EP3068668A2 - Frein de véhicule à actionnement combiné hydraulique et électromécanique avec blocage automatique optionnel - Google Patents

Frein de véhicule à actionnement combiné hydraulique et électromécanique avec blocage automatique optionnel

Info

Publication number
EP3068668A2
EP3068668A2 EP14787200.6A EP14787200A EP3068668A2 EP 3068668 A2 EP3068668 A2 EP 3068668A2 EP 14787200 A EP14787200 A EP 14787200A EP 3068668 A2 EP3068668 A2 EP 3068668A2
Authority
EP
European Patent Office
Prior art keywords
gear
self
motor vehicle
vehicle brake
locking device
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.)
Ceased
Application number
EP14787200.6A
Other languages
German (de)
English (en)
Inventor
Gregor Poertzgen
Steve Scherer
Christian Dilla
Erwin Michels
Benedikt Ohlig
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.)
ZF Active Safety GmbH
Original Assignee
Lucas Automotive 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 Lucas Automotive GmbH filed Critical Lucas Automotive GmbH
Priority to EP18197582.2A priority Critical patent/EP3444156B1/fr
Publication of EP3068668A2 publication Critical patent/EP3068668A2/fr
Ceased 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
    • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • 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
    • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • F16D65/16—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake
    • F16D65/18—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged in or on the brake adapted for drawing members together, e.g. for disc brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/588—Combined or convertible systems both fluid and mechanical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/741—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on an ultimate actuator
    • 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
    • F16D2121/02—Fluid pressure
    • F16D2121/04—Fluid pressure acting on a piston-type actuator, e.g. for liquid pressure
    • 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
    • F16D2121/18—Electric or magnetic
    • F16D2121/24—Electric or magnetic using motors
    • 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
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
    • F16D2125/34—Mechanical mechanisms converting rotation to linear movement or vice versa acting in the direction of the axis of rotation
    • F16D2125/36—Helical cams, Ball-rotating ramps
    • 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
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
    • F16D2125/34—Mechanical mechanisms converting rotation to linear movement or vice versa acting in the direction of the axis of rotation
    • F16D2125/40—Screw-and-nut
    • 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
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/44—Mechanical mechanisms transmitting rotation
    • F16D2125/46—Rotating members in mutual engagement
    • F16D2125/48—Rotating members in mutual engagement with parallel stationary axes, e.g. spur gears

Definitions

  • the invention relates to an electromechanically and hydraulically actuated motor vehicle brake with an actuator assembly comprising:
  • a transmission assembly associated with the displacement mechanism, and a separate self-locking device configured to block the displacement mechanism when needed;
  • the displacement mechanism comprises a ball screw with a spindle and a nut, optionally one component of spindle and nut is driven in rotation and the other component of spindle and nut for displacement of the actuator by rotational driving of a component of the spindle and nut within the housing linearly displaceable is, and wherein the gear assembly has at least two gear stages.
  • Brake pads are in a braking position.
  • Such motor vehicle brakes have the advantage that the parking brake function can be more easily activated or released by simply pressing an activation switch.
  • the document WO 2008/037738 AI describes a both hydraulically and electromechanically actuated motor vehicle brake.
  • this motor vehicle brake is actuated hydraulically in the usual way.
  • the electromechanical actuation function activated.
  • an electric motor is driven, which drives a spindle-nut arrangement via a displacement mechanism with a gear arrangement.
  • the gear assembly is self-locking with a worm gear, to prevent the parking brake effect is reduced when the parking brake is activated.
  • the self-locking but has the disadvantage that only very low efficiencies can be achieved, so that the components, in particular the electric motor must be designed relatively strong and have a high power consumption.
  • the document DE 10 2012 208 294 AI describes a vehicle brake, in which a separate self-locking device is arranged directly on the nut spindle arrangement.
  • the self-locking device designated as a coupling device 41 is arranged between the roller body ramp mechanism and the brake piston.
  • Such a direct spatial allocation of the self-locking device to the nut-spindle assembly of a ball screw has the disadvantage that the reaction forces occurring in the activation of the brake and in the maintenance of a (parking) braking state must be borne by the self-locking device in full size.
  • the self-locking device is accordingly solid perform, which has the consequence that it takes up considerable space. This results in that the brake is to be dimensioned relatively large, especially in the axial direction with respect to the threaded spindle.
  • the document DE 10 2011 102 860 AI shows an improved over this prior art vehicle brake, in which the self-locking device is indeed arranged near the nut-spindle assembly, but is integrated into the gear assembly, so that space can be saved in the axial direction with respect to the threaded spindle can.
  • This brake can be made more compact.
  • a motor vehicle brake of the type described in which it is provided that the self-locking device is arranged in or on the gear arrangement such that at least two gear stages between the ball screw and the self-locking device are arranged.
  • the invention has the advantage that the at least two gear stages with their gear ratio or reduction can be exploited to reduce the resulting from the brake pads reaction forces, so that the self-locking device can be made smaller.
  • the inventive arrangement of the self-locking device at a distance from the threaded spindle gives more freedom to size the entire motor vehicle brake smaller, since the self-locking device can be placed in a place where it requires less space.
  • a further advantage of the invention is that the overall efficiency of the vehicle brake over the prior art can be improved, in particular because the gear assembly or the ball screw itself no longer have to be self-locking executed.
  • efficiencies of well over 50% can be achieved for the power transmission, which also contributes to the fact that the motor drive can be designed with lower power consumption, weaker and thus smaller building.
  • a preferred embodiment of the invention provides that the gear arrangement has three or four gear stages.
  • the choice of three or four gear stages makes it possible to achieve a relatively large gear ratio in favor of a relatively small dimensioning of the motor drive, while still the displacement mechanism can be made relatively compact.
  • This number of gear stages also allows a favorable positioning of the self-locking device.
  • the self-locking device between the motor drive and the gear assembly is arranged. This means that the entire transmission arrangement with all gear stages for the reduction of the - -
  • the self-locking device can be dimensioned very weak and space-saving and yet reliably fulfills its effect.
  • the invention provides that the self-locking device is arranged such that the reaction forces occurring during blocking of the displacement mechanism can be derived directly or indirectly in the housing.
  • the self-locking device derives the reaction forces occurring during blocking of the displacement mechanism in a housing section assigned to the gear arrangement, this housing section being connected in a force-transmitting manner to a housing section carrying the brake pad arrangement.
  • the housing portion carrying the brake lining arrangement is generally somewhat more solid, which is advantageous for accommodating the reaction forces of the self-locking device.
  • the self-locking device is connected to the reaction forces occurring during blocking of the displacement mechanism directly into the more massive the brake pad assembly supporting housing portion.
  • a preferred embodiment of the invention provides that the self-locking device is formed with a wrap spring clutch, which allows a torque transmission from the motor drive to the spindle and is designed to block a torque transmission from the spindle to the motor drive.
  • a wrap spring clutch can be avoided high efficiency losses, since the wrap spring clutch in its dissolved state allows a largely direct and almost lossless transmission, but reliably blocked in the closed state.
  • the wrap spring clutch is associated with a switching element which allows a torque transmission from the spindle to the motor drive in a first switching position and causes the wrap spring to reach a second switching position, a torque transmission from the spindle to the motor drive block.
  • a switching element may for example be a meandering spring.
  • the wrap spring clutch has a coil spring wound around a housing-fixed stator with at least one winding with two ends, the torque transmitting at one end coupled to a first gear and with its second end torque transmitting with a second gear is.
  • the at least one winding is in contact with a surface of the stator.
  • each of the gears has at least one claw, which can be brought into torque-transmitting engagement with the end of the helical spring associated with the respective gear wheel. The claws serve as it were to the force and torque transmitting coupling of the respective gear with the arranged between them
  • the coil spring is the power transmission element which allows power transmission from the motor drive to the spindle and blocks in the opposite direction. This is achieved according to an embodiment of the invention, in particular by the fact that the coil spring at a torque transmission from the motor drive to the spindle with respect to the housing fixed stator slightly radially expands, so that it slides safely in the torque transmission on the stator, and that the coil spring in Case of a torque transmission from the spindle to the motor drive with respect to the housing fixed stator radially contracts, wherein it engages the housing-fixed stator radially such that it blocks a torque transmission. When blocking, the coil spring thus draws around the housing-fixed stator around and thus ensures in consequence of the wrap for strong frictional forces, which eventually prevent further movement and thus torque transmission via the coil spring. It blocks the transmission in this state.
  • the motor vehicle brake is used in an embodiment variant both as a service brake and as a parking brake, then it may be necessary to permit torque transmission from the spindle to the motor drive to a certain extent as a service brake.
  • As part of the parking brake function however, such a torque transmission is to be prevented for the reasons mentioned.
  • the present invention solves in one embodiment, the differentiation between service brake function and parking brake function by exploiting the - -
  • Switching element comprises at least one elastic deformation element.
  • the at least one deformation element allows within a certain degree of deformation a power transmission in both directions between the motor drive and spindle. From a certain tension-induced deformation reaches the at least one deformation element, the second switching position in which then a power transmission from the motor drive to the spindle is still possible in the opposite direction but blocked.
  • the switching element occupies its first or second switching position in accordance with a force acting on the wrap spring between the first gear and the second gear clamping force.
  • the gear arrangement has a planetary gear mechanism.
  • the motor drive comprises an electric motor whose output shaft has a sun gear of the planetary gear mechanism, wherein a ring gear of the planetary gear mechanism is fixed to the housing, and planet gears of the planetary gear mechanism are rotatably mounted on a rotatably mounted in the housing planet carrier.
  • the self-locking device is integrated in a sun gear of the planetary gear mechanism.
  • FIG. 1 shows a spatial external view of an actuator assembly for explaining the technical background of the motor vehicle brake according to the invention
  • FIG. 2 shows an axis-containing sectional view through the actuator assembly of the motor vehicle brake according to FIG. 1;
  • Fig. 3 is a cutaway view of the electric motor, the gear assembly and the spindle;
  • Fig. 4 is an exploded view for explaining the wrap spring clutch
  • Figure 5 is a achsorthogonale sectional view of the arrangement of two gears with wrap spring clutch.
  • Fig. 6 is a schematic view of a first embodiment of the invention, in which the self-locking device is arranged between the first and second gear stage;
  • Fig. 7 is a schematic view of a second embodiment of the invention, in which the self-locking device between the motor drive and the first gear stage is arranged.
  • FIG. 1 shows an actuator assembly of a motor vehicle brake is shown in a spatial representation and generally designated 10.
  • Figures 1-5 serve to explain the technical background of the invention. The actual exemplary embodiments will be described with reference to FIGS. 6 and 7.
  • Figure 1 shows a housing 12 in which a gear assembly is arranged, and a sub-housing 14 for accommodating a drive motor and another sub-housing 16, in which a displaceable piston 18 is arranged, with which a brake pad, not shown, in a brake unit of a motor vehicle brake moved can be.
  • the actuator assembly 10 shown in Figure 1 of the motor vehicle brake according to the invention can be installed in a conventional manner, for example in a floating caliper brake.
  • WO floating caliper brake
  • FIG. 2 shows an axis-containing cross-sectional view through the drive unit 10 shown in FIG. 1.
  • the housing 12 is constructed in several parts and consists of a housing cover 20, the housing 14 for accommodating an electric motor 22 and the housing 16 for displaceably accommodating the piston 18 composed.
  • the piston 18 is hydraulically and electromechanically displaceable along the longitudinal axis A in a conventional manner. Its exposed surface 24 cooperates in a conventional manner with a brake pad assembly, not shown, to achieve a braking effect.
  • a hydraulic displacement takes place in a known manner during service braking.
  • An electromechanical shift occurs to activate and release the parking brake function.
  • the displacement mechanism comprises a gear assembly 26 and a nut and spindle assembly 28. Both basic components of the displacement mechanism are shown cut free in FIG. 3 together with the electric motor 22.
  • the gear assembly 26 serves to implement a rotational movement of the electric motor 22 in a corresponding linear movement of the piston 18 along the longitudinal axis A.
  • the electric motor 22 has a motor output shaft 30 extending along the motor longitudinal axis B. This is rotatably coupled to a gear 32.
  • the gear 32 serves as a sun gear of a planetary gear 34.
  • the gear 32 has in its motor remote end to a bearing pin 36. On this bearing pin 36, a planetary carrier 38 is rotatably mounted, which in turn has a plurality of bearing pin 40 again.
  • the journals 40 serve to support planetary gears 42, which mesh with the gear 32 in mesh.
  • a ring gear 44 is fixed to the housing.
  • a further housing part 46 serves.
  • the planet carrier 38 is rotatably mounted in this housing part 46 with a bearing journal 50. He has between the bearing pin 40 and its bearing pin 50 an outer toothing 52.
  • External toothing 52 meshes with a first gear wheel 54, which is rotatably mounted on a housing-fixed stator 56 via a radially inner bearing portion 58 and has on its outer periphery an external toothing 60.
  • the gear 54 is pot-shaped.
  • a Reibradabites 62 which is integrally formed on the stator 56 and thus also rotatably in the housing 12, in particular rotatably on the housing part 46 and a further housing part 64, is mounted, for example by pressing.
  • On the stator 56 is a second gear - -
  • This second gear 66 may be coupled to the first gear 54 via a wrap spring clutch 70 for transmitting torque. This will be discussed in detail below.
  • the second gear 66 has an outer toothing 72 at its portion facing away from the first gear 54. This meshes with an outer toothing 73 of a driven gear 74, which is rotatably mounted on a spindle 76 of the nut-spindle assembly 28.
  • the spindle 76 is mounted in the housing part 16 via a radial needle bearing 78 and a thrust bearing.
  • the spindle 76 has on its outer circumference a thread formation 80, are received in the rolling elements 82.
  • the rolling elements 82 are held in a WälzMechkafig 84, which is biased by a coil spring 85 in its initial position shown in Figures 2 and 3.
  • On the rolling elements 82 supports a nut 86 which performs a linear movement within the housing part 16 in a conventional manner during a rotational movement of the spindle 76.
  • the nut 86 is fixedly connected to a coupling element 88, which moves in accordance with the movement of the nut 86 accordingly.
  • the coupling element 88 has at its free end a conical coupling surface 90 which is engageable with a corresponding piston surface 92 in the interior of the piston of FIG. 18 and is displaceable together with the piston 18 for displacement thereof and thus for displacement of the brake lining, not shown.
  • connection cable 94 can be sealed in order to seal the housing parts to one another and to components connected thereto or to carry them sealed.
  • the piston 18 is sealed with a bellows 98.
  • the stator 56 is provided with its Reibradabites 62.
  • the stator 56 is fixed to the housing and thus mounted non-rotatably via two bearing journals 102, 104 in the housing.
  • the first gear wheel 54 is mounted on the stator 56.
  • the outer gear 60 has the outer toothing 60 on its outer circumference and is provided with a cavity 106 in the interior.
  • the cavity 106 is provided with a lateral pocket 108 with contact surface 110.
  • a circular segment-shaped claw 112 extends from a side surface of the first gear 54.
  • the second gear 66 has, in addition to its outer toothing 72, a plate-like structure 114, on which a first jaw 116 and a second jaw 118 are arranged, which extend in the axial direction.
  • 4 shows a helical spring 120 with bent ends 122 and 124.
  • the helical spring 120 is dimensioned such that, in the relaxed state, it bears against the outer peripheral surface of the friction wheel section 62, but can slide on it. For assembly, the coil spring 120 is fitted onto the friction wheel section 62.
  • the two bent ends 122 and 124 extend in the radial direction so far outward that, as will be explained in detail below, they can be brought into engagement with the claws 112, 116, 118 without being in contact with the cavity 106 rubbing or scratching on delimiting surfaces.
  • FIG. 4 a shaped spring 130 with several wound coils
  • Loops 132 that extend along a base strand 134.
  • the two ends 136, 138 engage each other.
  • the tortuous loops 132 can be compressed from their relaxed position to a compressed position upon application of a force F.
  • the shaped spring 130 is arranged in the pocket 108 and rests with its last loop on the contact surface 110.
  • the motor vehicle brake described above with its actuator assembly described above is primarily used to activate a parking brake function.
  • the piston 18 in Railbremsfail the piston 18 is usually displaced hydraulically so that it moves out of the housing parts 16 out.
  • the piston 18 it must be possible for the piston 18 to be partially or completely displaced back to its initial position according to FIG. 2 when the brake release motor 22 is released in the service brake case. This is usually done solely by the action of a relaxation on the brake pad, not shown, and the intermediary of the return spring 85, without requiring a motor drive from the electric motor 42 would be required.
  • the service brake case it should be noted that relatively low clamping forces are required.
  • the piston 18 In a parking brake situation, the piston 18 is displaced with a relatively large clamping force to produce a parking brake action and is intended to be permanent in this position be held to determine the motor vehicle safely.
  • the piston position reached is essential to maintain the parking brake effect and it is to be avoided that the piston 18 is displaced back over the course of time by setting processes in the gear arrangement 26. Only then, when an active control via the motor 22 takes place with the parking brake is to be actively released, the piston 18 can move back to its original position shown in FIG 2 back.
  • wrap spring clutch 70 is used in the manner shown.
  • the wrap spring clutch 70 functions in interaction with the two gears 54 and 66 as follows:
  • the shaped spring 130 is compressed more strongly as a result of a rotation corresponding to arrow PI, this means that now the first gear 54 has shifted relative to the second gear 56 in accordance with the compression of the shaped spring 130.
  • the maximum Relatiwerlagerung is determined by the fact that the claw 112 applies with its end face 142 through the intermediary of the bent end 124 of the claw 118 and the end face 144. If this state is reached, then the shaped spring 130 is maximally compressed and any further rotation of the electric motor 22 is transmitted via the gear arrangement 26 to the nut-spindle arrangement 28 for further tensioning of the parking brake.
  • a control of the motor 22 is required. This is done such that the gear 54 is rotated clockwise. Moving the gear 54 in a clockwise direction according to arrow P2 - this corresponds to a movement for displacing the piston 18 into the housing 16, ie for actively releasing the brake via the motor 22 when deactivating the parking brake - so the claw 112 moves accordingly in the Clockwise and releases the voltage on the form of spring 130.
  • the coil spring 120 is released and gives the claw 118 free. This can - following the claw 112 - move back, which takes place under the action of the return spring 85.
  • the wrap spring clutch 70 thus has the general effect that it ensures the parking brake function that a torque transmission from the motor to the mother-spindle arrangement also takes place at high clamping forces and that setting effects or unintentional release of the parking brake by the action of the wrap spring clutch 70, in particular by the effect of the then attracting and firmly acting on the outer peripheral surface of the Reibradabites 62 coil spring 120 is prevented.
  • the shaped spring 130 is an option and can be omitted.
  • the shaped spring 130 is additionally used, which deforms more or less strongly as a function of the current stress state. At low clamping forces, as they usually occur during a service braking, the shaped spring 130 is not or only slightly deformed so that it keeps the coil spring 120 (wrap spring) inactive, so to speak. As a result, self-locking in the transmission for the service brake function can be prevented. It is then possible a power flow through the gear in both directions between the motor drive and nut-spindle arrangement.
  • the coil spring 120 (wrap spring) is active in its function and blocks a flow of power through the gear from the nut-spindle assembly to the electric motor.
  • the shaped spring 130 is therefore required in the embodiment shown, because both braking functions - service brake function and parking brake function - to be provided.
  • FIG. 1 A first embodiment of the invention is shown schematically in the block diagram of FIG. 1
  • the electric motor EM driven by an electric power source EV has an output shaft, an engine torque M M and - -
  • Reaction forces R are derived to the housing section AG, which is associated with the gear assembly with the individual gear stages GS1 to GS3 and the electric motor EM.
  • This housing section can also be referred to as actuator housing section AG.
  • the reaction forces R can then be derived by suitable coupling of the actuator housing section AG and the housing section of the brake BG explained in greater detail below corresponding to the dashed arrow R A onto the housing section of the brake BG.
  • the second gear stage GS2 is followed by a further gear stage GS3, from which a torque M A and at an actuator angular velocity co A are transmitted to the brake.
  • the brake includes a spindle-nut arrangement SM of a ball screw and a brake piston BK, starting the brake operating force F B with an actuation speed v B is transmitted to the brake pads from the. From this brake piston BK reaction forces act back in case of braking.
  • the peculiarity of this embodiment is that the self-locking device SHV is arranged such that the two gear stages GS2 and GS3 between the ball screw with its spindle-nut assembly SM and the self-locking device SHV is arranged.
  • This makes it possible to take advantage of the gear ratio of the two gear stages GS2 and GS3 as a reduction for the reaction forces retroacting in a parking brake situation of the brake piston BK, so that the reaction forces ultimately acting on the self-locking device SHV are significantly reduced.
  • the self-locking device SHV can be dimensioned relatively small, which saves in particular space.
  • this arrangement of the self-locking device SHV offers freedom in the design and placement of the self-locking device SHV within the gear assembly.
  • FIG. shows that the self-locking device SHV is arranged between the electric motor EM and the first gear stage GS1, so that the gear ratio of all three gear stages GS1 to GS3 can be utilized as a reduction for the reaction forces retroacting from the brake piston BK.
  • the advantages of the invention are thus in the arrangement of the self-locking device SHV within the gear assembly with the individual gear stages GSL to GS3 relative to the actual components of the brake, namely the ball screw (spindle-nut assembly SM). By means of this arrangement, it is possible to take advantage of ratios of the gear stages GS1 to GS3 in order to achieve the same

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

Abstract

L'invention concerne un frein de véhicule automobile, en particulier un frein de véhicule à actionnement combiné hydraulique et électromécanique, comprenant un ensemble actionneur (A) comportant : un boîtier (AG, BG), un actionneur (BK) déplaçable par rapport au boîtier (AG, BG) et servant à déplacer une plaquette de frein de façon hydraulique ou électromécanique, un entraînement motorisé (EM), un mécanisme de déplacement disposé entre l'entraînement motorisé (EM) et l'actionneur déplaçable (BK), un ensemble de transmission (GS1, GS2, GS3) associé au mécanisme de déplacement, et un dispositif de blocage automatique (SHV) séparé qui est conçu pour bloquer le mécanisme de déplacement si besoin est. Le mécanisme de déplacement comprend une vis d'entraînement à billes (SM) comportant une broche pouvant être entraînée en rotation et un écrou déplaçable linéairement dans le boîtier (BG). L'écrou servant à déplacer l'élément de commande (BK) est déplaçable par l'entraînement en rotation de la broche dans le boîtier (BG). L'ensemble de transmission comporte au moins deux étages de transmission (GS1, GS2, GS3). Selon l'invention, dans ce frein de véhicule automobile, le dispositif de blocage automatique (SHV) est disposé dans ou sur l'ensemble de transmission (GS1, GS2, GS3) de telle sorte qu'au moins deux étages de transmission (GS2, GS3) soient disposés entre la vis d'entraînement à billes (SM) et le dispositif de blocage automatique (SHV).
EP14787200.6A 2013-11-12 2014-10-24 Frein de véhicule à actionnement combiné hydraulique et électromécanique avec blocage automatique optionnel Ceased EP3068668A2 (fr)

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EP18197582.2A EP3444156B1 (fr) 2013-11-12 2014-10-24 Frein de véhicule automobile avec dispositif de blocage automatique

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DE102013018946.2A DE102013018946B4 (de) 2013-11-12 2013-11-12 Elektromechanisch und hydraulisch betätigbare Kraftfahrzeugbremse mit wahlweiser Selbsthemmung
PCT/EP2014/072819 WO2015071071A2 (fr) 2013-11-12 2014-10-24 Frein de véhicule à actionnement combiné hydraulique et électromécanique avec blocage automatique optionnel

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EP3068668A2 true EP3068668A2 (fr) 2016-09-21

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EP14787200.6A Ceased EP3068668A2 (fr) 2013-11-12 2014-10-24 Frein de véhicule à actionnement combiné hydraulique et électromécanique avec blocage automatique optionnel

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EP (2) EP3444156B1 (fr)
KR (1) KR102326495B1 (fr)
CN (1) CN105723113B (fr)
DE (1) DE102013018946B4 (fr)
WO (1) WO2015071071A2 (fr)

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Publication number Publication date
EP3444156B1 (fr) 2021-12-08
KR20160085862A (ko) 2016-07-18
WO2015071071A3 (fr) 2015-09-24
WO2015071071A2 (fr) 2015-05-21
KR102326495B1 (ko) 2021-11-15
CN105723113A (zh) 2016-06-29
US20160273602A1 (en) 2016-09-22
EP3444156A1 (fr) 2019-02-20
DE102013018946B4 (de) 2024-02-29
DE102013018946A1 (de) 2015-05-13
US10233986B2 (en) 2019-03-19
CN105723113B (zh) 2020-02-28

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