EP1585908A1 - Dispositif de frein de stationnement et systeme de frein de stationnement muni d'un dispositif de frein de stationnement - Google Patents

Dispositif de frein de stationnement et systeme de frein de stationnement muni d'un dispositif de frein de stationnement

Info

Publication number
EP1585908A1
EP1585908A1 EP04704236A EP04704236A EP1585908A1 EP 1585908 A1 EP1585908 A1 EP 1585908A1 EP 04704236 A EP04704236 A EP 04704236A EP 04704236 A EP04704236 A EP 04704236A EP 1585908 A1 EP1585908 A1 EP 1585908A1
Authority
EP
European Patent Office
Prior art keywords
parking brake
brake device
spring
brake
spring element
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Withdrawn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
EP04704236A
Other languages
German (de)
English (en)
Inventor
Ralf Leiter
Ralf Erben
Gregor Poertzgen
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Active Safety GmbH
Original Assignee
Lucas Automotive GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Lucas Automotive GmbH filed Critical Lucas Automotive GmbH
Publication of EP1585908A1 publication Critical patent/EP1585908A1/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Withdrawn legal-status Critical Current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
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/04—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting mechanically
    • B60T11/046—Using cables
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/02—Fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/14—Mechanical
    • 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
    • F16D2123/00—Multiple operation forces
    • 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
    • F16D2125/582—Flexible element, e.g. spring, other than the main force generating element

Definitions

  • the present invention relates to a parking brake device with a spring element and an actuating element acting on the spring element, the parking brake device being displaceable between an inoperative release position and a braking-effective locking position by applying an actuating force to the actuating member.
  • Parking brake devices of this type are known from the prior art. They are provided in a vehicle brake system in order to provide a parking brake effect in addition to providing a braking effect of the brake system triggered by actuation of the brake pedal when the vehicle is in operation, for example initiated by actuating a hand brake lever.
  • Such a parking brake device is known for example from DE 197 11 382 C2.
  • the parking brake device is provided on a brake caliper of a vehicle brake system. It comprises an actuator which can be driven rotatably by means of an electric motor and a worm gear.
  • the actuator is drivingly coupled to a threaded sleeve, which can interact via a spring element with a brake piston of the vehicle brake system to achieve a parking brake effect.
  • the threaded sleeve By rotating the actuating member, the threaded sleeve can be moved back and forth between the release position and the locking position. In the release position there is no interaction between the threaded sleeve and the brake piston.
  • the threaded sleeve moves towards the spring element, comes into contact with it and presses it onto the brake piston of the vehicle brake system, which then presses a brake lining onto a brake disc in order to achieve a parking brake effect.
  • the spring element is compressed. If the brake pads and brake disc shrink due to cooling, the spring element can then expand again and, despite the shrinkage of the brake pads and brake disc, provide a sufficiently good parking brake effect.
  • the parking brake device has the disadvantage that a relatively long feed path of the threaded sleeve is required in order to to achieve a transition from the release position to the locking position. This is due to the fact that no interaction between the threaded sleeve and the brake piston is desired in the release position and the threaded sleeve must therefore be moved correspondingly far away from the spring element.
  • Another reason for the long feed path is that the threaded sleeve acts on the completely relaxed spring element during the transition from the release position into the locking position and has to compress it over a relatively large distance in order to exert a sufficiently large force on the brake piston to achieve the desired parking brake effect even after the brake pads and brake disc have shrunk due to cooling.
  • the actuating force to be applied increases permanently, so that the electric motor has to be dimensioned powerfully in order to be able to guarantee a sufficiently long feed path.
  • a parking brake device with a spring element and an actuating element acting on the spring element, the parking brake device being displaceable between a release position which has no braking action and a locking position which is effective when braking, by applying an actuating force to the actuating member, the spring element also in the position shown in FIG.
  • Release position is biased and the spring element noticeably yields on transition from the release position to the locking position only when an actuation force threshold value determined by the preload has been reached.
  • the invention provides that the spring element is already under tension in the release position. If the actuating element then acts on the prestressed spring element during the transition from the release position into the actuating position, this initially behaves similarly to a rigid element, ie there is no or only slight yielding. The infeed movement is thus transmitted directly to the brake piston and from there to the brake pads. Only when the actuation force threshold value predetermined, for example, by the degree of the preload is reached, does the spring element yield and is subsequently compressed. That’s what happens to a kink in the force-displacement characteristic of the entire arrangement. The actuating force required for a further infeed movement no longer increases to the same extent as previously in the case of rigid or approximately rigid behavior of the spring element.
  • the actuating force threshold value is expediently chosen such that immediately before it is reached a force that is sufficient for a desired parking brake effect is exerted on the brake piston and by this on the brake lining. If the actuating force threshold value is then reached, essentially only the spring element is compressed, which, however, is due to the force-displacement characteristic of the spring element with less effort per infeed path than immediately before the actuating force threshold value is reached. This compression of the spring element can then later e.g. in the event of cooling-related shrinkage of various components of the vehicle brake system, such as brake pads and brake disc, can be used to compensate for the shrinkage by the spring element expanding again.
  • the invention makes it possible to use an electric motor which is less powerful and therefore less expensive than, for example, the prior art described at the outset.
  • the spring element is enclosed in a spring chamber under prestress, a pressure plate being arranged in one end of the spring element Spring chamber is displaceable under deformation of the spring element.
  • the actuator presses on the pressure plate.
  • the spring chamber is formed in a hollow cylinder.
  • the hollow cylinder can be open on one side, the spring element and the pressure plate then being able to be introduced through the opening.
  • the movement of the pressure plate and / or the Actuator is limited on one side within the spring chamber. Such a limitation can be realized according to the invention by means of a locking ring fixed in the hollow cylinder.
  • the spring element can be designed according to the invention as a compression spring or as a tension spring.
  • the spring element can be formed by a spiral spring or alternatively can comprise an elastomer body. Equally, however, it is also conceivable to use a plate spring package or a spring arrangement made up of several spring components, such as springs connected in parallel or in series.
  • the pressure plate interacts with the actuator. This presupposes that the pressure plate and the actuator are formed separately from one another.
  • the pressure plate and the actuating member are integrally formed.
  • the pressure plate can be formed as an end flange on the actuating element which is arranged in the spring chamber.
  • the parking brake device according to the invention can be provided directly on a brake caliper of a hydraulic vehicle brake system.
  • the hollow cylinder is formed by a brake piston of the vehicle brake system or a spring bushing received in the brake piston.
  • the actuating force is transmitted directly to the brake piston of the brake system and from there via the brake lining to the brake disc of a wheel to be locked.
  • the actuating element may comprise a cable pull engaging the pressure plate and for another cable pull to be provided on the hollow cylinder.
  • One of the cables is then connected to the actuating member of the parking brake device, for example the hand brake lever.
  • the other cable interacts with the brake piston of the brake system.
  • the invention further relates to a vehicle brake system, in particular a hydraulic vehicle brake system, with a brake provided on a brake caliper. piston, which is displaceably guided in a pressure chamber for displacement of a brake lining in the direction of a brake disc, the vehicle brake system being designed with a parking brake device of the type described above.
  • FIG. 1 shows a sectional view of a first exemplary embodiment of the area near the brake caliper of a vehicle brake system according to the invention
  • FIG. 2 shows a view corresponding to FIG. 1 of a second exemplary embodiment according to the invention
  • FIG. 3 shows a sectional view of part of a vehicle brake system according to the invention, which is designed with a cable pull, and
  • Fig. 4 shows a force-displacement characteristic of the parking brake device according to the invention.
  • 1 shows a partial sectional view of the area near the brake caliper of a vehicle brake system according to the invention with a locking device in its release position.
  • 1 shows a housing 10 with an opening 12 and an opening 14.
  • a brake disk 16 which is only partially shown, projects into the opening 12 and is coupled to a wheel of the vehicle to be braked or locked.
  • a brake lining 20 and 22 is arranged on the left and right of a radial end region 18 of the brake disk 16.
  • the brake pad 20 is attached to the inside 26 of the housing 10 via a stabilizing back plate 24.
  • the brake pad 22 is attached via a further stabilizing back plate 28 to the end face 30 of a brake piston 32 which is displaceably guided in the housing 10 along an axis A.
  • the housing 10 is floating relative to the brake disc 16. This makes it possible for the housing 10 to move to the right in FIG. 1 when the brake pad 22 moves against the brake disc 16 and when the brake pad 22 engages the brake disc 16, so that the brake pad 20 also comes into contact with the brake disc 16 arrives. This causes the Brake disc 16 is clamped between the brake pads 20 and 22 to act as a brake.
  • the brake piston 32 is hollow-cylindrical and is open on one side. It has a circumferential groove 34 on its outer circumferential surface, into which a sealing ring 36 is inserted.
  • the sealing ring 36 lies against an inner circumferential surface 38 of the housing 10 in a fluid-tight manner.
  • the brake piston 32 is thus guided in a fluid-tight manner in the housing 10 and encloses a hydraulic fluid pressure chamber 40 with the latter.
  • the brake pads 20 and 22 can press on the brake disc 18 and brake it, as described above. By subsequently draining hydraulic fluid out of the hydraulic fluid pressure chamber 40, this braking effect can be canceled again.
  • the hollow-cylindrical brake piston 32 has a compression spring 42. This abuts the end face 30 of the brake piston 32 at one end. With its other end, the compression spring 42 bears against a pressure plate 44 which, together with the brake piston 32, delimits a spring chamber 45. The pressure plate 44 is received in the axial direction in the interior of the brake piston 32. The displacement movement along the axis A is, however, limited by a locking ring 46, which is attached in a circumferential groove 48 in an inner circumferential surface 50 of the brake piston 32.
  • An actuating element 52 projects into the hydraulic fluid pressure chamber 40 in the axial direction and can be moved into the interior of the brake piston 32 via a not shown actuating element.
  • the actuating member 52 is dimensioned such that it can be passed through the locking ring 46 and can engage with its end face 54 on the pressure plate 44.
  • the compression spring 42 is held in a partially compressed state via the pressure plate 44 and the locking ring 46, which differs significantly from a completely relaxed state of the spring.
  • the parking brake device is activated, for example for parking the vehicle, by actuating the parking actuating element (not shown), the actuating member 52 is displaced in the axial direction onto the pressure plate 44 by applying an actuating force F generated, for example, by an electric motor.
  • the point at which the infeed movement begins is designated by Pi.
  • the brake piston 32 moves in the housing 10 and brings the brake pads 20 and 22 into contact with the brake disc 18.
  • Actuating force F is not large enough to further compress the compression spring 42.
  • the compression spring 42 behaves rather like a rigid element in this operating phase.
  • a permanent increase in the actuating force F is required. 4 increases until it reaches point P 2 .
  • the actuating force reaches the threshold value F s , at which the compression spring 42 no longer behaves essentially rigidly, but can be compressed further beyond its prestressed state.
  • the amount of the actuating force threshold value F s is selected such that when it is reached, the brake pads 20, 22 press so hard on the brake disc 18 that a reliable parking brake effect is ensured. If the actuating force F is then increased further, essentially only the compression spring 42 is compressed, ie the force-displacement characteristic curve according to FIG. 4 is essentially determined by the behavior of the compression spring 42.
  • the actuation force threshold value F s lies in Range between 10 and 15 kN, preferably at 13 kN.
  • Fig. 2 shows a second embodiment of the invention. To avoid repetition and in favor of a simple description, only the differences from the embodiment according to FIG. 1 will be described. The same reference numerals are used for this as in the description of FIG. 1, but preceded by the number “.
  • the embodiment according to FIG. 2 differs from the embodiment according to FIG. 1 essentially in that the spring chamber is not formed directly in the interior of the brake piston 132. Rather, a spring bushing 156 is inserted into the interior of the brake piston 132 and bears against the end face 130 thereof.
  • the spring bushing 156 is hollow and is open on one side.
  • the actuator 152 is inserted into its opening 158.
  • the actuator 152 has at its left end in FIG. 2 a flange 160 which acts like the pressure plate 44 from FIG. 1 and is in contact with the pressure spring 142.
  • the spring bushing 156 has a collar 162 at its opening 158, which limits the movement of the actuating member 152.
  • the embodiment according to FIG. 2 functions as explained above with reference to the embodiment according to FIG. 1 and with reference to FIG. 4. This means that the compression spring 142 initially behaves like a rigid element and only yields when an actuating force threshold value F s is reached .
  • the embodiment according to FIG. 2 has the advantage of a simplified structural design compared to that according to FIG. 1, in particular because of the integral design of the actuator 152 and flange 160 acting as a pressure plate. It is thus possible to prefabricate the spring bushing 156 and the actuator 152 to form an assembly and to insert them into the interior of the brake piston 132 during assembly without having to take any further measures, such as, for example, attaching a locking ring.
  • 3 shows part of a further embodiment of a parking brake device according to the invention. This embodiment is used in the case of a parking brake device which can be operated with a cable pull. For the description of this embodiment, the reference numerals used above are again used, but preceded by the number “2”.
  • a spring assembly 266 is provided, which is arranged between two cables 268 and 270.
  • the cable 268 is fastened at one end to a spring bushing 256 and coupled at its end (not shown in FIG. 3) to the actuating member of the parking brake device.
  • the cable pull 270 is fastened at one end to the pressure plate 244 and coupled at its end (not shown in FIG. 3) to the brake piston of the vehicle brake system.
  • the spring bushing similar to that shown in FIG. 2, comprises a compression spring 242, which is prestressed via a pressure plate 246 and a locking ring 246.
  • the compression spring 242 When the actuating member of the parking brake device is actuated, the compression spring 242 initially acts like a rigid element due to its pretension and transmits the actuating force F introduced via the cable 268 to the cable 270 without deformation. However, as soon as the actuating force reaches and exceeds the actuating force threshold F s , the compression spring 242 yields and is compressed without the cable 270 being moved accordingly. The compression spring 242 thus stores part of the actuating force F, so that it can later be released for a further infeed movement when required, for example due to a shrinkage of brake pads and brake disc, with the compression being reduced.
  • the invention shows a possibility of how a parking brake device can be realized with structurally simple means, which can be operated with a relatively low actuating force and yet ensures a reliable parking braking effect. This applies in particular if the brake pads and brake disc of the vehicle brake system contract when the vehicle is parked after a journey due to cooling.

Landscapes

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

Abstract

L'invention concerne un dispositif de frein de stationnement comportant un élément à effet ressort (42) et un élément d'actionnement (52) agissant sur l'élément à effet ressort (42). Le dispositif de frein de stationnement peut être déplacé entre une position de libération et une position de blocage à effet de freinage, par application d'une force d'actionnement (F) sur l'élément d'actionnement (52). Il est prévu selon l'invention, que l'élément à effet ressort (42) soit précontraint dans la position de libération et que l'élément à effet ressort (42) ne se relâche, lors du passage de la position de libération à la position de blocage, qu'une fois atteinte une valeur-seuil de force d'actionnement déterminée par la précontrainte.
EP04704236A 2003-01-22 2004-01-22 Dispositif de frein de stationnement et systeme de frein de stationnement muni d'un dispositif de frein de stationnement Withdrawn EP1585908A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10302357 2003-01-22
DE10302357A DE10302357B3 (de) 2003-01-22 2003-01-22 Fahrzeugbremsanlage mit Feststellbremseinrichtung
PCT/EP2004/000517 WO2004065814A1 (fr) 2003-01-22 2004-01-22 Dispositif de frein de stationnement et systeme de frein de stationnement muni d'un dispositif de frein de stationnement

Publications (1)

Publication Number Publication Date
EP1585908A1 true EP1585908A1 (fr) 2005-10-19

Family

ID=32478236

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04704236A Withdrawn EP1585908A1 (fr) 2003-01-22 2004-01-22 Dispositif de frein de stationnement et systeme de frein de stationnement muni d'un dispositif de frein de stationnement

Country Status (4)

Country Link
US (2) US20050252736A1 (fr)
EP (1) EP1585908A1 (fr)
DE (1) DE10302357B3 (fr)
WO (1) WO2004065814A1 (fr)

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DE102010063345A1 (de) * 2010-12-17 2012-06-21 Robert Bosch Gmbh Verfahren zum Einstellen der von einer Feststellbremse ausgeübten Klemmkraft
JP5615867B2 (ja) * 2012-04-26 2014-10-29 日信工業株式会社 機械式ディスクブレーキ用キャリパボディの製造方法
CN103527684B (zh) * 2013-10-23 2015-11-18 大连华锐重工集团股份有限公司 工业用液压盘式制动器
FR3030664B1 (fr) * 2014-12-19 2017-02-10 Chassis Brakes Int Bv Frein a compensation thermique
KR101889455B1 (ko) 2016-10-17 2018-09-21 현대모비스 주식회사 전자식 주차 브레이크 장치
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DE102018213850A1 (de) * 2018-08-17 2020-02-20 Robert Bosch Gmbh Bremsvorrichtung für ein zur Ausführung eines automatischen Fahrmanövers ausgebildetes Fahrzeug, sowie dazugehöriges Verfahren zur Fahrerassistenz und dazugehörige Steuer- und Regeleinrichtung
KR102620658B1 (ko) * 2019-02-15 2024-01-03 현대모비스 주식회사 주차 브레이크 장치
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Also Published As

Publication number Publication date
DE10302357B3 (de) 2004-07-08
US20080196984A1 (en) 2008-08-21
WO2004065814A1 (fr) 2004-08-05
US20050252736A1 (en) 2005-11-17

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