WO2008030204A1 - Actionneur de frein électromécanique - Google Patents

Actionneur de frein électromécanique Download PDF

Info

Publication number
WO2008030204A1
WO2008030204A1 PCT/TR2007/000086 TR2007000086W WO2008030204A1 WO 2008030204 A1 WO2008030204 A1 WO 2008030204A1 TR 2007000086 W TR2007000086 W TR 2007000086W WO 2008030204 A1 WO2008030204 A1 WO 2008030204A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake actuator
electro
mechanical brake
parking
actuator according
Prior art date
Application number
PCT/TR2007/000086
Other languages
English (en)
Inventor
Ahmet Akin
Yavuz Battal
Cuneyt Tengerli
Mustafa Evren Baykara
Murat Agagunduz
Original Assignee
Arfesan Arkan Fren Elemanlari Sanayi Ve Ticaret A. S
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from TR2006/04784A external-priority patent/TR200604784A2/xx
Priority claimed from TR2007/00238A external-priority patent/TR200700238A2/xx
Priority claimed from TR2007/05094A external-priority patent/TR200705094A2/xx
Application filed by Arfesan Arkan Fren Elemanlari Sanayi Ve Ticaret A. S filed Critical Arfesan Arkan Fren Elemanlari Sanayi Ve Ticaret A. S
Publication of WO2008030204A1 publication Critical patent/WO2008030204A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/746—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive and mechanical transmission of the braking action
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/02—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with mechanical assistance or drive
    • B60T13/04—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with mechanical assistance or drive by spring or weight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • B60T13/36—Compressed-air systems direct, i.e. brakes applied directly by compressed air
    • 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
    • F16D65/28—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged apart from the brake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/02—Fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/18—Electric or magnetic
    • F16D2121/24—Electric or magnetic using motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
    • F16D2125/34—Mechanical mechanisms converting rotation to linear movement or vice versa acting in the direction of the axis of rotation
    • F16D2125/40—Screw-and-nut
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/44—Mechanical mechanisms transmitting rotation
    • F16D2125/46—Rotating members in mutual engagement
    • F16D2125/50—Rotating members in mutual engagement with parallel non-stationary axes, e.g. planetary gearing

Definitions

  • This invention is related to new designs that are used in heavy commercial vehicles (HCV). Parking brake force of the actuator in this invention is created either only by electric motor or both air and electric motor. In other words, various designs having the same function are explained in the invention.
  • the electric motor placed in the park chamber of the actuator is activated when the handbrake is pulled.
  • Electric motor is mechanically connected to the shaft by means of a planetary gear system.
  • the said geared system increases the torque while decreasing the engine speed.
  • the expected parking brake force is achieved.
  • both compressed air is transmitted to the service chamber of the actuator and electrical motors placed on the park side are activated. Parking brake force is exerted to fix the vehicle through the transmitted compressed air.
  • the said parking brake force is fixed, when the tube activated by the electrical motors leans against the flange.
  • the air inside the service chamber is not released and the electrical motors remains activated until the system becomes stationery.
  • a heavy spring which is called emergency spring is available in the actuator in order to slow down the vehicle when it lacks compressed air or to fix the vehicle when parking.
  • the said spring is pressed when there is air pressure in the system.
  • the vehicle is decelerated and stopped by means of the energy stored in the compressed emergency spring.
  • Park chamber functions with air pressure in the spring brake actuators which are currently in use. Park chamber volume and air consumption is high.
  • more than one spring brake actuator is used on a vehicle depending on the type of the vehicle. This considerable excess amount of volume has a great impact on determining the size of the whole brake system. The higher the volume is, the larger, heavier and more costly will be the air tanks, compressor and some valves of the brake system. Particularly air tanks are not only large in size but also heavy at considerable weight.
  • Compressed air used in vehicles is produced by a compressor connected to the motor.
  • a compressor connected to the motor.
  • use of higher amount of air results in the consumption of higher amount of fuel for the production of air by the motor.
  • compressor to be utilized for covering the consumption of higher amount of air will be therefore large in size and heavy.
  • park chamber and service chamber there are two main parts called as park chamber and service chamber in the existing spring brake actuators. These two parts are divided by the adapter plate.
  • Emergency spring is compressed while in driving position. The spring is compressed by filling the compressed air to the volume (park chamber) between the piston and the adapter plate. When it is requested to fix the vehicle or in case of air leakage, compressed air in the park chamber is released. Consequently, emergency spring is released and brake force required for the fixation of the vehicle is obtained.
  • FIG. 4 Block diagram of the operation of the actuator (driving conditions) (Design 1),
  • Second grade planetary gears Design 2) 31. Spindle (Design 2) 32. Guide (Design 2)
  • Parking brake force of the actuator developed with this invention is created either only by means of electrical motor or through both air and electric motor. Parking brake is activated through an arm or button in driver's cabin. By pressing on the button or pulling the arm in the cabin, the parking or non-parking request is transmitted to the actuator through CAN (Controller Area Network). ECAN unit (Enhanced Controller Area Network) of the actuator having received this message operates the actuator according to the relevant flow diagram and fulfills the request to take the vehicle into parking or non-parking condition.
  • CAN Controller Area Network
  • ECAN unit Enhanced Controller Area Network
  • Electrical motor inside the park chamber of the actuator is activated. Electrical motor output shaft having received this first movement conveys to one graded planetary gear system, thereby increasing the torque of the motor.
  • parking brake force is exerted by sending pressurized air at predetermined amount (this amount is arranged according to the parking type of the actuator) to service chamber.
  • Motor in the park chamber is activated simultaneously with the inlet of air to the service chamber.
  • Tube operated by mechanical connection to the motor moves along with the stroke of the actuator; leans against the flange in the service chamber; and fixes the existing brake force.
  • the air in the service chamber is not released and motors are activated until the system becomes stationary (until the brake system cools down). In case of any possible decrease which may occur in the braking force within this period, motors are activated and increase the braking force up to the target value. Once the system is stationary, the air in the service chamber is released and parking process is completed.
  • CAN Controller Area Network
  • ECAN interface Enhanced Controller Area Network
  • brake actuator may be easily adapted to the (ECU) (Electronic Control Unit) of the current vehicles and controlled.
  • ECU Electronic Control Unit
  • possible problems on the actuator may be diagnosed and some significant information regarding the actuator may be saved in the ECU.
  • errors on the actuator may be displayed on the screen of the vehicle's cabin and thereby warning the driver.
  • brake force is related to the area of the diaphragm in the service chamber and air pressure sent to this chamber of the actuator.
  • parking brake force will be related to only the air pressure transmitted to the service chamber.
  • Increasing the air pressure sent to the service chamber will further increase the parking brake force.
  • brake force may be achieved at various values in the park chamber with the same design of the service chamber.
  • the service chamber of the actuator in this invention is Type 16 (T16)
  • brake force of spring brake actuators at 16/16, 16/24, 16/30 and other intermediate values may be achieved.
  • all types of spring forces may be produced by making different motor controls.
  • the electro-mechanical brake actuators developed with this invention are compatible with wiring of existing towing vehicle, truck and bus due to being operated voltage of 24V.
  • electro-mechanical brake actuator (1) Parking functions of electro-mechanical brake actuator (1), developed with this invention, are performed either only by electrical motor (12, 26, 39) or through both electrical motor (12, 26, 39) and air.
  • E ⁇ xisting brake actuators park functions by a heavy emergency spring placed in the park chamber (10) of the actuator.
  • the electro-mechanical brake actuators (1) having three different designs developed with this invention comprises the main parts
  • Design 1 Electrical motor (12) used in this invention provides the motion required for the parking function of the actuator (1).
  • the actuator (1) moves according to the block diagram shown in Figure 3.
  • electrical motor (12) operates and pinion gear (20) connected to the motor output shaft (13) starts to rotate.
  • the said pinion (20) further rotates the planet gears (19) in which it is in contact.
  • Planet gears (19) are placed between the carrying upper arm (24) and carrying lower arm (24) by means of the bearing pins (22). Planet gears (19) can freely rotate around these two carrying arms (24).
  • Ring gear (21) which is connected to the planetary gears (19) are fixed to the housing (11) by bolts.
  • electro- mechanical brake actuator (1) moves according to the block diagram shown in Figure 4.
  • the motor (1) rotates in the opposite of the predetermined direction, thereby revolving the pinion gear (20), planet gears (19), bearing arms (24) and transmission shaft (14) in the opposite direction of the initial motion (parking motion).
  • the system consisting of the guide plate (18), the square nut (16) and the tube (15) move in "B" direction.
  • load on the plug (8) starts to reduce.
  • the value of load is regularly controlled by load cells (23) on the plug (8).
  • electrical motors (12) are stopped and the process to shift the vehicle to driving condition is terminated ( Figure 4).
  • guide (32) is mechanically tied to the threaded tube (35). Indents (36) on the guide (32) are embedded into the channels inside the threaded tube (35). While the guide (32) rotates its own axis thanks to the said connection, it enables the threaded tube (35) rotate with itself and also allows the threaded tube (35) move in the upside and downside directions. The threaded tube (35) moves in the upside and downside directions through the corresponding threads (38) located in the middle of the adapter plate (7). The emerging motion here is not different from the motion of the pair of bolt-nut.
  • threaded tube (35) covers the distance up to the flange (4) rapidly without operating against the load. After this distance is covered, threaded tube (35) leans on the flange (4). Parking brake force produced by air is fixed in this stage. After this stage, the motor (26) stops and air in the service chamber (2) is released. Therefore, parking brake force is fully conveyed to the threaded tube (35) and parking process is completed. Achieved parking brake force is constantly controlled by the load cells (23) on the threaded tube (35) until the system is stationary. In case of any decrease in the amount of load during this period, electrical motor (26) is activated again and targeted parking brake force is achieved.
  • the actuator (1) moves as in the block diagram shown in Figure 10. Firstly compressed air is sent to the service chamber (2) and motor (26) is operated in the reverse direction. The motor (26) which does not work under load covers the stroke distance rapidly and returns to the initial status. Finally, compressed air in the service chamber (2) is released and the vehicle is shifted to the driving condition ( Figure 8).
  • Actuators (1) described with this invention are designed to brake even in case of an air leakage that may occur in the brake system when the vehicle is in the driving condition.
  • Brake force required to stop the vehicle is provided by the motor (26) used and two graded planetary gear system (29, 30).
  • the planetary gear system (29, 30) used hereby decreased the speed of the motor (26) while increasing the torque.
  • Electromechanical brake actuator (1) While producing parking brake force in the electro-mechanical brake actuator (1), that is the subject of the invention, it was mentioned that compressed air and electrical motors (29) operate in combination.
  • Electromechanical brake actuator (1) generally operate according to the following process: when it is requested to take the vehicle in to the parking condition ( Figure 12) or driving condition ( Figure 13), firstly compressed air is sent to the service chamber (2) of the actuator. This compressed air enables both the creation of parking brake force (while it is undertaking the parking function) and removal of the parking brake force on the plug (8) (while shifting the vehicle to driving condition).
  • the purpose of sending air to the service chamber (2) while taking the vehicle into the driving condition is to avoid the permanent operation of motors (39) under loads. Thus, the lives of the motors (39) are extended.
  • electrical motors (39) are activated and either the parking brake force is fixed or fixed parking brake force is removed.
  • the actuator (1) has another function in addition to the said two functions.
  • This is emergency parking function ( Figure 14).
  • Emergency parking function is automatically activated to stop the vehicle at the shortest time in case of breakdown such as air leakage which may occur in the brake lines of the vehicle.
  • compressed air and electrical motors (39) do not work simultaneously. Only the electrical motors (39) operate. In other words, brake force required to stop the vehicle is provided by the motors (39).
  • the motors (39) operate in accordance with the predetermined parameters. Within the scope of described 3 functions, motors (39) stop after operating in line with various parameters. Following this stage, parameters (in case the vehicle is shifted to parking condition or emergency parking functions are activated) are regularly controlled until the system becomes stationary.
  • motors (39) are activated again to achieve the target values.
  • the function is completed by releasing the air in the service chamber (2).
  • parameters are verified, air in the service chamber (2) is released immediately and the vehicle is in the driving condition.
  • rotary motions created by the motors (39) are converted in to axial motion by a mechanical system of the actuator (1) and brake force is conveyed initially to the push rod (6) of the actuator (1) and wheels of the vehicle. How the said mechanical system operates is further described as follows:
  • the system seen in Figure 11 has a gear system especially designed to reduce the speed of the motor (39) and increase the torque.
  • the system comprises two graded planetary gear mechanism (42, 43).
  • Each planetary gear system (42, 43) consists of carrying arms (43b, 45) and planet gears (42a, 43a).
  • Rotary motion of the motors (39) seen in the Figure 11 is firstly transmitted to the motor output shaft (40), affiliated pinion gears (41) and to the main gear (42b).
  • Main gear (42b) is embedded in the power transmission shaft (46); and these two parts (transmission shaft (46) and main gear (42b)) can move independent from each other.
  • main gear (42b) possesses two different gears.
  • Planet gears (42a) of the first grade planetary gear system (42) transmit the motion they receive from the main gear (42b) to the sun gear (43b) of the second grade planetary gear system (43) by means of a carrying arm (43b).
  • carrying arm (43b) of the first grade planetary gear system (42) and sun gear (43b) of second grade planetary gear system (43) are a single piece.
  • This part (43b) is embedded into the power transmission shaft (46) and can rotate independent from the shaft (46). In other words, it is not fixed to the power transmission shaft (46).
  • sun gear (43b) conveys the motion it receives firstly to the planet gears (43a).
  • Planet gears (43a) operate between the ring gears (44) and sun gears (43b).
  • the motion on the planet gears (43a) is conveyed to the transmission shaft (46) by means of carrying arm (45). Because carrying arm (45) in this part moves together with the power transmission shaft (46).
  • carrying arm (45) is embedded on to the housing (50) with a bearing (33) carrying axial load.
  • the first motion received from the motors (39) is conveyed to the transmission shaft (46) by means of planetary gear systems (42, 43) with decreased speed and increased torque.
  • the power transmission shaft (46) transmits the motion it receives to the square sectional tube (47) through the threads.
  • Square sectional tube (47) is beared by a square sectional bearing (48) in the centre of the adapter plate (7).
  • the bearing in the centre of the tube (47) and the adapter plate (7) is square sectional in order to allow the upside (x) and downside (y) motion of the tube (47) without rotating.
  • the designed brake actuator (1) moves according to the block diagram indicated in Figure 12, 13 and 14.
  • ECAN message including this request is received by an interface (25) integrated to the brake actuator (1).
  • compressed air is sent from the air inlet (9) to the service chamber (2) of the actuator and electrical motors (39) are activated. While the compressed air fills the chamber (2), diaphragm (3) made of rubber material rotate reversely and pushes forward (x direction) the flange (4) and push rod (6) affiliated to the flange (4). As the flange (4) leans against the non pressure plate (5), required park force is achieved. In the next stage, the exerted brake force is fixed.
  • This process is undertaken by the compressed air sent to the service chamber (2) and simultaneously operating motors (39) pushing the square section tube (47) to which they are affiliated towards x direction and leaning it to the diaphragm (3).
  • 3 parameters are regularly controlled.
  • the said parameters refer to the applied parking brake force, number of rotation of the transmission shaft (46) the elapsed time while the plug (8) attached to the square section tube (47) leans against the diaphragm (3).
  • the interface (25) integrated to the actuator (1) and load cells (23) on the plug (8) For accurate realization of the process, it is required that all parameters are within the interval of predetermined value. Unless the parameters are fulfilled, the lacking parameter is reported and sent to the ECU (Electronic Control Unit).
  • motors (39) are stopped and this information is sent to the ECU.
  • load on the actuator shaft (6) are permanently controlled.
  • motors (39) are activated again obtaining the determined parking brake force.
  • the loss in the amount of loads mentioned in this part is detected by the load cells (23) placed specifically on the plug (8). These steps are repeated until the system becomes stationary. Once it is achieved, the air in the service chamber (2) of the actuator (1) is released and the parking process is completed.
  • the actuator (1) moves in line with the block diagram given in Figure 13.
  • the message including the request to park is received by ECAN (Enhanced Controller Area Network) interface (25) integrated to the actuator.
  • ECAN Enhanced Controller Area Network
  • air is sent from to the service chamber (2) of the actuator (1) and electrical motors (39) are activated.
  • the motor (39) then moves in the direction reverse to the parking motion.
  • square section tube (47) to which the motor (39) is mechanically connected moves in "y" direction and returns to its initial position.
  • 3 parameters number of rotation, load and time
  • this function is being performed, it is required that the value of parameters related to the load be (-). Other parameters remain the same.
  • the lacking parameter is reported and sent to the ECU (Electronic Control Unit). If these parameters are met, motors (39) are stopped and this information is sent to the ECU. Finally air in the service chamber (2) is released and the vehicle is shifted to non-parking condition.
  • ECU Electronic Control Unit
  • the actuator (1) moves according to the block diagram indicated in Figure 14.
  • the said mechanical breakdown refers to the air leakages which may be encountered in the air line to the actuator (1). If this condition arises while the vehicle is in motion, actuator (1) shifts to the emergency parking condition and ensures safe stopping of the vehicle.
  • the system works as follows: ECAN interface (25) of the actuator (1) which receives the emergency parking message activates the electrical motors (39). Electrical motors (39) pushes directly square section tube (47) to which the motors (39) are affiliated and indirectly the shaft (6) towards forming the parking brake force. When the brake force is exerted, 3 parameters (number of rotation, load and time) previously mentioned are taken into consideration.
  • the lacking parameter is reported and sent to the ECU (Electronic Control Unit). If these parameters are met for this function, motors (39) are stopped and this information is sent to the ECU. Following this process, it is monitored by the load cells (23) on the plug (8) whether there is any loss in the loads until the system becomes stationary. If any loss is detected, motors (39) are activated again and the loss is compensated. Once the system is stationary, motors (39) are stopped and emergency parking process is completed.
  • a part called release bolt is used to take the brake actuators already in emergency parking position into the driving condition. This part is used to compress the released heavy emergency spring and take the vehicle to driving condition. It is possible to observe such situation in electro-mechanical brake actuators (1).
  • the vehicle may permanently remain in the parking position in a possible power cut.
  • release nut (49) fixed to the transmission shaft (46) are used to shift the actuators (1) from parking condition.
  • Release nut enables the emergency spring to be caged by being rotated to an appropriate direction by means of a tool.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Braking Arrangements (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

L'invention concerne trois agencements de cylindres de frein à ressort utilisés dans des véhicules commerciaux lourds. Dans cette invention, la force de frein de stationnement de l'actionneur est créée à la fois par un moteur à air et un moteur électrique ou uniquement par un moteur électrique. Dans les actionneurs de frein électromécaniques développés par cette invention, tous les types de puissance de frein à ressort peuvent être obtenus avec un type d'agencement de l'ensemble de frein. De plus, les agencements développés fournissent des avantages significatifs dans le diagnostic de possibles erreurs pouvant se produire dans l'actionneur.
PCT/TR2007/000086 2006-09-05 2007-09-04 Actionneur de frein électromécanique WO2008030204A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
TR2006/04784A TR200604784A2 (tr) 2006-09-05 2006-09-05 Elektrik motoru tahrikli imdat odasına sahip imdatlı fren körüğü.
TR2006/04784 2006-09-05
TR2007/00238A TR200700238A2 (tr) 2007-01-17 2007-01-17 Elektro-mekanik fren körüğü.
TR2007/00238 2007-01-17
TR2007/05094A TR200705094A2 (tr) 2007-07-23 2007-07-23 Elektro-mekanik fren körüğü.
TR2007/05094 2007-07-23

Publications (1)

Publication Number Publication Date
WO2008030204A1 true WO2008030204A1 (fr) 2008-03-13

Family

ID=38777698

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/TR2007/000086 WO2008030204A1 (fr) 2006-09-05 2007-09-04 Actionneur de frein électromécanique

Country Status (1)

Country Link
WO (1) WO2008030204A1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102121458A (zh) * 2011-01-27 2011-07-13 潘济安 单轴多发条储能器
WO2015135970A1 (fr) * 2014-03-11 2015-09-17 Continental Teves Ag & Co. Ohg Actionneur pour frein de véhicule automobile
WO2017017491A1 (fr) 2015-07-27 2017-02-02 Volvo Truck Corporation Agencement de frein comprenant des actionneurs de freins hybrides
US10046746B2 (en) 2014-07-02 2018-08-14 Volvo Truck Corporation Method for piloting a braking system of a vehicle, braking system and vehicle comprising such a braking system
WO2021118155A1 (fr) * 2019-12-12 2021-06-17 주식회사 만도 Actionneur pour frein à étrier
EP3904168A1 (fr) * 2020-04-28 2021-11-03 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Système de freinage électromécanique et procédé de libération d'un système de freinage électromécanique

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19851670A1 (de) * 1998-11-10 2000-05-11 Bosch Gmbh Robert Elektromechanische Radbremsvorrichtung
EP1298344A2 (fr) * 2001-10-01 2003-04-02 KNORR-BREMSE SYSTEME FÜR NUTZFAHRZEUGE GmbH Frein de stationnement et son procédé de commande
US6774595B1 (en) * 1999-07-20 2004-08-10 Knorr-Bremse Systeme Fuer Nutzfahrzeuge Gmbh Device and method for monitoring a brake-applying electromechanical device for vehicle brakes
US20050039991A1 (en) * 1999-12-02 2005-02-24 Lars Severinsson Disc brake

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19851670A1 (de) * 1998-11-10 2000-05-11 Bosch Gmbh Robert Elektromechanische Radbremsvorrichtung
US6774595B1 (en) * 1999-07-20 2004-08-10 Knorr-Bremse Systeme Fuer Nutzfahrzeuge Gmbh Device and method for monitoring a brake-applying electromechanical device for vehicle brakes
US20050039991A1 (en) * 1999-12-02 2005-02-24 Lars Severinsson Disc brake
EP1298344A2 (fr) * 2001-10-01 2003-04-02 KNORR-BREMSE SYSTEME FÜR NUTZFAHRZEUGE GmbH Frein de stationnement et son procédé de commande

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102121458A (zh) * 2011-01-27 2011-07-13 潘济安 单轴多发条储能器
CN102121458B (zh) * 2011-01-27 2012-08-29 潘济安 单轴多发条储能器
WO2015135970A1 (fr) * 2014-03-11 2015-09-17 Continental Teves Ag & Co. Ohg Actionneur pour frein de véhicule automobile
US10046746B2 (en) 2014-07-02 2018-08-14 Volvo Truck Corporation Method for piloting a braking system of a vehicle, braking system and vehicle comprising such a braking system
WO2017017491A1 (fr) 2015-07-27 2017-02-02 Volvo Truck Corporation Agencement de frein comprenant des actionneurs de freins hybrides
US10525956B2 (en) 2015-07-27 2020-01-07 Volvo Truck Corporation Brake arrangement comprising hybrid brake actuators
WO2021118155A1 (fr) * 2019-12-12 2021-06-17 주식회사 만도 Actionneur pour frein à étrier
EP3904168A1 (fr) * 2020-04-28 2021-11-03 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Système de freinage électromécanique et procédé de libération d'un système de freinage électromécanique
WO2021219294A1 (fr) * 2020-04-28 2021-11-04 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Système de freinage électromécanique et procédé permettant de libérer un système de freinage électromécanique

Similar Documents

Publication Publication Date Title
CN101782118B (zh) 电动盘式制动器
WO2008030204A1 (fr) Actionneur de frein électromécanique
CN108458107B (zh) 用于自动变速器的驻车锁以及用于运行所述驻车锁的方法
EP2855182B1 (fr) Transmission à deux rapports et véhicule électrique
CN102470846B (zh) 液压的主制动缸
CN103879395B (zh) 用于驱动车辆驻车制动器的线控换档系统
CN110778710B (zh) 用于辅助换出驻车挡的车辆驻车系统及方法
CN107917189B (zh) 用于车辆变速器的停车控制系统
KR20180125240A (ko) 전자식 주차 브레이크
CN211308536U (zh) 用于车辆的行车-驻车集成制动器及具有其的车辆
CN103620255A (zh) 具有选择性自锁的可机电致动的机动车制动器
CN101341054A (zh) 车辆的停车控制系统
CN107975597A (zh) 用于车辆变速器的停车控制系统
US20200271222A1 (en) Vehicle control device
JP4515264B2 (ja) クラッチのための作動装置
CN207673844U (zh) 线控换挡变速器和用于线控换档变速器的超控机构
US11112008B2 (en) Vehicle control device
CN107435736A (zh) 用于启动驻车制动器的系统
EP2130737B1 (fr) Dispositif de freinage pour un véhicule automobile
CN106458197A (zh) 用于能机电致动的车辆制动器的致动装置
CN102849050A (zh) 电子驻车制动器系统的控制方法
CN108860119B (zh) 一种用于机动车的电子手刹及其驻车制动控制方法
CN115520170A (zh) 电子机械制动装置、车辆
CN111619538B (zh) 一种电子液压增压系统及控制方法
CN201427572Y (zh) 一种驻车系统

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 07835598

Country of ref document: EP

Kind code of ref document: A1

DPE1 Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101)
NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 07835598

Country of ref document: EP

Kind code of ref document: A1