to PCT/EP2003/003315 priority patent/WO2003082650A1/en
2005-01-12 Publication of EP1494909A1 publication Critical patent/EP1494909A1/en
2007-11-28 Publication of EP1494909B1 publication Critical patent/EP1494909B1/en
F16D2129/10—Motors
The invention relates to a brake application device for vehicles, in particular rail vehicles. Said device comprises a wear adjuster that is configured as a brake rod or thrust rod actuator (1) with a screw drive (2), having a threaded spindle (4) and a nut (8) that can be screwed onto said spindle as the screw parts. According to the invention, at least one of the screw parts (4) is electrically actuated for wear adjustment.
The invention relates to a Bremszuspanneinrichtung for vehicles, especially for rail vehicles, including trained as a train or push rod actuator wear adjuster with a helical gear, which has a threaded spindle and screwed on this nut as Verschraubungsteile, wherein at least one of the Verschraubungsteile wear adjustment by an electric Drive unit is electrically actuated, according to the preamble of claim 1.
Such Bremszuspanneinrichtung is from the US 4,006,801 A known. The EP 0 699 846 A2 describes a wear adjuster for rail vehicle brakes in the form of tension and Druckstangenstellem, which keep the lining clearance with lining or brake disc wear constant. This is done by a change in length of the helical gear, with pressure rod actuators an increasing actuator length causes a reduction of the lining clearance. The drive of the known helical gear is done mechanically via a brake linkage with a push rod, which is actuated by a rocker arm when an over stroke of a designed as a pneumatic cylinder piston drive brake actuator.
The present invention has for its object to further develop a Bremszuspanneinrichtung of the type mentioned in such a way that it has a high reliability and durability.
According to the invention this object is achieved by the characterizing features of claim 1.
Due to the direct electrical control of at least one of the screwed parts of the helical gear to wear that can be made from the EP 0 699 846 A2 known brake linkage omitted. Since the electric drive unit is smaller than the brake linkage space and weight is saved. In addition, a more accurate adjustment of the lining clearance is possible by the electrical control of the screw gear relative to a mechanical actuation.
According to the invention, the electric drive unit and the electrically actuated screwing part are interposed by a slip clutch which, when reaching stop positions, slips through and otherwise couples. A stop position is formed for example by the application of the brake pads on the brake disc and a further stop position by a Verschraubungsendlage, in which the electrically operated Verschraubungsteil is screwed into the other Verschraubungsteil to the stop or vice versa. In the latter case, the electrically operated Verschraubungsteil would be mitverdreht with the other Verschraubungsteil and the rotational movement of the electric drive unit to be transmitted in an undesirable manner. The slip clutch thus protects the electric drive unit from shock when reaching the stop positions by slipping to allow the motor to smoothly and gradually complete its rotational movement and decouples them from torques introduced through other components. These measures increase the life and reliability of the braking device.
The measures listed in the dependent claims advantageous refinements and improvements of the patent claim 1 invention are possible.
According to a preferred embodiment of the invention, the electric drive unit consists of an electric motor with downstream transmission whose Transmission output is rotationally coupled to the electrically operated Verschraubungsteil. The electric motor is preferably a DC motor, the gear includes a planetary gear axially adjacent to the electric motor and one or more subordinate gear stages.
Particularly preferable measures provide a coupling, by which the electrically operated Verschraubungsteil in the presence of a stemming from a braking axial force with a non-rotatable member, such as a housing, rotatably coupled and otherwise decoupled from this. As a result, the screwing part loaded by the brake force via the caliper levers of the brake applying device is supported on the housing and not on the electric drive unit, which can hereby be made smaller, which also contributes to a reduction of the size.
The slip clutch is preferably interposed between the clutch and the electric drive unit.
In a particularly preferable manner, the other screwing part of the helical gear for emergency and / or auxiliary release of the brake is rotationally driven. Then the helical gear in the sense of a combination of functions in a structural unit on the one hand the wear adjustment and on the other for emergency and / or auxiliary release of the brake, which again space and weight can be saved.
Embodiments of the invention are illustrated in the drawings and explained in more detail in the following description. In the drawing shows:
a longitudinal section through a push rod actuator of a brake application device of a rail vehicle according to a preferred embodiment in retracted to minimum length position;
a longitudinal section through a push rod actuator according to another embodiment in extended to maximum length position;
the push rod actuator of Figure 2 in retracted to minimum length position.
In Fig.1 is for reasons of scale of an electromechanically, pneumatically or hydraulically operable Bremszuspanneinrichtung, which is provided according to a preferred embodiment for a light rail or a S- or U-Bahn, only a wear adjuster 1 shown in the form of a push rod actuator, which in the shown in position retracted to minimum length position, whereby the brake pads occupy a maximum distance to the brake disc.
The push rod actuator 1 includes a helical gear 2, which has a threaded spindle 4 as screwed-on parts and a nut 8 which can be screwed onto the latter by means of a trapezoidal thread 6 and is designed as a tube-like part. The trapezoidal thread 6 is preferably non-self-locking. To adjust the wear of the push rod actuator 1 is designed electrically operated, for which an electric drive unit 10 is provided consisting of an electric motor 12 with a downstream gear 14, the transmission output preferably is rotationally coupled to the spindle 4. Alternatively, the nut 8 or the spindle 4 and the nut 8 could be designed to be electrically operated for wear adjustment.
The electric motor is formed, for example, by a DC motor 12 and the gear 14 by a DC gear 12 axially adjacent planetary gear 16 and a subordinate gear stage 18 this. The DC motor 12, the planetary gear 16 and the gear stage 18 are arranged parallel and at a radial distance from a central axis 20 of the screw 2 and housed in a drive housing 22 which is flanged to a left in Figure 1 housing part 24 of the push rod actuator 1, on which an unillustrated left brake caliper lever a brake caliper of Bremszuspanneinrichtung is articulated. The left housing part 24 is seen in the axial direction of the helical gear 2, a right housing part 26 opposite, on which the right brake caliper lever of the brake caliper is articulated. Such a brake caliper is well known and, for example, in the EP 0 699 846 A2 which is incorporated herein by reference. The left housing part 24 and the right housing part 26 of the push rod actuator 1 are spaced apart by the helical gear 2 by a wear adjustment done by extending the helical gear 2 and the Druckstangenstellers 1 and the over time enlarging pad play between the brake pads and the brake disc again be reduced and kept at a constant value.
The gear output side gear 28 of the gear stage 18 meshes with a spindle-side gear 30 which is rotatably supported by a deep groove ball bearing 32 on a cylindrical extension 34 of a conical sleeve 36 coaxially. By an on the side facing the right housing part 26 side of the spindle-side gear 30 arranged slip clutch 38, the electric drive unit 10 is coupled to the conical sleeve 36. The slip clutch 38 includes defined spring pressure in formed on the end face of the spindle-side gear 30 grooves prestressed balls 40, which are guided in holes 42 of a rotationally fixed on the cylindrical extension 34 of the conical sleeve 36 held ring 44. At torques which are greater than a defined slip torque, the positive connection formed by the balls pressed into the grooves 40 is overcome and the clutch 38 slips through, whereby the electric drive unit 10 is decoupled from the spindle 4. The slip torque can be adapted to the currently existing requirements by suitable choice of the spring parameters and the ball-groove geometry. In the present case, the clutch 38 slips when the brake applying device reaches stop positions, such as the position in which the brake pads on the brake disc come to rest or the position in which the push rod actuator 1 shortens to minimum length and the spindle 4 completely in the mother 8 is screwed.
The transmitted by means of the slip clutch 38 on the ring 44 drive torque is introduced into the conical sleeve 36, at the bottom of a pin-shaped extension 46 is present, the radially outer surface forms a bearing surface of a sliding bearing 48, the slidably and rotatably in its associated housing-side bearing surface is stored. The slide bearing 48 serves as in Fig.1 left-side bearing point of the spindle 4, which in turn is screwed with an end-side threaded pin 50 in an extension 46 of the conical sleeve 36 existing internal thread and held there against rotation. As a result, the conical sleeve 36 can transmit the introduced via the slip clutch 38 drive torque to the spindle 4.
The electric drive unit 10 is preceded by a cone clutch 52, which includes at least two by friction against each other brought to a standstill, viewed in the axial direction obliquely arranged conical surfaces 56, 58, wherein one of the conical surfaces 56 on the left housing part 24 and the other conical surface 58 is formed on the screwed with the spindle 4 conical sleeve 36. When the spindle 4 is set under axial load, the two conical surfaces 56, 58 pressed together in the direction of the conical constriction, whereby the respective assumed rotational position of the spindle 4 fixed by frictional or frictional connection and the axial load is supported by the left housing part 24. In particular, a forwarding of the axial load is prevented as a torque to the electric drive unit 10. In contrast, if no axial load is present, the cone clutch 52 is in a released state and the conical sleeve 36 can rotate freely with the spindle 4 relative to the left housing part 24.
The tubular nut 8 protrudes into a stepped through opening 60 of the right housing part 26 and is rotatably mounted there by means of a deep groove ball bearing 62 but axially displaceable relative to the inner ring. In facing away from the left housing part 24 end of the nut 8, which bears with its outer periphery slidably received on a received in the passage opening 60 of the right housing part 26 seal 64, a sleeve 66 is rotatably and axially fixed, whose projecting from the through hole 60 end with an approach surface 68 is provided for a screwing tool. The nut 8 is also coupled by a slip clutch 70 with a coaxial freewheel sleeve 72 of a lockable freewheel 74, which is held axially displaceable on the one hand on the nut 8 and on the other hand via a preferably designed as a thrust bearing axial bearing 76 against a radial wall 78 of the right housing part 26th supported. As a result, the nut 8 is axially stored.
The slip clutch 70 is preferably formed by two meshing with each other in the axial direction of the conical teeth 80, 82, wherein a conical toothing 80 on a radially outer annular collar of the protruding into the right housing part 26 end of the nut 8 and the other conical teeth 82 on the radially inner peripheral surface of the freewheel sleeve 72 is formed. The nut 8 is by means of a one-sided on the deep groove ball bearing 62 and the other end to an outer shoulder 84 of the nut 8 supporting coil spring 86 is biased against the freewheel sleeve 72, so that the two cone teeth 80, 82 are engaged with each other. When a slip torque is exceeded, the two conical toothings 80, 82 come under axial displacement of the nut 8 in the direction of the left housing part 24 out of engagement, whereby the nut 8 can rotate relative to the freewheel sleeve 72. The slip torque of the slip clutch 70 can be adjusted by a suitable choice of the spring parameters and the conical toothings 80, 82.
In the right-hand housing part 26, a rotary drive 88 is included for emergency release and / or auxiliary release of the brake application device, whereby under "emergency release" a brake force reduction of the brake application device under braking, for example in case of failure of the brake actuator and under "auxiliary release" a release of not braked brake for maintenance , For example, to brake pad replacement to be understood. The rotary drive 88 is manually operated in the present case, i. in that a turning tool is attached to one of two end faces 92 formed on a shaft 90 rotatably received parallel to the center axis 20 of the screwing mechanism 2 in the right-hand housing part 26, in order to set the shaft 90 in rotation. Alternatively, the rotary drive 88 can also be configured remotely or electrically actuated via a Bowden cable.
The preferably manually caused rotation of the shaft 90 is transmitted via a formed on her between the two approach surfaces 92 and disposed within the right housing part 26 gear 94 on a meshing with this and the helical gear 2 toothed sleeve 96 which rotatably received in the right housing part 26 is and to one with the radially outer peripheral surface 98 of the freewheel sleeve 72 flush and this axially adjoining housing surface 100 is radially spaced by an annular space 102. In the annular space 102 is a coaxial to the central axis 20 of the helical gear 2 Wrap spring 104 with two counter-bent in the radial direction pin-like ends 106, 108, wherein one end 106 is held in a radial through hole of the toothed sleeve 96 and the other end 108 in a radial through hole of the freewheel sleeve 72 positively.
The toothed sleeve 96, the wrap spring 104, the freewheel sleeve 72 and the housing surface 100 together form a lockable freewheel Schlingfederfreilauf 74, which couples the rotary drive 88 with the nut 8. More precisely, the wrap spring freewheel 74 is designed, on the one hand, to rotate the nut 8 by means of the rotary drive 88 in a direction against the wear adjustment and, on the other hand, to block this rotation, if the rotation of the nut 8 is not caused by the rotary drive 88. The nut 8 and the wrap spring freewheel 74, the slip clutch 70 already described above is interposed.
In the second embodiment of a push rod actuator 1 according to FIGS. 2 and 3, the parts which are identical and have the same effect as in the preceding embodiment are identified by the same reference numerals.
In contrast to the embodiment described above, the rotary drive 88 is formed by a further electric drive unit 112 consisting of a preferably designed as a DC motor 114 electric motor, a planetary gear 116 and a gear stage 118, so that the two electric drive units 10, 112 are preferably constructed identically. The gear output-side gear 120 meshes with the toothed sleeve 96 as described above, which in turn is coupled by the wrap spring freewheel 74 with the nut 8.
The two electric drive units 10, 112 are arranged with respect to an imaginary intersection of the central axis 20 of the helical gear 2 and an imaginary vertical center line of the push rod actuator 1 substantially point-symmetrical, starting from the end of the spindle 4 or the mother 8 to each other. More specifically, the drive unit 10 protrudes for wear adjustment substantially from the drive-side end of the spindle 4 toward the drive unit 112 for emergency and auxiliary release and the latter substantially from the drive end of the nut 8 in the direction of the drive unit 10 for wear adjustment. As in the embodiment described above, both drive units 10, 112 actuate a single helical gear 2 for combined wear-overs and emergency or auxiliary release. The right and left housing part 24, 26 each consist of relative to the central axis 20 of the helical gear 2 substantially symmetrical housing sections 122, 124, wherein in each case a housing portion 122, the drive unit 10, 112 and arranged in the arranged on the other side of the central axis 20 housing portion 124 each an end position sensor 126 is received, which is opposite to an end face 128 of the drive housing 22 of the respective other electric drive unit 10, 112. The end position sensors are preferably in the form of mechanical limit switches 126, which are each actuated by abutment of the front face 128 of the drive housing 22 of the opposite drive unit 10, 112 and a signal to reach the position shown in Figure 3, in which the push rod actuator 1 to minimum length retracted to deliver to a control device, not shown for reasons of scale. The two housing sections 122, 124 of each housing part 24, 26 are provided at their ends facing away from each other, each with a receptacle 132 for bolts through which each housing part 24, 26 each a brake caliper lever of the brake caliper is articulated. Further, on a cylindrical extension 134 of the planetary gear-side gear 136 of the drive unit 10 for wear-adjusting associated gear stage 18, a wrap 138 of another wrap spring 140 is arranged, which rotation of this gear 136 in the direction locks against the wear adjustment and leaves it free running in the reverse direction. This means that the freewheel 140 between the drive unit 10 and housing part 24 allows rotation of the drive 10 only in the direction in which extends the push rod actuator 1. Such a loop spring freewheel 140 is also present in the embodiment described above, but not shown there. In case of faulty control of the drive unit 10, for example by a software error, or when driving with the brake released, an unwanted shortening of the push rod actuator 1 is thus not possible. Finally, the freewheel sleeve 72 and the nut 8 intermediate slip clutch 70 is formed instead of two cone teeth by two meshing with each other by spring pressure stimulation teeth 80, 82.
Due to the described structure of the push rod actuator 1 according to the embodiments shown in Figure 1 and Figures 2 and 3 can be coupled by a single helical gear 2, each of which a screw with a separate, independent from the other drive unit drive unit, namely on the one hand, the spindle 4 with the one electric drive unit 10 and on the other hand, the nut 8 with the manual rotary drive 88 and with the further electric drive unit 112, both the brake pad wear corrected and the brake emergency and / or auxiliary dissolved.
Against this background, the operation of the push rod actuator 1 is as follows:
The wear-overs, ie the reduction of existing between the brake pads and the brake disc and become too large due to wear pad play takes place in the brake power brake release position. For this purpose, the DC motor 12 of the provided for Verschleißnachstellen electric drive unit 10 is driven for a predetermined time and offset the spindle 4 in a rotational direction in a rotational direction in a rotational direction in a rotational direction via the slip clutch 38, which is closed at a drive torque which is smaller than the slip torque. in which the spindle 4 unscrews from the nut 8 and thereby extends the push rod actuator 1, resulting in a reduction of the lining play. Fig.2 shows the push rod actuator 1 in extended to maximum length position. Since the helical gear 2 is charged only by very low axial forces, the cone clutch 52 is in the released position, so that the spindle 4 can rotate freely. The nut-side wrap spring lock 74 locks turning the nut 8, which is not secured against rotation, since rotation of the nut 8 is transmitted via the slip clutch 70 to the freewheel sleeve 72 and from there to the wrap spring 104, which then contracts and a frictionally engaged connection between the freewheel sleeve 72 and the housing surface 100 provides, whereby the nut 8 is rotatably supported on the right housing part 26.
During braking, the resulting from the existing on the brake pads braking force and transmitted via the articulated caliper levers of the brake caliper on the push rod actuator 1 and acting there in the axial direction reaction pressure force could not be supported on the helical gear 2, since the trapezoidal thread 6 between the spindle 4 and mother. 8 non-self-locking executed. Consequently, the push rod actuator 1 would shorten under the influence of the axial compressive force and thus an undesirable loss of braking force caused. Meanwhile, the cone clutch 52 closes frictionally under the action of the axial load by compressing the mutually associated conical surfaces 56, 58 and establishes a rotationally fixed connection between the spindle 4 and the left housing part 24. On the other hand, the nut-side slip clutch 70 embodied as a conical toothing 80, 82 (FIG. 1) or end face toothing 80, 82 (FIG. 2, FIG. 3) remains closed under axial load and transmits the reaction torque to the wrap spring 104, which then contracts and the reaction torque on the right housing part 26 is supported. Consequently can occur during a braking operation, no shortening of the Druckstangenstellers 1 and thus no unwanted braking force loss.
If a fault occurs in a brake actuator, which generates the braking force of the brake application device, or in its activation, which causes the brake actuator, the brake under braking force can not solve, it must be triggered. To release the brake, the shaft 90 of the rotary drive 88 (FIG. 1) is rotationally actuated, for example, by attaching a screwing tool to one of the abutment surfaces or by a Bowden cable from a driver's cab of the suburban train or subway. and / or auxiliary (Fig.2) driven and in a rotational direction in which the wrap spring 104 is expanded and thereby the previously existing frictional engagement between the freewheel sleeve 72 and the housing surface 100 is released, whereby the mother 8 a free run in this direction of rotation possible is. As a result, the wrap spring 104 can transmit the introduced into it via the toothed sleeve 96 rotary motion on the freewheel sleeve 72, from which the rotation is forwarded via the closed slip clutch 70 to the now free running nut 8, whereby the push rod actuator 1 is shortened and braking force is reduced. As a result, the push rod actuator 1 can be shortened to the minimum length shown in Fig.1 and Fig.3, in which the nut 8 contacted the end face of the bottom of the conical sleeve 36 and the limit switches 126 are actuated.
If the brake is to be brought to maintenance work in a position in which the brake pads are at the maximum distance to the brake disc, for example, to change the brake pads, so the release of the brake via the rotary drive 88 (Figure 1) or by the electric drive unit for emergency and / or auxiliary (Fig.2, Figure 3) in the manner described above (auxiliary). However, because of the widened by the drive torque and subjected to bending, mother-side wrap 104 transmissible torque is limited, in the cases in which the helical gear 2 is stiff, for example, in icing, the nut 8 for shortening the push rod actuator 1 is directly rotated. This is done in the braking force-free state by applying a screwing on the shoulder surface 68 of the nut 8 rotatably connected sleeve 66, which is rotated manually in a direction in which the push rod actuator 1 to the minimum length shown in Figure 1 and Figure 3 shortened. The torque must be so great that the arranged between the freewheel sleeve 72 and the nut 8 slip clutch 70 can slip, while the wrap spring 104 of the wrap spring freewheel 74 locks the freewheel sleeve 72 in this direction. In this case, the mother 8 is moved away from the freewheel sleeve 72 so far in the axial direction that the two conical teeth 80, 82 (Fig.1) or the two Stimplanverzahnungen 80, 82 (Fig.2, Fig.3) are disengaged.
The invention is not limited to push rod actuator 1 Bremszuspanneinrichtungen, but it can also be applied to Zugstangensteller.
Plunger rod adjuster
elec. drive unit
left housing part
right housing part
toothed sleeve
Brake application device for vehicles, in particular railway vehicles, comprising a wear readjusting device configured as drawbar or push-rod readjusting element comprising a screw mechanism including a threaded spindle and a nut screwable thereon as screwing elements, wherein at least one of said screwing elements (4) for wear readjustment is electrically operated by an electric drive unit, characterised in that a slip friction clutch (38) is interposed between said electric drive unit (10) and said electrically operated screwing element (4), which is configured for slipping when stop positions are reached or for coupling in all other cases
Brake application device according to Claim 1, characterised in that said electric drive unit (10) consists of an electric motor (12) with a joining gear mechanism (14) whose gearing output is coupled for rotation to said electrically operated screwing element (4).
Brake application device according to Claim 2, characterised in that said electric motor is a direct-current motor (12) and said gear mechanism comprises a planetary gearing (16) axially joining it, as well as one or several gear stages (18) downstream thereof.
Brake application device according to Claim 3, characterised in that a clutch (52) is provided upstream of said electric drive unit (10), by means of which said electrically operated screwing element (4) is adapted to be coupled for rotation to an element (24) fixed for rotation when an axial force has occurred which originates from brake application, or to be decoupled therefrom in all other cases.
Brake application device according to Claim 4, characterised in that said clutch is constituted by a conical clutch (52) comprising at least two conical surfaces (56, 68) disposed obliquely, when seen along the direction of operation of the axial force, which are adapted to be brought to standstill by friction relative to each other.
Brake application device according to Claim 5, characterised in that one of said conical surfaces (56) is formed on a housing (24) while the other conical surface (58) is formed on a cone sleeve (36) connected for rotation to said electrically operated screwing element (4).
Brake application device according to Claims 6, characterised in that a male threaded end (50) of said electrically operated screwing element (4) is screwed into a female thread formed in a bottom of said cone sleeve (36).
Brake application device according to Claim 7, characterised in that a toothed wheel (30) meshing with a toothed wheel (28) of said gear mechanism (14) on the output side of said gear mechanism is supported for coaxial rotation on a cylindrical extension (34) of said cone sleeve (36).
Brake application device according to Claim 8, characterised in that one stop position is formed by application of the brake linings against the brake disc and that another stop position is formed by a terminal screwing position in which said electrically operated screwing element (4) is screwed into said other screwing element (8) up to a terminal point, or vice versa.
Brake application device according to Claim 9, characterised in that said slip friction clutch (38) is interposed between said conical clutch (52) and said electric drive unit (10).
Brake application device according to Claim 10, characterised in that said slip friction clutch (38) comprises spheres (40) biased in grooves by a defined spring pressure, with said grooves being formed on a face of said toothed wheel (28) on the output side of said gear mechanism and with said spheres (40) being retained in bores (42) of a ring (44) supported for rotation on said cylindrical extension (46) of said cone sleeve (36).
Brake application device according to Claim 11, characterised in that said other screwing element (8) is supported for rotation at least during the electric operation of said first screwing element (4) in one sense of rotation for wear readjustment.
Brake application device according to Claim 12, characterised in that said other screwing element (8) of said screw mechanism (2) is adapted to be driven for rotation for emergency and/or auxiliary release of the brake.
Brake application device according to Claim 13, characterised in that said other screwing element (8) is coupled to a rotating drive unit (88; 112) for emergency and/or auxiliary brake release by means of a free-wheeling coupling (74) adapted to be unlocked, which, on the one hand, permits rotation of said other screwing element (8) by means of said rotating drive unit (88; 112) in a direction opposing wear readjustment and, on the other hand, is configured to block this rotation when the rotation is not induced by said rotating drive unit (88; 112).
Brake application device according to Claim 14, characterised in that said electric drive unit (10) of said electrically operated screwing element (4) is operable independently of said rotating drive unit (88; 112) of said other screwing element (8).
Brake application device according to Claim 15, characterised in that said rotating drive unit (88; 112) is designed for direct manual operation or, via a Bowden control cable, for remote or electrical operation.
Brake application device according to Claim 16, characterised in that said other screwing element (8) is coupled to said rotating drive unit (88; 112) via a slip friction clutch (70) and comprises an application area (68) for applying a turning tool.
Brake application device according to Claim 17, characterised in that said electrically operated screwing element is formed by said spindle (4) while said other screwing element is formed by said nut (8).
Brake application device according to Claim 18, characterised in that said unlockable free-wheeling coupling is configured as wrapping-spring free-wheeling mechanism (74) between a cylindrical wall (100) of an element (26) fixed for rotation and a sleeve (72) rotating together with said nut (8).
Brake application device according to Claim 19, characterised in that an additional free-wheeling coupling (140) is provided between said drive unit (10) and an element (24) fixed for rotation, which permits only a rotation of said drive unit (10) in a direction in which said push-rod readjusting element (1) is extended.
EP20030745291 2002-04-03 2003-03-31 Brake application device comprising an electrically actuated wear adjuster Active EP1494909B1 (en)
DE2002114670 DE10214670B4 (en) 2002-04-03 2002-04-03 Brake application device with electrically operated wear adjuster
DE10214670 2002-04-03
PCT/EP2003/003315 WO2003082650A1 (en) 2002-04-03 2003-03-31 Brake application device comprising an electrically actuated wear adjuster
EP1494909A1 EP1494909A1 (en) 2005-01-12
EP1494909B1 true EP1494909B1 (en) 2007-11-28
ID=28458543
EP20030745291 Active EP1494909B1 (en) 2002-04-03 2003-03-31 Brake application device comprising an electrically actuated wear adjuster
US (1) US7523813B2 (en)
EP (1) EP1494909B1 (en)
JP (1) JP4414766B2 (en)
AU (1) AU2003226750A1 (en)
DE (2) DE10214670B4 (en)
WO (1) WO2003082650A1 (en)
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2002-04-03 DE DE2002114670 patent/DE10214670B4/en not_active Expired - Fee Related
2003-03-31 DE DE2003508691 patent/DE50308691D1/en active Active
2003-03-31 EP EP20030745291 patent/EP1494909B1/en active Active
2003-03-31 WO PCT/EP2003/003315 patent/WO2003082650A1/en active IP Right Grant
2003-03-31 AU AU2003226750A patent/AU2003226750A1/en not_active Abandoned
2003-03-31 US US10/510,038 patent/US7523813B2/en active Active
2003-03-31 JP JP2003580140A patent/JP4414766B2/en active Active
US20060070830A1 (en) 2006-04-06
EP1494909A1 (en) 2005-01-12
DE10214670A1 (en) 2003-10-23
DE10214670B4 (en) 2014-01-23
DE50308691D1 (en) 2008-01-10
AU2003226750A1 (en) 2003-10-13
US7523813B2 (en) 2009-04-28
JP4414766B2 (en) 2010-02-10
WO2003082650A1 (en) 2003-10-09
JP2005525962A (en) 2005-09-02
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Ref document number: 50308691
2008-06-25 GBV Gb: ep patent (uk) treated as always having been void in accordance with gb section 77(7)/1977
Owner name: KNORR-BREMSE SYSTEME FUR SCHIENENFAHRZEUGE G.M.B.