TR2021016621A2

TR2021016621A2 - DOUBLE PISTON ELECTROMECHANICAL DISC BRAKE MECHANISM FOR HEAVY DUTY VEHICLES

Info

Publication number: TR2021016621A2
Application number: TR2021/016621
Authority: TR
Inventors: Can Guleryuz İbrahi̇m; Ba Er Ozgun; Yilmaz Bari
Original assignee: Ege Fren Sanayi̇ Ve Ti̇caret Anoni̇m Şi̇rketi̇
Filing date: 2021-10-25
Publication date: 2023-05-22

Abstract

Buluş konusu, ağır hizmet araçlarında kullanılan elektrik ile tahrik edilen çift pistonlu bir disk fren mekanizması ve içerdiği yeniliklerle ilgilidir. Buluş, daha az parça sayısı azaltarak ile kompleks yapıyı sadeleştirmek ve imalat-servis kolaylığı sağlamakla ilgilidir. Tüm bunlarla beraber, fren toplam ağırlığını da azaltmaktadır. Buluş konusu, tahrik ve ayar mekanizması arasındaki geçişin temel mekanik bileşenler ile sağlanması olup, elektromekanik kaplin veya elektromekanik kavrama ihtiyacını ortadan kaldırmakla ilgilidir.The subject of the invention is about an electrically driven double-piston disc brake mechanism used in heavy-duty vehicles and the innovations it contains. The invention is about simplifying the complex structure and providing ease of manufacturing and service by reducing the number of parts. Moreover, it also reduces the total weight of the brake. The subject of the invention is to provide the transition between the drive and adjustment mechanism with basic mechanical components and to eliminate the need for electromechanical coupling or electromechanical clutch.

Description

TARIFNAME AGIR HIZMET ARAÇLARI IÇIN ÇIFT PISTONLU ELEKTROMEKANIK DISK FREN MEKANIZMASI Teknik Alan Bulus konusu, agir hizmet araçlarinda kullanilan elektrik ile tahrik edilen çift pistonlu bir disk fren mekanizmasi ve içerdigi yeniliklerle ilgilidir. Bulus, daha az parça sayisi azaltarak ile kompleks yapiyi sadelestirmek ve imalat-servis kolayligi saglamakla ilgilidir. Tüm bunlarla beraber, fren toplam agirligini da azaltmaktadir. Bulus konusu, tahrik ve ayar mekanizmasi arasindaki geçisin temel mekanik bilesenler ile saglanmasi olup, elektromekanik kaplin veya elektromekanik kavrama ihtiyacini ortadan kaldirmakla ilgilidir. Önceki Teknik tekniklerde kullanilan sistemler self-servo özellikli olarak sikistirma kuvvetinin yükseltildigi sistemlerdir. Bu sistemlerde, tahrik ile ayar mekanizmalarinin arasindaki geçis için elektromekanik kaplin veya elektromekanik kavrama mekanizmalarina ihtiyaç duyulmaktadir. Sikistirma kuvvetinin yükseltilmesi için kullanilan karmasik mekanizmalar bulunmasi sebebiyle de tekniklerde kullanilan parçalarin üretimi zor ve maliyetli olmaktadir. Ayni zamanda mevcut tekniklerde, elektromekanik fren mekanizmalarini meydana getiren parçalarin sayisinin çoklugu, fren agirliginin da artmasina sebep olmaktadir. Ayni sekilde yine teknigin bilinen durumunda çok sayida bilesenin kullanilmasi ise montaj ve servis maliyetlerini artirarak teknikleri Bulusun Amaci Bulusun amaci, agir hizmet araçlarinda kullanilmakta olan elektrik ile tahrik edilen çift pistonlu bir disk fren mekanizmasini, parça sayisini azaltarak daha etkin hale getirmek ve karmasik yapiyi sadelestirerek kullanim kolayligi saglamakla ilgili yenilikleri içermektedir. Mevcut tekniklerde kullanilan üretimi zor yapilar ve kullanilan fazla sayida parçanin üretim maliyetlerinin yüksek olmasi da bulusu zorunlu kilmistir. Bulus amaci, daha az parça kullanarak elektromekanik disk fren yapisinin karmasikligini azaltmak, bu sayede de montaj ve servis kolayligi saglamakla ilgili olmaktadir. Önceki tekniklerde kullanilan parça sayisinin çoklugu, fren toplam agirliginin artmasina sebep olmaktadir. Fakat bulus konusu sayesinde bu dezavantaj ortadan kaldirilmakta olup, frenin toplam agirligini azaltma avantaji saglanmaktadir. Bulus amaci ayni zamanda, tahrik ve ayar mekanizmasi arasindaki geçisin temel mekanik bilesenler ile saglanmasi olmakla beraber, elektromekanik kaplin veya elektromekanik kavrama mekanizmasina olan ihtiyaci da ortadan kaldirmaktir. Tüm bunlar sayesinde bulus, diger tekniklerden farkli olarak hem otomotiv hem agir hizmet araçlarinda kullanilmaktadir. Bir takim degisiklikler yapilmasi ile daha agir hizmet kosullarinda çalisan araçlarin yani sira farkli binek ve agir hizmet araçlari, treyler ve hizli trenler gibi birçok araç sistemlerinde de kullanim olanagi saglamaktadir. Mevcut teknikler de, tahrik ile ayar mekanizmasi arasindaki geçiste kullanilan bu karmasik yapilar ve kullanilan çok fazla parça sayisinin olmasi, bu parçalarin üretiminin zor hale gelmesi, maliyetin artmasi, fren agirliginin ve hacminin artmasi gibi birçok olumsuz sebeplerle bu alanda bir ar-ge çalismasi yapilmasini zorunlu hale getirmektedir. Bulusun Detayli Açiklamasi Agir hizmet araçlari için çift pistonlu elektromekanik disk fren mekanizmasi sistemine ait sekiller asagidaki gibidir; Sekil - 1 Elektromekanik Disk Fren Mekanizmasi Perspektif Görünüsü Sekil - 2 Elektromekanik Disk Fren Mekanizmasi Kesit I Görünüsü Sekil - 3 Elektromekanik Disk Fren Mekanizmasi Kesit II Görünüsü Sekil - 4 Elektromekanik Disk Fren Mekanizmasi Piston Enine Kesit Görünüsü Referans Numaralari: 1. Balata 1.1. Balata Sirt Saci 2. Redüktörlü Elektrik Motoru 3. Büyük Disli 4. Aktarma Dislisi . Tahrik Dislisi 6. Itici Piston 6.1. Piston Profili 6.2. Piston Rampasi 6.3. Keçe Kanali 7. Makara 8. Balata Baski Plakasi 9. Piston Burcu 9.1. Burç Profili . Eksenleme Bilyesi 11. Yarim Burç 12. Kaliper Yuvasi 13. Piston Yuvasi 13.1. O-ring Kanali 13.2. Keçe Yuvasi 14. Baglanti Civatalari . O-ring 16. Piston Keçesi 17. Çekme Yaylari 18. Elle Ayar Mekanizmasi Sekil - 1 ve Sekil - 2' de görülen, elektromekanik disk fren mekanizmasi, balatlardan (1) birine baski kuvveti uygulamaktadir. Bu kuvvet freni aktif hale getiren bir tahrik mekanizmasina etki etmektedir. Tahrik mekanizmasi bir redüktörlü elektrik motoru (2), büyük disli (3), aktarma dislisi (4), tahrik dislisi (5), itici piston (6), makaralar (7), balata baski plakasi (8), piston burcu (9), eksenleme bilyesi (10) ve yarim burçtan (11) olusmaktadir. Bahsedilen redüktörlü elektrik motorunun (2) torkunu, bahsedilen büyük disliye (3) ileten, bahsedilen aktarma dislisi (4) ve bahsedilen tahrik dislisi (5) yapilari olmaktadir. Bahsedilen piston burcu (9), bahsedilen eksenleme bilyesi (10) ve bahsedilen yarim burç (11), sistemde yataklama elemanlari olarak da gruplandirilmaktadir. Bahsedilen redüktörlü elektrik motorunun (2) ürettigi tork, bahsedilen aktarma dislisi (4), bahsedilen tahrik dislisi (5) ve bahsedilen büyük disli (3) arasindaki oranla yükseltilmektedir. Bahsedilen büyük disli (3) eksenindeki tork, bahsedilen büyük disliler (3) ile bahsedilen itici piston (6) arasindaki vida dislerinin hatvesi ile orantili olarak baski kuvvetine çevrilmektedir. Vida disleri sayesinde bahsedilen büyük dislinin (3) açisal degisiminin etkisiyle bahsedilen itici pistonlar (6) ileri yönde sürülür. Bahsedilen itici pistonlar (6) ve bahsedilen itici pistonlarin (6) yataklandigi bahsedilen piston burçlari (9), üç Ioblu piston profiline (6.1) ve üç Ioblu burç profiline (9.1) sahip olmaktadir. Bahsedilen piston profili (6.1) ve bahsedilen burç profili (9.1) sayesinde bahsedilen itici pistonlar (6), bahsedilen piston burçlari (9) ile kilavuzlanmaktadir. Bahsedilen makaralar (7), bahsedilen itici pistonlar (6) üzerindeki belirli bir yariçapa sahip olan bahsedilen piston rampasi (6.2) üzerinde yuvarlanmaktadir. Bahsedilen makaralar (7), balata baski plakasi (8) üzerindeki yarim burçlar (11) ile yataklanmaktadir. Eksenel sikistirma kuvvetini kaliper yuvasina (12) aktarilmasini bahsedilen eksenleme bilyesi (10) yapilari saglamaktadir. Bahsedilen itici pistonlardan (6) gelen yanal yükleri tasiyan ve bahsedilen itici pistonun (6) bir eksende hareket etmesini saglayan bahsedilen piston burç (9) yapilari olmaktadir. Bahsedilen piston burçlari (9), piston yuvalari (13) ile kaliper yuvasina (12) baglanti civatalari (14) ile baglanmaktadir. Bu sayede piston yuvalarinin (13) kaliper yuvasina (12) montaji birbirinden bagimsiz olarak yapilabilmekte ve bu sayede montaj kolayligi saglanmaktadir. Kaliper yuvasi (12) - piston yuvasi (13) baglanti bölgesinin sizdirmazligi için piston yuvasi (13) ile kaliper yuvasi (12) arasina o-ring (15) yerlestirilmistir. Bu nedenle piston yuvasi (13) üzerine o-ring kanali (13.1) bulunmaktadir. Itici piston (6) - piston yuvasi (13) arasindaki sizdirmazlik için piston keçesi (16) bulunmaktadir. Piston keçesinin (16) montajlanabilmesi için itici piston (6) üzerinde keçe kanali (6.3) ve piston yuvasi (13) üzerinde keçe yuvasi (13.2) vardir. Frenleme sirasinda bahsedilen redüktörlü elektrik motoru (2) ileri yönde sürülür ve bahsedilen itici pistonlarin (6) da ileri sürülmesini saglamaktadir. Bu ileri sürülme hareketi ile eksenel sikistirma kuvveti olusmaktadir. Yanal kuvvet etkisi, bahsedilen balata (1), bahsedilen balata baski plakasi (8), yarim burçlar (11) ile birlikte hareket etmesiyle olusturmaktadir. Bahsedilen makaralar (7), bahsedilen itici pistonlar (6) üzerindeki piston rampalari (6.2) üzerinde yuvarlanmaktadir. Bahsedilen makaralar (7) ile bahsedilen piston rampalarinin (6.2) temas noktasindaki açi ile orantili olarak eksenel sikistirma kuvveti yükseltilmektedir. Rampa yüzeylerinin dairesel bir forma sahip olmasi sayesinde, bahsedilen makaralar (7), bahsedilen piston rampasi (6.2) üzerinde ilerledikçe rampa açisinin ve kuvvet yükseltme orani azalmaktadir. Bu sayede rampa mekanizmasinin bloke olmasinin önüne geçilerek, sikistirma kuvveti kontrolü saglanmis ve stabilitesi arttirilmistir. Frenleme bitiminde bahsedilen redüktörlü elektrik moturu (2) ters yönde sürülmekte olup, bahsedilen Itici pistonlarin (6) geriye dogru iletilmesini saglamaktadir. Balata sirt saci (1.1), kaliper yuvasina (12) ön gerilmeli olarak yerlestirilen çekme yaylari (17) sayesinde, bahsedilen balata (1), bahsedilen piston rampalari (6.1) üzerinde frenleme öncesi konumuna geri döndürülmektedir. Bahsedilen redüktörlü elektrik motoru (2) ileri ve geri yönde hareket edebilmesi ile bahsedilen balata (1) aktif bir sekilde sürülmektedir. Bu sayede, fren uygulanmadiginda fren diski ile bahsedilen balatalar (1) arasindaki temas sonucu meydana gelen fren torku ortadan kaldirilmaktadir. Fren torkunun ortadan kalkmasiyla beraber, bahsedilen balata (1) kaynakli emisyonlar da azaltilmaktadir. Fren diskinin veya bahsedilen balatalarin (1) asinmasi nedeniyle çalisma boslugunun belli bir degerde tutulmasi gerekmektedir. Bu degerin sabit tutulmasi için otomatik ayar isleminin gerçeklestirilmesi zorunlu olmaktadir. Bunun için elektromekanik fren denetleyicisi, bahsedilen itici pistonlari (6) asinma miktari kadar ileri sürmektedir. Böylece çalisma boslugunun belirlenen degerde tutulmasi saglanmaktadir. Fren diskinin veya bahsedilen balatalarin (1) asinma miktari kritik seviyeye geldiginde, frene bakim yapilmasi gerekmektedir. Bu bakimda bahsedilen balatalarin (1) degistirilmesi gerekmektedir. Bu amaçla bahsedilen itici pistonlar (6), bahsedilen kaliper yuvasina (12) dogru çekilerek, yeni konumlandirilacak balatalar için yer açilmasi saglanmaktadir. Yeni konumlandirilacak balatalar için gerekli boslugun ayarlanabilmesini bir elle ayar mekanizmasi (18) saglamaktadir. Bahsedilen elle ayar mekanizmasi (18) tahrik dislisine (5) entegre edildigi için elektrik motoru çalistirilmadiginda da elle bosluk ayari bu mekanizma yardimi ile yapilabilmektedir. Bahsedilen elle ayar mekanizmasi (18), bahsedilen kaliper yuvasi (12) üzerine konumlandirilmis bahsedilen itici pistonlarin (6) ileri veya geri yönde hareket etmesiyle balata boslugunun ayarlanmasini saglamaktadir. Balata boslugunun ayarlanmasi islemi, yine benzer bir yöntem olan, bahsedilen redüktörlü elektrik motorunun (2) yazilimiyla da ayarlanmaktadir. TR TR TR TR DESCRIPTION DOUBLE PISTON ELECTROMECHANICAL DISC BRAKE MECHANISM FOR HEAVY DUTY VEHICLES Technical Field The subject of the invention is about an electrically driven double piston disc brake mechanism used in heavy duty vehicles and the innovations it contains. The invention is about simplifying the complex structure and providing ease of manufacturing and service by reducing the number of parts. In addition to all this, it also reduces the total weight of the brake. The subject of the invention is to provide the transition between the drive and adjustment mechanism with basic mechanical components and to eliminate the need for electromechanical coupling or electromechanical clutch. The systems used in prior art techniques are systems in which the compression force is increased with self-servo features. In these systems, electromechanical coupling or electromechanical clutch mechanisms are needed for the transition between the drive and adjustment mechanisms. Due to the complex mechanisms used to increase the compression force, the production of parts used in the techniques is difficult and costly. At the same time, in current techniques, the multiplicity of parts that make up electromechanical brake mechanisms causes the brake weight to increase. Likewise, the use of a large number of components in the state of the art increases the assembly and service costs. Purpose of the Invention The purpose of the invention is to make an electrically driven double-piston disc brake mechanism used in heavy-duty vehicles more effective by reducing the number of parts and to simplify its use by simplifying the complex structure. It includes innovations related to providing convenience. The difficult structures used in existing techniques and the high production costs of the large number of parts used made the invention necessary. The purpose of the invention is to reduce the complexity of the electromechanical disc brake structure by using fewer parts, thus providing ease of assembly and service. The large number of parts used in previous techniques causes the total weight of the brake to increase. However, thanks to the invention, this disadvantage is eliminated and the advantage of reducing the total weight of the brake is provided. The aim of the invention is also to eliminate the need for an electromechanical coupling or electromechanical clutch mechanism, while providing the transition between the drive and adjustment mechanism with basic mechanical components. Thanks to all these, the invention, unlike other techniques, is used in both automotive and heavy-duty vehicles. By making some changes, it provides the opportunity to use it in many vehicle systems such as different passenger and heavy duty vehicles, trailers and high-speed trains, as well as vehicles operating under more severe service conditions. In existing techniques, it is necessary to carry out an R&D study in this field due to many negative reasons such as these complex structures used in the transition between the drive and the adjustment mechanism and the large number of parts used, the production of these parts becoming difficult, the increase in cost, and the increase in brake weight and volume. makes it happen. Detailed Description of the Invention The figures of the double piston electromechanical disc brake mechanism system for heavy duty vehicles are as follows; Figure - 1 Electromechanical Disc Brake Mechanism Perspective View Figure - 2 Electromechanical Disc Brake Mechanism Section I View Figure - 3 Electromechanical Disc Brake Mechanism Section II View Figure - 4 Electromechanical Disc Brake Mechanism Piston Cross Section View Reference Numbers: 1. Pad 1.1. Pad Back Plate 2. Electric Motor with Reducer 3. Large Gear 4. Transfer Gear. Drive Gear 6. Pusher Piston 6.1. Piston Profile 6.2. Piston Ramp 6.3. Seal Channel 7. Roller 8. Pad Pressure Plate 9. Piston Bushing 9.1. Horoscope Profile . Alignment Ball 11. Half Bush 12. Caliper Seat 13. Piston Seat 13.1. O-ring Channel 13.2. Seal Housing 14. Connection Bolts. O-ring 16. Piston Seal 17. Traction Springs 18. Manual Adjustment Mechanism The electromechanical disc brake mechanism seen in Figure - 1 and Figure - 2 applies pressure force to one of the pads (1). This force acts on a drive mechanism that activates the brake. The drive mechanism is a reducer electric motor (2), large gear (3), transmission gear (4), drive gear (5), pusher piston (6), rollers (7), lining pressure plate (8), piston bushing (9). ), consists of the pivoting ball (10) and the half bushing (11). The said transmission gear (4) and the said drive gear (5) are the structures that transmit the torque of the said reducer electric motor (2) to the said large gear (3). The said piston bushing (9), the said axing ball (10) and the said half bushing (11) are also grouped as bearing elements in the system. The torque produced by the said geared electric motor (2) is increased by the ratio between the said transmission gear (4), the said drive gear (5) and the said large gear (3). The torque on the axis of the said large gear (3) is converted into pressure force in proportion to the pitch of the screw threads between the said large gears (3) and the said pusher piston (6). Thanks to the screw teeth, the said pusher pistons (6) are driven forward with the effect of the angular change of the said large gear (3). The said pusher pistons (6) and the said piston bushings (9) on which the said pusher pistons (6) are supported have a three-lobe piston profile (6.1) and a three-lobe bushing profile (9.1). Thanks to the said piston profile (6.1) and the said bushing profile (9.1), the said pusher pistons (6) are guided by the said piston bushings (9). Said rollers (7) roll on said piston ramp (6.2) with a certain radius on said pusher pistons (6). The said rollers (7) are supported by the half bushings (11) on the lining pressure plate (8). The mentioned axing ball (10) structures ensure the transfer of the axial compression force to the caliper housing (12). The mentioned piston bushing (9) structures are the structures that carry the lateral loads coming from the said pushing pistons (6) and enable the said pushing piston (6) to move in an axis. The said piston bushings (9) are connected to the piston housings (13) and the caliper housing (12) with connection bolts (14). In this way, the assembly of the piston housings (13) to the caliper housing (12) can be done independently of each other, thus providing ease of installation. An o-ring (15) is placed between the piston housing (13) and the caliper housing (12) to seal the caliper housing (12) - piston housing (13) connection area. For this reason, there is an o-ring channel (13.1) on the piston housing (13). There is a piston seal (16) for sealing between the pusher piston (6) and the piston seat (13). In order to mount the piston seal (16), there is a seal channel (6.3) on the pusher piston (6) and a seal slot (13.2) on the piston housing (13). During braking, the said gearmotor electric motor (2) is driven forward and enables the said pusher pistons (6) to be driven forward as well. With this forward movement, axial compression force occurs. The lateral force effect is created by the movement of the said pad (1), the said pad pressure plate (8), and the half bushings (11). Said rollers (7) roll on piston ramps (6.2) on said pusher pistons (6). The axial compression force is increased in proportion to the angle at the contact point of the said rollers (7) and the said piston ramps (6.2). Thanks to the ramp surfaces having a circular form, the ramp angle and force amplification rate decrease as the said rollers (7) progress on the said piston ramp (6.2). In this way, blocking of the ramp mechanism is prevented, compression force control is ensured and its stability is increased. At the end of braking, the said gearmotor electric motor (2) is driven in the reverse direction and ensures that the said pusher pistons (6) are transmitted backwards. The pad back plate (1.1) is returned to its pre-braking position on the said piston ramps (6.1), thanks to the tension springs (17) placed in the caliper housing (12) as pre-stressed. As the said gearmotor electric motor (2) can move forward and backward, the said pad (1) is actively driven. In this way, the brake torque that occurs as a result of the contact between the brake disc and the said pads (1) when the brake is not applied is eliminated. As the braking torque disappears, emissions originating from the said pad (1) are also reduced. Due to the wear of the brake disc or the mentioned pads (1), the working clearance must be kept at a certain value. In order to keep this value constant, it is necessary to perform automatic adjustment. For this purpose, the electromechanical brake controller advances the said pusher pistons (6) according to the amount of wear. Thus, it is ensured that the working gap is kept at the determined value. When the wear amount of the brake disc or the mentioned pads (1) reaches a critical level, the brake must be serviced. In this regard, the mentioned pads (1) must be replaced. For this purpose, the said pusher pistons (6) are pulled towards the said caliper housing (12) to make room for the newly positioned pads. A manual adjustment mechanism (18) allows the necessary clearance to be adjusted for the newly positioned pads. Since the mentioned manual adjustment mechanism (18) is integrated into the drive gear (5), manual gap adjustment can be made with the help of this mechanism even when the electric motor is not operated. Said manual adjustment mechanism (18) enables the adjustment of the pad gap by moving the said pusher pistons (6) positioned on the said caliper housing (12) in the forward or backward direction. The process of adjusting the pad gap is also adjusted by the software of the said gearmotor electric motor (2), which is also a similar method. TR TR TR TR

Claims

1. The subject of the invention is a double-piston electromechanical disc brake mechanism for heavy-duty vehicles, and its characterizing feature is; a. Positioned on the pusher piston (6), which has a surface with a circular form, on the said pusher piston (6) having a certain radius, the rollers (7) move easily by rolling, thus preventing the ramp mechanism from being blocked and stabilizing the compression force. at least one piston ramp (6.1), b. At least two axing balls (10), which transfer the axial compression force to the caliper housing (12), carry the lateral loads from the said pusher pistons (6) and enable the said large gears (3) to move in an axis, c. At least one drive gear (5), which transmits the torque produced by the reducer electric motor (2) to the said large gear (3) and is integrated into the manual adjustment mechanism (18), thus enabling manual gap adjustment without starting the electric motor, d. It contains the elements of the o-ring channel (13.1) and the seal seat (13.2), where the piston bushings (9) and pusher pistons (6) are placed on the caliper housing (12), which are independently connected to the caliper housing (12) with connection bolts (14). , it contains at least one piston housing (13).