US20070062766A1 - Pneumatically actuated disk brake with electromotive adjusting devices and method for controlling the disk brake - Google Patents

Pneumatically actuated disk brake with electromotive adjusting devices and method for controlling the disk brake Download PDF

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Publication number
US20070062766A1
US20070062766A1 US11/448,803 US44880306A US2007062766A1 US 20070062766 A1 US20070062766 A1 US 20070062766A1 US 44880306 A US44880306 A US 44880306A US 2007062766 A1 US2007062766 A1 US 2007062766A1
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United States
Prior art keywords
brake
disk
play
brake disk
caliper
Prior art date
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Abandoned
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US11/448,803
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English (en)
Inventor
Andreas Leinung
Markus Leister
Johann Baumgartner
Wolfgang Pahle
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Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
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Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
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Assigned to KNORR-BREMSE SYSTEME FUER NUTZFAHRZEUGE GMBH reassignment KNORR-BREMSE SYSTEME FUER NUTZFAHRZEUGE GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: PAHLE, WOLFGANG, BAUMGARTNER, JOHANN, LEINUNG, ANDREAS, LEISTER, MARKUS
Publication of US20070062766A1 publication Critical patent/US20070062766A1/en
Abandoned legal-status Critical Current

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    • 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
    • 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
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/12—Discs; Drums for disc brakes
    • 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
    • F16D2055/0004—Parts or details of disc brakes
    • F16D2055/0062—Partly lined, i.e. braking surface extending over only a part of the disc circumference
    • 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
    • F16D65/02—Braking members; Mounting thereof
    • F16D2065/13—Parts or details of discs or drums
    • F16D2065/134—Connection
    • F16D2065/1348—Connection resilient
    • 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
    • F16D65/02—Braking members; Mounting thereof
    • F16D2065/13—Parts or details of discs or drums
    • F16D2065/134—Connection
    • F16D2065/1356—Connection interlocking
    • F16D2065/1368—Connection interlocking with relative movement both radially and axially
    • 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
    • F16D65/02—Braking members; Mounting thereof
    • F16D2065/13—Parts or details of discs or drums
    • F16D2065/134—Connection
    • F16D2065/1392—Connection elements
    • F16D2065/1396—Ancillary resilient elements, e.g. anti-rattle or retraction springs
    • 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
    • F16D65/38—Slack adjusters
    • F16D2065/386—Slack adjusters driven electrically
    • 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
    • F16D66/00—Arrangements for monitoring working conditions, e.g. wear, temperature
    • F16D2066/006—Arrangements for monitoring working conditions, e.g. wear, temperature without direct measurement of the quantity monitored, e.g. wear or temperature calculated form force and duration of braking
    • 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
    • F16D2127/00—Auxiliary mechanisms
    • F16D2127/02—Release mechanisms

Definitions

  • the present invention relates to a pneumatically actuated disk brake with electromotively driven adjusting devices and a method for controlling the disk brake.
  • a braking operation is effected by an actuation of the brake application device, for example by movement of a piston rod of a pneumatically operating brake cylinder, by which movement a connected brake pad is pressed against the brake disk.
  • the brake disk is pushed toward the further brake pad on the other side of the brake disk and/or this further brake pad is pushed toward the brake disk.
  • the brake disk which is axially movable, yet is mounted in a torque-transmitting manner on a wheel hub or another component, is forced by axial displacement, and while surmounting play, against the further brake pad, which is preferably fixed relative to the fixed caliper.
  • a defined release of the brake pad from the brake disk friction surface often does not takes place, at least on the side facing away from the brake application. Instead, the brake pads adhere to the brake disk with a residual pressure force due to the acting friction forces produced by a pad mounting and, where applicable, from the sliding resistance of the brake caliper.
  • the contact between brake disk and brake pad is released by the vibrations which are usually generated during driving, or due to a so-called wobble of the brake disk, which is undesirable per se.
  • a further design problem of fixed-caliper disk brakes is that the operational micromobility of the brake disk and/or of the brake caliper, in the event of severe vibration stress, as occurs when driving on poor roads, leads to heavy wear, particularly on engaging elements such as splines, with which the axially displaceable brake disk is held in a torsionally secure manner against an axle flange or against a comparable vehicle-side component.
  • One object of the present invention is therefore to refine a disk brake of the type mentioned such that, with constructively simple means, the wear of the brake disk and of the brake shoes is minimized, the operating reliability is improved, and the service life, overall, is increased.
  • a disk brake having a stop, against which, in the released state of the brake, the brake disk and/or the brake caliper bear(s) under elastic pretensioning.
  • the elastic pretensioning forces are dimensioned such that, when the disk brake is applied—i.e. upon a movement of the brake disk and/or of the brake caliper—they are readily surmounted by the brake application forces, and the movable brake disk and/or the movable brake caliper, during play adjustment operations or during travel in the period between brakings and/or play operations, are held in a sufficiently fixed position relative to the vehicle-side component, with the result that the brake pads do not begin to rub.
  • the brake application device when the brake application device is released, i.e. when the braking operation is ended, free play between the brake shoes or their brake pads and the brake disk is produced, so that these components come into contact only during the braking and afterwards detach from one another again.
  • the free play here corresponds to the play set by the adjusting device, i.e. to the distance between the brake disk and the brake shoe.
  • this disk brake will inevitably in future be the brake of choice, in particular in an additionally space-saving design as a fixed-caliper brake with intelligent, since electrically driven and electronically—for example via a brake-integrated control unit or an “upgraded” EBS control unit—controllable and adjustable adjusting function.
  • the elastic pretensioning of the movable element—brake caliper and/or brake disk—against the stop on the vehicle-side component is especially advantageous, since the adjusting devices have on one or both sides of the brake disk at least one or more electromechanical drives—electric motors—and can be controlled by means of an electronics system.
  • At least one or more of the adjusting devices is or are disposed on each side of the brake disk, which, without exception, are electromechanically driven, to be precise by means of independent motors for the brake application side and the reaction side of the brake disk, so that the mobility of the brake disk can be limited to a “microdisplacement path”—the path which has to be bridged when the brake is applied.
  • the brake caliper is configured such that it is immovable relative to a vehicle-side component such as an axle flange or the like, in particular as a fixed caliper. It presents itself as constructively simple, in this case, if the brake disk is mounted in an axially displaceable, yet non-rotatable manner on the vehicle-side component.
  • each pressure element can here simply consist of a contact element, bearing against the brake disk, and a compression spring.
  • the axially displaceably mounted brake disk can be forced against the stop by the resiliently held pressure element.
  • the spring forces are preferably applied by steel springs or a similar spring material, which rest in a corresponding receptacle of the brake caliper, the axle flange or the like and against which the respective pressure element is supported.
  • the spring forces are here dimensioned such that the forces of, for example, 1-2 kN which are generated within the force application zone of the brake disk during a touching operation in play adjustment operations, and the axially acting inertial forces of, for example, 2-4 kN which are generated substantially at the center of gravity of the brake disk, provoke no or only a negligibly small axial movement of the brake disk, and these forces, which are directed counter to the necessary relative mobility of the brake disk, grow only slightly in the course of a braking operation.
  • the ratio between the actuating resistance and the retention forces in connection with vibration effect can likewise be freely chosen within certain limits.
  • the pressure element can consist of a compression spring, which bears against the end face of the brake disk and/or the brake caliper.
  • the sometimes high contact temperatures, which might otherwise lead to a reduction in the spring tension force, are hence not transmitted to the spring itself.
  • the contact element and the adjoining spring can be configured as a single component, but can also consist of two interacting components.
  • the brake caliper prefferably configured so as to be movable relative to a vehicle-side component, such as an axle flange or the like, in particular as a sliding caliper, and for the brake caliper to be supported under elastic pretensioning against the stop on the vehicle-side component (brake caliper).
  • a vehicle-side component such as an axle flange or the like
  • the brake caliper to be supported under elastic pretensioning against the stop on the vehicle-side component (brake caliper).
  • an elastic “restoring and retention force” can also act in this way, by which the brake caliper is held in the stop position, counter to the forces acting in the play adjustment, and which, once again, is dimensioned such that, when the brake is actuated, the movement of the brake caliper which is then necessary is opposed only by a minor resistance which does not impede the braking.
  • the invention also provides a method for adjusting the play of a pneumatically actuated disk brake having electromotively driven adjusting devices on both sides of the movable brake disk, wherein, during the adjustment of the play, commencing or already initiated brakings are easily detected by “sensorless” means from the turning behavior of the motors M 1 and M 2 of the adjusting devices.
  • a brake-internal control unit can herewith easily detect a braking virtually “autarkically”, without connection to a master control system.
  • the method for adjusting the play is interrupted following the recognition of an initiated braking and is then repeated after a predefined—only a few seconds long—time interval.
  • the position of the brake disk or of the brake caliper against a resilient stop is used as a reference point in a controlling of the disk brake.
  • motor 1 denotes the at least one or more brake-application-side motors, together with associated adjusting devices on one side of the brake disk
  • motor 2 denotes the at least one or more reaction-side motors, together with associated adjusting devices on the other side of the brake disk.
  • the at least one brake-application-side adjusting device in the event of a play adjustment, initially by means of the one motor M 1 , the at least one brake-application-side adjusting device is moved to a predefined minimum play distance between brake shoe and brake disk of, for example, 300 micrometers.
  • the reaction-side adjusting device is then moved by means of the motor M 2 in the direction of the brake disk, until a stationary position is reached, which is registered.
  • the reaction-side adjusting device is subsequently moved again in the direction of the brake disk and an attempt is simultaneously made to open the brake-application-side motor M 1 , whereupon, should this not be possible, a braking is then inferred. If no braking is in progress, the reaction-side motor M 2 , starting from the determined zero position, is then opened into its correct minimum play setting.
  • the brake-application-side motor M 1 is moved, in the direction of the brake disk, until it reaches a stationary position, which is registered. Stop and stationary positions in the direction of greater wear in relation to a minimum play setting are adopted as the stationary position, whereas stop and stationary positions in the opposite direction are rejected.
  • the brake-application-side motor M 1 starting from the determined stationary position against the brake disk, is then moved to its minimum play.
  • the invention also provides a method for controlling a disk brake in which the position of the brake disk or of the brake caliper on the stop is used as a reference point in controlling the adjusting motors of the disk brake.
  • a supplementary active release of the brake pads from the brake disk is effected by means of the adjusting devices.
  • FIG. 1 shows a disk brake in a diagrammatic side sectional view.
  • FIGS. 2 a , 2 b , 3 a , and 3 b show details of various illustrative embodiments, likewise in diagrammatic side views, respectively together with an associated force-distance diagram.
  • FIG. 4 shows a flow chart for the controlling method according to the invention.
  • a brake disk for commercial vehicles which is here configured, by way of example, as a fixed-caliper brake, is represented, which has a brake caliper 2 which is configured as a fixed caliper and reaches over a brake disk 3 , which is disposed in an axially displaceable and torsionally secure manner on a vehicle part configured as an axle flange 1 .
  • the fixed caliper 2 is fixed immovably on the axle flange 1 .
  • a brake application device 16 actuable by a piston rod of a brake cylinder and having an eccentrically mounted swivel lever 17 , which brake application device is designed and constructed such that, when the swivel lever 17 is pivoted, pressure pieces (here not recognizable in detail) on this side of the brake disk 3 (referred to as the brake application side) are displaced parallel to the brake disk axis and press a brake shoe 4 disposed on the brake application side against the brake disk 3 , which latter, if the brake application movement proceeds further, is displaced axially in the direction of the further brake shoe 5 on the other side of the brake disk (reaction side) until it comes into contact there and the actual braking action between the brake disk 3 and the brake shoes or pads 4 , 5 commences.
  • the two brake shoes 4 , 5 there are respectively assigned, on the brake application side and the reaction side, at least one, and in particular two, adjusting devices 7 , 8 , with which an operational wearing of the brake shoes 4 , 5 can be compensated.
  • the brake shoes 4 , 5 are advanced in the direction of the brake disk 3 by the thickness of the abrasion.
  • the adjusting devices are electromechanically driven, in which case on each side of the brake disk there is respectively provided an electric motor 6 , of which the brake-application-side electric motor 6 can here be recognized.
  • the electric motor acts via a drive connection on rotary spindles or the like, which, when turned, alter the axial position of the pressure pieces relative to the brake disk 3 .
  • the advantage of these adjusting operations lies, inter alia, in the prospect of using “intelligent” play functions which extend far beyond a mere adjustment of the brake.
  • a plurality of, in the peripheral direction, evenly distributed pressure elements 9 are provided, which preferably come to bear in the region of the axial inner rim of the brake disk 3 .
  • the fixed stops 12 are held by screws 13 , which are screwed into the end face of the axle flange 1 .
  • the pressure element 9 is configured in compact arrangement in two parts. It comprises a contact element 11 , which bears against the brake disk 3 , and a compression spring 10 , configured as a helical spring, for generating the elastic pretensioning between the stop 12 and the brake disk 3 .
  • the pressure elements 9 are respectively inserted in an axially extending recess 15 of the axle flange 1 .
  • the stop 12 here is located on the brake application side, so that, following a braking, the brake disk is moved back from the reaction side in the direction of the brake application side.
  • FIGS. 2 and 3 there is respectively represented a part-detail of the disk brake in the contact region of a pressure element 9 against the brake disk 3 .
  • the stop 12 which limits the return path of the brake disk 3 is fixedly positioned, in the embodiment illustrated in FIG. 3 , the stop is mounted resiliently in the direction of displacement of the brake disk 3 , for which purpose a pressure element 14 in the form of a helical spring is provided, which is supported, on the one hand, against the head of the screw 13 and, on the other hand, against the stop 12 .
  • the use of the two pressure elements 9 , 14 means that the brake disk 3 is held in its position even in the event of considerable operational vibrations.
  • the spring force preferably resulting from a compression spring, is dimensioned, in particular, in such a way that, when the brake is actuated, the necessary relative movement between the brake disk and the brake caliper is enabled without an elevated spring resistance.
  • the spring force should be such that, if a sliding caliper, for example, is in an undefined position, for example as a result of inertial forces generated, for example, in a cornering maneuver, a unilateral rubbing of the brake is prevented, i.e. the spring force must be sufficient to be able to absorb the generated inertial forces. This applies equally to the brake disk, acting as a sliding disk, of a fixed-caliper brake.
  • the contact force applied by the resilient pressure element should also be dimensioned such that the forces and moments of inertia which are generated during a normal journey cannot move the brake disk and/or the brake caliper permanently out of the contact position.
  • the contact-pressure forces of the resilient pressure element(s) should, on the other hand, be kept sufficiently small that, when the brake is actuated, only a least possible resistance has to be surmounted, since this might otherwise lead to unequal braking forces on the two sides of the brake disk and hence to unequal brake pad wear.
  • the disk brake having the electromechanical or electromotively driven adjusting devices 7 , 8 on each side of the brake disk 3 , in particular in conjunction with the stop 12 against which the brake disk 3 and/or the brake caliper 2 , in the released state of the brake, bear under elastic pretensioning, also allows a particularly advantageous configuration of the braking method for the play adjustment, which method is necessary in order to adjust and reset wear-conditioned changes in play between the brake pads and the brake disk, as well as changes occurring for the first time after resumption of use following a pad change or upon initial usage.
  • One object of the play adjustment is to set an optimal distance between the brake disk 3 and the brake pads or brake shoes 4 and 5 , and in this way to compensate for wear and thermal expansions over the working life.
  • the minimum play is made up of the sum of the individual plays on both sides of the brake disk 3 between the brake shoes 4 and 5 and the brake disk 3 .
  • the brake disk 3 which is virtually fixed and bears resiliently against a defined stop and which is designed such that it cannot be displaced by adjuster force or by braking force or thermal retraining force, it should be possible for the brake disk 3 , in the event of unilateral thermal restraint (unilateral play), to be able to escape to the other side and for the remaining unilateral restraint then still to be releasable by the electromechanical motors of the adjusting device 7 , 8 .
  • a unilateral minimum play should also be available to the other side of the brake disk.
  • a supplementary necessity in all play adjustment effected by means of the electromotive adjusting devices 7 , 8 is the necessity to be able to recognize brakings easily at all times.
  • a brake signal being used, for example, by a control unit (ABS, ESP, or the like) for also recognizing braking at the disk brake, to control the adjusting devices respectively only when no braking is initiated.
  • ABS control unit
  • ESP ESP
  • both brake pads 4 , 5 are blocked during a braking operation.
  • the adjuster electronics assumes, in this case falsely, two pads bearing against the brake disk, which, following the braking, is no longer the case. The subsequently adjusted play would then be too large.
  • two adjusting motors which can be moved independently from one another, are necessary on both sides of the brake disk.
  • the electronics, as well as the software for controlling the adjusting motors, must therefore permit an independent movement of the adjuster motors on both sides of the brake disk 3 .
  • each brake can boast a dedicated electronic control unit, or a corresponding control electronics can be centrally provided for a plurality of brakes, thus, for instance, on an overlapping EBS control unit, which controls and/or regulates each side separately.
  • a play adjustment is made up of a sequential scanning of the brake pad positions of both brake disk sides, and a subsequent repositioning of the brake shoes or brake pads 4 , 5 relative to the brake disk.
  • the program according to FIG. 4 starts with a brake disk stop recognition on one side of the brake disk and then performs the brake disk stop recognition on the other side of the brake disk.
  • the new pad positions are adjusted on both sides of the brake disk by means of movement of the brake shoes by the electromechanical adjusting device, and the method for controlling the play is halted.
  • the brake-application-side motor M 1 (and hence the associated rotary adjusting device(s)) is driven to a minimum play distance of, for example, 300 micrometers.
  • reaction-side motor M 2 (and hence the associated rotary adjusting device(s)) moves subsequently or at the same time in the direction of the brake disk, until it reaches a stationary position. This is registered (for example, via changes in the current and/or voltage characteristics for the powering of the motor).
  • the motor M 2 subsequently moves back in the direction of the brake disk, until it again reaches a stationary position. At the same time, an attempt is made to open the motor M 1 . If this is not possible, it is clear that a braking has been initiated. Otherwise, the disk contact setting (i.e. a zero position for the play adjustment) of the motor M 2 against the brake disk has been correctly registered.
  • both brake shoes are moved to their optimal positions relative to the brake disk, since, for the time in which the motor 1 touches the brake disk, the minimum play (the sum of both sides) is unilaterally provided.
  • the raising of the motor 2 to the minimum play, which has now been provisionally adjusted on one side, is step 4.
  • the motor M 1 (and hence the associated rotary adjusting device(s)) is moved in the direction of the brake disk until it reaches a stationary position.
  • the stationary position is registered (for example, via changes in the current and/or voltage characteristics for the powering of the motor).
  • a brake recognition is preferably not conducted on this side, since the undefined position of the swivel lever could at low pressures falsify the play determination.
  • Stop and stationary positions in the direction of greater wear are adopted as the position. Stop and stationary positions in the opposite direction are rejected, on the other hand.
  • the motor M 1 is adjusted to a correct play (for example, 300 micrometers or more), with the result that now the entire play on both sides of the brake disk is correctly set.
  • the play adjustment can be repeatedly attempted at predefined intervals.
  • a motor standstill in the directions of opening here indicates brakings.
  • a brake recognition during the play adjustment is possible even without evaluation of a braking-indicating signal, for example by a control unit or the like (ABS, EBS, ESP, or the like), so that, also at the brake, a braking can be autarkically directly recognized via an electronics system present on the brake, in order to prevent overheatings and the like.
  • a further particular advantage of the method according to the invention consists in the fact that the adjuster drive motors can be driven with a predefined controlling sequence, which largely prevents an overlapping of the electrical power absorption of the same.
  • a play adjustment in the nature of a brake-disk-touching method is possible, without a feedback to the adjusting device situated opposite the brake disk 3 being given.
  • the adjusting motors are realized as sensorless-operated, electronically commutating direct-current motors (EC motors, sensorless-operated).
  • EC motors electronically commutating direct-current motors
  • the constant registration of the rotor position which is necessary to the operation of the same is effected by an analysis of the electrical parameters which, in the coils of the winding, are variable on a position-dependent basis.
  • the advantage is the extreme simplification of the mechanical and electromechanical structure of the motors and the associated maximum possible robustness of the same. In this connection, however, a somewhat higher or a relatively high computer capacity in the electronic control unit is required, which in practice does not pose a problem.
  • the magnitude of the elastic contact of the brake disk 3 against the wheel hub has to be dimensioned such that even forces and moments of inertia which are generated at the brake disk under the most severe driving conditions on poor stretches of road cannot surmount this contact force through vibration stresses.
  • the relative mobility between brake disk 3 and brake caliper is designed such that, in the case of those forces which, in the play adjustment operation, are provoked by a touching and under the forces and moments of inertia which act in driving operation even on poor stretches of road, no or only a very small relative movement occurs and, when the brake is actuated, the brake-actuating forces are opposed by a merely small resistance for the execution of the relative movement which is then necessary.
  • the elastic forces are preferably applied by steel springs or a comparable spring material. They are dimensioned, in particular, such that the forces of, for example, 1 to 2 kN which are generated within the force application zone of the brake actuation during the touching operation, as well as the fundamental axially acting forces of about 3 to 4 kN which are generated at the center of gravity of the brake disk 3 , still provoke no or only a negligibly small axial movement of the brake disk 3 , and such that these forces, which are directed counter to the necessary relative mobility of the brake disk 3 , grow only slightly in the course of a braking operation.
  • the ratio between actuating resistance and retention forces in connection with vibration effect can likewise be freely chosen within certain limits.
  • the pressure elements acting upon the brake disk 3 are here advantageously configured such that the resilient effect is not generated in the region of the springs which is in direct contact with the brake disk 3 , since, as a result of the where applicable, high contact temperatures, the spring tension force is able to be reduced.
  • the pretensioning springs of the pressure elements comprise a non-resilient contact region, via which the spring forces are transmitted to the brake disk 3 , and the region generating the spring tension force, which is disposed outside the heat influence zone of the brake disk 3 .
  • the contact region and the spring tension force region can be configured as a single component or can also consist of two naturally paired components.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)
US11/448,803 2003-12-09 2006-06-08 Pneumatically actuated disk brake with electromotive adjusting devices and method for controlling the disk brake Abandoned US20070062766A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10357374A DE10357374A1 (de) 2003-12-09 2003-12-09 Scheibenbremse, insbesondere mit elektromotorischer Nachstellvorrichtung, und Verfahren zur Ansteuerung derartiger Scheibenbremsen
DE10357374.7 2003-12-09
PCT/EP2004/014009 WO2005059396A1 (fr) 2003-12-09 2004-12-09 Freins a disque a actionnement pneumatique comprenant des dispositifs de reglage electromoteurs, et procede pour commander le frein a disque

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US11/448,808 Expired - Fee Related US7866447B2 (en) 2003-12-09 2006-06-08 Disk brake, especially with an electromotive adjusting device, and method for controlling said type of disk brake
US11/448,803 Abandoned US20070062766A1 (en) 2003-12-09 2006-06-08 Pneumatically actuated disk brake with electromotive adjusting devices and method for controlling the disk brake

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US (2) US7866447B2 (fr)
EP (2) EP1714049B8 (fr)
JP (2) JP5064802B2 (fr)
AT (2) ATE508293T1 (fr)
BR (2) BRPI0417456A (fr)
DE (3) DE10357374A1 (fr)
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US8950556B2 (en) 2011-03-31 2015-02-10 Gunite Corporation Disk brake hub assembly
US20150066324A1 (en) * 2012-04-04 2015-03-05 Robert Bosch Gmbh Method for providing the clamping force generated by a parking brake
US9566957B2 (en) 2011-03-31 2017-02-14 Gunite Corporation Disk brake hub assembly
US9897154B2 (en) 2011-03-31 2018-02-20 Gunite Corporation Disk brake hub assembly

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DE102004034361B3 (de) 2004-07-16 2006-02-09 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH An einer Radnabe eines Kraftfahrzeuges anschließbares Polrad
DE102004045951B4 (de) 2004-09-22 2008-02-28 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Verfahren zur Einstellung des Lüftspiels einer Scheibenbremse
DE102005033765A1 (de) * 2005-07-15 2007-01-18 Gustav Magenwirth Gmbh & Co. Kg Bremsscheibe
US8662277B2 (en) 2011-12-22 2014-03-04 Fairfield Manufacturing Company, Inc. Planetary gearbox with integral service brake
DE102013100786A1 (de) * 2013-01-25 2014-07-31 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Scheibenbremse mit einer Lüftspielüberwachungsvorrichtung und Verfahren zur Lüftspielüberwachung
DE102013215997B4 (de) * 2013-08-13 2022-06-30 Bayerische Motoren Werke Aktiengesellschaft Bremsscheibe für ein Fahrzeug
US9429227B2 (en) 2014-02-19 2016-08-30 Fairfield Manufacturing Company, Inc. Planetary gearbox with integral service brake
DE102017113399B4 (de) 2017-06-19 2021-05-20 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Anordnung einer verschiebbaren Bremsscheibe und einer Nabe einer Scheibenbremse
KR102531561B1 (ko) 2018-11-22 2023-05-15 주식회사 엘지화학 전이금속 화합물 및 이를 포함하는 촉매 조성물
KR102516747B1 (ko) 2019-09-30 2023-04-03 주식회사 엘지화학 폴리프로필렌계 복합재
KR20220135279A (ko) 2021-03-29 2022-10-07 주식회사 엘지화학 폴리프로필렌계 복합재
KR20220135270A (ko) 2021-03-29 2022-10-07 주식회사 엘지화학 폴리프로필렌계 복합재
KR20220135280A (ko) 2021-03-29 2022-10-07 주식회사 엘지화학 폴리프로필렌계 복합재

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Also Published As

Publication number Publication date
EP1694978A1 (fr) 2006-08-30
BRPI0417456A (pt) 2007-05-22
EP1714049B1 (fr) 2009-08-05
JP2007514110A (ja) 2007-05-31
DE10357374A1 (de) 2005-07-14
WO2005059393A8 (fr) 2005-09-15
ATE508293T1 (de) 2011-05-15
BRPI0417496A (pt) 2007-05-29
EP1714049A1 (fr) 2006-10-25
DE502004009868D1 (de) 2009-09-17
WO2005059396A1 (fr) 2005-06-30
JP2007514111A (ja) 2007-05-31
DE502004012476D1 (de) 2011-06-16
EP1714049B8 (fr) 2009-09-23
US7866447B2 (en) 2011-01-11
ATE438812T1 (de) 2009-08-15
JP5064802B2 (ja) 2012-10-31
US20070062767A1 (en) 2007-03-22
WO2005059393A1 (fr) 2005-06-30
EP1694978B1 (fr) 2011-05-04

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