EP1389282A1 - Frein electromecanique avec amplification automatique et angle d'attaque variable - Google Patents

Frein electromecanique avec amplification automatique et angle d'attaque variable

Info

Publication number
EP1389282A1
EP1389282A1 EP02740610A EP02740610A EP1389282A1 EP 1389282 A1 EP1389282 A1 EP 1389282A1 EP 02740610 A EP02740610 A EP 02740610A EP 02740610 A EP02740610 A EP 02740610A EP 1389282 A1 EP1389282 A1 EP 1389282A1
Authority
EP
European Patent Office
Prior art keywords
wedge
section
wedge angle
brake
friction
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP02740610A
Other languages
German (de)
English (en)
Inventor
Martin Schautt
Antonio Pascucci
Henry Hartmann
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.)
eStop GmbH
Original Assignee
eStop 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
Priority claimed from DE10154178A external-priority patent/DE10154178B4/de
Application filed by eStop GmbH filed Critical eStop GmbH
Publication of EP1389282A1 publication Critical patent/EP1389282A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/14—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
    • B60T13/74—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
    • F16D55/00—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • F16D55/02—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members
    • F16D55/04—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by moving discs or pads away from one another against radial walls of drums or cylinders
    • F16D55/14—Brakes with substantially-radial braking surfaces pressed together in axial direction, e.g. disc brakes with axially-movable discs or pads pressed against axially-located rotating members by moving discs or pads away from one another against radial walls of drums or cylinders with self-tightening action, e.g. by means of coacting helical surfaces or balls and inclined surfaces
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/83—Control features of electronic wedge brake [EWB]
    • 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
    • F16D2125/58—Mechanical mechanisms transmitting linear movement
    • F16D2125/66—Wedges
    • 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
    • F16D2127/00—Auxiliary mechanisms
    • F16D2127/08—Self-amplifying or de-amplifying mechanisms
    • F16D2127/10—Self-amplifying or de-amplifying mechanisms having wedging elements

Definitions

  • the invention relates to self-energizing electromechanical disc brakes, especially for motor vehicles.
  • an electric actuator applies an actuating force that applies the brake pads to the rotating brake disc.
  • a self-boosting device in the form of a wedge arrangement uses the kinetic contained in the rotating brake disc
  • the wedge angle is constant, i.e. the wedge surface (s) of the wedge arrangement have one and the same wedge angle along their extension. Because the coefficient of friction ⁇ does not remain constant during operation of the brake, but rather strongly depending on the temperature, for example
  • the wedge angle ⁇ is either chosen in practice so that under
  • the actuating force of the actuator always has a positive sign (pressure wedge principle), or the wedge angle ⁇ is selected so that, taking into account all possible fluctuations in the coefficient of friction, the actuating force of the actuator is always negative
  • the object of the invention is to improve an electromechanical brake which uses a wedge arrangement as a self-energizing device while maintaining a construction which is as compact as possible so that even with extreme values for the coefficient of friction occurring during operation, only a small actuating force of the actuator is required to achieve the highest frictional forces becomes.
  • the wedge surface of the wedge of the wedge arrangement is designed in such a way that the wedge angle ⁇ is constant on a first section of the wedge surface, which is effective at the beginning of a braking operation, and on itself the second section following the first section is smaller than on the first section.
  • the actuation path means the displacement path of the wedge, which is necessary to bring a friction lining into contact with the brake component to be braked and with a desired force on this component to press
  • the demand for a high self-reinforcement when it is really needed namely with high and highest required frictional forces and poor friction coefficient.
  • the second section of the wedge surface which is arranged at a smaller (i.e. flatter) wedge angle than the first section, can also have a constant wedge angle along its extent.
  • the second section can also consist of several subsections, each having a constant wedge angle, the wedge angle being smaller from subsection to subsection, i.e. becomes flatter.
  • the transition between the first section and the second section of the wedge surface is preferably shaped such that it has a second-order continuity, which mathematically means that there is a continuity in the first derivative at the transition point. If available, the transitions between individual subsections of the second section of the wedge surface are also designed such that they have a second order continuity. In this way, there are no sudden changes in the degree of self-amplification and no resulting fluctuations in the friction force when the transitions are passed over, which improves the controllability of the brake.
  • the wedge angle ⁇ decreases continuously along the second section of the wedge surface (degressive wedge angle).
  • the second section of the wedge surface has a wedge angle ⁇ identical to the first section at the transition point.
  • the wedge angle ⁇ along the second section of the wedge surface is selected such that, with the actuator force remaining the same, i.e. with the actuation force remaining the same, the contact pressure acting on the friction member increases with increasing displacement of the wedge in the actuation direction.
  • the actuator force remaining the same, i.e. with the actuation force remaining the same
  • the contact pressure acting on the friction member increases with increasing displacement of the wedge in the actuation direction.
  • a predetermined actuator force for example the maximum actuation force that can be generated by the actuator, is sufficient under all circumstances to achieve the highest possible frictional force when braking, if required.
  • the wedge angle ⁇ along the second section of the wedge surface is selected such that, as the actuator force decreases, the contact pressure acting on the friction member increases with increasing displacement of the wedge in the actuating direction.
  • FIG. 1 schematically shows a wedge arrangement as can be used in a brake according to the invention
  • FIG. 4 shows a further diagram in which the actuator force F A is plotted against the friction force F and in which a comparison of the force curve of a wedge arrangement with a degressive wedge angle ⁇ and a wedge arrangement with a constant wedge angle ⁇ is shown for braking with a minimal friction coefficient ⁇ min .
  • Fig. 1 is shown very schematically and only partially a wedge arrangement 10, as it can be used in a brake according to the present invention.
  • the wedge arrangement 10 comprises a wedge 12 with a wedge surface 14 arranged at a wedge angle ⁇ .
  • the wedge 12 can be displaced along an actuation direction x by an electrical actuator (not shown here) by a friction lining (also not shown) of the electromechanical brake in one direction y to move towards a component of the brake to be braked.
  • the component of the brake to be braked is the rotating brake disc in the case of a disc brake.
  • the wedge surface 14 is divided into a first section 18 and a second section 20 adjoining it.
  • the first section 18 is effective at the beginning of a brake application and has a constant wedge angle ⁇ i over its entire extent.
  • the second section 20 of the wedge surface 14 has a degressive Wedge angle curve, ie the wedge angle ⁇ 2 of the second section 20 is continuously reduced compared to the wedge angle ⁇ i of the first section 18.
  • the dash-dotted line in FIG. 1 represents the continuation of the constant wedge angle ⁇ i, so that the increasing deviation of the wedge angle ⁇ 2 from the wedge angle ⁇ i is clearly recognizable.
  • the maximum required friction or braking torque also referred to as the nominal friction torque
  • the normal force required for this with a minimum friction coefficient for a given brake is determined based on its design.
  • the term "normal force” here means the force acting in a direction normal to the brake component to be braked, which presses the friction member against the component to be braked.
  • the brake is prevented by a control from exceeding the nominal friction torque.
  • a limitation of the friction torque is not a disadvantage for the performance of the brake, because the nominal friction torque will e.g. with a vehicle brake anyway, choose such that the vehicle wheel to be braked can still be locked with the nominal friction torque even with optimal tire grip.
  • the nominal friction torque will e.g. with a vehicle brake anyway, choose such that the vehicle wheel to be braked can still be locked with the nominal friction torque even with optimal tire grip.
  • a shaft brake select the nominal friction torque so that the shaft does not shear off when braking.
  • a friction torque that exceeds the nominal friction torque selected by intelligent design would therefore be of no benefit or even cause damage.
  • the maximum frictional force required results in the maximum frictional force required to produce a normal force, the magnitude of which depends on the prevailing coefficient of friction.
  • the maximum normal force to be applied to achieve the maximum required friction force is therefore a function of the friction coefficient ⁇ according to the relationship
  • the brake under consideration is a disc brake with a brake caliper that overlaps the brake disc
  • the brake caliper expands when
  • the actuating force of the actuator reaches its maximum value in the pressure direction with a minimum coefficient of friction.
  • the optimal wedge angle profile should ensure a uniform tension and pressure distribution of the available actuator force over the entire operating range of the
  • Actuator large enough to be able to release the brake under all operating conditions. From the considerations above it follows that very large wedge displacements only occur with a very small friction coefficient. The full range of fluctuation of the coefficient of friction occurs in the area of small wedge displacements, which is why the wedge angle ⁇ must be chosen to be constant in the first section 18 of the wedge surface 14.
  • the end of the first section 18 of the wedge surface 14 is defined by the value of the normal force at which the maximum frictional force associated with the maximum braking torque is reached assuming a maximum coefficient of friction.
  • the value of the normal force that is sought for a floating caliper disc brake results from the relationship
  • the optimal wedge angle ⁇ is now sought, at which, taking into account an additional safety factor Z for the pull wedge operation, the actuator forces for the
  • the first section 18 of the wedge surface 14 is thus uniquely determined with regard to all essential design variables.
  • the second section 20 of the wedge surface 14 generally has a smaller, ie flatter wedge angle than the first section 18.
  • a large wedge angle reduces the actuation path, which has a favorable effect on the overall volume of the brake and the dynamics of the actuating processes.
  • the selected wedge angle lead to the smallest possible change in the wedge angle so that the self-amplification factor changes as little as possible depending on the wedge displacement, which is advantageous for stable and therefore trouble-free control.
  • FIGS. 2 to 4 The effects of a wedge angle curve designed in accordance with the present invention are illustrated in FIGS. 2 to 4 on the basis of diagrams.
  • Fig. 2 the solid line shows the wedge contour, which results from a simple numerical integration of the differential equation (13).
  • the dotted line continues the constant wedge angle of 22.9 ° calculated for the first wedge section, while the dashed line represents a constant wedge angle of 17.6 °, which would result if a contour fulfilling condition (3) were obtained would be used with a constant wedge angle for both wedge sections.
  • the dash-dotted line to which the right ordinate of FIG. 2 applies, indicates the course of the wedge angle ⁇ as a function of the wedge displacement.
  • the actuator force increases up to the end of the first section 18 of the wedge surface 14, and then falls again in the second section 20 for further increasing frictional forces, which in the area of very high frictional forces even becomes one
  • the sign of the actuator force changes, ie the wedge 12 no longer works in these areas as a pressure wedge, but as a tension wedge.
  • a force gain value C * of 1.6 results for a degressive wedge angle curve in comparison to a constant wedge angle.
  • the relationship mentioned is shown graphically in FIG. 4, where the actuator force F A is plotted against the friction force F R.
  • the solid line shows the relationship for a degressive wedge angle profile, while the dashed line corresponds to a constant wedge angle ⁇ , each for braking with a minimal coefficient of friction. It can be seen that with a constant wedge angle ⁇ , an actuator force F A of approximately 4.1 kN would be required to achieve the maximum friction force F R , ma ⁇ . From a constructive point of view, the degressive wedge angle curve is therefore very advantageous, because it allows the actuator to be designed with less power and thus smaller, lighter and less expensive without impairing the braking performance.
  • a look at FIG. 2 also shows that, in order to achieve a desired tensioning path y with the degressive wedge angle profile, shorter wedge displacement paths X are sufficient than would be necessary if a contour with condition W 3 that was constant and consistently constant were used.

Landscapes

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

Abstract

L'invention concerne un frein électromécanique comportant un actionneur électrique produisant une force d'actionnement et agissant sur au moins un élément de friction de manière à comprimer ce dernier contre un composant rotatif du frein à freiner sous l'effet d'une force de friction. Un système d'amplification automatique est disposé entre l'élément de friction et l'actionneur électrique, ledit système d'amplification servant à l'amplification automatique de la force d'actionnement produite par l'actionneur électrique, et comportant au moins une clavette (12). Ladite clavette (12) comporte une surface d'attaque (14) disposée sous un angle d'attaque alpha , s'appuyant contre une butée correspondante (16). Lors de l'actionnement du frein, l'actionneur électrique déplace la clavette (12) par rapport à la butée dans une direction d'actionnement (x) de manière à comprimer l'élément de friction contre le composant du frein à freiner. L'invention vise à atteindre un degré d'amplification automatique élevé et des courses d'actionnement réduites. A cet effet, l'angle d'attaque alpha est constant sur une première section (18) de la surface d'attaque (14) agissant au début de l'actionnement du frein, et ledit angle d'attaque est inférieur sur une deuxième section (20) adjacente à la première section (18).
EP02740610A 2001-05-21 2002-05-16 Frein electromecanique avec amplification automatique et angle d'attaque variable Withdrawn EP1389282A1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE10124754 2001-05-21
DE10124754 2001-05-21
DE10154178A DE10154178B4 (de) 2001-05-21 2001-11-05 Elektromechanische Bremse mit Selbstverstärkung und veränderlichem Keilwinkel
DE10154178 2001-11-05
PCT/EP2002/005432 WO2002095255A1 (fr) 2001-05-21 2002-05-16 Frein electromecanique avec amplification automatique et angle d'attaque variable

Publications (1)

Publication Number Publication Date
EP1389282A1 true EP1389282A1 (fr) 2004-02-18

Family

ID=26009361

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02740610A Withdrawn EP1389282A1 (fr) 2001-05-21 2002-05-16 Frein electromecanique avec amplification automatique et angle d'attaque variable

Country Status (3)

Country Link
US (1) US6986411B2 (fr)
EP (1) EP1389282A1 (fr)
WO (1) WO2002095255A1 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
WO2013079371A1 (fr) 2011-11-30 2013-06-06 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Frein à disque à actionnement pneumatique

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DE10151950B4 (de) * 2001-10-22 2005-04-21 Estop Gmbh Selbstverstärkende elektromechanische Scheibenbremse mit Reibmomentermittlung
DE10226035A1 (de) * 2002-06-12 2003-12-24 Bosch Gmbh Robert Bremse, insbesondere Scheibenbremse
US20070068747A1 (en) * 2005-09-27 2007-03-29 Akebono Corporation (North America) Self-energizing sliding caliper
DE102006001133A1 (de) * 2006-01-09 2007-07-12 Robert Bosch Gmbh Elektromechanische Reibungsbremse
DE102006029942A1 (de) * 2006-01-12 2007-08-02 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Selbstverstärkende Scheibenbremse mit elektromechanischem Aktuator
DE102008004806A1 (de) * 2008-01-17 2009-07-30 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Pneumatisch betätigte Scheibenbremse mit Betätigungsstößel
US8500077B2 (en) 2010-10-22 2013-08-06 Ole Falk Smed Telescoping assembly for a CPU holder
DE102015203440B4 (de) * 2015-02-26 2020-12-03 Saf-Holland Gmbh Bremseinheit
CN109931347B (zh) * 2019-04-02 2022-11-15 北京航空航天大学 一种高速直线刹车制动装置

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FR2667410B1 (fr) * 1990-09-28 1992-12-18 Bendix Europ Services Tech Commande electromecanique a structure centrifuge.
BR9711849A (pt) * 1996-10-03 1999-08-24 Toyota Motor Co Ltd Sistema de frenagem que inclui freio de disco acionado por motor equipado com mecanismo auto-servo
DE19819564C2 (de) * 1998-04-30 2000-06-08 Deutsch Zentr Luft & Raumfahrt Elektromechanische Bremse mit Selbstverstärkung
DE19851668A1 (de) 1998-11-10 2000-05-11 Bosch Gmbh Robert Radbremsvorrichtung
DE19957939C2 (de) 1999-10-21 2002-07-18 Kendrion Binder Magnete Gmbh Elektromagnetisch betätigte Bremsvorrichtung

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013079371A1 (fr) 2011-11-30 2013-06-06 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Frein à disque à actionnement pneumatique
DE102011119791A1 (de) 2011-11-30 2013-06-06 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Pneumatisch betätigbare Scheibenbremse

Also Published As

Publication number Publication date
US6986411B2 (en) 2006-01-17
WO2002095255A1 (fr) 2002-11-28
US20040104083A1 (en) 2004-06-03

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