KR19990082329A - Brake system for both driving and parking - Google Patents

Abstract

The present invention relates in particular to a brake system for both driving and parking for automobiles, which includes mechanical locking devices 46 and 47 and a brake 30 for both hydraulic and clampable driving and parking. The mechanical locking devices 46 and 47 are electrically operable, and very simply satisfy the parking function of the hydraulically clamped driving / parking brake 30.

Description

Brake system for both driving and parking

A brake system for driving and parking of this type is disclosed in German Patent No. 195 02 927.5.

In the specification of this patent, the operation of the brake is carried out hydraulically in two operating modes (driving mode and parking mode), and the brake is locked during parking brake operation with a pressure impact exceeding the operating pressure. . The release operation of the parking brake also requires a pressure shock generated by an independent energy source. This pressure shock over the brake operating pressure range impairs the ventilating function of the sealing ring of the brake piston. Due to the high pressure, the brake caliper expands to the extent that relative slip motion occurs between the sealing ring and the brake piston while the brake is acting. This slip makes it impossible for the sealing ring to return the brake piston to its original position with the brake at no load or unlocked. Undesirable residual torque is generated. Another disadvantage of locking and releasing the parking brake by a pressure shock far beyond the operating pressure range of the brake is that the brake is additionally damaged by the pressure shock. The higher the slope of the Weller-line, the more additional the damage. This results in the inability to achieve the desired reliability of fatigue strength or the brakes to be highly reinforced (increasing weight).

Furthermore, a combined service and parking brake is known in which a hydraulic actuating device for operating the travel brake and a locking device mechanically operated as the parking brake are provided. However, these devices have the drawback of installing additional brake cables in addition to the hydraulic lines for each brake. Brake cables increase material and production costs. The brake cable can only be mounted after the brake is installed in the vehicle. In general, these assemblies are not made by specially competent brake manufacturers but by ordinary car manufacturers. In addition to the increased effort in assembly, the automobile manufacturer must also bear the risk of failure.

German Patent Publication No. 42 05 590 discloses a brake system in which the operation of the travel brakes is hydraulically actuated and the parking brake operation is supported by electromotive adjustment means. This electromotive force adjusting means, which directly affects the position of the brake pedal, reduces the burden on the driver while the parking brake is operating, but additionally adds structural effort. This also incurs additional costs.

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a combined service and parking brake system capable of hydraulically actuating, and more particularly, to a vehicle driving and parking brake system according to the preamble of claim 1. It is about.

1 is a side view of a drum brake with a mechanical locking device.

2 is a partially enlarged view of the mechanical locking device of the drum brake of FIG.

3 is a diagrammatic view of a catch mechanism that is locked to cause friction.

4 is a cross-sectional view (spot-type disc brake) of a brake system for both driving and parking for automobiles.

5 is a diagram of a driving / parking brake system having a parking brake operated by independent energy using an independently controlled brake power booster.

Fig. 6 is a diagram of a driving / parking brake system having a parking brake operated by independent energy using a TCS pump.

FIG. 7 is a diagram of a travel and parking brake system having a parking brake operated by an independent energy source using an electrically driven plunger. FIG.

An object of the present invention is to improve the function of a parking brake while satisfying the requirements of the law by improving the brake for both driving and parking on the basis of the brake system of the premise of claim 1, and at a low cost.

According to the invention, this object is achieved because the hydraulically actuated wheel brake can be locked in a direction opposite to the clamping direction of the brake by an electrically operable locking device. In a preferred feature of the present invention, a mechanical locking device adapted to be electrically deactivated is activated by the pressure created in the brake for driving and parking, and the wheel brake is locked at the clamped position. In this embodiment of the traveling and parking brake system, the electrical deactivation of the mechanical locking device can be controlled at the time of driving brake operation via the position of the brake light switch. The locking mechanism deactivated during the operation of the traveling brake is held to some extent after the operation of the traveling brake so that the wheel brake is completely released.

In a preferred and simple feature of the invention, the locking device is a mechanical catch mechanism which operates in one direction, which can move in the clamping direction of the wheel brakes but movement in the opposite direction is suppressed.

This type of catch mechanism may have a rail with saw-tooth snap-in configuration and a form-lock design in the form of a pawl associated therewith, or It may be a friction means in the form of two rails which can move in parallel with each other, the friction means having a wedge shaped space and a stop element in this wedge shaped space, the stop element having the rail in the locking direction. The clamping effect occurs when moving to.

In order to meet the legal requirement for a second actuating travel for the parking brake, the parking brake is adapted to a brake pressure generator (e.g., a second) which is intended to be operated by hands or feet independently of the operating system. It is hydraulically actuated by the driver's muscle power via a brake pedal, lever, or by an independent energy actuating mechanism. For both types of operation it is preferred that the parking brake can be released and adjusted by the driver.

The operation of the parking brake by independent energy may be performed in a manner different from that disclosed in the dependent claims 9-12. This operation may suitably use an electrically driven energy source (eg, a booster, a hydraulic pump plunger drive, an accumulator with an electric valve), which energy source is already mounted in the brake system. It is preferable that an independent energy source be applied to two hydraulic brake circuits isolated from one another so that the emergency parking brake can be operated in case one brake circuit fails. In the event of a breakdown of this brake circuit, if an energy source independent of the brake operating pressure generator is operated via the brake circuit of the wheel brake with the locking device, the ABS / TCS valve of the other brake circuit should be surrounded by the amount of brake fluid ( enclose) can be used for the function of an emergency parking brake.

The parking braking force, when operated by independent energy, may preferably be controlled and distributed with the operating time of the electrical switch. Alternatively, controlled distribution of braking force is also possible by inputting the desired brake pressure strength directly into the digital or analogue.

In another preferred feature of the invention, the mechanical locking device is provided with an emergency lever which can deactivate the locking device using tool means. Suitably, this type of emergency lever is mechanically connected directly to the catch mechanism operating in one direction of the wheel brake to emergency release the brake.

In another preferred embodiment of the invention, the position of the clamped piston is mechanically locked via an adjustment device which can be changed infinitely automatically. The mechanical locking mechanism is electromagnetically activated by an electrical circuit that can be operated independently by an electrical switch. This makes it possible, for example, to use the parking brake within a range of normal brake operating pressures that do not require an independent energy source requiring a pump or accumulator.

In a preferred embodiment of the present invention, the adjusting device has an adjusting spindle and an adjusting screw in which a motional thread is formed, which screw is in particular located inside the brake piston. For convenience, the friction clutch is installed by a friction cone and an adjustment nut housed in the brake housing.

In another preferred embodiment, the electromagnet is disposed in the brake housing and the armature of the electromagnet is firmly coupled to the adjustment nut.

It has also been found that the winding of electromagnet is incorporated in the cylindrical extension of the brake housing cover and the friction cone is fitted in the cylindrical extension of the brake housing cover.

Preferably, the adjusting nut has two axial bearings for positioning. One of the bearings is supported by the brake housing via a spring.

In order to prevent the parking brake from being released by accidental lowering of the brake pedal, an electrical relay is disclosed in the preferred embodiment. When the electromagnet is activated, the electric relay is activated, so that the electromagnet is closed during the operation of a switch such as a brake. In addition, when the electromagnet is activated, the electric relay is activated, so that the operation of the switch such as the brake causes electricity to flow through the normally open valve, and the normally open valve separates the parking brake from the hydraulic supply. For this purpose, another embodiment is provided with an alternating switch that allows electricity to flow to the solenoid valve / normally open valve when the switch, such as a brake, acts in the operating state.

Embodiments of the present invention are shown in the accompanying seven drawings, which are described in detail below.

The simplex drum brake 1 shown in Figs. 1 and 2 has two brake shoes 3, 4 arranged in the drum brake, and the brake shoes 3, 4 are provided at the time of brake operation. The brake drum 2 is pressed by the wheel brake cylinder 5 acting hydraulically. The brake shoes 3, 4 are pivotable about the contact surface of the pressure member 6 at one end and expandable by the wheel brake cylinder 5 at the second end. At the second end, the brake shoes 3, 4 are pivotally connected to the levers 9, 10 about a fixed fulcrum 7, 8. The levers 9, 10 are articulated to the mechanical locking device 11. The mechanical locking device 11 is formed as a one-way actuating mechanical catch mechanism 12 consisting of a serrated snap-in rail 13 and an associated pawl 14 in the embodiment of FIG. 2. It is mad. The connection with the levers 9, 10 between the rail 13 and the pawl 14 is transmitted so that the brake shoes 3, 4 move closer toward the catch mechanism 12 at an appropriate transmission ratio. The pawl 14 deflected by the fixedly supported spring 15 is engaged with the serrated snap-in rail, and the rail 13 and pawl 14 are clamped in the clamping direction 16 of the brake shoes 3, 4. Only do relative exercise. The catch mechanism 12 is locked in the opposite direction. This suppresses the release of the hydraulically clamped drum brake 1. In addition, the pawl 14 of the catch mechanism 12 can be electrically operated via an electrical unit 17 with a winding 18. When the windings 18 generate a current, the poles 14 of FIG. 2 move upwards and separate from the serrated snap-in rails 13, resulting in the catch mechanism 12 deactivating. Let's do it. The mechanical catch mechanism 12 is deactivated during the operation of each travel brake and remains released for some time after the brake pedal is actuated to ensure that the wheel brake with the mechanical locking mechanism is completely deactivated. This can be achieved by a simple way of operating the electrical unit via the position of the switch, such as a brake. In the parking brake operation, the catch mechanism 12 is kept in an operating state to hold the wheel brake 1 in a hydraulically clamped state. As soon as the mechanical catch mechanism 12 is deactivated, the parking brake is released and the hydraulic action of the brake is slightly larger than when the parking brake is released. This makes it possible to remove the locking constraint without applying force to the catch mechanism 12.

The catch mechanism 12 also has an emergency lever 19 which separates the rail 13 and the form 14 in the event of an electrical energy supply failure. To remove the locking coupling. The emergency lever 19 for emergency release can be operated mechanically and electrically. Electrical operation requires a second electrical energy source.

In order to meet the requirements of the law requiring a two-stage operating stroke of the parking brake, the parking brake must be hydraulically clamped via a second brake pressure generator (e.g., second brake pedal, lever), the pressure generator being the driver. Can be operated by hands or feet by means of muscle strength, or by an independent energy actuating mechanism that is started and adjusted by the driver.

By operating the electrical switch or turning off the ignition device, the driver can direct the electronic circuitry to activate the parking brake. The electronic circuit can control the supply of current to the electrical unit 17 of the catch mechanism 12. When actuated by muscle force, the clamp force of the parking brake is adjusted by varying the force acting on the second brake pressure generator. When operated by a switch, the brake adjustment device is adjusted via the operating period (integration as a function of time) or by direct digital input or analog input of the desired brake pressure strength for parking brake operation.

Similar to the structure of the mechanical catch mechanism 12 that operates in one direction of form-locking, it is possible to use a mechanical catch mechanism that causes friction as shown in FIG. 3. The friction-causing mechanical catch mechanism comprises two opposing surfaces 20, 21 with a wedge shaped space 22 in the middle, in which the two surfaces are parallel to each other only in the clamping direction of the brake. A cylindrical locking member 23 is arranged to allow movement. In the opposite direction, the cylindrical locking member 23 is moved into the wedge-shaped tapered space 22 to generate a clamping constraint that causes friction in the catch mechanism 12.

The brake 30 for both driving and parking shown in the embodiment of FIG. 4 includes a brake carrier 31 and a brake housing 32, and the brake housing 32 includes two brake linings 34 and 35. The outer edge of the brake disc 33 is supported, and the brake linings 34 and 35 are disposed on both sides of the brake disc 33. The brake housing 32 forms a brake cylinder 36 inside, and the brake cylinder 36 accommodates a brake piston 37 that can slip in the axial direction. The brake fluid is introduced into the chamber formed between the brake cylinder 36 and the brake piston 37 to generate a brake pressure for moving the brake piston 37 axially toward the brake disc 33. This causes the brake lining 35 to be brought into close contact with the brake disc 33, so that the brake housing 32 is moved in the opposite direction, so that the reaction of pressing the brake lining 34 against the brake disc 33 occurs.

A sealing ring 38 is inserted between the brake piston 37 and the brake cylinder 36, and when the brake action is performed (roll-back seal), the sealing ring 38 is the brake piston. Pull (37) slightly. Accordingly, the brake lining 35 coupled to the brake piston 37 via the lining retaining spring 39 is attracted. The adjusting device has a threaded spindle 41 rigidly coupled to the bottom 40 of the brake piston 37, extends axially away from the brake disc 33, and has an adjusting nut ( 42) Transfer. The axial bearings 43, 44 are aligned in corresponding steps of the adjusting nut 42 on both sides of the adjusting nut. The adjusting nut 42 is held towards the brake disc 33 by a retaining element 45, which is firmly coupled to the brake housing 32. The retaining element 45 surrounds the adjusting nut 42 and the axial bearing 44 outward.

The conical coupling is formed by a conical friction surface 46 formed on the outside of the adjustment nut 42 and a friction surface 47 fixed to the housing.

The brake housing 32 has a threaded opening 48 closed by a threaded housing cover 49. The housing cover 49 is formed with a bore 50 for supplying brake fluid. The housing cover 49 also has a cylindrical extension 51 extending inwardly of the brake cylinder 36. The cylindrical extension 51 at the front end forms a friction surface fixed to the housing. The retaining element 45 is tightened on the outside of the extension.

The electromagnet 52 is arrange | positioned inside the cylindrical expansion part 51. The winding 53 is provided between the armature guide 54 and the bottom of the housing cover 4 so that axial movement is suppressed. The armature 55 of the electromagnet 52 is firmly coupled to the cylindrical extension 57 of the adjustment nut 42.

The operation of the brake for driving and parking is explained below. In the travel brake operating mode, the brake piston 37 is in close contact with the brake linings 34 and 35 by hydraulic pressure as in a standard disc brake. The adjustment nut 42 rotates due to the movement of the adjustment spindle 41. The adjusting nut 42 is positioned by two axial bearings 43 and 44. The bearing 44 on the piston side, which is subjected to a force in the clamping operation, is directly supported by the housing. The rear bearing 43, which is forced during the release of the brake, is supported in the housing via the compression spring 56.

In the parking brake operating mode as in the traveling brake operating mode, the brake piston 37 is in close contact with the brake linings 34 and 35 by hydraulic pressure to generate the clamping force. When the required clamping force is reached, the electromagnet 52 is activated by the operator operating the switch. The electromagnet 52 pulls the adjusting nut 42 opposite to the compression spring 46 of the rear bearing 43 in the axial direction with respect to the friction surface of the conical clutch fixed to the housing. As a result, the friction clutch is operated. The reduction in hydraulic pressure initially compensates for the machine clearance between the adjusting spindle and the adjusting nut, so that the bias is slightly reduced. Then, the brake piston 37 with the hydraulic pressure further reduced is not movable in the axial direction. The axial displacement of the brake piston 37 via the adjustment spindle 41 always rotates the adjustment nut. However, this rotation is changed by the conical coupling to which it is coupled. The brake piston 37 is supported by the brake housing via the adjustment spindle 41 and the adjustment nut 42 so that the parking position is locked.

Hydraulic pressure corresponding to the clamping force is generated so that the parking brake is released. The conical clutch is separated from the load and the biased compression spring 56 of the axial rear bearing 43 moves the adjustment nut 42 forward. This opens the friction clutch. Since the spring force exceeds the frictional force of the screw causing the movement, the brake piston 37 can return to its original unloaded inactive position, and the adjustment nut 42 rotates. By using low pressure, the gap functions properly. The compression spring 56 holds the adjustment nut 42 in the detached position, and the operating mode of the travel brake is initialized until the next operation of the electromagnet.

There are several solutions that prevent the release of the parking brake by accidentally actuating the brake pedal. In the first embodiment, the electric relay is activated after the electromagnet is operated so that current flows through the electromagnet when the switch such as a brake is operated. This allows the friction clutch to be permanently engaged. Excessive overall hydraulic pressure increases the clamping force of the parking brake. However, the combined friction clutch prevents the clamping force from decreasing when the hydraulic pressure is reduced.

In another variant, the actuation of the electromagnet activates an electrical relay such that current flows through the open valve when the switch such as a brake is activated. In the closed state, the valve separates the parking brake from the hydraulic supply.

In another embodiment, the above-described electrical relay may be replaced with an alternating switch, in which the alternating switch causes current to flow through the solenoid valve / normally open valve when the switch such as a brake is operated. When the brake pedal is operated, the clamping force may increase without decreasing in the operating mode of the parking brake.

5 to 7 are diagrams showing an embodiment of a brake system for both driving and parking, wherein an independent energy source that is electrically controlled and adjustable is used to generate the hydraulic pressure of the parking brake.

The driving and parking brake system 60 shown in FIG. 5 includes two separate hydraulic brake circuits 61 and 62 in a diagonal circuit split-up design. Each brake circuit 61, 62 is hydraulically coupled to the front wheel disc brakes 63, 64 and the rear wheel drum brakes 65, 66. The rear wheel drum brakes 65 and 66 are, for example, traveling and parking brakes equipped with the electrically operated and mechanical locking devices VV 11 of the type described above. In the traveling brake operation, the hydraulic pressure can be increased by the operation unit 67 which is directly operated by the driver. The unit 67 is composed of a foot pedal, a brake force booster, a master brake cylinder and a pressure fluid supply container. In addition, the electronic control unit ECU which monitors the position of the brake light switch BLS among others during each travel brake operation sends an electrical signal to the mechanical locking device 11. The electrical signal deactivates the locking device 11 while the travel brake is operating.

The parking brake is operated using an electrically independent controlled and adjustable brake force booster (BKV, e.g., auxiliary brake, smart booster, electric booster, electrohydraulic booster), which booster is operated. The unit 67 acts centrally on the two brake circuits 61, 62. The parking brake is activated and adjusted by the driver acting a parking brake switch (FSB switch), which transmits an input signal to the electronic control unit (ECU). The ECU electrically synthesizes the hydraulic clamping force of the parking brake via an independently controlled brake force booster. In addition, the ECU activates the locking device 11 of the rear wheel drum brakes 65 and 66 by an electric signal. This mechanically locks the clamped brake. Similarly, the parking brake is activated by a signal from an electrical circuit connected to the ignition device such that the rear-wheel drum brakes 65 and 66 are activated and locked when the ignition device is turned off. In addition, the diagonally inclined brake circuits 61 and 62 enable the operation of the emergency parking brake even if one of the two brake circuits 61 and 62 fails.

The embodiment of FIG. 6 shows a part of a brake system for both driving and parking having ABS in accordance with the circulation principle. The basic operating modes of the driving brake and the parking brake are substantially the same as the brake system shown in FIG. As an independent energy actuating mechanism, an electrically independent hydraulic pump 70 (eg, a TCS pump) is used. In the parking brake operation, similar to the independently operated brake force booster shown in FIG. 5, the hydraulic pump 70 is operated by the ECU and hydraulically operated for an independent pressure increase of the drum brake 71. It draws in pressure fluid from the pressure vessel via a switching valve (HUV, TCS valve) and a master cylinder. The pressure fluid is delivered to a mixed drum brake 71 with an electrically actuated locking device 11. Parallel to the device, in order to prevent pressure fluid from flowing back from the supply vessel, the ECU electrically activates the locking device 11 and allows current to flow to close the normally open valve 72. In the dual-circuit brake system of the embodiment shown in FIG. 6, a hydraulic pump 70 is used separately for each circuit to generate pressure during parking brake operation. It is also possible to use a hydraulic pump to generate the independent pressure of the parking brake centrally in both brake circuits.

7 shows a traveling and parking brake system 60 having ABS and two brake circuits 80 and 81 which are black-and-white circuit split-up. Illustrated. The first brake circuit 81 is hydraulically connected to the front-wheel disc brakes 82 and 83, and the second brake circuit 82 is hydraulically connected to the rear-wheel drum brakes 84 and 85 and travels. In the capacity of the brake for both parking, the circuits are provided with an electrically operable mechanical locking device 11. The travel brake and parking brake are started and operated similarly to the brake system described above. As an independent energy source, an electrically operated plunger 86 is used, which is installed in the brake circuit 81 of the rear axle of the brake system for ABS control. Of course, it is possible to use an accumulator (for example, a spring accumulator, a gas accumulator) not shown in place of the plunger, which is controlled by an electric valve. Plungers or accumulators may be used to create independent pressures for each wheel or circuit. While the parking brake is in operation, the plunger 86 is adjusted by the ECU, electrically operated, and generates hydraulic pressure independent of the mixed rear wheel drum brakes 84 and 85. In addition, the ECU closes the normally open valve 87 and activates the locking device 11 of the rear-wheel drum brakes 84, 85 to prevent pressure fluid from flowing back into the supply vessel. In order to ensure the operation of the emergency parking brake in the event of failure of the brake circuit 81 of the rear axle, a normally open valve 88 without a check valve is provided in each wheel of the front-wheel brake 80 circuit 80. For the operation of the emergency parking brake, hydraulic pressure is applied to the front-wheel brake circuit 80 via the operating unit 67, and electricity flows to the clamped front-wheel disc brakes 82 and 83, so that the brake ( 84 and 85 are separated from the front-wheel brake circuit 80 by a closed normally open valve 88. The front-wheel brake is hydraulically locked.

In addition, the brake system of the embodiment in FIG. 7 includes a sensor that monitors the position of the pedal and informs the ECU, so that electrons are detected when the operation of the brake pedal is changed during ABS control.

In addition to the above-described embodiments, other driving / parking brake systems are also possible using an independent energy source electrically and independently operated for parking brake operation.

Reference

1: single drum brake

2: brake drum

3, 4: brake shoe

5: wheel brake cylinder

6: pressure member

7, 8: fixed end

9, 10: lever

11: locking device

12: catch mechanism

13: serrated snap-in rail

14: Paul

15: spring

16: clamping direction

17: electric unit

18: winding

19: emergency lever

20, 21: surface

22: wedge shaped space

23: cylindrical locking member

30: brake for driving and parking

31: brake carrier

32: brake housing

33: brake disc

34: brake lining

35: brake lining

36: brake cylinder

37: brake piston

38: sealing ring

39: lining retaining spring

40: bottom

41: threaded spindle

42: adjustment nut

43: axial bearing

44: axial bearing

45: retaining element

46: Friction surface (nut)

47: friction surface (housing)

48: opening

49: housing cover

50: supply opening (bore)

51: cylindrical extension

52: electromagnet

53: winding

54: Armature Guide

55: armature

56: compression spring

57: cylindrical extension of the adjustment nut

60: brake system for driving and parking

61, 62: hydraulic brake circuit

63, 64: front wheel disc brake

65, 66: rear wheel drum brake

67: operating unit

70: independently operated hydraulic pump

71: mixed drum brake

72: normally open valve

80: front axle brake circuit

81: rear axle brake circuit

82, 83: front wheel disc brake

84, 85: rear wheel drum brake

86: plunger

87: normally open valve

88: normally open valve without check valve

Claims (26)

In the brake system 60 for driving and parking in particular, which is provided with at least one hydraulically clampable driving and parking brake 1 and 30 which can be mechanically locked in the hydraulic clamped state, It further comprises a locking device 11 which mechanically and directly locks a component for clamping the wheel brake in a direction opposite to the clamping direction 16 of the brake, wherein the locking device is electrically operable. Combination brake system. 2. The brake system according to claim 1, wherein the mechanical locking device (11) is activated by the pressure generated by the brake system and electrically deactivated. 3. The brake system according to claim 2, wherein the electrical deactivation of the mechanical locking device (11) is controlled via the position of a brake light switch. The brake system according to any one of claims 1 to 3, wherein the locking device (11) includes a mechanical catch mechanism (12) which operates in one direction. 5. The brake system according to claim 4, wherein the catch mechanism (12) has a serrated snap-in rail and associated pawls (14, pawl). The catch mechanism (12) according to claim 5, wherein the catch mechanism (12) is arranged between the brake shoes (3, 4) of the drum brake (1), and the rail (13) and the pole (14) are pivotal levers (9, 10). A brake system for both driving and parking, which is mechanically connected to the brake shoes 3 and 4 by means of joints. The brake system according to any one of claims 1 to 6, wherein the parking brake is hydraulically operated by muscle power through the brake pressure generator. 7. The driving and parking brake system as claimed in any one of claims 1 to 6 is configured as a dual-circuit brake system, and the parking brake is provided to the driver through an independent energy actuating mechanism. A brake system for both driving and parking, which is operated and adjusted by means of a vehicle. The brake system according to claim 8, wherein the operation of the parking brake by independent energy is performed to the two brake circuits centrally through a brake force booster which can be independently controlled. The brake system according to claim 8, wherein the operation of the parking brake by independent energy is performed centrally or individually for each circuit through an electrically controlled hydraulic pump. The brake system for both driving and parking according to claim 8, wherein the operation of the parking brake by independent energy is performed on each circuit or each wheel individually through an electrically controlled plunger. 9. The driving and parking brake system according to claim 8, wherein operation of the parking brake by independent energy is performed through one or more gas accumulators or spring accumulators operated by electric valves. The brake system according to any one of claims 8 to 12, wherein the force of the parking brake is adjusted via an operating time of the electric switch. The brake system according to any one of claims 8 to 12, wherein the parking brake force is adjusted by inputting the required brake pressure strength in digital or analog. The mechanical locking device 11 according to any one of claims 1 to 14, wherein the mechanical locking device 11 is configured to be deactivated by means of a tool means by the emergency lever 19. Brake system. 2. The brake system according to claim 1, wherein the brake system for both driving and parking includes an adjusting device having a mechanical catch mechanism, in particular a friction clutch, wherein an electromagnet 52 for operating the catch mechanisms 46 and 47 of the adjusting device is provided. It is installed, The brake system for both driving and parking. 17. The driving and parking combination according to claim 16, characterized in that the adjusting device includes a screw-shaped adjusting nut 42 and an adjusting spindle 41, which are arranged in particular in the brake piston 37 to cause movement. Brake system. The brake system according to claim 17, wherein the friction clutch is provided with a friction cone (47) fixed to the brake housing and an adjustment nut (42). 19. The brake system according to any one of claims 15 to 18, wherein the electromagnet (52) is housed in a brake housing. 18. The brake system according to claim 17, wherein the armature (55) of the electromagnet (52) is firmly coupled to the adjustment nut (42). 21. The brake for driving and parking as claimed in any one of claims 16 to 20, wherein the windings 53 of the electromagnets 52 are arranged in the cylindrical extension part 51 of the brake housing cover 49. system. The brake system according to claim 18, wherein the friction cone (47) is provided in the cylindrical expansion portion (51) of the brake housing (49). 23. The adjusting nut 42 has two axial bearings 43 and 44 for positioning, one of which is via a compression spring 56. And a brake system (32) for driving and parking. 24. A traveling / parking combined use according to any one of claims 16 to 23, wherein an electric relay is provided which closes the electromagnet during operation of the electromagnet 52 when the switch such as a brake is operated. Brake system. 24. An electric relay as claimed in any one of claims 16 to 23, characterized in that an electric relay is provided for operating a normally open valve that separates the parking brake from the hydraulic system when the switch, such as the brate, is operated in the operating state of the electromagnet 52. A brake system for both driving and parking. 23. The alternating switch according to any one of claims 16 to 22, wherein an alternating switch is provided to allow a current to flow in the solenoid valve or the normally open valve when the brake light switch is switched on while the brake light switch is operated. A brake system for driving and parking.