DE102012213268A1 - Actuation unit of a brake system and method for braking - Google Patents

Abstract

An actuation unit (16) of a brake system (10,) with preferably self-boosting is explained, comprising: - a carrier device (18a, 18b), - a fluid-based actuating element (40) which is arranged on the carrier device (18a, 18b), - at least one braking element (30) which is arranged on the actuating element (40), - a supporting element (42) which is arranged on the carrier device (18a, 18b) and operates on a fluid basis, - the supporting element (42) on the actuating element ( 40) is arranged or there is a rigid connection (46) between the actuating element (40) and the support element (42), - and wherein the support element (42) is a bellows or contains a bellows. There can be a hydraulic connection between the support element (42) and the actuation element (40). The support element (42) can be part of a carrier element of the actuating element (40).

Description

Brake systems are used in particular in cars, but also in general engineering, e.g. in commercial vehicles, aircraft wheels, elevator brakes, wind wheels, etc.

For example, as part of the trend towards electric vehicles, new demands are placed on the brakes of a vehicle. In particular, self-reinforcing brakes can be used.

• – eine Trägervorrichtung,
• – ein auf Fluidbasis arbeitendes Betätigungselement, das an der Trägervorrichtung angeordnet ist,
• – mindestens ein Bremselement, das an dem Betätigungselement angeordnet ist,
• – ein an der Trägervorrichtung angeordnetes Abstützelement, das auf Fluidbasis arbeitet,
• – wobei das Abstützelement an dem Betätigungselement angeordnet ist oder wobei es eine starre Verbindung zwischen dem Betätigungselement und dem Abstützelement gibt,
• – und wobei das Abstützelement ein Balg ist oder einen Balg enthält.

The invention relates to an actuating unit of a brake system, comprising:

• A support device,
• A fluid-based actuator disposed on the support device,
• At least one braking element, which is arranged on the actuating element,
• A supporting element arranged on the carrier device and operating on a fluid basis,
• - Wherein the support element is arranged on the actuating element or wherein there is a rigid connection between the actuating element and the support element,
• - And wherein the support element is a bellows or contains a bellows.

• – fluidbasiertes Betätigen eines Betätigungselementes einer Bremse,
• – Einleiten einer beim Bremsen erzeugten Querkraft in ein fluidbasiertes Abstützelement,
• – Umleiten des Fluiddrucks vom Abstützelement in das Betätigungselement,
• – wobei das Abstützelement ein Balg ist oder einen Balg enthält, der mit dem Fluid gefüllt ist.

Moreover, the invention relates to a method for braking, comprising:

• Fluid-actuated actuation of an actuating element of a brake,
• Introducing a transverse force generated during braking into a fluid-based support element,
• Diverting the fluid pressure from the support element into the actuating element,
• - The support element is a bellows or contains a bellows, which is filled with the fluid.

It is the task of specifying a simply constructed operating unit of a brake, which is particularly maintenance-free. In addition, an associated method should be specified.

The task related to the operating unit is achieved in a development by the brake specified in claim 1. Further developments are specified in the subclaims. The same applies to the method specified in claim 15.

• – eine Trägervorrichtung, z.B. einen Schwimmsattel oder einen Festsattel,
• – ein auf Fluidbasis arbeitendes Betätigungselement, das an der Trägervorrichtung angeordnet ist, z.B. einen hydraulischen oder pneumatischen Zylinder oder bevorzugt einen hydraulischen oder pneumatischen Metallbalg,
• – mindestens ein Bremselement, das an dem Betätigungselement angeordnet ist, z.B. ein Bremsbelag,
• – ein an der Trägervorrichtung angeordnetes Abstützelement, das auf Fluidbasis arbeitet,
• – wobei das Abstützelement an dem Betätigungselement angeordnet ist oder wobei es eine starre Verbindung zwischen dem Betätigungselement und dem Abstützelement gibt,
• – und wobei das Abstützelement ein Balg ist oder einen Balg enthält, vorzugsweise einen Metallbalg.

The operating unit of a brake system with preferably self-boosting may include:

• A carrier device, eg a floating caliper or a fixed caliper,
• A fluid-based actuating element arranged on the carrier device, eg a hydraulic or pneumatic cylinder or preferably a hydraulic or pneumatic metal bellows,
• At least one brake element arranged on the actuating element, eg a brake pad,
• A supporting element arranged on the carrier device and operating on a fluid basis,
• - Wherein the support element is arranged on the actuating element or wherein there is a rigid connection between the actuating element and the support element,
• - And wherein the support element is a bellows or contains a bellows, preferably a metal bellows.

Preferably, there is a hydraulic connection between the support element and the actuating element. The support element may be part of a support element of the actuating element.

The brake can be used in a machine, e.g. in a transportation machine, such as a motor vehicle, a truck or other work machine. The motor vehicle can be driven by an internal combustion engine or with an electric motor or contain a hybrid drive. The brake can also be used in other applications, e.g. Elevator brake, airplane wheel, wind turbine.

Especially in electric vehicles new wheel concepts are used, e.g. Hub motor. New requirements are imposed on the installation space and the weight of the brakes. The space should be as small as possible. Likewise, the unsprung weight on the wheel should be as small as possible, which can be achieved, for example, by a low weight of the brake. In addition, the brake should be low maintenance, especially despite the high mechanical loads.

Through the interaction of the actuator and the support element, a self-reinforcing brake can be achieved, which operates with low external braking power, which allows the use of small pressure generating units. The pressure generating unit may be a pump with electric motor, in particular a bidirectional pump. Alternatively, piezo drives can be used for the pressure generating unit.

Smaller pressure generating units result in lower power electronics and lower weight of electrical wiring.

The use of a bellows as a support element leads to a maintenance-free element that can be used over the entire operating life of, for example, more than 10 years. Besides, a bellows has one less weight than a cylinder and also a higher restoring force.

The fluid may be a liquid or a gas. Liquids are less compressible than gases and therefore particularly suitable for braking applications to allow rapid braking. In the case of a liquid fluid is a hydraulic. In the case of a gaseous fluid is a pneumatic. An example of a liquid fluid is a silicone oil.

The carrier device can be, for example, a frame or a housing part or contain. The support device may include a floating member that is moved relative to a stationary part of the support device upon actuation of the actuation element. The resting part may be attached to a machine frame, e.g. a vehicle frame, be attached or trained. A floating bearing can be achieved, for example, via at least one linear guide, preferably at least two mutually parallel guides are used in order to absorb the forces better.

Instead of a floating double floating caliper, a fixed caliper with respect to the actuator can be used and a floating caliper with respect to the support element. Thus, the floating caliper is floatingly mounted in a direction that lies in the circumferential direction of the brake disc.

The actuating element may be a hydraulically or pneumatically actuated piston. Alternatively and preferably, a bellows may be used, in particular a metal bellows or a bellows made of a metallic material. A bellows has the advantage of freedom from maintenance, less weight and a higher intrinsic restoring force compared to a cylinder.

So that the peripheral forces can be transmitted to the support element during braking, a second "floating" mounting of the support device can be provided in a direction which is transverse, preferably at an angle of 90 degrees to the direction of the first floating support. A floating bearing can be achieved, for example, via at least one linear guide, preferably at least two mutually parallel guides are used to absorb the forces better.

A bellows, in particular the bellows of the Abstützelements- but possibly also the bellows of the actuating element may include at least one stretchable portion. The expansible portion may include a circumferential side wall in which the distance from opposite locations increases and decreases several times as the distance to an opening in the bellows increases, in particular periodically, e.g. more than twice, more than three times or more than four times. In particular, a corrugated bellows is used. Also, a folded wall can be used or a wall of individual segments which are interconnected, for example. By folding or crimping. But also bellows or other bellows are suitable. The diameter of a bellows having a circular cross-section can be maintained at a constant length of the bellows, i. without pressure with increasing distance to a bellows bottom, for example by more than a millimeter or by more than five millimeters change. For example, the changes are less than 2 inches or less than 1 centimeter. The wall thickness of the wall can remain essentially the same, e.g. with variations less than 1 millimeter or less than 0.1 millimeters.

The wall thickness is, for example, in the range between 0.2 millimeters to two millimeters. The distance from opposite wall locations is, for example, between 5 centimeters and 10 centimeters.

It can also be a bellows with double wall, triple wall, etc. are used.

A bellows is in contrast to, for example, a support cylinder or brake cylinder tight, i. no fluid can escape or enter, as well as no gas or dust. In addition, in a bellows, for example, there is no friction between a piston guide and the piston or against a sealing element in comparison to a hydraulic piston. A sealing member (often elastic, e.g., rubber) is not present in a bellows, so that the problems associated with the sealing member also do not occur, e.g. Aging that leads to pores, heating, which leads to a decrease in the tightness. Furthermore, a bellows has a low weight as a piston and the associated piston guide. Also, a bellows has a restoring force that is not readily available in a piston or cylinder.

In the production of a metal bellows galvanic methods can be used. The shape of a metallic core may dictate the shape of the bellows during plating. Galvanized, for example, with external current. The core can be dissolved after plating, for example, with a chemical, if core and bellows consist of mutually different materials. Even layers of mutually different metals can be galvanized one after the other. Thus, cross sections can also be generated that deviate from a circular shape.

Other methods of metal working, such as drawing or forming, may be used to make the bellows. Typical metals for bellows are iron compounds, especially steel, nickel compounds, etc.

Bellows may be used whose cross-section is circular, elliptical or other shape, e.g. a shape adapted to the brake disc. Even after 10 years, the bellows is still tight. The entire hydraulic system can be installed in the bellows and is therefore tight over the specified time. These internals increase the rigidity of the bellows.

When bellows when pressing a curvature changes to segments of the bellows wall or it changes an angle between segments of the side wall. The change in the curvature or the angle causes the change in length, for example. When a pressure increase in the bellows. Conversely, an external pressure can be absorbed by a shortening of the bellows, which leads to an increase in pressure in the bellows.

There may be at least one opening in the bellows or there may be several openings in the bellows. the openings may serve to enter and exit a fluid, i. a flowing medium.

The bellows may include a bellows bottom and a bellows closure opposite the bellows bottom. In the bellows closure, the opening for the fluid can be arranged. A bellows wall is, for example, arranged between bellows bottom and bellows closure.

The brake element may be a brake pad containing, for example, organic additives such as resin or rubber. But also sintered materials can be used, in particular with or without organic additives.

On the brake element may be formed a braking surface, wherein the actuating element causes a change in length of its length, which leads to a displacement of the braking surface.

The braking surface can be pressed during braking against a brake disc, so that a deceleration of the brake disc and the associated wheel takes place. When braking in the circumferential direction of the brake disk acts on the actuating element, a force which is supported at a non-self-reinforcing brake on the carrier device. In the self-reinforcing brake, this force can be introduced into the support element and then used for braking. This makes it possible to use the kinetic energy of the vehicle or another device for braking.

The displacement of the braking surface can take place along a first axis. If the actuating unit is a cylinder with a movable piston, then the first axis is, for example, coincident with the longitudinal axis of the piston or of the cylinder. In a bellows actuator as the axis is, for example, in the normal direction of the bellows bottom or the bellows closure.

The first axis may be parallel to a rotational axis of a brake disc, which is braked by the actuator unit.

The support member can be compressed upon actuation of the actuating element by a circumferential force arising on a brake disc, which acts on the actuating element and from there to the support element.

Thus, the kinetic energy of the brake disc or the wheel driving the brake disc and thus the example. In the vehicle stored kinetic energy can be used for braking, which is also referred to as self-boosting the brake. In connection with new control concepts of mechatronics, in particular using modern processors, microprocessors and microcontrollers, fast and safe braking with self-boosting can be achieved. Alternatively, circuits without a processor are used, e.g. State machines based on programmable logic circuits, e.g. FPGA (Field Programmable Gate Array).

A fluid system may connect the actuator and the support member. The fluid system is, for example, a hydraulic system of conduits or channels and of switching units, such as multi-way valves or one-way valves. For example, check valves are used. A pressure generating unit can build up a low pre-pressure. The pressure generating unit is, for example, a pump unit or a pressure accumulator. The fluid system may include conduits of a rigid material, e.g. Metal pipes or metal channels. Alternatively, flexible hoses can also be used.

The fluid system may include at least one multiway valve. The multi-way valve can switch a fluid connection along at least two paths, wherein a small space is used. However, two or more than two one-way valves may be used instead of the multi-way valve.

The valves can be actuated electronically, via a fluid or in some other way.

The multiple valves (A, B, C) may be "normally open", i. in position C, C1 if the supply voltage or the supply pressure fails. This leads to a security of the system in the sense of "intrinsic safety", which is particularly important for braking.

The multiway valve may have or contain at least three ports.

A first port of the multiway valve may be connected to the actuator. A second port of the multiway valve may be connected to the support element.

Thus, the multi-way valve can selectively switch or disconnect a hydraulic / pneumatic connection between the actuating element and the support element.

A third port of the multiway valve may be connected to a fluid reservoir. The pressure in the fluid reservoir or in a reservoir can correspond to the ambient pressure. The fluid reservoir provides an additional volume, in particular a variable volume, for the fluid and thus creates a fluid buffer or fluid buffer. For example. the fluid reservoir contains a membrane.

Thus, the multi-way valve can selectively switch a hydraulic / pneumatic connection between the actuating element and the support element or between the actuating element and the fluid storage unit.

A second support element may be arranged on the carrier device. The second support element may be arranged on the actuating element or there may be a rigid connection between the second support element and the actuating element.

Thus, self-energizing braking in two opposite directions of movement can be utilized, e.g. when driving forwards and reversing or when starting up or shutting down a lift, etc.

The brake element may be arranged on a brake disk or on a free space for a brake disk.

In one embodiment, the brake disk or the intermediate space can lie, for example, between two brake linings of the disk brake. When braking, the two brake pads can move towards each other and thus to the brake disc. Alternatively, the brake disc can be pressed against the brake pads.

The bellows of the support element and / or the actuating element may be in one embodiment, a metallic bellows or a bellows containing a metallic material. The metal gives the bellows the required mechanical rigidity and strength. Additional spring elements are not required due to the restoring force of the bellows. However, such spring elements can be used as needed.

The actuation unit may in one embodiment include a pressure adjustment device, e.g. a cylinder with a piston, which has two different sized effective surfaces on the opposite sides of a piston rod. One surface may be at least 50 percent smaller or at least 100 percent smaller than the other surface. The pressure adjusting device is also referred to as a stroke translator. The pressure-adjusting device can thus be, for example, a cylinder with two mutually different cross-sectional areas. The hydraulic system becomes "softer" through the pressure adjusting device.

The operation of a forepump can be limited in one embodiment, when a pressure accumulator is used, which is, for example, pressurized by the pressure adjusting device.

In one embodiment, an accumulator unit may also be present in the actuation unit. The pressure storage unit is designed, for example, for a pressure in the range of 1 MPa to 15 MPa (megapascals).

The actuating element and the support element can be made in one piece and / or metallic tight. Integral here means that both parts have been manufactured, for example, in the same manufacturing process, e.g. in the same galvanic process, in particular simultaneously. The result is only a single part that is tight and maintenance-free. Metallically dense here means that a water passage and / or a gas passage is prevented. Thus, even after ten years, the barrier effect can still be present and ensure that the fluid has unimpaired performance properties.

The actuating element and / or the support element may include at least one hydraulic switching unit. Thus, the mechanical rigidity can be increased, for example, by a reduction of the dead volume compared to a liquid in the bellows.

But also an arrangement of the hydraulic system outside the bellows of the support element and / or the bellows of the actuating element can be used.

The brake may include a housing containing the fluid storage unit, the optional switching unit, and the first channel.

The housing may be encapsulated, i. it forms a capsule around the mentioned units. Due to the encapsulated design, the fluid can be used for a long time, for example. Over a period of time greater than 10 years. In particular, the flow properties of the fluid are not degraded by the ingress of air or moisture. Also contamination of the fluid is excluded by the encapsulation. Furthermore, due to the encapsulation, no air or gas bubbles can form in the brake system, so that the full braking effect over the entire operating life of, for example, more than ten years remains.

The pump unit and possibly also the drive unit can likewise be arranged inside the housing. Alternatively, in particular in the case of a membrane pump, the membrane may form part of the encapsulated housing. The drive unit can then be arranged on the membrane in a simple manner outside the housing, for example a piezoelectric crystal.

The housing may be metallic tight or be metallically tightly connected to the bellows. Metallically dense here means that a water passage and / or a gas passage is prevented. Thus, even after ten years, the barrier effect can still be present and ensure that the fluid has unimpaired performance properties.

Examples of metallically sealed connection are, for example, soldering and welding. But also a one-piece production of bellows and housing can be done, for example. With galvanic process.

In one embodiment, the housing has at least one passage for an electrically conductive connection. Because no mechanical movement must be transmitted to the implementation, the implementation can be sealed well, for example. With a hardening plastic.

• – fluidbasiertes Betätigen eines Betätigungselementes einer Bremse,
• – Einleiten einer beim Bremsen erzeugten Querkraft in ein fluidbasiertes Abstützelement,
• – Umleiten des Fluiddrucks vom Abstützelement in das Betätigungselement,
• – wobei das Abstützelement ein Balg ist oder einen Balg enthält, der mit dem Fluid gefüllt ist.

A method of braking may include the following steps:

• Fluid-actuated actuation of an actuating element of a brake,
• Introducing a transverse force generated during braking into a fluid-based support element,
• Diverting the fluid pressure from the support element into the actuating element,
• - The support element is a bellows or contains a bellows, which is filled with the fluid.

For the method mentioned above for the actuator and its developments or refinements technical effects apply.

In one embodiment of the method, a switching unit can be used which contains at least two switching positions and / or at least three connections.

The switching unit is, for example, a multi-way valve or contains at least two one-way valves.

In another embodiment of the method, the fluid pressure can be redirected in a first switching position of a switching unit or the switching unit. When building up the brake pressure, i. For example, when pressing a brake pedal, the first switching position is used. The brake is in self-boosting mode.

In a next embodiment of the method, the diversion can be interrupted in a second switching position. The second switching position is, for example, driven., When a setpoint pressure of the brake is reached. The target pressure is selected, for example, depending on the Pedalauslenkung a brake pedal.

In one embodiment of the method, the diversion can be interrupted in a third switching position and a connection can be connected between the actuating unit and a fluid reservoir. For example. the third shift position is selected when the brake pedal is unloaded.

The said developments and refinements can be combined with the embodiments explained below.

In other words, a self-reinforcing brake with hydraulic action principle is specified.

On the way to the full electrification of the automobile ("x-by-wire"), the traditional automotive brake is an obstacle: For the application of the necessary brake pressures a considerable expenditure of energy is required, which is difficult or impossible to display in the 12 volt electrical system. Traditional brakes require fluid lines throughout the vehicle.

• – Keilbremse (EWN = Electronic Wedge Brake): Der Bremsbelag wird mittels eines Keils gegen die Bremsscheibe gedrückt. Der Einsatz eines Keils bietet die Möglichkeit, eine mechanische Untersetzung ("Hebel") zu nutzen, um die notwendigen hohen Bremsandruckkräfte bereitstellen zu können. Bei geeigneter Konstruktion kann der Keil dazu genutzt werden, die Bremse selbst verstärkend auszulegen. Hierbei wird das auf den Bremsbelag wirkende Bremsreaktionsmoment genutzt, um die Bremsandruckskraft zu erhöhen. Dies birgt jedoch die Gefahr der Instabilität ("Festfressen").
• – Hebelübersetzung: Der Bremsbelag wird mittels eines Hebels gegen die Bremsscheibe gedrückt. Der Hebel ist untersetzend ausgeführt, so dass die hohen Bremsandruckkräfte bereits bei einer recht niedrigen Aktorkraft dargestellt werden können, wie sie ein gewöhnlicher Getriebeelektromotor bereitstellt. Durch geeignete Konstruktion des Hebelpunktes kann auch die Hebelkonstruktion selbst verstärkend ausgeführt werden.
• – Kugelgewindetrieb: Hierbei wird die rotatorische Bewegung eines Elektromotors mittels einer Kugelgewindespindel stark untersetzt in eine lineare Bewegung umgesetzt. Somit lassen sich platz- und kostensparende kleine Elektromotore einsetzen, die zwar kein großes Moment aufbringen können, aber für hohe Rotationsgeschwindigkeiten einsetzbar sind. Vorteil ist u.a. der einfache Aufbau, Nachteil die langsame und ineffiziente Aktuierung.
• – Hydraulikpumpe: Die traditionelle, hydraulisch wirkende Automobilbremse kann durch Hinzufügen einer Hydraulikpumpe in eine elektromechanisch wirkende Bremse umgewandelt werden. Hierbei wird der Bremsdruck in einem Reservoir durch eine Pumpe aufgebaut. Durch elektromechanische Ventile wird der Bremsdruck dann je nach Fahrerwunsch durch Druckschläuche auf die Bremskolben an den Rädern aufgebracht. Vorteil ist die mögliche Weiterverwendung der auskonstruierten hydraulischen Bremsen. Nachteil ist die aufwendige Druckerzeugung sowie die fehlende Ausfallsicherheit ("single point of failure").

Previously presented approaches to the electromechanical brake include, inter alia, the following principles:

• - Wedge brake (EWN = Electronic Wedge Brake): The brake pad is pressed against the brake disc by means of a wedge. The use of a wedge offers the possibility to use a mechanical reduction ("lever") in order to provide the necessary high Bremsandruckkräfte can. With a suitable construction, the wedge can be used to make the brake itself reinforcing. Here, the braking reaction torque acting on the brake pad is used to increase the Bremsandruckskraft. However, this carries the risk of instability ("seizure").
• - Leverage: The brake lining is pressed against the brake disc by means of a lever. The lever is stepped down, so that the high Bremsandruckkräfte can be displayed even at a fairly low actuator force, as provided by a conventional transmission electric motor. By suitable design of the fulcrum, the lever construction itself can be performed reinforcing.
• - Ball screw: Here, the rotational movement of an electric motor by means of a ball screw heavily subdued translated into a linear motion. Thus, space and cost-saving small electric motors can be used, which can not muster a big moment, but can be used for high rotational speeds. The advantage is, among other things, the simple structure, the disadvantage of the slow and inefficient actuation.
• - Hydraulic pump: The traditional hydraulic-powered automotive brake can be converted to an electro-mechanical brake by adding a hydraulic pump. Here, the brake pressure is built up in a reservoir by a pump. By electromechanical valves, the brake pressure is then applied depending on the driver's request by pressure hoses on the brake piston on the wheels. Advantage is the possible further use of the designed hydraulic brakes. Disadvantage is the elaborate pressure generation and lack of reliability ("single point of failure").

The present technical idea comprises a hydraulic, self-reinforcing brake device (see drawings). The brake pressure forces are applied as in a traditional automotive brake by means of a hydraulic piston or metal bellows (drawings: "main bellows").

In embodiments, the brake reaction torques are, however, added via one or more Abstützbälge (drawings: "Abstützbalg"): The friction forces acting between the brake disc and brake pad cause the brake pad sideways, so that the brake disc "presses" the brake pad in the Abstützbalg. Thus, the rotational energy of the wheel is used during braking to build up in the Abstützbalg overpressure. This overpressure can then be used by means of a control valve to increase the pressure in the main bellows: the system has reached the state of self-boosting.

• 1. Die Vorpumpe (Zeichnung: "Vorpumpe") entnimmt aus dem hydraulischen Speicher (Zeichnung: "hydraulischer Speicher") Bremsflüssigkeit, um einen geringen Vordruck aufzubauen. Das Stellventil befindet sich in Stellung "C" bzw. C1.
• 2. Der Fahrer betätigt das Bremspedal.
• 3. Das Stellventil fährt in Stellung "A" (Zeichnungen: "A1 bzw. A2"), um im Hauptbalg Druck aufzubauen. Rückschlagventile "RV1", "RV2", "RV3" und "RV4" sind in Durchlassrichtung geschaltet.
• 4. Das Bremsreaktionsmoment lässt den Bremsbelag seitlich ausweichen und drückt ihn in den Abstützbalg. Im Folgenden wird angenommen, dass die Drehrichtung des Rades so ist, dass der obere Abstützbalg belastet wird. Aufgrund der symmetrischen Auslegung des Systems ergibt sich das Systemverhalten bei entgegen gesetzter Drehrichtung analog.
• 5. Sobald der Druck im Abstützbalg den Druck der Vorpumpe übersteigt, schließen Rückschlagventile RV2 und RV4. Der Bremskreislauf ist nun im selbst verstärkenden Betriebsfall.
• 6. Angeregt durch den Bremsaufbau im Abstützbalg steigt der Druck im Hauptbalg, wodurch die Bremsandruckkraft steigt, wodurch das Bremsreaktionsmoment steigt, wodurch erneut der Druck im Abstützbalg steigt, etc.
• 7. Sobald der vom Fahrer vorgegebene Wunschdruck im Hauptbalg erreicht ist, wird das Stellventil in Stellung "B" bzw. B1 geschaltet. Der Bremsdruck im Hauptbalg bleibt konstant. Bei Bedarf kann er durch Rückkehr des Stellventils in Stellung "A" weiter erhöht werden.
• 8. Der Fahrer entlastet das Bremspedal.
• 9. Das Stellventil wird in Stellung "C" geschaltet, d.h. genauer C1.
• 10. Der Bremsdruck im Hauptzylinder entspannt sich, die Bremsflüssigkeit fließt zurück ins Reservoir. Der Bremsbelag entfernt sich, insbesondere getrieben von der Rückstellkraft des Balges, von der Bremsscheibe.
• 11. Hierdurch sinkt sowohl die Bremsandruckkraft, sowie daraus folgend das Bremsreaktionsmoment. Der Druck im Abstützbalg sinkt.
• 12. Ist der Druck im Abstützbalg auf das Niveau der Vorpumpe abgesunken, so öffnen Rückschlagventile "RV2" und "RV4", der Druck der beiden Abstützbalge nivelliert sich und der Bremsbelag wird seitlich zentriert. Das System ist wieder in der Ausgangssituation.

A complete braking process runs, for example, according to the following flowchart:

• 1. The fore pump (drawing: "pre-pump") takes from the hydraulic accumulator (drawing: "hydraulic accumulator") brake fluid to build up a small pre-pressure. The control valve is in position "C" or C1.
• 2. The driver depresses the brake pedal.
• 3. The control valve moves to position "A" (drawings: "A1 or A2") to build up pressure in the main bellows. Check valves "RV1", "RV2", "RV3" and "RV4" are switched in the forward direction.
• 4. The braking reaction torque causes the brake pad to escape laterally and presses it into the support bellows. In the following it is assumed that the direction of rotation of the wheel is such that the upper Abstützbalg is loaded. Due to the symmetrical design of the system, the system behavior results in the opposite direction of rotation analog.
• 5. As soon as the pressure in the support bellows exceeds the pressure of the forepump, check valves RV2 and RV4 close. The brake circuit is now in self-reinforcing operation.
• 6. Inspired by the brake assembly in Abstützbalg the pressure in the main bellows, whereby the Bremsandruckkraft increases, whereby the brake reaction torque increases, which again increases the pressure in the Abstützbalg, etc.
• 7. As soon as the desired pressure specified by the driver in the main bellows is reached, the control valve is switched to position "B" or B1. The brake pressure in the main bellows remains constant. If required, it can be further increased by returning the control valve to position "A".
• 8. The driver relieves the brake pedal.
• 9. The control valve is switched to position "C", ie more precisely C1.
• 10. The brake pressure in the master cylinder relaxes, the brake fluid flows back into the reservoir. The brake pad is removed, in particular driven by the restoring force of the bellows, from the brake disc.
• 11. This reduces both the Bremsandruckkraft, and consequently the brake reaction torque. The pressure in the support bellows decreases.
• 12. If the pressure in the support bellows has dropped to the level of the forepump, check valves "RV2" and "RV4" open, the pressure of the two support bellows is leveled and the brake pad is laterally centered. The system is back in the starting position.

There are the following advantages:
Self-reinforcing: Only a small pre-pressure must be applied by the pre-pump. The main pressure is generated by the brake itself in the Abstützbälgen. As a result, the braking system is energy efficient, the backing pump can be designed small and cheap. The electrical system of the vehicle is only lightly loaded.
Safety: The brake pressure is generated decentrally in the individual brakes. As a result, a full redundancy of the individual brakes is shown. The problem of a central brake pressure pump as a "single point of failure" is thus eliminated.
Controllability: In the "Electronic Wedge Brake" or the lever-translated, self-reinforcing brake, the self-reinforcement results purely mechanically, so it can not or only indirectly be regulated. The principle of the present invention message is based on regulating the brake pressure directly via a control valve, and to use the self-boosting only to build up the brake pressure supply. A "seizure", ie the case of a catastrophic Aufschaukelung the self-reinforcement can thus be avoided in principle.
No concern for the brake discs: In traditional hydraulic brakes, under some conditions, the brake pads may contact the brake disc even if the brake pressure has been reduced to zero. This is unfavorable because energy continues to be converted into friction. In the present invention, this is not a risk because the bellows always applies restoring forces.
Electronic control: The control valve can be electronically controlled in a simple way. The brake is therefore excellently suited for use in "brake-by-wire" environments and hybrid or all-electric vehicles.
Maintenance-free: The use of metal bellows allows a structure without plastic and rubber elements, which prevents water absorption and thus aging of the hydraulic fluid. Furthermore, a "metallically dense" construction ensures that no liquid is lost over the lifetime and thus the hydromechanical system is maintenance-free.
Robustness: The concept has only a few bearings or the viscous damping makes the system insensitive to dirt and vibrations.

The above-described characteristics, features, and advantages of this invention, as well as the manner in which they will be achieved, will become clearer and more clearly understood in connection with the following description of the embodiments. If the term "can" is used in this application, it is both the technical possibility and the actual technical implementation.

In the following, embodiments of the invention will be explained with reference to the accompanying drawings. Show:

1 a first self-reinforcing brake,

2 a second self-reinforcing brake,

3 an integrally manufactured actuator unit, and

4 a method for actuating a brake.

• – eine Scheibenbremse 12,
• – einen hydraulischen Kreis 14, und
• – eine Betätigungseinheit 16.

The 1 shows a first self-reinforcing brake or brake system 10 , The brake system 10 includes:

• - a disc brake 12 .
• - a hydraulic circuit 14 , and
• - An operating unit 16 ,

• – eine scheibenförmige Bremsscheibe 20,
• – ein äußeres Befestigungselement 22, und
• – zwei beidseitig der Bremsscheibe 20 angeordnete Befestigungselemente 24, 26 mit denen die Bremsscheibe 20 auf einer Antriebswelle eines Rades befestigt ist, z.B. am linken Vorderrad eines Kraftfahrzeugs/Auto.

The disc brake 12 includes:

• - a disc-shaped brake disc 20 .
• - An outer fastener 22 , and
• - Two sides of the brake disc 20 arranged fasteners 24 . 26 with which the brake disc 20 is mounted on a drive shaft of a wheel, for example on the left front wheel of a motor vehicle / car.

The brake disc 20 turns around a rotation axis 6 , Brakes of the same type can also be arranged on the other wheels of the car.

• – einen erster Teil 18a einer Trägervorrichtung,
• – einen zweiten Teil 18b der Trägervorrichtung,
• – einen Bremsbelagträger 28,
• – einen Bremsbelag 30, z.B. auf Gummi- oder Harzbasis,
• – einen Hauptbalg 40, vorzugsweise aus Metall,
• – einen ersten Abstützbalg 42, ebenfalls vorzugsweise aus Metall,
• – einen zweiten Abstützbalg 44, z.B. aus Metall, und
• – einen Balgträger 46.

The operating unit 16 includes:

• - a first part 18a a carrier device,
• - a second part 18b the carrier device,
• - a brake pad carrier 28 .
• - a brake pad 30 , eg rubber or resin-based,
• - a main bellows 40 , preferably of metal,
• - A first Abstützbalg 42 , preferably also made of metal,
• - A second Abstützbalg 44 , eg of metal, and
• - a bellows carrier 46 ,

The carrier device is, for example, a double "floating" floating caliper. For storage can be used, for example, linear guide or other construction element. The main bellows 40 and the support bellows 42 and 44 are attached to the bellows carrier. Another version is below at the hand of the 3 explained in more detail. The bellows carrier 48 is along a support axis 8th movably mounted in both directions. The support axis 8th is, for example, at an angle of 90 degrees to the axis of rotation 6 , The bellows carrier 46 is, for example, only on the Abstützbälge 42 and 44 with the carrier device 18a . 18b connected. In addition, however, a guide for the bellows carrier may be provided on the carrier device, in particular a linear guide parallel to or in the direction of the support axis 8th , Thus, there is a double floating bearing, since the movable part of the support device also parallel to the axis of rotation 6 can move. Alternatively, a fixed caliper can be used.

• – Rückschlagventile RV1 bis RV4,
• – ein Stellventil SV1, vorzugsweise ein Ventil, das ohne elektrische Versorgungsspannung geöffnet ist, d.h. "normally open" bzw. "normal geöffnet",
• – Verzweigungen V1 bis V5,
• – einen am Stellventil SV1 angeordneten Elektromagneten 48, ggf. auch an zwei Seiten jeweils einen Elektromagneten,
• – einen hydraulischen Speicher 50,
• – eine Vorpumpe (unidirektional oder bidirektional) 52, und
• – Leitungen 60 bis 84.

The hydraulic circuit 14 includes:

• - Check valves RV1 to RV4,
• A control valve SV1, preferably a valve which is open without electrical supply voltage, ie "normally open" or "normally open",
• Branches V1 to V5,
• - An arranged on the control valve SV1 electromagnet 48 , possibly also on two sides in each case an electromagnet,
• - a hydraulic accumulator 50 .
• - a fore pump (unidirectional or bidirectional) 52 , and
• - Cables 60 to 84 ,

In place of the forepump 52 It is also possible to use a piezoelectric element that moves a membrane.

The control valve SV1 has three selectively switchable valve positions A1, B1, C1. The control valve SV1 has four valve ports VA1 to VA4, but of which the valve port VA4 is not used in the embodiment, so that a control valve SV1 with only three ports is suitable.

The administration 60 leads from an opening of the support bellows 44 to the branch V1. The check valve RV2 is located between the branch V1 and the branch V2. In a compact design, the check valve RV2 can be connected directly to the branches V1 and V2. Alternatively, a conduit (not designated) is used between the branches V1 and the one port of the check valve RV2 and / or a conduit 62 used between the other connection of the check valve RV2 and the branch V2. The check valve RV2 passes fluid from the branch V1 to the branch V2.

The check valve RV1 is located between the branch V1 and the branch V4, using two optional lines 72 and 74 , The check valve RV1 passes fluid from the branch V4 to the branch V1 and blocks the fluid flow in the other direction.

The check valve RV3 is located between the branch V3 and the branch V2, using an optional pipe 64 , The check valve RV3 passes fluid from the branch V3 to the branch V2 and locks in the other direction.

The check valve RV4 is located between the branch V3 and the branch V4, using two optional lines 78 and 76 , The check valve RV4 passes fluid from the branch V3 to the branch V4 and locks in the other direction.

From the branch V3 leads a line 66 to the Abstützbalg 42 , A line 68 lies between the Betätigungsbalg 40 (Main bellows) and the connection VA1 of the control valve SV1.

The administration 70 lies between a connection VA2 of the control valve SV1 and the branch V2.

A line 80 leads from a third port VA3 of the control valve SV1 to a branch V5. The administration 82 connects the branch V5 and the fluid reservoir 50 , The administration 84 connects the branch V5 to a connection of the pump 52 , The other connection of the pump 52 is connected to branch V4.

In other embodiments, the hydraulic circuit 14 in the same function modified, in which, for example, the branches V1 to V5 are placed in other places or in another way. In a compact design, the lines and / or branches are, for example, designed as channels in a closed housing.

In the switching position A1, only the connections VA1 and VA2 of the control valve SV1 are connected. The fluid can flow in both directions between the terminals VA1 and VA2 in the switching position A1. In place of a bidirectional flow, only a unidirectional flow can be permitted, for example by appropriate design of the control valve SV1.

In the switching position B1, all connections VA1 to VA3 or to VA4 are separated from one another. A fluid flow is thus not possible in this switching position B1 of the control valve SV1.

In the switching position C1, a bidirectional flow between the terminals VA1 and VA3 is possible. In place of bidirectional flow, only unidirectional flow can be allowed.

The electromagnet 48 of the control valve SV1 is controlled by a control unit, not shown. In this case, a control method or a control method can be used. An optional one Pressure sensor can control the pressure in the hydraulic circuit 14 capture, eg the pressure in the Betätigungsbalg 40 or elsewhere.

Instead of an electrical control of the control valve SV1 can also be a pneumatic control.

• 1. Die Vorpumpe 52 entnimmt aus dem hydraulischen Speicher 50 Bremsflüssigkeit, um einen geringen Vordruck aufzubauen. Das Stellventil befindet sich in Stellung C1.
• 2. Der Fahrer betätigt das Bremspedal.
• 3. Das Stellventil SV1 fährt in Stellung A1, um im Hauptbalg 40 Druck aufzubauen. Die Rückschlagventile RV1, RV2, RV3 und RV4 sind in Durchlassrichtung geschaltet.
• 4. Das Bremsreaktionsmoment lässt den Bremsbelag 30 seitlich ausweichen und drückt den mit dem Bremsbelag 30 gekoppelten Bremsbelagträger 46 in den Abstützbalg 42. Im Folgenden wird angenommen, dass die Drehrichtung des Rades so ist, dass der Abstützbalg 42 belastet wird. Aufgrund der symmetrischen Auslegung des Systems ergibt sich das Systemverhalten bei entgegengesetzter Drehrichtung des Rades bzw. der Bremsscheibe 20 auf analoge Art und Weise.
• 5. Sobald der Druck im Abstützbalg 40 den Druck der Vorpumpe 52 übersteigt, schließen die Rückschlagventile RV2 und RV4. Der Bremskreislauf ist nun im selbst verstärkenden Betriebsfall.
• 6. Angeregt durch den Bremsaufbau im Abstützbalg 42 steigt der Druck im Hauptbalg 40, wodurch die Bremsandruckkraft steigt, wodurch das Bremsreaktionsmoment steigt, wodurch erneut der Druck im Abstützbalg 42 steigt, etc.
• 7. Sobald der vom Fahrer vorgegebene Wunschdruck bzw. Solldruck im Hauptbalg 40 erreicht ist, wird das Stellventil SV1 in die Schaltstellung B1 geschaltet. Der Bremsdruck im Hauptbalg 40 bleibt konstant. Bei Bedarf kann er durch Rückkehr des Stellventils SV1 in Schaltstellung A1 weiter erhöht werden.
• 8. Der Fahrer entlastet das Bremspedal.
• 9. Das Stellventil SV1 wird in die Schaltstellung C1 geschaltet.
• 10. Der Bremsdruck im Hauptzylinder bzw. Hauptbalg 40 entspannt sich, die Bremsflüssigkeit fließt zurück ins Reservoir bzw. in den Fluidspeicher 50. Der Bremsbelag 30 entfernt sich getrieben von der Rückstellkraft des Balges 40 von der Bremsscheibe 20.
• 11. Hierdurch sinkt sowohl die Bremsandruckkraft, sowie daraus folgend das Bremsreaktionsmoment. Der Druck im Abstützbalg 42 sinkt.
• 12. Ist der Druck im Abstützbalg 42 auf das Niveau des Drucks der Vorpumpe 52 abgesunken, so öffnen die Rückschlagventile RV2 und RV4, der Druck der beiden Abstützbalge 42 und 44 nivelliert sich und der Bremsbelag 30 wird seitlich zentriert. Das System ist wieder in der Ausgangssituation.

A complete braking process runs, for example, according to the following flowchart:

• 1. The forepump 52 withdraws from the hydraulic accumulator 50 Brake fluid to build up a low pre-pressure. The control valve is in position C1.
• 2. The driver depresses the brake pedal.
• 3. The SV1 control valve moves to position A1 in the main bellows 40 Build up pressure. The check valves RV1, RV2, RV3 and RV4 are switched in the forward direction.
• 4. The brake reaction torque leaves the brake pad 30 Dodge sideways and presses the brake pad 30 coupled brake pad carrier 46 in the support bellows 42 , In the following it is assumed that the direction of rotation of the wheel is such that the Abstützbalg 42 is charged. Due to the symmetrical design of the system, the system behavior results in the opposite direction of rotation of the wheel or the brake disc 20 in an analogous way.
• 5. As soon as the pressure in the support bellows 40 the pressure of the forepump 52 exceeds the check valves RV2 and RV4 close. The brake circuit is now in self-reinforcing operation.
• 6. Inspired by the brake assembly in Abstützbalg 42 the pressure in the main bellows increases 40 , whereby the Bremsandruckkraft increases, whereby the brake reaction torque increases, whereby again the pressure in the Abstützbalg 42 rises, etc.
• 7. As soon as the desired pressure or nominal pressure specified by the driver in the main bellows 40 is reached, the control valve SV1 is switched to the switching position B1. The brake pressure in the main bellows 40 stay constant. If required, it can be further increased by returning the control valve SV1 in switching position A1.
• 8. The driver relieves the brake pedal.
• 9. The control valve SV1 is switched to the switching position C1.
• 10. The brake pressure in the master cylinder or main bellows 40 relaxes, the brake fluid flows back into the reservoir or in the fluid reservoir 50 , The brake pad 30 moves away from the restoring force of the bellows 40 from the brake disc 20 ,
• 11. This reduces both the Bremsandruckkraft, and consequently the brake reaction torque. The pressure in the support bellows 42 sinks.
• 12. Is the pressure in the support bellows 42 to the level of pressure of the forepump 52 when the check valves RV2 and RV4 open, the pressure of the two support bellows drops 42 and 44 leveled and the brake pad 30 is centered laterally. The system is back in the starting position.

• – eine Rotationsachse 6b,
• – eine Abstützachse 8b,
• – eine Bremsanlage 10b,
• – eine Scheibenbremse 12b,
• – einen hydraulischen Kreis 14b,
• – eine Betätigungseinheit 16b,
• – einen ersten Teil 18c der Trägervorrichtung,
• – einen zweiten Teil 18d der Trägervorrichtung,
• – eine Bremsscheibe 20b,
• – ein Befestigungselement 22b,
• – Befestigungselemente 24b, 26b,
• – einen Bremsbelagträger 28b,
• – einen Bremsbelag 30b,
• – einen Hauptbalg 40b,
• – einen erster Abstützbalg 42b,
• – einen zweiten Abstützbalg 44b,
• – einen Balgträger 46b,
• – Rückschlagventile RV1b bis RV4b,
• – ein Stellventil SV1b,
• – Ventilstellungen A2, B2, C2, die den Ventilstellungen A1, B2, C1 entsprechen,
• – Verzweigungen V1b bis V5b, die den Verzweigungen V1 bis V5 entsprechen,
• – einen Elektromagneten 48b,
• – einen hydraulischen Speicher 50b,
• – eine Vorpumpe 52b (unidirektional der bidirektional),
• – Leitungen 60b bis 82b, die den Leitungen 60 bis 82 entsprechen, und
• – Ventilanschlüsse VA1b bis VA4b.

The 2 shows a second self-reinforcing brake or brake system 10b , The brake system 10b is regarding a disc brake 12b like the disc brake 12 , with respect to an actuator unit 16b like the operating unit 16 and with respect to a left part of a hydraulic circuit 14b like the hydraulic circuit 14 built up. Thus, the comments on 1 directed. For distinction, the in 1 used reference numerals of the lower case letter "b" readjusted. Thus, there is in the brake system 10b especially:

• - a rotation axis 6b .
• - A support axis 8b .
• - a brake system 10b .
• - a disc brake 12b .
• - a hydraulic circuit 14b .
• - An operating unit 16b .
• - a first part 18c the carrier device,
• - a second part 18d the carrier device,
• - a brake disc 20b .
• - A fastener 22b .
• - fasteners 24b . 26b .
• - a brake pad carrier 28b .
• - a brake pad 30b .
• - a main bellows 40b .
• - A first Abstützbalg 42b .
• - A second Abstützbalg 44b .
• - a bellows carrier 46b .
• Check valves RV1b to RV4b,
• A control valve SV1b,
• Valve positions A2, B2, C2, which correspond to the valve positions A1, B2, C1,
• Branches V1b to V5b corresponding to branches V1 to V5
• - an electromagnet 48b .
• - a hydraulic accumulator 50b .
• - a forepump 52b (unidirectional the bidirectional),
• - Cables 60b to 82b that the wires 60 to 82 correspond, and
• - Valve connections VA1b to VA4b.

In the hydraulic circuit 14b is a forepump 52b only optional. If a forepump 52b is present, it lies between the branch V5b and a branch V7b. A check valve RV5b lies between the branch V5b and the branch V7b and allows fluid flow from the branch V5b to the branch V7b but blocks the flow of fluid in the reverse direction, ie from branch V7b to branch V5b.

A check valve RV6b is located between the branch V7b and a branch V8b. The check valve RV6b allows fluid flow from the branch V7b to the branch V8b, but blocks fluid flow in the reverse direction.

At branch V8b is a pressure accumulator 200 connected. The pressure in the accumulator 200 is, for example, built up to a value in the range of 1 bar to 15 bar or in the range of 1 MPa to 15 MPa. Alternatively, higher pressures are used. So can the pressure in the adjustment cylinder 202 For example, rise to up to 300 bar, resulting in an adjustment of 1:10, for example, 30 bar. Thus, the pressure in the pressure accumulator 200 also in the range of 1 bar to 50 bar.

A line 210 lies between branches V4b and V8b. Instead of two-way branches, triple branches can also be used, so that the line 210 then not needed.

A pressure adjusting piston / cylinder 202 lies between a branch V6b in the line 62b and the branch V7b. The larger piston area of the adjustment piston 202 lies on the side of branch V7b. The smaller piston surface of the adjustment piston 202 lies on the side of branch V6b. In pressure adjusting piston / cylinder 202 is located on the larger side of the piston, for example. A compression spring.

• 1. Die optionale Vorpumpe 52b entnimmt aus dem hydraulischen Speicher 50b Bremsflüssigkeit, um einen geringen Vordruck aufzubauen. Das Stellventil befindet sich in der Schaltstellung C2. Falls bereits Druck im Druckspeicher 200 vorhanden ist, bspw. von einer vorhergehenden Bremsung, entfällt der obere Schritt.
• 2. Der Fahrer betätigt das Bremspedal.
• 3. Das Stellventil fährt in die Schaltstellung A2, um im Hauptbalg 40b Druck aufzubauen. Die Rückschlagventile RV1b, RV2b, RV3b und RV4b sind in Durchlassrichtung geschaltet.
• 4. Das Bremsreaktionsmoment lässt den Bremsbelag 40b seitlich ausweichen und drückt damit den Balgträger 46b in den Abstützbalg 42b. Im Folgenden wird angenommen, dass die Drehrichtung des Rades bzw. der Bremsscheibe 20b so ist, dass der Abstützbalg 42b belastet und der Abstützbalg 44b entlastet wird. Aufgrund der symmetrischen Auslegung des Systems ergibt sich das Systemverhalten bei entgegengesetzter Drehrichtung der Bremsscheibe 20b analog.
• 5. Sobald der Druck im Abstützbalg 40b den Druck der Vorpumpe bzw. den Druck im Druckspeicher 200 übersteigt, schließen die Rückschlagventile RV2b und RV4b. Der Bremskreislauf ist nun im selbst verstärkenden Betriebsfall.
• 6. Angeregt durch den Abstützdruckaufbau im Abstützbalg 42b steigt der Druck im Hauptbalg 40b, wodurch die Bremsandruckkraft steigt, wodurch das Bremsreaktionsmoment steigt, wodurch erneut der Druck im Abstützbalg 40b steigt, etc. Gleichzeitig wird über den Anpassungskolben 202 (Hubübersetzer) der Druckspeicher 200 wieder mit Druck beaufschlagt, d.h. sozusagen "aufgeladen".
• 7. Sobald der vom Fahrer vorgegebene Wunschdruck bzw. Solldruck im Hauptbalg 40b erreicht ist, wird das Stellventil SV1b in die Schaltstellung B2 geschaltet. Der Bremsdruck im Hauptbalg 40b bleibt konstant. Bei Bedarf kann er durch Rückkehr des Stellventils SV1b in die Schaltstellung A2 weiter erhöht werden.
• 8. Der Fahrer entlastet das Bremspedal.
• 9. Das Stellventil SV1b wird in die Schaltstellung C2 geschaltet.
• 10. Der Bremsdruck im Hauptzylinder bzw. Hauptbalg 40b entspannt sich, die Bremsflüssigkeit fließt zurück ins Reservoir 50b. Der Bremsbelag 30b entfernt sich getrieben von der Rückstellkraft des Balges 40b von der Bremsscheibe 20b.
• 11. Hierdurch sinkt sowohl die Bremsandruckkraft, sowie daraus folgend das Bremsreaktionsmoment. Der Druck im Abstützbalg 40b sinkt.

In place of the forepump 52b It is also possible to use a piezoelectric element that moves a membrane. Instead of an electrical control of the control valve SV1b can also be a pneumatic control. A complete braking process runs, for example, according to the following flowchart:

• 1. The optional fore pump 52b withdraws from the hydraulic accumulator 50b Brake fluid to build up a low pre-pressure. The control valve is in the switching position C2. If already pressure in the accumulator 200 is present, for example. From a previous braking, eliminates the upper step.
• 2. The driver depresses the brake pedal.
• 3. The control valve moves to the switching position A2, in the main bellows 40b Build up pressure. The check valves RV1b, RV2b, RV3b and RV4b are switched in the forward direction.
• 4. The brake reaction torque leaves the brake pad 40b dodge sideways and thus presses the bellows support 46b in the support bellows 42b , In the following it is assumed that the direction of rotation of the wheel or the brake disc 20b such is that the support bellows 42b loaded and the Abstützbalg 44b is relieved. Due to the symmetrical design of the system, the system behavior results in the opposite direction of rotation of the brake disc 20b analogous.
• 5. As soon as the pressure in the support bellows 40b the pressure of the backing pump or the pressure in the accumulator 200 exceeds the check valves RV2b and RV4b close. The brake circuit is now in self-reinforcing operation.
• 6. Inspired by the Abstützdruckaufbau in Abstützbalg 42b the pressure in the main bellows increases 40b , whereby the Bremsandruckkraft increases, whereby the brake reaction torque increases, whereby again the pressure in the Abstützbalg 40b rises, etc. At the same time is about the adjustment piston 202 (Stroke translator) of the pressure accumulator 200 again pressurized, ie, so to speak "charged".
• 7. As soon as the desired pressure or nominal pressure specified by the driver in the main bellows 40b is reached, the control valve SV1b is switched to the switching position B2. The brake pressure in the main bellows 40b stay constant. If necessary, it can be further increased by returning the control valve SV1b in the switching position A2.
• 8. The driver relieves the brake pedal.
• 9. The control valve SV1b is switched to the switching position C2.
• 10. The brake pressure in the master cylinder or main bellows 40b relaxes, the brake fluid flows back into the reservoir 50b , The brake pad 30b moves away from the restoring force of the bellows 40b from the brake disc 20b ,
• 11. This reduces both the Bremsandruckkraft, and consequently the brake reaction torque. The pressure in the support bellows 40b sinks.

12. Is the pressure in the support bellows 40b to the level of through the forepump 52b or through the accumulator 200 When the pressure has dropped, the check valves RV2b and RV4b open the pressure of the two support bellows 42b and 44b leveled and the brake pad 30b gets over the bellows carrier 46b centered laterally. The system is back in the starting position.

The adjustment piston 202 (Stroke Translator) is used to pressurize the pressure accumulator 200 with pressure. This will ensure that the forepump 52b can be switched off longer and still always a form in the hydraulic circuit 14b is. This is so because of the pressure accumulator 200 represents an energy storage that provides energy for the next braking. An area of the adjustment piston 202 is, for example, at least 50 percent smaller or at least 100 percent smaller than the other effective area. The pressure in the brake cylinder or brake bellows can typically be up to 300 bar, ie with a gear ratio of 1: 2 150 bar will rest in the pressure accumulator. Alternatively, smaller values of the pressure in the pressure accumulator are used.

The accumulator 200 forms a reservoir in which the fluid can be stored with a pre-pressure higher than the ambient pressure, eg at least twice as high but, for example, less than 20 times as high.

The check valves RV5b and RV6b enable the pre-pump to be connected.

About the line 210 can the hydraulic circuit 14b optionally via the forepump 52b or over the accumulator 200 be supplied with a form.

The forepump 52b can also use the check valve RV6b the pressure accumulator 200 apply pressure.

In place of the forepump 52b It is also possible to use a diaphragm pump with piezo drive. An optional pressure sensor in the hydraulic circuit 14b is not shown, but see also the comments on 1 ,

• – einen Betätigungsbalg 252,
• – einen Abstützbalg 254, und
• – einen Abstützbalg 256.

The 3 shows an integrally or metallically sealed actuator unit, ie a triple bellows 250 , The triple bellows 250 includes:

• - An actuating bellows 252 .
• - a support bellows 254 , and
• - a support bellows 256 ,

Between the support bellows 254 and the Abstützbalg 256 there is a gap 258 , the right by the closure of the support bellows 254 and left through the closure of the support bellows 256 is limited. The closure of the actuating bellows 252 limits the gap 258 downwards. At the top is the gap 258 through a cover 259 limited. Forward and back is the gap 258 limited by a front wall, not shown, and a rear wall, not shown. Thus, the gap is rebuilt on all sides in the embodiment. Alternatively, a construction is used in which a the space 258 corresponding gap remains open on at least one side.

In the space become pieces of pipes 260 to 264 guided. The administration 260 corresponds to the line 66 respectively. 66b , The administration 262 corresponds to the line 68 respectively. 68b , The administration 264 corresponds to the line 60 respectively. 60b

Incidentally, the triple bellows 250 in place of the three bellows 40 . 42 and 44 in the operating unit 16 or instead of the three bellows 40b . 42b and 44b in the operating unit 16b be used.

• – FlexRay,
• – Profinet,
• – CAN-Bus (Controller Area Network),
• – Ethernet ( IEEE 802.x ), bzw.
• – LIN (Local Interconnect Network).

In another embodiment, the entire hydraulic circuit is located 14 respectively. 14b within a bellows corresponding to the triple bellows. The internals can all be in one the space 258 corresponding space or both in the space and within the bellows 252 and or 254 and or 256 be housed. An optional encapsulation may be inside the bellows 252 to 256 used to protect the internals. Outwardly, the triple bellows are then penetrated, for example, only by one or more electrically conductive drive lines, which transmit electrical drive signals from / to a control unit. The electrical supply line or the electrical leads can be sealed easier than fluid supply lines. The drive signals can be transmitted according to one of the following protocols:

• - FlexRay,
• - Profinet,
• - CAN bus (Controller Area Network),
• - Ethernet ( IEEE 802.x. ), respectively.
• - LIN (Local Interconnect Network).

Alternatively, a drive unit of the pump unit can be arranged outside the triple bellows. Thus, a piezo drive can be outside and the diaphragm of the pump to be part of the housing of the triple bellows.

The 4 shows method steps of a method for actuating a brake. The process steps are especially for the brake systems 10 . 10b performed, for example, using a processor, microprocessor or microcontroller. Alternatively, an electronic circuit without a processor may be used to carry out the method.

The process begins in one process step 300 , hereinafter referred to as step. In one step 300 following optional step 302 A pre-pressure is built up to ensure a quick braking and / or to be able to continuously check the brake system. A decrease in the form, in particular a too rapid drop, may indicate a fault in the brake system.

In a following step 304 If, for example, the driver steps on a brake pedal or a braking process is to be initiated automatically. The adjustment of the brake pedal or the automatic brake unit specifies a target pressure.

In one step 304 following step 306 the control valve SV1 or SV1b is switched to the switching position C1, or C2, so that in one step 308 diverting the pressure from the support bellows 42 . 42b . 254 in the main bellows or Betätigungsbalg 40 . 42b . 252 can be done as above on hand of 2 and 3 has been explained in detail.

In one process step 310 it is checked whether the predetermined target pressure is reached. If this is not the case, then the method in step 308 continued with the self-reinforcing pressure build-up. The process is now in a loop from the process steps 308 and 310 , This loop is in step 310 leave only when it is determined that the target pressure is reached.

After leaving the loop from the steps 308 and 310 the procedure is in step 312 continued, wherein the control valve SV1, SV2 is switched to the switching position B1 and B2, whereby no fluid connection between Abstützbalg and Betätigungsbalg is connected.

In a following step 314 it is checked whether the brake pedal has been pressed even deeper, ie the target pressure continues to increase. Alternatively, a control unit provides a higher target pressure, for example, because the road is smooth or the road surface / tire does not brake as expected.

If the brake pedal is depressed, follow after the step 314 the step 306 and the process is in a second loop from the process steps 306 to 314 , In this loop, there is a further pressure increase of the brake pressure in a self-reinforcing manner.

The loop from the process steps 306 to 314 is in the step 314 leave when the brake pedal is stopped moving.

In a following step, it is checked whether the brake pedal has been released by the driver, or whether an automatic control stops the braking process. If this is not the case, then a third loop of the steps 314 to 316 go through while the brake pressure remains unchanged or continues to rise.

The third loop is in the step 316 leave when the brake pedal is released by the driver or the braking is stopped in another way. In this case follows immediately after the step 316 a step 318 in which the control valve SV1, SV1b is switched into the switching position C1 or C2, ie in the starting position. Subsequently, the procedure in step 320 completed.

In another embodiment, a query is included as to whether the brake pedal has been released only partially or whether the target pressure has become somewhat smaller. In further embodiments, method steps may be omitted, added, or there may be a different order of steps.

Instead of a main bellows or Betätigungsbalgs 40 . 40b . 252 etc. can also be used several bellows. The same applies to the Abstützbalg 42 . 42b . 254 for the forward direction or the Abstützbalg 44 . 44b . 256 for the reverse direction. Also, brakes for only one direction of movement are used, so that a Abstützbalg or a Abstützbalggruppe can be omitted for a braking direction.

The proposed system can be activated purely electronically. Thus, the system is easier to bring in an electric car or eCar and to see as a "mechatronic" system in contrast to the purely mechano-hydraulic system.

Energy for the application of the form by an electric pump can be applied for example by a generator operation of the electric (eCar) motors.

The embodiments are not to scale and are not restrictive. Modifications in the context of expert action are possible. Although the invention has been further illustrated and described in detail by the preferred embodiment, the invention is not limited by the disclosed examples, and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention. The said developments / refinements and embodiments can be combined with each other.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited non-patent literature

• IEEE 802.x [0123]

Claims (15)

Actuating unit ( 16 . 16b . 250 ) a brake system ( 10 . 10b ), comprising a carrier device ( 18a . 18b ; 18c . 18d ), a fluid-based actuator ( 40 . 40b . 252 ) attached to the carrier device ( 18a . 18b ; 18c . 18d ), at least one braking element ( 30 . 30b ), which on the actuating element ( 40 . 40b ), one on the carrier device ( 18a . 18b ; 18c . 18d ) arranged supporting element ( 42 . 42b ; 254 . 256 ), which operates on a fluid basis, wherein the support element ( 42 . 42b ; 254 . 256 ) on the actuating element ( 40 . 40b . 252 ) or where there is a rigid connection ( 46 . 46b ) between the actuator ( 40 . 40b . 252 ) and the supporting element ( 42 . 42b ; 254 . 256 ), and wherein the support element ( 42 . 42b ; 254 . 256 ) is a bellows or contains a bellows. Actuating unit ( 16 . 16b . 250 ) according to claim 1, wherein on the brake element ( 30 . 30b ) is formed a braking surface, and wherein the actuating element ( 40 . 40b ) When actuated causes a change in length of its length, which leads to a displacement of the braking surface. Actuating unit ( 16 . 16b . 250 ) according to claim 2, wherein the displacement along a first axis ( 6 . 6b ) he follows. Actuating unit ( 16 . 16b . 250 ) according to one of the preceding claims, wherein the support element ( 42 . 42b ) upon actuation of the actuator ( 40 . 40b ) by a peripheral force on a brake disc ( 20 . 20b ) acting on the actuator ( 40 . 40b ) and from this to the support element ( 42 . 42b ) acts, is compressed. Actuating unit ( 16 . 16b . 250 ) according to any one of the preceding claims, wherein a fluid system ( 14 . 14b ) the actuating element ( 40 . 40b ) and the supporting element ( 42 . 42b ) connects. Actuating unit ( 16 . 16b . 250 ) according to claim 5, wherein the fluid system ( 14 . 14b ) contains a multi-way valve (SV1, SV1b). Actuating unit ( 16 . 16b . 250 ) according to claim 6, wherein the multi-way valve (SV1, SV1b) has or contains at least three ports (VA1 to VA3; VA1b to VA3b). Actuating unit ( 16 . 16b . 250 ) according to claim 7, wherein a first connection (VA1, VA1b) of the multi-way valve (SV1, SV1b) with the actuating element ( 40 . 40b ), and wherein a second connection (VA2, VA2b) of the multi-way valve (SV1, SV1b) with the support element ( 42 . 42b ) connected is. Actuating unit ( 16 . 16b . 250 ) according to claim 8, wherein a third connection (VA3, VA3b) of the multi-way valve (SV1, SV1b) with a fluid storage ( 50 . 50b ) connected is. Actuating unit ( 16 . 16b . 250 ) according to one of the preceding claims, wherein a second support element ( 44 . 44b ) on the carrier device ( 18a . 18b ; 18c . 18d ), and wherein the second support element ( 44 . 44b ) on the actuating element ( 40 . 40b . 252 ) or where there is a rigid connection ( 46 . 46b ) between the second support element ( 44 . 44b ; 254 . 256 ) and the actuating element ( 40 . 40b . 252 ) gives. Actuating unit ( 16 . 16b . 250 ) according to one of the preceding claims, wherein a pressure-adjusting device ( 202 ) is available. Actuating unit ( 16 . 16b . 250 ) according to one of the preceding claims, wherein the actuating element ( 40 . 40b . 252 ) and the supporting element ( 44 . 44b ; 254 . 256 ) be made in one piece and or metallic tight. Actuating unit ( 16 . 16b . 250 ) according to one of the preceding claims, wherein the actuating element ( 40 . 40b . 252 ) and / or the support element comprises at least one hydraulic switching unit (SV1, SV1b). Actuating unit ( 16 . 16b . 250 ) according to one of the preceding claims, comprising a housing ( 250 ) containing at least one of the following components: a fluid storage unit ( 50 . 50b ), a switching unit (SV1, SV1b) has a first channel, a second channel, wherein the housing ( 80 ) is metallically dense or metallically tight with the bellows ( 42 . 42b . 254 ) connected is. Method for braking, comprising fluid-based actuation of an actuating element ( 40 . 40b . 252 ) a brake ( 10 . 10b ), Introducing a transverse force generated during braking into a fluid-based support element ( 42 . 42b ; 44 . 44b ; 254 . 256 ), Redirect ( 308 ) of the fluid pressure from the support element ( 42 . 42b ; 44 . 44b ; 254 . 256 ) in the actuator ( 40 . 40b . 252 ), wherein the support element ( 42 . 42b ; 44 . 44b ; 254 . 256 ) is a bellows or contains a bellows filled with the fluid.

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