WO2022040712A1 - Elektromechanische bremse, verschleissnachstellvorrichtung und verfahren zum betrieb einer elektromechanischen bremse - Google Patents
Elektromechanische bremse, verschleissnachstellvorrichtung und verfahren zum betrieb einer elektromechanischen bremse Download PDFInfo
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- WO2022040712A1 WO2022040712A1 PCT/AT2021/060293 AT2021060293W WO2022040712A1 WO 2022040712 A1 WO2022040712 A1 WO 2022040712A1 AT 2021060293 W AT2021060293 W AT 2021060293W WO 2022040712 A1 WO2022040712 A1 WO 2022040712A1
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- actuator
- brake
- linearity
- braking
- torque
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Classifications
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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
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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
-
- 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
- F16D2125/22—Mechanical mechanisms converting rotation to linear movement or vice versa acting transversely to the axis of rotation
- F16D2125/28—Cams; Levers with cams
- F16D2125/30—Cams; Levers with cams acting on two or more cam followers, e.g. S-cams
Definitions
- the invention relates to an electromechanical brake, a machine, a wear adjustment device and a method according to the preambles of the independent patent claims.
- brakes are known from the prior art.
- brakes are known in which the actuator of the brake is operated at an optimal operating point of the actuator essentially in all sub-areas.
- a disadvantage of such brakes is that they are not adapted to the different operating states of the brake.
- the object of the invention is to overcome the disadvantages of the prior art.
- the object of the invention is to create an electromechanical brake which is adapted to the most varied of operating and load conditions which occur when an electromechanical brake is actuated.
- it may be the object of the invention to create possibilities for the targeted detection of parameters describing the behavior of the brake, such as mechanical losses, and for the targeted fulfillment of special tasks, such as operating a wear adjuster or avoiding a residual grinding torque.
- the object according to the invention is achieved in particular by the features of the independent patent claims.
- the invention relates in particular to an electromechanical brake, comprising an actuator, in particular an electric actuator, a gear, a brake pad and a friction surface.
- a functional lining stroke can be understood to mean a lining stroke in which the brake lining is moved in a targeted manner, in particular in the direction of the friction surface.
- a functional pad travel can also be relevant to the braking effect.
- a lining stroke relevant to the braking effect can be understood to mean a lining stroke through which the brake lining is moved, in particular in the direction of the friction surface, in particular the friction lining.
- the actuator brings about a functional lining lift at least in a part of its actuator operating range via the transmission.
- the brake lining can be moved in the direction of the friction surface to generate a contact pressure force and a braking torque resulting therefrom and then pressed against the friction surface.
- the two differently acting non-linearities are selected and/or configured from the following non-linearities: non-linearity to overcome an air gap between the brake pad and friction surface, non-linearity to determine the contact point of the friction surface and the brake pad, non-linearity to achieve a minimum braking effect, non-linearity to generate an increasing braking torque, non-linearity for operation with reduced electrical power requirements, non-linearity for quickly achieving high braking effects, non-linearity for measuring and/or setting parameters, non-linearity for reducing electrical and mechanical loads when the lining starts to move, non-linearity for compensating for brake fading, non-linearity for wear adjustment.
- the transmission is actuated.
- the actuation of the transmission causes a lining stroke to be carried out and, in particular, the brake lining to carry out a movement.
- the transmission or at least a part of the transmission is designed or configured non-linearly.
- the transmission can include several transmission parts.
- the transmission can include at least one gear transmission and/or at least one transmission, which in particular has at least one non-linear transmission ratio that can be changed over the actuation path.
- the transmission can include at least one transmission for driving or not driving different parts.
- the movement of the actuator can optionally be non-linearly related to the resulting movement of the brake pad, in particular the pad stroke. It is also possible that a movement of the actuator in some areas does not produce any pad travel. In particular, it can be provided that at the beginning and at the end of the limited actuator actuation range, ie in particular the range of actuator movement, the movement of the actuator causes no, in particular no functional, lining stroke and/or is lining stroke-free.
- the zero position of the gear can be defined geometrically and/or mechanically by the gear, in particular the non-linearities.
- the zero position of the transmission can therefore be understood to be that position from which actuation of the actuator in a first direction causes a, in particular functional, lining lift.
- the zero position of the transmission can also be determined, among other things, by the geometry of the transmission, in particular the beginning of the gradient.
- the actuator can optionally be brought into a rest position, in particular starting from the zero position of the transmission, with a functional lining stroke and without any braking effect. If necessary, the actuator can be moved from the rest position in the direction of a first direction to overcome the air gap and/or to increase the braking effect and/or in the direction of a second actuation direction in order to fulfill other tasks.
- the rest position of the transmission can be a position of the transmission in which the air gap has a defined size. If necessary, the rest position can be identical to the zero position.
- the transmission is adapted in some areas on the basis of different demands on the brake, such as moderate deceleration, full braking, continuous braking and/or the like, as well as internal functionalities.
- the transmission in particular the non-linearities, can be optimized for the operating conditions that occur when an electromechanical brake is actuated. If necessary, it is provided that this adjustment and/or optimization of the transmission takes place with the overriding goal of the highest possible functional safety of the electromechanical brake and the entire brake system. In other words, this adjustment and/or optimization of the transmission should not be based on individual components, such as the electric actuator.
- At least two areas of the transmission are differently optimized and/or adapted, in particular with a functional, preferably braking effect-relevant, lining travel.
- At least two areas of the transmission with, in particular functional, preferably braking effect-relevant, lining travel have two different non-linearities.
- a transport device can be understood to mean any device and/or machine that can be used to drive and/or that can be used to transport people and/or loads while driving.
- the gear ratio of the transmission is selected and/or configured in such a way that at least one partial section with a non-linearity is formed, provided and/or arranged along the actuator actuation area.
- the gear ratio of the transmission is selected and/or designed in such a way that two, three, four, five, six, seven, eight, nine, ten or more sections with differently acting non-linearities are formed, provided and/or along the actuator actuation area. or are arranged.
- a non-linearity can be understood to mean a non-linear translation.
- EMB can be understood to mean the brake device, in particular an electromechanical one, and/or the brake, in particular an electromechanical brake.
- the brake device in particular an electromechanical one
- the brake in particular an electromechanical brake.
- the term “height error”, “transverse” or “normal” may be used on a case-by-case basis to indicate a pressure direction that deviates from the advantageous pressing direction, e.g. horizontal in the figures, and which may also be undesirable point out the movement component.
- the term “height” can therefore be understood to mean the position of the pressing movement or the position of a component that deviates from it. If pressure parts move with respect to one another with a relative movement, in particular also a sliding and/or undesirable one, in particular with a relative movement of their surfaces, this movement is occasionally referred to as a “scratching” movement.
- the gear ratio of the transmission is selected and/or configured in such a way that the actuator is operated in at least a partial range, in particular with a braking effect-relevant and/or functional pad travel, in an operating point that deviates from the optimum operating point of the actuator.
- the gear ratio of the transmission is selected and/or configured in such a way that the actuator is operated in at least a partial range, in particular with a functional and/or braking effect-relevant pad travel, at an operating point that deviates from an operating point of maximum power of the actuator.
- the transmission starting from a first position, in particular a zero position, of the transmission executes or converts a movement of the actuator in a first direction for braking.
- the gear starting from a first position, in particular a zero position, of the gear to adapt the air gap, in particular to actuate a wear adjustment device, executes or implements a movement of the actuator in a second direction, in particular opposite to the first direction.
- At least part of the actuator rotates once in a first direction of rotation and once in a second direction of rotation.
- the second direction of rotation can be opposite to the first direction.
- the transmission can convert the first direction of rotation of the actuator into a movement in the first direction. If necessary, the transmission can convert the second direction of rotation of the actuator into a movement in the second direction.
- the transmission converts only part of the movement of the actuator, in particular only part of the actuator actuation area, into a functional pad travel, in particular one relevant to the braking effect.
- the actuator is moved before and/or after the part of the actuator actuation area relevant to the functional and/or braking effect-relevant lining travel via the transmission in the first and the second direction, without generating a functional and/or braking effect-relevant lining travel.
- the translation of the transmission is selected and/or designed such that, starting from the first position, in particular the zero position, of the transmission, the non-linearities are arranged along the movement of the actuator, in particular the pad stroke, in the first direction.
- non-linearity to reduce electrical and mechanical loads when the lining stroke starts, non-linearity to overcome the air gap between the brake lining and friction surface, non-linearity to determine the contact point of the friction surface and the brake pad, non-linearity to achieve a minimum braking effect, non-linearity to operate with reduced electrical power requirements, non-linearity to achieve high braking effects quickly, non-linearity to generate an increasing braking torque, with the braking torque possibly being adapted to the respective braking dynamics is adjusted, non-linearity to compensate for brake fading.
- the above non-linearities are arranged one after the other along the first direction on the transmission.
- the above non-linearities can be step through and/or run through one after the other during the movement of the actuator.
- the non-linearities are arranged in any order along the first direction.
- the above non-linearities are arranged in any desired order on the transmission along the first direction.
- the transmission ratio is selected and/or designed in such a way that, starting from the first position, in particular the zero position, of the transmission along the movement of the actuator in the second direction, the non-linearity is used to measure and/or set parameters and / or the non-linearity for wear adjustment are arranged.
- the non-linearity for measuring and/or adjusting parameters and/or the non-linearity for wear adjustment are arranged on the transmission along the second direction one after the other.
- the non-linearity for measuring and/or setting parameters and/or the non-linearity for wear adjustment during the movement of the actuator can be successively passed through and/or passed through.
- the non-linearity for measuring and/or adjusting parameters is designed for measuring mechanical losses, possibly the zero position of the transmission, possibly the zero position of the actuator position and/or at least possibly a spring action.
- the non-linearity for measuring and/or setting parameters is designed in such a way that the actuator is moved in its first direction, starting from the zero position of the transmission.
- At least one parameter of the brake in particular motor losses, transmission losses, mechanical losses and/or the effect of any existing springs, is or will be measured by the movement of the actuator in its first direction.
- the assessment as to whether an adjustment of the brake is necessary based on a comparison of at least one parameter of the brake, in particular the torque of the actuator, with expected values and/or with measured values of the torque of the actuator at other operating points and/or in other operating states.
- the non-linearity for measuring and/or setting parameters is designed in such a way that the actuator is moved in its second direction, starting from the zero position of the transmission.
- a force measuring device in particular a spring and/or a stop, is provided in the second direction, against which at least part of the transmission, in particular the actuator, is in contact, whereby the zero position of the actuator position can be measured and/or set, if necessary .
- the at least one parameter of the brake takes place by comparing the torque, the motor current and/or the motor voltage in normal operation and the torque, the motor current and/or the motor voltage in measurement operation.
- the non-linearity is designed to reduce electrical and mechanical loads when the pad lift starts in such a way that the transmission ratio of the transmission of this non-linearity in the first half of the air gap is more than twice as large as the speed transmission in the second half of the air gap.
- the non-linearity to reduce electrical and mechanical loads at the start of the lining stroke is designed in such a way that the transmission ratio, in particular the speed transmission, of this non-linearity, preferably the ratio between the speed of the actuator and the speed of the lining stroke, in the first half of the Air gap, especially in the first half of the way to overcome the air gap, is more than twice as large as the speed translation in the second half of the air gap.
- the non-linearity for overcoming the air gap between the brake lining and the friction surface is designed in such a way that the transmission ratio of the transmission of this non-linearity over more than half of the air gap is less than half the maximum speed transmission in the lining stroke area adjoining the air gap, so that, if necessary, the air gap is overcome more quickly than in normal operation.
- the non-linearity for overcoming the air gap between the brake pad and the friction surface is designed in such a way that the transmission ratio of the transmission, in particular the speed ratio of this non-linearity, preferably the ratio between the speed of the actuator and the speed of the pad stroke, over more than half of the air gap, in particular more than half of the way to overcome the air gap, is less than half as large as the maximum speed ratio in the lining travel area adjoining the air gap, so that the air gap may be overcome more quickly than in normal operation.
- the non-linearity for overcoming the air gap between the brake lining and the friction surface is designed in such a way that the actuator is operated with the maximum actuator power, as a result of which the air gap is overcome as quickly as possible.
- the non-linearity for overcoming the air gap between the brake lining and the friction surface is designed in such a way that the air gap is overcome as quickly as possible, in that a device, in particular a cam or a ramp, has a gradient which is designed in such a way that, if necessary, at the beginning of the lining stroke, starting current peaks and starting current loads can be avoided and/or reduced.
- the non-linearity for determining the point of contact of the friction surface and the brake pad is designed in such a way that the point of contact of the brake pad and the friction surface, in particular from the energy, current and/or power consumption of the actuator and/or from the course of the Actuator load, especially the moment, is recognizable.
- non-linearity for determining the point of contact of the friction surface and the brake lining can be used to check whether adjustment of the brake, in particular adjustment of the brake lining and/or adjustment of the air gap, is necessary.
- the combination of transmission ratio and actuator torque that can be evaluated is an interpretable curve from the energy, current and/or power consumption of the actuator, the actuator load and/or the actuator torque via the actuation, in particular taking into account the respective transmission ratio .
- the non-linearity to achieve a minimum braking effect is designed in such a way that a specific required minimum braking effect, in particular in the event of full braking, is achieved within a minimum effective time, with the minimum effective time only being a maximum of 20% above the time which, in particular to achieve the Minimum braking effect that is technically possible with the electromechanical brake.
- the non-linearity for generating an increasing braking torque is designed in such a way that the speed of the brake torque build-up is adapted to the resulting dynamic weight shift of the vehicle, so that the wheels of the vehicle may be prevented from locking Vehicle is counteracted.
- the non-linearity for operation with a reduced electrical power requirement is designed in such a way that the power consumption of the actuator when the transmission is operated at low speeds and/or when the actuator is at a standstill is at least 20% lower than in comparison to non-linearity, which in particular according to the criterion of the maximum achievable Engine output power is designed for the same or a similar operation and / or operating point, especially for operation at low speeds and / or when the actuator is stationary, so that the power consumption of the actuator, especially for longer continuous braking, is reduced.
- the translation of the transmission is selected and/or designed in such a way that, starting from the first position, in particular the zero position, of the transmission along the movement of the actuator, in particular the lining stroke, in the first direction, the non-linearity for operation with lowered electrical power requirement is arranged so that in operating states that have a long holding time and / or a high temperature load, a low consumption of electrical energy and / or low heat loss of the, in particular electrical, actuator result.
- the non-linearity to compensate for brake fading is designed in such a way that the actuator is operated with an engine torque that is higher under the same operating conditions, in particular the operating temperature, in particular higher than the maximum permissible engine torque and / or higher than the maximum permissible shaft power than that in the case of non-linearity, which is designed according to the criterion of the maximum achievable engine output power, so that a braking effect is also achieved in the event of brake fading.
- At least one non-linearity in particular over the lining travel, is designed to compensate for air gap errors in such a way that an air gap error, in particular a deviation in the size of the air gap from the assumed size, is compensated for, with the air gap error preferably being caused by wear.
- the brake is operated up to a certain deviation in the size of the air gap error, in particular by adapting the movement of the actuator, preferably without wear adjustment and/or without a wear adjustment device.
- the non-linearity for wear adjustment is designed in such a way that the actuator, starting in particular from the zero position of the gear, carries out a movement counter to the direction of movement or direction of rotation used for braking, in particular a movement in the second direction, and that by this movement of the actuator, in particular without a braking effect, the wear adjustment device is actuated.
- the non-linearity for the wear adjustment is designed in such a way that the actuator performs a movement in the direction of braking, in particular a movement in the first direction, so that the wear adjustment device is actuated by this movement of the actuator, by possibly after reaching a for the braking, in particular for the parking brake, required maximum position of the actuator leads to a further movement of the actuator, in particular without a functional lining stroke, for the actuation of the wear adjustment device or prepares it.
- the non-linearity for quickly achieving high braking effects is designed such that the actuator is operated with an engine torque that is the same as the maximum permissible engine torque and/or is the same as the maximum permissible shaft power.
- the actuator and/or the transmission is set up for braking and wear adjustment, in particular for actuating a wear adjustment device.
- the brake comprises only a single actuator for braking and for wear adjustment, in particular for actuating a wear adjustment device.
- the brake includes a wear adjustment device, which is actuated, in particular exclusively, by the actuator. If necessary, it is provided that the actuator comprises several parts.
- the actuator comprises a spring and an electric motor, with the spring and the electric motor possibly being independent of one another in terms of components and/or direction of action.
- the spring interacts with the electric motor via at least one further component and/or via the gear mechanism.
- the actuator comprises two electric motors.
- the electromechanical brake to interact with at least one electrical machine and/or electromagnetically excited electrical machine.
- At least one actuator position of the actuator is maintained with a reduced, in particular very low, electrical power requirement or without current by appropriate design of at least one non-linearity and optionally by the interaction of this at least one non-linearity with a spring, in particular a spring effect.
- the transmission includes kinematic devices.
- the gearing comprises a cam, a ball ramp and/or a lever.
- the transmission ratio in particular in braking operation, in particular the design and/or the effect of the non-linear transmission ratio, preferably the relationship between the actuator position and the effective transmission ratio, can be changed. If necessary, it is provided that the transmission ratio of the transmission can be changed, in particular actively, preferably by turning a ratchet.
- the transmission ratio of the transmission can be changed, in particular passively, preferably by spring-loaded retraction of components, elastic deformation of components.
- brake operation can be understood to mean the period of time between putting the brake into operation and switching it off, during which the brake is ready to accept and implement braking commands.
- the brake can be ready to brake during braking operation.
- the effective range of at least one non-linearity and/or one non-linearly acting component is distributed over several, in particular non-linearly designed and/or non-linearly acting, parts of the transmission, in particular several transmission components, preferably cams and/or ball ramps twisted against one another .
- the effective range of at least one non-linearity and/or a non-linear component can each be assigned to a specific actuator actuation range.
- the actuator actuation range that is predetermined and/or limited by the non-linearity of the individual components.
- the effective range of the existing non-linearities preferably the actuator actuation range limited by the actuation range and/or range of motion of the transmission components, can thereby be enlarged and/or increased.
- a first transmission component in particular a first non-linearity of the first transmission component, to be assigned to a first actuator actuation region.
- a second transmission component can be provided, which is assigned to a second actuator operating range.
- This second transmission component can have a further part of the first non-linearity and/or a second non-linearity.
- the second actuator actuation area can connect to the first actuator actuation area.
- the translation of the transmission is selected and/or designed in such a way that an actuator movement without braking effect causes a movement of brake components, such as in particular the brake pad carrier.
- this movement causes no and/or only a minimized residual grinding torque.
- a movement of the brake components is caused by an actuator movement without braking effect, i.e. without braking effect, in such a way that no and/or only a minimized residual grinding torque remains, which is known under the term “zero drag”. .
- the invention relates to a machine, a transportation device, a vehicle, an elevator and/or a bicycle, which comprises an electromechanical brake according to the invention.
- the invention relates to a part of a transport device or a part of a machine, such as in particular a propeller shaft, which comprises an electromechanical brake according to the invention or is formed from an electromechanical brake according to the invention.
- the machine in particular the transport device, comprises a further, in particular electronic, braking device, with the further braking device possibly being designed as a parking brake, in particular a spring-loaded one.
- the invention relates to a wear adjustment device, the wear adjustment device being set up to be actuated by the actuator of the electromechanical brake according to the invention.
- the wear adjustment device is actuated by the actuator of the electromechanical brake according to the invention.
- the invention relates to a method for operating an electromechanical brake according to the invention.
- the actuator of the brake is moved in a limited actuator actuation range.
- the actuator performs a lining stroke at least in a part of the actuator actuation area via the transmission, and for braking the brake lining is pressed in the direction of and/or against the friction surface to generate a contact pressure force and a braking torque resulting therefrom.
- the transmission has a non-linearity, ie a ratio that is not constant over at least part of the actuator actuation range.
- the actuator is moved along the actuator actuation area via the gear mechanism over or along at least two non-linearities that act differently.
- the two differently acting non-linearities are selected from the following non-linearities: non-linearity to overcome the air gap between the brake pad and the friction surface, non-linearity to determine the contact point of the friction surface and the brake pad, non-linearity to achieve a minimum braking effect, non-linearity to generate an increasing braking torque, Non-linearity for operation with reduced electrical power requirements, non-linearity for quickly achieving higher Braking effects, non-linearity for measuring and/or setting parameters, non-linearity for reducing electrical and mechanical loads when starting the lining stroke, non-linearity for compensating for brake fading, non-linearity for wear adjustment.
- the gear ratio of the transmission is designed such that the actuator is operated in at least a partial range, in particular with a functional and/or braking effect-relevant pad travel, in an operating point that deviates from the optimum operating point of the actuator.
- the actuator is operated in at least one sub-area, in particular with functional and/or braking effect-relevant pad travel, at an operating point that deviates from an operating point of maximum power of the actuator.
- a movement of the actuator is implemented in a first direction by the transmission, in particular starting from a zero position of the transmission, for braking.
- a movement in a first direction is thereby optionally carried out by the transmission.
- the transmission in particular starting from a zero position of the transmission, converts a movement of the actuator into a second direction, in particular opposite the first direction, to adjust the air gap, in particular to actuate a wear adjustment device.
- a movement in a second direction is thereby optionally carried out by the transmission.
- the actuator is moved in the first and the second direction via the transmission before and/or after the part of the actuator actuation area that is relevant for the functional and/or braking effect-relevant lining stroke, without generating a functional and/or braking effect-relevant lining stroke.
- the translation of the transmission is designed such that, starting from the first position, in particular the zero position, of the transmission, the actuator and/or the transmission is moved in the first direction, in particular along the lining stroke.
- the non-linearities are arranged along this first direction.
- the translation of the transmission is selected and/or configured such that, starting from the first position, in particular the zero position, of the transmission, the actuator and/or the transmission is moved in the second direction.
- the non-linearity for measuring and/or adjusting parameters and/or the non-linearity for wear adjustment are arranged along this second direction.
- the non-linearity for measuring and/or setting parameters is designed such that the actuator, starting from the first position, in particular the zero position, of the transmission is moved in its first direction.
- At least one parameter of the brake in particular engine losses, transmission losses, mechanical losses and/or the effect of any existing springs, is measured by the movement of the actuator in its first direction. If necessary, it is provided that the movement of the Actuator in its first direction at least one parameter of the brake is measured by comparing this parameter in other processes of the actuator.
- the at least one parameter of the brake in particular the torque of the actuator, is compared with expected values and/or with measured values of the torque of the actuator at other operating points and/or in other operating states.
- the non-linearity for measuring and/or setting parameters is designed such that the actuator, starting from the first position, in particular the zero position, of the transmission is moved in its second direction.
- a force measuring device in particular a spring and/or a stop, is or will be provided in the second direction, against which at least part of the transmission, in particular the actuator, is in contact, whereby the zero position of the actuator position is measured and/or set will.
- the non-linearity for the reduction of electrical and mechanical loads at the start of the lining lift is or will be designed in such a way that the transmission ratio of the transmission, in particular the speed transmission, of this non-linearity, the actuator in a part, preferably in the first half, of the air gap , is moved less quickly, in particular less than half as fast as the maximum speed in the covering stroke area adjoining the air gap.
- the non-linearity for overcoming the air gap between the brake lining and the friction surface is or will be designed in such a way that the transmission ratio of the transmission, in particular the speed transmission, of this non-linearity, the actuator over more than half of the air gap, in particular more than half the way to overcome the air gap, is moved faster, in particular more than twice as fast as the maximum speed in the air gap adjoining the covering stroke range, so that the air gap is overcome more quickly compared to normal operation.
- normal operation can be understood to mean conventional operation of the electromechanical brake, as is carried out in particular to achieve conventional braking.
- the non-linearity for determining the point of contact of the friction surface and the brake pad is or will be designed in such a way that the point of contact of the brake pad and the friction surface, in particular from the energy, current and/or power consumption of the actuator and/or from the The course of the actuator load, in particular the moment, is detected.
- Minimum braking effect especially when braking hard, within a Minimum effective time is reached, whereby the minimum effective time is only a maximum of 20% above the time that is or will be technically possible with the electromechanical brake, in particular to achieve the minimum braking effect.
- the non-linearity for generating an increasing braking torque is or will be designed in such a way that the speed of the brake torque build-up is adapted to the dynamic weight shift of the vehicle caused thereby, so that a blocking of the brake torque may be prevented Wheels of the vehicle is counteracted.
- the non-linearity for operation with reduced electrical power requirement is or will be designed in such a way that the actuator consumes at least 20% less power when the transmission is operated at low speeds and/or when the actuator is stationary than for the same or a similar operation and/or operating point, in particular for operation at low speeds and/or when the actuator is at a standstill, compared to non-linearity, which is designed in particular according to the criterion of the maximum achievable engine output power, so that the power consumption of the actuator, especially for longer continuous braking, is lowered.
- the translation of the transmission is or will be selected and/or designed in such a way that, starting from the first position, in particular the zero position, of the transmission along the movement of the actuator, in particular the preferably functional and/or braking effect-relevant pad stroke, in the first direction, the non-linearity for operation with a reduced electrical power requirement is arranged such that operating states that have a long holding time and/or a high temperature load result in low electrical energy consumption and/or low heat loss from the actuator.
- the non-linearity to compensate for braking fading is designed or is such that the actuator with a engine torque is operated which is higher under the same operating conditions, in particular the operating temperature, in particular higher than the maximum permissible engine torque and/or higher than the maximum permissible shaft power, than that with a non-linearity, which is designed according to the criterion of the maximum achievable engine output power, so that a braking effect is achieved even with brake fading.
- At least one non-linearity, in particular over the lining travel is or will be designed to compensate for air gap errors in such a way that an air gap error, in particular a deviation in the size of the air gap from the assumed size, is compensated for, with the air gap error preferably being caused by wear.
- the brake is operated up to a certain deviation in the size of the air gap error, in particular by adapting the movement of the actuator, preferably without wear adjustment and/or without actuating a wear adjustment device.
- the non-linearity for wear adjustment and/or the actuation of a wear adjustment device is or will be designed in such a way that the actuator, in particular starting from the zero position of the transmission, moves against the direction of movement or direction of rotation used for braking, in particular in the second direction will.
- the wear adjustment device is actuated by this movement of the actuator, in particular without a braking effect.
- the non-linearity for the wear adjustment is or will be designed in such a way that the actuator is moved in the direction of braking, in particular in the first direction, that the wear adjustment device is actuated by this movement of the actuator, by optionally after reaching a for the Braking, in particular for parking braking, required maximum position of the actuator by a further movement of the actuator, in particular with no lining lift, the wear adjustment device is actuated or this actuation is being prepared.
- the brake includes a wear adjustment device, which is actuated, in particular exclusively, by the actuator.
- At least one actuator position of the actuator is maintained with a reduced, in particular very low, electrical power requirement or without current by appropriate design of at least one non-linearity and optionally by the interaction of this at least one non-linearity with a spring, in particular a spring effect.
- the method steps can be carried out once, never or several times during the operation of a machine, in particular a transport device, a vehicle or an elevator.
- the method according to the invention is executed in an automated manner, in particular in a controlled and/or regulated manner by a control unit of the vehicle.
- the features described below can but do not have to be features of the electromechanical brake according to the invention and/or the method according to the invention.
- the electromechanical brake according to the invention and/or the method according to the invention can include and/or have the features mentioned individually or in combination, ie in any combination.
- electrically actuated brakes it would be physically correct to let the actuator motor run at the speed for the highest output power when actuated as quickly as possible, which is also already known, but not described in detail.
- a fundamentally different approach is taken here, in that as many relevant states and tasks as possible that arise during the actuation of an electromechanical brake are taken into account. These cases are solved cheaply, which of course does not exclude the fact that the actuator can sometimes run at maximum power even with the fastest actuation.
- the cases treated here can, for example, also be at zero (or close to zero) brake actuator output power if, for example, an actuator position or a position range is to be held for longer periods of time for longer braking.
- Another important task performed here for a non-linear electromechanical brake (EMB) can be, for example, the correct wear adjustment, which, for example, should advantageously also be actuated from the electric brake actuator.
- a non-linear electromechanical friction brake is proposed here, the movement sequence of which is or is specifically adapted with regard to various specifications.
- Electrical-mechanical means that a limited amount of movement of a mechanical actuator has a direct, predictable relationship to the movement of the brake pad.
- the actuator can be actuated using electrical energy, either directly (electric motor, electromagnet, etc.) or indirectly, e.g. by storing energy in springs.
- Non-linear means variable or different transmission ratios in the actuation process via the actuator movement. This includes involved components such as electrical actuators, brake pads, springs, translations of all mechanical or other types, gears, connecting elements such as clutches or Slipping clutches and/or wear adjustment to compensate for brake pad wear.
- the present invention preferably pursues the goal of designing the course of transmission ratios for specific brake applications in such a way that in each actuator position, in accordance with the tasks to be fulfilled in the respective area with regard to the force and speed acting on the components involved Conditions arise that are advantageous for the operation of the brake. In many areas, this may not correspond to the maximum power of the electric actuator.
- a ramp could, for example, theoretically switch from a vertical start (infinite speed) to a horizontal end (infinite force), but it also has mechanical limitations, such as the resilience of surface and line pressures and permitted curve radii, and it could theoretically develop courses that are not real exist, such as "loops" in surfaces.
- the actuator that is normally used for service braking can meet the requirement to automatically switch to the released or braked state (depending on the requirement) when there is no current (depending on the requirement) and the second actuator to remain in its last state when there is no current (e.g. by means of a worm gear) and mainly serve as a parking brake, which remains in its last state without current and only takes over the service braking in exceptional cases.
- a change can preferably be made during actuation, such as changing the voltage, switching over eg windings, field weakening or increasing, etc. With electromagnetic actuation, the force of the electromagnet can of course change over the actuation path.
- the non-linear EMI requires a wear adjuster or a wear adjuster in order to be able to operate the non-linearity in a favorable range. Operation without a wear adjuster is only possible if either the changes are small enough to still be able to use the non-linearity sensibly or if the non-linearity range to be used can be tracked (with a longer actuation time).
- the wear adjuster will usually also behave in a way that can generally be described as non-linear because, for example, it can only be designed in the direction of "adjust more" or only carry out an adjustment process up to a certain target achievement, e.g. a certain pad contact pressure force or a certain adjustment movement.
- Non-linear is understood to be any behavior that is not based on a constant transmission ratio, such as a conventional gearbox. This non-linear behavior can be defined in very different ways.
- a “stationary part” is fixed (or stationary) with respect to the central axis of the movement to be braked, e.g. with respect to the non-rotating part of the wheel bearing.
- a "centered position” refers to a (e.g. central) position with respect to the friction surfaces, e.g. in the middle of the two brake disc surfaces or at the same distance from them, e.g. with drum brakes or multi-disc brakes.
- the friction surfaces are those which are mostly rotating or moving and mostly unlined and the lining surfaces are pressed against these friction surfaces.
- “Clamping force” refers to the force required to press the pad down. It reaches a maximum of 40 kN for car front wheel disc brakes, for example, and a maximum of 240 kN for truck disc brakes, for example. Average contact forces for everyday driving are e.g 1/4 to 1/3 of the maximum. “Usual” is understood to be the force that you apply in any case when you want to brake, which is almost always to be expected when you want to brake. This corresponds, for example, to the force required for a deceleration of g/10.
- the contact pressure can be used by several friction pairings, eg two in car disc brakes or more in eg multi-disc (lamella) brakes.
- Actuating the brake is understood to be a process (from no braking effect, in which there is advantageously an air gap) to increase the braking effect
- release is a process to reduce the braking effect up to no braking effect and up to the lifting of the pads air gap achievement.
- the braking effect can be seen, for example, as braking torque, braking force or as vehicle deceleration, physically best as braking torque.
- “Holding” or “holding range” means that a set braking (e.g. braking torque, actuator position) is held or held in the necessary range.
- a “brake actuator” is understood here as an electric brake actuation drive, e.g. an electric motor (preferably BLDC, but also others such as direct current or asynchronous motors) or e.g. an electromagnet, but also other electric ones such as piezo.
- the brake actuator generates at least one lining contact pressure.
- the brake actuator acts e.g. via linear and non-linear transmission elements such as gears, cams, ramps, rods, cables, chains, pressures (in solid bodies, liquids, gases).
- Other actuators in an EMB that only or analogously perform other functions are named differently here, but a brake actuator can also take on other functions such as wear adjustment.
- At least one spring effect can also be involved, also via other non-linearities with regard to the spring effect.
- the spring action can come from springs or other forms of stored energy.
- the at least one spring can apply or release, fully or assist, or can change the direction of both assists.
- the at least one spring can therefore help, for example lift off at least one brake pad or it can carry out the actuation of the brake, for example in the case of a parking brake or if, for example, the brake is to go into the actuated state "automatically" for safety reasons, for example in the case of railway brakes.
- any number of springs and actuators and lining pressure forces simply results from the addition of all these forces or moments with the correct sign, whereby a sensible procedure can be to relate all of them to the same condition of their respective non-linearity, e.g. all non-linearities to a uniform actuation measure relate or convert, e.g. the actuator angle or the lining stroke.
- This spring action can be used to support the brake actuator, for example (“energy swing”) or, for example, to select the non-linearities of a spring-actuated parking brake in such a way that the spring strives for a meaningful full braking effect and, for example, has an actuation reserve if there is too much air gap and, if necessary, acts on a wear adjustment and that in the "fully released” state the "released holding torque" on the actuator is so small that spring actuation is safely possible.
- energy swing energy swing
- actuation reserve if there is too much air gap and, if necessary, acts on a wear adjustment and that in the "fully released” state the "released holding torque" on the actuator is so small that spring actuation is safely possible.
- one brake actuator to set or cancel a spring-actuated parking brake position and another to carry out the service braking when the parking brake position is cancelled. Both could also complement each other in such a way that if this service brake function fails, the parking brake function carries out an orderly or regulated substitute service braking.
- a "force or torque distribution" can cause at least two actions from one actuator action (i.e. mainly the brake actuator).
- a wear adjuster movement can first be carried out and, with further actuation, the actual pad contact pressure can take place instead of the wear adjuster.
- a planetary gear can first turn at least one wear adjuster screw that runs smoothly without load and then switch to an output for the actual pad pressure when the screw loads (pad contact pressure).
- This distribution can be influenced by springs, preload forces, slip clutches, play, etc., but also by switching functions such as electromagnets or directional dependencies.
- An "air gap” (or total air gap, which consists of the sum of all partial air gaps per friction pair) is used with an EMB to operate the brake without residual braking torque or also to prevent rubbing linings, overheating or more braking torque due to the resulting thermal expansion would cause more heat. Accordingly, there is a brake actuation movement or
- the point at which the air gap has been overcome and the first lining pressure and thus the first braking torque can be described as the “touch point”. In reality, it will be a point or area where there is a slight pressure on the lining or a slight braking torque.
- a “spring or spring effect” can consist of any resilient and/or elastic device (tension or compression springs or other known spring designs, pneumatic springs, etc.).
- a spring is also used here as a collective term for all possibilities that can be used to store mechanical energy and release it mechanically, e.g. also magnetic force or "gas spring”.
- a spring can also be replaced here, for example, by a magnet with repulsion or attraction force, or by a rubber or elastomer part.
- a “wear adjuster” or wear adjuster is understood in particular as a device that keeps the non-linearity in the planned range of motion despite pad wear of eg 30 mm and other wear (eg brake disc up to eg 2 mm). It can preferably be at least one screw, for example, but the brake actuator itself can also cover part or even all of the wear if its non-linearity is designed in such a way that it allows it.
- the wear adjuster can also be a pressure transmission, for example a fluid pressure-transmitting bucket tappet, which releases fluid supply for wear compensation, for example, via a slot, or fluid discharge allows for thermal expansion.
- the wear adjuster can therefore preferably be operated by the brake actuator, for example, but also in a different way, for example by hand or not at all (which is advantageous, for example, in the case of low expected or possible wear).
- there may also be mixed variants for example that a wear readjustment would be necessary but has not yet been carried out or that the wear readjustment was carried out with tolerance, ie "wrong".
- Such mixed variants can, for example, take into account the portion of tolerance that has not yet been carried out or, for example, the tolerance portion in inserting a displacement of the linear movement of the brake actuator on the brake lining.
- the wear adjustment can usually only work in one direction, assuming that the wear can only increase, and the wear adjustment can be linked to a wear model, so that only an adjustment that the model considers useful or necessary is carried out.
- Wear readjustments can preferably be divided into two methods: readjustment before the usual contact pressure builds up and readjustment after an actuating movement has been carried out.
- the desired braking effect is generated by pressing the brake pads against the friction surfaces with sufficient force.
- the primary force is generated in the EMB by an electrical actuator, e.g. the torque of a motor.
- An EMB can be designed, for example, as a spring-actuated parking or service brake, which is released against the spring force in a controlled manner by the electric actuator.
- a spring can only have a supporting effect in order to relieve the actuator.
- the direction of the spring action can also reverse and, for example, support the release of the brake with little actuation and relieve the actuator with more actuation, i.e. help to activate it.
- a spring acts as an energy store. However, energy can also be stored in other ways (e.g. as pressure), so one should generally speak of “stored energy” (instead of spring).
- Self-reinforcement or self-weakening can also develop in the brake due to entrainment effects between friction surfaces and brake pads.
- speed of movement changes, regardless of whether it is linear or rotating, mass inertia forces come into play.
- contact pressure there are up to five types of effective forces: contact pressure, actuator force, force from an energy store such as a spring, the self-reinforcing force (reinforcing or weakening) and, in some cases, the force from inertia.
- EMB results from the relationship between the actuator or brake pad position and the resulting contact pressure.
- the above curve can also be used to check during the actuation process whether it occurs as expected or whether it is shifted or warped. Displacements can arise in particular when the air gap does not meet expectations (usually due to wear of the brake pads), distortions can result from e.g. unconsidered friction losses.
- the actual curve is advantageously a force-displacement diagram or actuator torque angle diagram, with the actuator torque being determined from the actuator current.
- the actuator torque being determined from the actuator current.
- the clamping force calculated from the actuator torque and the linear lining travel can be used, because this is the most plausible way of recognizing a shift due to wear.
- the need for wear readjustment can be derived from this and this can also be carried out.
- the necessary adjustment (i) can be set precisely (if enough resolution is possible), that (ii) it can be made approximately (with poor resolution, e.g. if only one tooth can be advanced). ), that (iii) it is carried out more or less precisely by a mechanism within accuracy tolerances or (iv) that it cannot be carried out at all, because the brake can only be adjusted in the "released state", for example, or only in certain states or Movements such as overcoming the air gap or braking at a certain level.
- the mechanical losses may also have to be taken into account. On the one hand, this can be done on the basis of theoretical values, but losses can also be estimated by comparing the actuator torque during actuation with that during release (related to the actuation position) and estimating the loss-free value, which can be in the middle, for example.
- a wear model of the pads is also advantageously carried along, for example, which estimates the wear from clamping force, braking torque, speed, temperature, etc., e.g. during an airplane landing, and only allows wear adjustments that are classified as realistic by this model.
- the wear adjuster preferably comprises a position-stable element that retains its setting position without being affected, eg made of a screw that can also advantageously have enough friction or is provided with enough friction so that it does not automatically change the setting position. It can be fitted with a ratchet, for example, which only allows the direction of rotation in the direction of earlier pad pressure. If necessary, it can be provided with a ratchet (or another one), which allows this opposite movement when the drive moves in the opposite direction to the adjustment. There can be several adjusters in an EMB, for example two, that is Eg one for each pad, which can also be different, for example to compensate for different braking effects of the pads, or a common adjuster for each EMB.
- the readjustment can be provided with defined movement restrictions, such as stops or play, which readjustment only causes from a certain degree of actuation.
- the readjustment can include force or torque measuring parts such as a slipping clutch that only allows a specific readjustment torque.
- the torque-measuring part can also be, for example, the actuator of the adjustment, in which, for example, the torque is determined via the current and the adjustment is thus controlled or regulated.
- tension or compression springs can, of course, also be used with all other types of brakes, although it may be necessary to create a "fixed part” artificially, because, for example, with floating caliper disc brakes, the position of the outer board lining, which is on the floating caliper, for example, and the inner board lining change due to wear shifted against each other and the floating caliper would therefore not be “fixed” against the disc position.
- a spring-loaded pin or several, e.g. on two sides
- the Retraction end position of the pads can be defined, ie analogous to the stops of the spring retraction on which the drum brake pads come to rest when they are completely released.
- this "fixed" position can be created with all conceivable types of brakes as described here.
- the non-linearities can be designed in such a way that the actuator can reliably release even with the most unfavorable tolerances and incorrect settings.
- An optimization with regard to the engine performance does not play a significant role here either.
- the non-linearities can also be designed particularly advantageously in such a way that actuation by the actuator is possible without a brake drum or brake disc (e.g. during the assembly process).
- the spring action flip described above is an example of how a stable position, held without actuator power, can be achieved. Additional magnets or electromagnets can also hold positions, likewise in combination with advantageously designed non-linearity in the holding area. Several stable positions can also be provided, e.g. by indentations or flat areas in actuating cams.
- Such stable positions make it possible to use a service brake as a parking brake.
- a service brake as a parking brake.
- a flat spot or depression on a cam could produce a local stable position.
- the cam or other non-linearity can also have two usable operating directions - one for the service and one for the parking brake.
- non-linearity improves the possibility of identifying special points in the actuation process based on a characteristic curve of the actuator torque (e.g. starting position with contact point). Such identification can also take place in combination with another position detection ("sensor"), e.g. to meet security requirements.
- sensor position detection
- the non-linearity in particular the non-linearity for the measurement and/or setting of parameters, can also be designed in such a way that in the actuation state in which the braking begins, a usable high torque occurs at the actuator in order to be able to recognize this contact point as well as possible.
- a specific course of the non-linearity can also be advantageously selected, such as a lower actuator load in the starting phase to overcome the mass inertia, followed by a higher actuator load to detect the pad contact.
- a degree of freedom e.g. a spring
- actuation movement caused by the actuator or spring
- an actuating spring or the actuator can try to actuate the EMB at a standstill, i.e. without self-reinforcement, but not have enough force to carry out the actuating movement if there is no self-reinforcement.
- a spring can, for example, strive for this actuation movement on the drive side (e.g. on the actuator side), but only carry out this actuation movement on the output side when the required force is reduced through self-reinforcement.
- a significantly self-reinforcing EMB can be "biased” into a state ready to brake when it is at a standstill, whereby strong braking is then triggered by self-reinforcement when a small movement starts.
- the non-linearity of the release can be designed in such a way that the release process is also possible under these circumstances.
- the self-reinforcement can be caused not only by changes in the coefficient of friction but also by other factors Modifications, eg of the currently effective geometry, change. If, for example, with internal shoe brakes the actuation takes place at the top and the wear adjustment at the bottom, the resulting force can change the point of application and thus the self-reinforcing portion. This can be taken into account on the one hand in the non-linearity and on the other hand in the calculation of the braking torque if the contact pressure force and braking torque are inferred from the actuator torque or vice versa if the actuator torque is determined for a target braking torque. Likewise, the geometry should preferably be designed in such a way that the EMB does not unintentionally seize up due to excessive self-reinforcement.
- actuators can have the “automotive” temperature range up to 125 °C, they use enamelled copper wire that is specified up to 200 °C, for example, and magnet material that is suitable up to 180 °C, for example. This means that the actuators can only be operated with lower power at high (also permissible) temperatures than at low temperatures.
- an actuator If an actuator requires force to hold position (or a range of positions) for a long period of time, it will heat itself up. If prolonged braking takes place (e.g. driving downhill, landing of an airplane, etc.), the resulting heating will also penetrate to the actuator. If the actuator force is reduced in areas where longer self-heating and/or brake heating occurs in the actuator through suitable non-linearity, in particular non-linearity with reduced electrical power requirement, smaller dimensioned or more cost-effective actuators can be used.
- the holding torque and thus the holding current that thermally stresses the motor, should be made half as large in this example for long braking as for short, strong braking.
- the non-linearity can therefore advantageously be designed in such a way that this contact pressure force is possible or it can be designed in such a way that this is possible with a smaller and more cost-effective actuator or that this contact pressure force can be achieved with the spring.
- the non-linearity preferably the non-linearity to compensate for brake fading, especially in the case of self-reinforcing or strongly self-reinforcing brakes, in such a way that higher actuator positions for higher contact pressure must be achievable as the coefficient of friction decreases (which usually occurs earlier),
- Thermal expansion should also be advantageously planned, i.e. disc expansion with a lower actuator position required or drum expansion with a higher actuator position required and then with longer braking the heat arrives at the actuator installation position and lower actuator torque is used here.
- the diameter increases when the drum heats up, in the case of disc brakes the brake discs expand and the brake caliper decelerates due to the slower heating.
- Non-linearities in particular the non-linearity for wear adjustment, can be designed in such a way that wear adjustment is effected in the event of wear to be adjusted. This can be done during the normal actuation process. For example, if the air gap is too large, more movement would be covered than with correct wear adjustment and with this additional movement a wear adjuster would be actuated, e.g. a tooth on a toothed disc would be turned further and thus an adjustment screw would be turned, whereby turning back can be prevented.
- the current air gap can also be corrected independently of the normal brake actuation through its own movement sequences or through the use of special areas of the actuator actuation or the non-linearity.
- a suitable non-linearity in particular the non-linearity for overcoming an air gap between the brake lining and the friction surface, in particular the friction lining, initiates a rapid movement of the lining in the air gap, for example by a rapid movement (e.g. of a stop on the actuating cam) overcoming the air gap takes over or advantageously only takes over if a predetermined play or a predetermined movement is overcome, which corresponds, for example, to the desired air gap (ie the lining only reaches the contact point at this movement value if the air gap, for example, is set exactly right). From the point of contact, a clearly measurable contact pressure torque is generated, which can be measured with the actuator, for example, and/or is specified, e.g. limited, by a mechanical device.
- the moment determination is more precise than would be possible with normal lining contact pressure.
- the actually determined touch point is compared with the expected one and thus the desired adjustment is triggered, which can be triggered by further movement, for example.
- At least one spring and also one area can also participate be present without a spring effect. If this special movement is now triggered, one can first measure the torque required to overcome the instantaneous loss, then the known additional spring torque, then the contact point and finally the actuation of the wear adjustment. A particularly precise wear adjustment is thus possible by recognizing the instantaneous losses, calibration with a known spring and the rapid translation.
- These movements can take place, for example, when the air gap is normally passed through during normal brake actuation or over rotational ranges that are otherwise not used for brake actuation.
- These actions can also be separated, e.g. determining the contact point during normal brake actuation and readjustment after braking in an otherwise unused direction of rotation.
- the readjustment can also be done in a quantized manner, ie in defined steps or more or less steplessly through a specific range of motion. In principle, this adjustment can go in both directions, but will often only go in the direction that brings the lining closer to the friction surface.
- the adjustment can advantageously work with exceptions or rules and, for example, not adjust temperature-related fluctuations in the contact point.
- the "touch point" does not exist in practice with this clarity, it is usually a more or less soft transition, in which the infeed movement requires increasing infeed force and one will therefore advantageously use suitable detections of increasing infeed force, such as a threshold value or several points on the curve and If necessary, use corrections, such as a temperature or the instantaneous friction estimated above, which can also be better estimated if the wear adjustment movement is carried out in two directions.
- a floating caliper for example, can be "anywhere", i.e. it is not known how the total air gaps are distributed among the pads. Therefore, a clarifying process can advantageously be triggered first, which e.g. applies a covering or the coverings in order to improve the accuracy of the above processes from this.
- non-linearity acts, in particular the non-linearity for
- Wear adjustment preferably on the way from the actuator to the surface pressure and those of any springs together with the wear adjustment. It is proposed here that the wear adjustment is derived from the one actuator required for brake actuation, the second actuator (if present), from both (e.g. if both are in the intended position) or from an additional adjustment actuator, which, however, involves additional costs for whose transmission, connector and control causes.
- the brake actuation actuator can be actuated for wear adjustment in a direction that is not normally used for normal braking and, for example, does not cause the brake pads to lift or, for example, only causes a specific one, for example only up to the point of contact.
- This wear readjustment can also only be made possible, for example, if both actuators are brought into a specific position, so that each actuator can use this position individually to calibrate its position measurement, for example to use this position as a stop.
- Frictional or positive-locking ratchets can limit wear adjustment to the "bringing pad closer to friction surface" direction, and intentional friction or other impediment to movement can prevent unintentional adjustment (e.g., through vibration).
- the non-linearity of the adjustment in particular the non-linearity for the wear adjustment, can also interact with the non-linearity of the actuation: for example, it can be ensured that the wear adjustment in extreme cases, although the air gap (with the brake released) between the pad and the friction surface to "no more air gap" adjusts and could even bring in a certain tolerable permanent contact pressure, but the non-linearity in the actuation would still allow a brake actuation in this state.
- Another non-linearity can be used to advantage at the end of the release movement to lift both the outboard and inboard lining off the disc.
- drum brakes there are almost always tension springs that pull back the brake shoes in order to lift them off the drum again after braking, but also to hold or guide the shoes together or to compress the hydraulic expanding cylinder again.
- This double-acting hydraulic cylinder also allows a "floating" compensatory movement to press both pads.
- the mechanical lining pressure can preferably be “floating” here, i.e. the mechanical expanding body can be stored here in such a way that it assumes a centered position when the brake is actuated by the contact pressure forces and this, for example, by a certain (also intentionally supported) frictional connection after release keeps.
- the release springs would therefore preferably pull back against this centered position and can, for example, have a stop to limit the size of the air gap created to a certain size.
- the same can be applied analogously to disc brakes if there is a (tension or compression) spring for moving the pad away from the friction surface, with at least one spring action taking place against a centered position (e.g. due to frictional engagement of a spring-loaded pin, for example, against a fixed one part is held and found during clamping).
- a stop can in turn limit the size of the air gap, resulting in a spring-loaded pin in a slot, for example, which assumes a centered position.
- At least one additional spring takes over the lifting of the covering and the stroke of the elongated hole limits the lifting movement. This can, for example, take place on both sides of a floating caliper and only affect the floating caliper or the lining actuated by the actuator (usually the inboard lining).
- a whole chain of springs and lifting limiters can be provided in a multi-disc brake (disc brake) to lift and center all pad carriers and in addition one (or the same) chain of springs and lifting limiters can lift and center the discs with friction surfaces, so that all friction surfaces and lining surfaces are lifted off from each other with a defined air gap.
- This can be applied to all brakes, even when using a pressure-transmitting pressure part or wear adjustment part.
- spring energy for lifting any other can be used.
- Non-linearities are therefore preferably designed with a view to good manufacturability and smooth operation, and excessive changes in the transmission ratio are avoided if necessary.
- This may make a (largely) constant actuator torque impossible.
- the progression of the actuator torque is preferably designed in such a way that transmission progressions that are easily manufacturable and compatible result, for example cams with “soft” curves for favorable mechanical loading.
- This deliberately limited formability of the transmission ratio can be advantageously combined, for example, with the reduced holding torque for long position holding when the brakes heat up (see above).
- the requirement to operate the actuator in the area of the maximum mechanical actuator performance is physically correct during the actuation process.
- special consideration is given to how the non-linearity should be designed if the mechanical actuator power is zero or low. For example, if an actuator position (approximately) is to be maintained, the product of the angular velocity times the actuator torque is zero or low, i.e. preferably very far from the range of the maximum mechanical actuator performance.
- Actuator load increases with actuation
- the electromagnetic actuator uses a current that increases with the actuation path, which can be achieved, for example, by an actuation force that increases with the actuation path.
- this non-linearity can be rendered ineffective and replaced with a less rapid non-linearity, for example by allowing the initial non-linearity to continue rotating the actuator when a spring force is exceeded , that the slower non-linearity takes effect. This could be compared as if an additional automatic gear shift were to act, acting in addition to the variable gear ratio of a non-linearity.
- This can be designed, for example, in such a way that two cams are actuated, the steeper one normally beginning, but the steeper one being taken along by a spring and being able to lag behind if there is too much momentum, in order to allow a flatter one to act.
- This can also be applied to screws, for example, in that the faster one begins and when the drive torque is exceeded, a slower one takes over. It can also be more than two such transitions from one drive to another with a different ratio take place and the individual drives can in turn be linear or non-linear and individual drives can also be specifically influenced, such as being prevented from turning back via ratchets.
- This method can also be used with only one non-linearity.
- the drive torque may not be sufficient to enable the required actuation movement when the brake is stationary.
- a degree of freedom would be installed here (e.g. a spring), with which an actuation can take place up to the desired position, but the non-linearity can only follow when the non-linear drive torque is relieved, e.g. when self-energization starts during movement.
- the invention optionally relates to an electrically actuated friction brake with at least one transmission ratio that can be changed via the actuating movement, areas with special requirements determining the non-linearity prevailing there, and mechanical or pressure-transmitting intermediate elements also being possible.
- the invention optionally relates to an electrically actuated brake with at least one transmission ratio that can be changed via the actuating movement, with at least one wear adjustment, in which mechanical or pressure-transmitting intermediate members are also possible.
- the invention optionally relates to an electromechanical brake with at least one transmission ratio that can be changed via the actuation movement and various functions during actuation, in which mechanical or pressure-transmitting intermediate members are also possible.
- an electromechanical brake with at least one transmission ratio that can be changed via the actuation movement and various functions during actuation, in which mechanical or pressure-transmitting intermediate members are also possible.
- a possible advantageous embodiment does not essentially operate the brake actuator in the area of constant actuator torque or maximum mechanical actuator power with the fastest possible actuation, but in at least one different operating point or operating range with special requirements, such as important operating states at zero or almost zero output power of the actuator, if eg an actuator position or an actuator position range is to be maintained and a quantity is to be minimized, such as the current for this operation or the heat load on the actuator;
- the electronics for actuating the actuator largely reduce the electrical energy consumption (e.g. power consumption) while holding a position or a position range in order to only enable holding and for this purpose use, for example, a position measurement, a position setting (e.g. switch) or a time specification until the position is reached (and reduced according to the time specification), or due to the control characteristic only uses the minimum current that avoids a motor angle change in a certain range and that the non-linearity or non-linearities (e.g. from a spring actuation and an actuator actuation or a release with actuator) in this position or this position range is preferably designed in such a way that the actuator torque is small to minimal here;
- the electrical energy consumption e.g. power consumption
- a position or a position range in order to only enable holding and for this purpose use, for example, a position measurement, a position setting (e.g. switch) or a time specification until the position is reached (and reduced according to the time specification), or due to the control characteristic only uses the
- the non-linearity is designed in such a way that the short-, medium- and long-term power supply on the vehicle is taken into account, e.g a position or a position range) only allows the temperature-related current in the vicinity of the nominal current, and that the EMBs may be coordinated with one another in such a way that, for example, if the current is too low, only the most necessary work is possible, or that the EMBs adjust their actuation behavior to each other and/or adjust the available power and that this adjustment is the same for different power supplies or is tailored to the respective one, so that, for example, a back-up power supply is taken into account, for example with a lower power supply capability;
- non-linearities of several brakes are coordinated in such a way that an overall advantage results, e.g. that the brakes most important for fast full braking (e.g. front wheel brakes) preferentially build up the braking effect and for this, e.g. less important ones are optimized for other advantages (e.g. less power is required in this state). to make it available for the more important ones) and the individual non-linearities (also eg in certain areas) are thus designed for an overall optimum, which can also take into account changing conditions such as heating or current wheel load distribution;
- an overall advantage results, e.g. that the brakes most important for fast full braking (e.g. front wheel brakes) preferentially build up the braking effect and for this, e.g. less important ones are optimized for other advantages (e.g. less power is required in this state).
- non-linearity with regard to slow or no brake actuator movement or that the non-linearity with regard to fast brake actuator movements such as ABS vibrations or oscillating ESP processes is interpreted at least one EMB on the vehicle with regard to the available power supply(s) and fuse(s) or that the fast brake actuator movements be reduced in such a way that non-linearity and power supply are possible or that these oscillations are replaced by less oscillating operation such as braking with optimum slip; That with "braking with optimal slip” the transition to better road grip is recognized, e.g. by changing the wheel speed, also in connection with the modulation of the wheel braking effect;
- the internal control of the EMB brake actuator avoids high current peaks, which hardly save any time in terms of the actuation time, for example by avoiding rapid changes in the actuator speed and limiting currents that are based on short-circuit-like behavior, e.g. from full current supply to a stationary, slow-running or even reverse running brake actuator would result.
- the actuator angle steps can also be specified in such a way that they can be reached by the actuator with a current that is considered useful;
- the brakes are actuated individually (also individually or in groups) in such a way that there is a favorable overall energy consumption, e.g. slightly staggered so that the individual mass inertias do not have an effect simultaneously when the actuator accelerates, or e.g. in the case of ABS, actuate and Release and not allow these states to unfavorably coincide with these vibrations or even compensate each other so that, for example, a releasing brake coincides with an actuating one;
- non-linearity is designed at the very beginning of the actuation so that there is plenty of brake actuator torque available to accelerate it, and then the non-linearity switches to high pad movement speed, given how much the mechanical design of that non-linearity allows for;
- That the operating range of the non-linearity is changed (e.g., non-adjusted wear) or changes (e.g., wear, temperature);
- non-linearity is changed during the brake actuation or during release, for example by changing the behavior of linear or non-linear translations in relation to each other in the operating point or range, for example as a non-linearity is first actuated depending on the actuation or force and then another non-linearity is changed, i.e e.g. twist the steeper ball ramp first and then the flatter one;
- At least one non-linearity is not fixed during design or manufacture, but can be adjusted during operation or during actuation or release, or can change itself or that the geometry of at least one non-linearity changes during operation ( Adjusting cam) and not previously clearly defined and that with increasing Drive moment of this non-linearity, e.g. by retreating (against e.g. a spring, slipping clutch or other force or torque specification), a transmission ratio is set that again allows a release movement (by e.g. using a flatter part of a cam or e.g. a more favorable value of a normal distance of a lever entry).
- Non-linearities that change during operation can also be electrical, such as field weakening, voltage changes, switchovers of poles or windings, for example, or that the actuation speed is intentionally changed, for example to get by with a lower supply voltage or to save electricity;
- a cam surface is made of sheet metal, rod or wire material (of e.g. rectangular or round cross-section) of suitable hardness and roughness to save costs and that this cam surface can also act as a resilient cam surface, also with additional resilient elements and clamping points or support points and the cam surface can also deform under the influence of force in a targeted manner in order to positively influence the gradient and lift for a targeted change in the non-linearity or the surface itself has little or no spring behavior and the spring behavior comes from the support against a middle part and that a preload can also be introduced can;
- That ball ramps with helical tracks and/or non-constant pitch are used;
- Wear adjustment also works via mechanical or pressure-transmitting intermediate elements, which is advantageously also actuated with the brake actuator (or the brake actuators in combination), which draws its energy directly from electrical current or temporarily stores the electrical energy in spring-acting components and uses it for wear adjustment.
- Wear adjustment which comes from a rotary movement of a directly or indirectly electrically driven cam, ball ramp or a lever and is actuated e.g. via intentional play (to specify the size of the air gap) and advantageously a force or torque limit.
- That the wear adjustment consists of a mechanical part, e.g. screw, or a pressure-transmitting part, e.g. hydraulics.
- Wear adjustment that is held in a stable position by intentional friction (e.g. spring, wrap spring) or other position retention such as a magnet.
- intentional friction e.g. spring, wrap spring
- other position retention such as a magnet.
- Wear adjustment that only adjusts in one direction (e.g. via at least one ratchet or ratchet effect such as a coil spring) and is or can be reset manually or in another way when the lining is renewed.
- Wear adjustment which adjusts for too little force (torque) at the expected contact point or too great a contact movement, or notes and subsequently carries out a subsequent adjustment, whereby these conditions can be determined mechanically by measuring or determining torque(s), force or forces, switching conditions or measured values on the brake actuator such as position, torque, current, voltage and this process can also take the temperature into account.
- brake actuator torque and brake actuator angle values or contact pressure force and contact pressure stroke
- similar expressing values are determined upon actuation and compared with stored values, that the same values are advantageously also determined and compared upon release and that from the deviations determined and stored values on the necessary wear readjustment is concluded and this is carried out if necessary or marked for execution, with states being included in the determination or use of the stored values, such as temperatures, known, determined, suspected, estimated etc. losses and particularly advantageous the comparison of the values upon actuation and the comparison of the values upon release gives a good picture of the position of the instantaneous pairs of values in relation to the stored ones, and this is used particularly advantageously for determining wear.
- wear adjustment or for the compensation of wear that has not yet been adjusted (or cannot be adjusted) that express, for example, the wear adjustment recognized as necessary, e.g. the wear adjustment that still needs to be carried out, the e.g. not yet carried out, the e.g Statements on how important or probable or otherwise assessed these values are.
- wear that has not yet been readjusted or that cannot be readjusted can preferably be treated as set if the operating range, which is intended to be linear to the lining movement, is shifted by these values, which in principle would achieve the same or similar effect as with other wear adjustment and the non-linearity is designed in such a way that this shifted operating range is also possible or possible to a limited extent.
- Wear adjustment derived from the brake actuator or with an additional adjustment device (which can also be adjusted manually or without an additional adjustment device), also carried out several times if it is recognized or assumed that too little or no adjustment has been made or the brake actuator is also intentionally additionally adjusted is operated at least once in the following manner, even after, for example, braking has ended.
- That the adjustment quickly passes through the air gap area in order to be able to determine small pad application forces (e.g. with the brake actuator) and triggers an adjustment with further movement and can have an intentional play so that no adjustment or movement is triggered with the correct air gap.
- That the wear adjustment has a holding function (e.g. friction) that avoids unintentional adjustment (e.g. due to vibration) and can have a one-way function that only allows readjustment in one direction, which can preferably be reset to an initial state when the lining is replaced or advantageously returns to an initial state when the lining is changed or that a necessary wear adjustment is detected while the wear adjuster cannot be actuated and the necessary adjustment can be "noted" (e.g. by a tensioned spring effect) until the wear adjuster can adjust it, e.g. is relieved.
- That the transmission ratio which can be changed via the actuating movement, is designed in such a way that part or all of the wear adjustment can be carried out with the brake actuator in order to specify positions for the brake actuator in terms of control that are shifted by the necessary wear adjustment (and, if necessary, that the advantageous designs are possible ).
- That a force or torque distribution can lead an actuator action to at least two different determinations, e.g. a brake actuator first via e.g. a planetary gear or e.g. a slip clutch actuates e.g. a wear adjustment and then e.g. the lining pressure.
- a brake actuator first via e.g. a planetary gear or e.g. a slip clutch actuates e.g. a wear adjustment and then e.g. the lining pressure.
- That the wear adjustment is determined from measurements on the brake actuator, which advantageously uses calibrations such as springs and preferably uses a lossless case as the middle between apply and release.
- springs support the release of the brake or to separate the discs with air gaps when the contact pressure is withdrawn, whereby a device can also cause the air gap of the first friction pairing, e.g. with a spring-loaded pin that holds a current position of this friction pairing and to which the first air-gap is created eg by a spring, and that all energies can also be caused other than by springs.
- release springs between the stationary and also rotating discs support the lifting of the pads and that a lift restriction also advantageously limits the currently permitted lift-off distance.
- That model temperatures and thermal expansion are preferred considering braking power(s), cooling(s) by air and/or blackbody radiation(s), and heat capacity(s) and at least one thermal resistance, or only considering at least one of these values (or using at least one value , which describes something similar in terms of effect) are formed.
- certain processes for determining these values are also stored (which can also take influencing factors into account) such as an aircraft landing process, e.g. under the influence of e.g. weight or speed or e.g. a car braking under e.g. consideration of e.g.
- beginning and end of braking e.g. air temperature, e.g. dryness-humidity-rain (and e.g. strength).
- That the wear adjustment compares temperature measurements (also via thermal lines such as heat pipes, infrared) with a model temperature and carries out a wear adjustment in the event of a deviation.
- That the wear adjustment also uses at least one force sensor and is used in several decision algorithms. That the wear adjustment combines various measurements such as measurements on the actuator, the temperature, the forces.
- That part of the contact pressure takes place with an approximately constant transmission ratio or with such that the change in stiffness of the brake with wear is taken into account and the wear adjustment takes place with this element and then the variable transmission takes place in the direction of the actuator.
- the transmission ratio which can be changed via the actuating movement, allows a part or the entire wear readjustment to be carried out with the brake actuator and thus the brake actuator to be given positions in terms of control, which are shifted by the necessary wear readjustment.
- EMBs can also be operated with or without manual wear adjustment.
- the EMB is controlled via the current stiffness characteristic, whereby e.g. a position specification is determined for the required contact pressure or e.g. a required contact pressure by setting the actuator torque required for this, taking into account non-linearity(s) and, if necessary, spring effects.
- That errors or disturbances in measurements are calculated out, e.g. the instantaneous losses are estimated or, for example, periodically recognized brake disc thickness fluctuations or other inaccuracies of e.g. drums or rails or superimposed vibrations of force or torque measurements are calculated out or states of brake control signals that are not useful for braking are calculated out ( eg detection attempts for a closed circuit or eg detection of voltage shifts of ground references, change of supply voltage(s)).
- That the EMB is positioned above the momentarily expected energy for a specific contact force, or that an energy range is maintained, or that the energy (or a value that describes something similar) is measured when changing the position of the brake (e.g. when actuating, e.g. via actuator torque times actuator angle) and the actuation takes place up to the expected energy or that the expected energy in an energy range limits the actuation to permissible values and is preferred relates the expected energy to the current state of the brake.
- That deviations from the stiffness characteristic are corrected immediately by controlling the brake actuator with positions that are shifted by the necessary wear adjustment.
- a force sensor measures an entrainment or contact pressure force and preferably a comparison with a target value, e.g. in a control of the actual value; the regulation is preferably electronic, but can also take place by mechanical comparison.
- the force it is also possible to record the force in at least one point, for example, e.g. a switch can be actuated if a friction gripping force against a spring force, for example, exceeds a certain value and e.g. a small braking torque occurs.
- the air gap can be deduced and, with the (preferably instantaneous) stiffness characteristic, more precise braking can take place with this knowledge of the braking torque that is occurring.
- That analog or digital filters are also of a higher order or number of poles in the input signal (PWM, analog) or in the force or moment measurement signal, for example to suppress interference or to average or smooth the value, whereby a low-pass filter can also interact with an additional high-pass filter , to reduce time lag, similar to a "compensated voltage divider".
- That a pre-learned or adaptive system e.g. deep learning, neural network
- a corrective system e.g. fuzzy logic, models in microprocessor
- a brake actuator e.g. BLDC, synchronous or asynchronous motor, DC motor, electromagnet, piezo or an existing electrical machine such as wheel hub motor, wheel hub dynamo
- actuates a brake or at least two of a group e.g. axle
- a second actuator motor which actuates at least one parking brake position or releases it against an actuating spring, which can also serve as a service brake function (or for safety reasons) and/or which carries out a wear adjustment, if necessary in cooperation with the first actuator and that this second Actuator completely, partially or not used the same actuating mechanism as the first actuator and that this second actuator also actuates at least two brakes of a group, eg axis.
- That a wear model also supports the wear adjustment.
- a wear measurement is also carried out.
- That the brake uses a spring to assist in releasing and/or to assist in applying, which can also act via a variable or constant ratio.
- drum, disc, multi-disc or other brake for any movements as a self-energizing or non-self-energizing parking brake which also uses spring effects, e.g. for actuation and which also allows actuation via e.g not effective when stationary and which can assume two or more positions, of which at least one remains or is reached when the brake does not receive any electrical energy and lasting positions are also possible with a reduced holding current.
- That the brake must be supplied with electrical energy in positions that remain without electrical energy so that it can change its position and that the release speed or actuation speed is regulated or limited is, will or can be (by e.g. at least one resistance or short circuit or a mechanical, hydraulic or pneumatic speed influencing reduces the engine speed, currents or voltages are applied or that an electronic actuator control takes place) and that this speed limitation is used for comfortable starting or stopping or also to protect the material.
- the brake actuator is initially (time or position controlled) allowed a higher torque, which can also go so far that the brake actuator can cope with unusual conditions such as too much air gap or e.g dismantled (no friction surface such as disc or drum available yet) and that when a certain released position or range or a specified time is reached, a change is made to a lower released-holding current (e.g. with a low-loss controller) and that the necessary for this electrical parts are simple or, for example, for safety reasons, there are several of them in whole or in part, and advantageously there can also be several different, completely or partially independent power supplies.
- a lower released-holding current e.g. with a low-loss controller
- the parking brake can be monostable, i.e. it can go into the actuated state without electrical energy, for example, that it can be bistable, i.e. it can remain in the actuated or released state without electrical energy, for example, that it can have even more stable states, that it can an advantageous version in other than the monostable designs the provision of electrical energy or other release needs to make a change of state can. That it can be changed to other stable variants with simple means (e.g. simply removing a part such as a screw), e.g. if a stop screw is removed e.g. from a monostable version to a e.g. bistable version.
- simple means e.g. simply removing a part such as a screw
- drum, disc, multi-disc or other brake for any movements as a self-energizing or non-self-energizing service brake which also uses spring effects and which can also be operated via, for example allows resilient intermediate parts if the self-reinforcement does not work, for example when the vehicle is stationary.
- That the brake combines parking brake function and service brake function in one brake and can also change the functions if necessary, that, for example, a parking brake function is simulated on buses at bus stops, for example, in which, for example, a service brake is actuated to an extent that is necessary, for example, so that it is not necessary at every bus stop, for example insert a parking brake that brakes hard or brakes heavily, for example.
- At least one brake such as anti-theft protection, steering or steering assistance, e.g. of a vehicle (e.g. tractor or caterpillar vehicle) or aircraft or e.g. trailer (e.g. as a maneuvering aid for trailers), steering in the event of failures such as the actual steering, holding of a wheel, e.g. when changing a tire, intentional (possibly brief) locking or braking of at least one wheel, e.g. to build up a "snow wedge” or another useful feature that makes driving downhill easier, for example, removing moisture from e.g. brake discs, removing e.g.
- rust carrying out a test operation Eg safety reasons, comparison of a (also intentional, preferably minor) braking or change in braking for measurement purposes, eg to compare the suspected braking torque with a known or a known effect, for example by the effect on an electric motor or other vehicle drive motor, for example is detected.
- a (also intentional, preferably minor) braking or change in braking for measurement purposes eg to compare the suspected braking torque with a known or a known effect, for example by the effect on an electric motor or other vehicle drive motor, for example is detected.
- Vehicle e.g. car, commercial vehicle, truck, agricultural vehicle, bicycle, moped, motorcycle, trailer for these
- aircraft e.g. wheel brake, propeller brake
- machine e.g. driving or flight simulator, moving machine part, elevator, lifting device, wind power or Ship propeller
- other linearly moving, rotating or otherwise moving part with relative movement to be braked equipped with this brake e.g. car, commercial vehicle, truck, agricultural vehicle, bicycle, moped, motorcycle, trailer for these
- aircraft e.g. wheel brake, propeller brake
- machine e.g. driving or flight simulator, moving machine part, elevator, lifting device, wind power or Ship propeller
- the brake is attached directly, if necessary via a connecting part such as heat insulation to a rotating or stationary part of an electrical machine such as a motor or generator, ie a brake drum via a Thermal insulation is attached to the rotating part of a wheel hub motor, which is designed internally with or without a gear.
- That another non-electrical actuation can act on at least one actuation part, e.g. a mechanical handbrake function or to reach a position conducive to assembly or other handling or a (e.g. mechanical or pressure-actuated) emergency function in the event of failure of the EMB for release and/or actuation.
- actuation part e.g. a mechanical handbrake function or to reach a position conducive to assembly or other handling or a (e.g. mechanical or pressure-actuated) emergency function in the event of failure of the EMB for release and/or actuation.
- pressure is applied via a (also non-linear acting) lever or a pressure part (or multiple pressure is also applied via distributions, branches, “bends”, which preferably have hard, hardened or wear-resistant needles, rollers or other prefabricated and then pressed-in or attached (e.g. welded, screwed, clamped, plugged) parts are used for pressing or that the counterparts to these parts are inserted or attached (e.g. welded, screwed, clamped, plugged) and are preferably hard, hardened or wear-resistant.
- a height error can be used e.g. to follow the deformation in the brake during application or release. However, the height error can also be rendered harmless in the existing play.
- That the contact pressure of a brake caliper is introduced as close as possible to the pad surfaces in order to avoid long distances and heavy dimensioning of the load-carrying material.
- That a drag force is calculated as an average of a covering or from the sum or integral of many partial drag forces and that the total drag force of a covering as a pressing force on at least one other covering in turn causes an additional drag force of this covering or a sum or an integral of many partial drag forces that form a total driving force (braking force) and that the number of friction surfaces is taken into account, i.e. whether, for example, 2 friction surfaces are pressed as in a conventional disc brake or several as in a multi-disc brake.
- this driving force and a currently known coefficient of friction determine an average total deformation force, which also corresponds to an average total contact pressure force and this average total contact pressure force is either applied directly or only a part is applied and multiplied by an instantaneous self-reinforcement to the total contact pressure force.
- the fully or partially analog or fully or partially digital or combined control electronics is entirely on or in the EMB or is entirely or partially outside of the EMB or one electronic system operates several, e.g. the two EMBs of an axle, that overriding properties such as vehicle stability in the brake electronics are or outside, that the electronic system is fully or partially available multiple times (e.g. for safety reasons) or that one electronic system can take over the function or control of another.
- the electronics can interact with the environment, e.g. receive sensors or values or communicate values, e.g. to a vehicle or driver, e.g. via bus system(s) or wirelessly, e.g. radio, WIFI, Bluetooth, telephone network.
- vehicle stability functions such as ABS, ESC, Sway Control, hill holder or "biending" with another brake (e.g. regenerative braking) are integrated into these brake electronics, that rapid changes in braking torque are preferably carried out with a fast-reacting brake (e.g. regenerative braking), that tires are preferably operated in a good grip range (instead of releasing and actuating), that vehicle stability is continuously taken into account and these EMBs are controlled accordingly and not waiting until the vehicle has a need for stability action.
- a light modulation preferably with electric motor or generator
- That electrical consumers are used in the vehicle to consume regeneratively braked energy or that the regenerative energy generation is intentionally operated with a poorer efficiency in order to brake more regeneratively.
- the wheel slip or another size indicative of excessive braking such as Wheel speed drop or locking is used to prevent such a sub-optimal condition by only allowing such brake actuator positions (or other braking effect settings) which avoid these sub-optimal conditions.
- the brake can be adjusted back to the level it was before the suboptimal states and the braking effect can also be further increased again in the above process.
- a predictive method can be involved, which classifies an impending suboptimal state as possible from the changes in wheel slip, wheel speed, for example, and only increases the braking effect to such an extent that this state is avoided.
- the brake actuator controls classified as optimal can also be stored and the stored values can then be used to adjust the brakes, with the values also being situation-related, e.g. temperature-dependent or for e.g. asphalt, snow, ice, etc.
- the measured or estimated braking effect (and/or other data such as temperatures, brake actuator current, torque and position, error messages) are made available to the outside and, if necessary, external functions can be implemented with them, such as starting off with a "hill holder" whereby, for example, the recorded braking torque is observed from the outside and special values or changes are reacted to, e.g. if a braking torque is reduced when starting (e.g. engaging the vehicle clutch) and the brakes are released because this is seen as a favorable starting situation in order to ensure a jerk-free and to enable starting free of unintentional rolling forwards or backwards.
- the braking effect and driving effect e.g.
- braking torque, drive torque can also be variably matched to one another during this e.g. starting process, e.g. the starting torque is increased and the braking torque released in such a way that unwanted rolling forwards or backwards occurs as little as possible or not at all.
- a braking effect can be brought about intentionally, e.g. to avoid the constant "pulling" e.g.
- the braking effect of a wheel is deduced from the overall vehicle deceleration (which can be measured and/or derived from wheel speeds) and the respective wheel slip (e.g. deviation from the overall vehicle speed, which is formed taking account of the deceleration, for example) and this is compared with a model and a correction is made is formed (and, if necessary, saved and used again) in order to approximate the wheel braking effect to the model and thus achieve a more even braking effect on all wheels.
- the overall vehicle deceleration which can be measured and/or derived from wheel speeds
- the respective wheel slip e.g. deviation from the overall vehicle speed, which is formed taking account of the deceleration, for example
- the mechanical design of the EMB and the electronics is suitable for the required environment, ie waterproof including wading depth for use in vehicles and the components are, for example, correspondingly resistant, e.g. corrosion-resistant to salt water or water-protected plug connections.
- wheel bearing part 09 specific static friction 091 , initial position 092, braked position 093, drivers 094, vehicle dynamics control 10, signals in electronics 101, from electronics 102, vehicle data 103, self-generated signals 104, brake functions 105 (also mechanically), areas on curve 11, no pad travel 111, wear adjustment starting and/or or springs 112, actual rotary motion in wear adjustment 113, actual rotary motion in Wear adjustment and/or slipping clutch, increasing torque 114, full wear adjustment and/or an end stop 115, lining movement + at least one spring effect 116, lining movement + possibly wear adjustment 117, larger air gap 118, smaller air gap 119, wheel hub motor 12, wheel bearing 121, axle 122, rotating parts 123 (magnets%), stationary parts 124 (coils%), mounting plate (or similar) for drum brake parts 125, connection cable 126 for wheel hub motor or dynamo, connection cable 127 for the EMB, drum attachment 128, thermal insulation 129 , wheels 1301 -1308, starting braking 1401, sudden increase in slip 1402, 1st local
- wear adjustment device wear adjuster and wear adjuster are used for the same component and therefore have the same meaning.
- non-linearity 03 means a component or a combination of components that leads to a non-linear relationship between actuator actuation and pad travel.
- the non-linearity can be designed as a transmission component, in particular as a worm, as a cam, as a ball ramp 031 and/or as a lever.
- the non-linearities can be realized via the configuration of this transmission component, in particular the configuration of the geometry of this transmission component, preferably the configuration of the radii.
- Some components in particular the brake disc 011 and the brake drum 012, can represent typical formations of friction surfaces as counterparts to at least one brake pad 063.
- these components 011 and 012 can also be equipped with special friction linings.
- brake pads 063 Under the term toppings in the Within the scope of the invention and in the description of the figures, brake pads 063 in particular are to be understood.
- a non-linear EMB with wear adjustment 02 here an adjustment screw 022 (in which, for example, a nut can be driven by the outer ring of a planetary gear, which, for example, can also be readjusted if, for example, the actuator runs against the normal operating direction) before the usual contact pressure builds up.
- the non-linearity 03 here includes at least one ball ramp with, for example, a non-constant ramp gradient and/or spiral path, wherein several can be arranged one behind the other to multiply the non-linearity or several in parallel for several contact points as in FIG.
- Non-linear drive of the rotary motion (eg with actuator 04 and gear 045) via eg lever positions or gears with non-constant radius (as shown eg in Fig. 203) is also possible, just as other non-linearities such as cams are possible.
- the actuation of contact pressures 05 (which cause lining contact pressure, e.g. with actuator 04, non-linearity 03, also wear adjustment 02) can be synchronized or not, as indicated by the connection at the ends of the lever, so that, for example, if one element fails, it can still be pressed with the rest.
- a planetary gear can, for example, first distribute the torque to the at least one adjustment screw 022 if, for example, the ball ramps cannot yet be rotated via springs 07 to create an air gap (not visible in FIG. 1) or other obstacles to rotation, such as friction. If the adjusting screw 022 builds up a certain pad contact pressure, it can stop and direct the rotary movement into the ball ramp. The adjustment screw 022 can stop after the contact pressure builds up due to friction in the thread and only when the brake is released can it create an air gap 068 again (not visible in Fig. 1 because there are friction pairs). Springs between the rotating disks (Fig. 3, Rotordiscs 062) can be distributed more or less evenly to the friction pairings 06. The at least one adjustment screw 022 would thus be turned before and after each brake actuation to adjust the air gap. The rotation after braking can be made smaller, for example, if the slats can thermally contract.
- the torque distribution would be the ball ramp first (n) Twist 031. If the air gap were too large, the adjustment screw(s) 022 would be turned to reduce the air gap setting after the play had been overcome. As above, the torque distribution would bring the adjuster screw(s) 022 to a standstill if they caused pad contact pressure. This can be beneficial, for example, in the case of car brakes, so as not to cause wear on the at least one adjustment screw 022 every time the brakes are applied.
- the torque can be distributed with any arrangement, e.g.
- the at least one adjustment screw 022 can also be replaced by other processes such as e.g. inclined planes (also circular) or e.g. pressure transmissions.
- the actuation movement therefore preferably goes through various non-linearities: First, wear adjustment or checking whether it is necessary, then with increasing drive torque (e.g. actuator torque) change to increasing contact pressure (whereby the actuator can, for example, go through the range of maximum power if the actuation time should be as short as possible ) and then an area with reduced actuator torque can follow if the brake heats up in the position holding area and reaches the actuator. Then another area of the actuator torque can follow, in which e.g. fading can be compensated for, but in which no quick reaction and therefore no operation with maximum actuator performance makes sense.
- increasing drive torque e.g. actuator torque
- increasing contact pressure whereby the actuator can, for example, go through the range of maximum power if the actuation time should be as short as possible
- an area with reduced actuator torque can follow if the brake heats up in the position holding area and reaches the actuator.
- another area of the actuator torque can follow, in which e.g. fading can be compensated for, but in which no quick
- both associated ball tracks are spiral-shaped, which means that the ball must be in the intersection point and therefore linear gradients that can change at the same time can also be stable, because the ball can only be in the intersection point and cannot avoid it.
- Ball ramps arranged one behind the other (cascaded) are particularly interesting when large strokes are required, e.g. with multi-disc brakes.
- a wear adjustment can also be derived from this if, for example, a ball ramp with a greater gradient (or a non-linear ball ramp arrangement) can be rotated further than expected, i.e. if, for example, the contact point occurs later than expected when actuated, which of course also applies to single disc and drum brakes leaves.
- a common actuator can be used for ball ramp and wear adjustment device, for example, in that it can drive the sun wheel, for example.
- the wear adjuster eg screw
- the wear adjuster can be driven via the outer ring of the planetary gear, for example.
- Fig. 202 a ball ramp with, for example, spiral tracks is shown, where the Planet carrier (the cross bearing the planets) e.g. a ball ramp like e.g. Fig.
- the above wear readjustment can also be carried out as "readjustment after performing an actuating movement" by separating the measurement of the state of wear from the readjustment process.
- at least one force-displacement characteristic curve can be recorded via measurements (e.g. of the actuator torque versus angle) and it can be recognized whether the at least one characteristic curve is shifted by suspected wear and tear, and a wear estimate can be made as a result.
- wear adjustments are preferably carried out when the adjuster is unloaded, wear adjustment can be carried out, for example, with a special movement of the brake actuator after release and thus use of a corresponding non-linearity, e.g. after release, a part of a ramp, a cam or lever position, etc. that is otherwise unused for braking is used for this purpose , in order to readjust the wear adjustment device to a specific, eg continuous or stepped, level.
- Figures 301 -304 show a multi-disc brake in which springs, e.g.
- FIG. 301 shows a “brake released” state with full linings and FIG. 302 shows a “braked” state with worn linings for comparison, with a stroke limiter 073 limiting the stroke on the springs to the stroke that can be generated by the ball ramp 031 shown here as an example.
- Fig. 303 shows the brake from Fig. 302 that has now been released again (with worn linings), with the springs now pushing the discs apart and the function of the stroke limiter 073 becoming clear: since when the disk pack is actuated, it is only available with that provided by the ball ramp 031 stroke can be compressed, the springs are only allowed to apply this stroke again to push the discs apart, which can be achieved, for example, by limiting the stroke using the stroke limiter 073.
- stroke limiters 073 that are used differently from Fig. 303 are used, which do not work in relation to the ball ramp, but assume their position during heavy braking (e.g. aircraft landing) and maintain them by friction or form locking (e.g. similar to a ratchet), whereby one imagine the frictional connection, for example, when touching the rim (or of course also attached differently) could be imagined and would only affect the rotor springs 072, for example.
- an actuating cam 032 for example, there can be an "area otherwise unused for braking" 082 (special non-linearity as described above), or a mark in the area 081 used for braking for wear adjustment, e.g. on an actuating cam when the brake is actuated, can be exceeded stores a necessary actuation of the wear adjustment device 02 for the time being (eg in a wound spring 021), because the wear adjustment device can be under load when the brake is actuated. After releasing the EMB, the storage can carry out the adjustment process, e.g. turn the wound up spring 021 on the adjuster.
- Figures 501 -504 show an advantageous embodiment of a spring-actuated non-linear EMB, with the "monostable” version (Fig. 502) in the released state the "released” holding torque of the actuator (e.g. due to the lever position of the actuating spring 042, which from position in Fig. 502 can actuate the brake) is designed so small that the EMB will automatically switch to the braked state if the actuator is de-energized.
- the spring 042 when the spring 042 is actuated (relaxed), it will compress until a desired contact pressure force is developed via the non-linearities of the spring linkage and cam slope, which is shown in FIG. 503 .
- these non-linearities are preferably designed in such a way that if the air gap is too large, the triggering position for "noting” the subsequent wear adjustment is exceeded by the spring effect and thus the subsequent wear adjustment is scheduled, which is shown in Fig. 504 by the spring being able to rotate further than in Fig. 503.
- the position can also be measured or determined at the start of the release process or at the end of the actuating movement and the wear adjustment can be carried out by actuating the brake actuator which is otherwise not used for braking.
- the non-linearities can be designed in such a way that, if the air gap is too large, the greater actuation can be detected, but the pad contact pressure force still remains within a permitted range.
- the drum brake from Fig. 4 shows that a driving force can be detected in drum brakes (e.g. on a brake shoe support 069 of a pad carrier or brake shoe) in that, for example, the brake shoe is supported here with an eccentric pin (brake shoe support 069).
- the eccentric presses on the eccentric support, the eccentric tries to rotate, with the springs causing the counterforce against the eccentric rotation as a driving force measurement 064 and the deformation thus corresponds to a force, of course with lever and eccentric transmission ratio.
- the brake shoe support 069 can be designed in a variety of ways, e.g. with pins (right). You can also only use a specific drag force as a trigger, e.g. at or near the point of contact, which is easier to implement with e.g. disc brakes.
- Fig. 501 as a "bistable” variant (in which the lever position shown acts in the "released-hold” direction) addresses a different safety concept.
- the monostable version (Fig. 502) can advantageously be operated in such a way that it actuates automatically, i.e. brakes, when there is no current. However, this can become safety-critical in the event of an error, for example if, in the event of a line break, such a monostable parking brake suddenly causes a blocking with loss of control in a moving vehicle.
- the bistable variant (Fig. 501) can be designed in such a way (e.g. by the lever position of the actuating spring 042 snapping to “keep released” automatically or also by other locking, e.g.
- the above spring-cam combinations can advantageously be designed in such a way that they are close to an "energy swing” equilibrium, i.e. the force from the brake and spring action are roughly in balance and therefore minimal actuator force is required for actuation/release is.
- Another advantageous design would be that one can still ensure release with the actuator even with a significantly larger air gap or even ensure that the EMB can be brought into the released state by the actuator even without a counterforce from the drum or disk. It may be desirable (e.g. during assembly) that the brake is released by supplying power to the dismantled brake and can thus be assembled, even if the brake actuator is heavily loaded during this release and runs unusually slowly. These interpretations "Release with too much air gap” or even “Release without drum or disc” cause a non-linearity that may deviate very significantly from the theoretically favorable one (operation in ONE optimum over largely the entire operating range, i.e. the greatest power).
- FIGS. 601-606 show a floating caliper disc brake (unbraked in FIG. 601), in which the inboard lining is pressed on, for example, by a cam-like expanding part 051, as is also known, for example, as an expanding part in mechanically actuated drum brakes.
- the EMI expands and flexes during tightening, as shown in Figures 602 and 605 in an exaggerated manner.
- the cam-like expansion part would possibly perform a "scratching" movement on its two contact surfaces, because its rotation results in a height difference (between the unbraked position 053 and the braked position 054) and also a rolling movement on its surfaces.
- this expansion part can be designed and installed in such a way that its "scratching" incorrect movements are compensated for as far as possible with the incorrect positions caused by deformation of the brake parts to match. Remaining errors in the heights can be caught in play and displacement, as indicated, for example, by the tilting of the wear adjuster. Since high surface pressures occur on the expansion part, hardened surfaces are desirable, as shown, for example, in the variant in Fig. 603 with the pressed-in, hard pins with any desired cross-section. Of course, all other methods of spreading can also be used, such as, for example, ball ramps, also with a variable pitch or variable, for example spiral, track and multiple ball ramps.
- the wear adjuster can work, for example, as already described for the multiple disc brake.
- At least one spring 07 can be provided, which pushes or pulls back from the saddle or another point, for example, so that the expanding device or wear adjuster stays together and to push back the actuated lining (usually inboard lining).
- the expansion part 051 has a drive such as 052 and preferably runs in a rolling manner such as 033, for example as a roller for e.g. an actuating cam.
- Fig. 603 proposes a particularly favorable shape that is also easy to manufacture because, for example, hard needles can be pressed in or inserted in some other way, and it can also be cranked with a roller and also two ends on which needles can also be inserted.
- the needles or pins act like an expanding part 051 and can also be non-circular or ground or touch.
- Figures 604-606 show a floating caliper disc brake (unbraked in Figure 604) in which both linings (inboard and outboard) are lifted. It is known to lift pads (if possible inboard and outboard) from disc brakes by means of an active retraction effect. With EMBs, the directly actuated lining can also be retracted.
- FIG. 604 shows a released brake with full linings, with 092 showing the initial position of the pin, measured here for example against a ball bearing center (arrow) and 093 comparatively showing an end position of the static friction determined, which is reached with worn linings.
- FIG. 605 shows a braked state with worn linings and
- FIG. 606 shows the released state with worn linings, in which air gaps were achieved on both sides of the brake disc.
- it is proposed to use the displacement movement that generates the air gap to produce at least two points of a floating caliper, although in principle only one would be possible.
- a symmetrical arrangement is favourable, for example close to the guide bolts or surfaces of floating calipers.
- Fig. 605 The floating caliper 013 moves to the left as a result of lining wear and braking and also pushes the driver 094 to the left, and this also takes the specific static friction 091 (or a part of a similar effect) with it to the left up to the braked position 093, which can be, for example, an end position with worn linings and (possibly strong) braking and can be compared with the starting position 092 in FIG. 604, for example.
- stator and rotor springs can push the pads apart, which is comparable to the caliper sliding spring 074 acting against a sliding pad 075 and can also avoid the problematic play of a certain static friction, in that no additional play may be necessary.
- EMBs can have parts in the area of a floating caliper, such a mechanism can preferably be accommodated on or in the area of the floating caliper and protected, for example, with covers.
- these parts proposed for lifting the lining can basically be attached anywhere where a certain static friction 091 can be built up against a part that does not change or does not change significantly in its position with respect to the friction surfaces via at least one brake application and release process.
- 601 shows a spreading part 051 that spreads apart, as it is used in many mechanical brakes in principle with the same effect, only with a different design.
- mechanical drum brakes it is often "screwdriver-like" between the pad carriers, in truck air disc brakes, a part called the “lever” presses a pad with a short lever arm with power-boosting leverage, and the compressed air cylinder acts on the long lever arm. All of these have in common that they cause several "height errors" at the same time, see Figures 701 -705:
- FIGS. 701 and 702 are different rolling bodies, which mostly use a segment of a circle as a rolling surface, but could of course be arbitrary or, given small dimensions, could also have imprecise small contours due to the production process. It would be advantageous to use needles or rollers (e.g. press-fitting into bores) from roller bearings, for example, in order to achieve hardness, good circularity and cost-effectiveness.
- the other rolling surface will usually be a straight line ( Figures 701 and 702 above), but could also be different ( Figures 701 and 702 below) and will deviate minimally from the original (eg straight) due to the effects of use. If this expansion part is turned from the left position (Fig.
- rollers do not roll in a circular manner and/or rolling surfaces are not flat, this could be an advantage in terms of a height error bring, but price disadvantages.
- a point of contact must always have the same tangents on both curves that are in contact, and this would therefore also have to be taken into account with regard to a height error.
- a lever length of 45 mm would have a transmission ratio of 1:3 and would transform a 2 mm stroke into a 6 mm stroke and make a pivoting angle of approx 0.19 mm with a 19 mm roll circumference and ⁇ 3.6° and 0.03 mm height error from the circular movement.
- FIG. 705 you can see the expansion part with expansion part pivot point 057 and the thick circular parts (which represent the pressing of the expansion part).
- the thick circular parts press on the two thick rectangles, which are not rotated with the spreader.
- the expansion part fulcrum 057 could be mounted, but in FIG. 705 it can also be rotated without a bearing, since the expansion part between the thick contact surfaces shown here, for example, rectangular, essentially cannot leave the position.
- FIG. 705 there is a rolling pairing operated mathematically close to the optimum of the cycloid, with the thick circular arcs rolling on the thick corners. When turning clockwise, a point of support would move further up due to the angle function. The rolling circumference at the circular arc would also roll up.
- the support point does not remain at the same height, but both movements are similar, which means that little or no relative movement (“scratching”) is necessary.
- the two arcs could be connected between the rolling corners, which already gives little material in the area connecting through the middle. These roll-off curves with a radius of 4 mm, for example, have to be manufactured with uncomfortably precise results. If holes are now drilled to insert pins (dashed circles), the connecting material is largely drilled away and the rolling surfaces must be left free for the pins. These are good reasons to refrain from being close to the mathematical optimum.
- rollers of suitable diameter that is favorable in terms of manufacturing technology and forces. You can either accept the height error and, if necessary, assume that unwanted movements or deformations are taking place, e.g Braking takes place, for example, at 14 to 1/3 full braking deceleration). Or you can use movements or deformations that unavoidably occur when the brake is actuated by allowing height errors and other movements to act at least in the same, compensating direction, or preferably by designing them in such a way that height errors and other movements compensate as well as possible.
- This "other" movement occurs with drum brakes, for example, when the brake pad carrier that is pressed on moves (e.g. around its bearing point) or when the calipers of disc brakes deform under the contact pressure, e.g. widen and bend.
- scratching movements when braking can even make less of a difference than, for example, constant rubbing movements caused by vibrations, e.g. from an unbalanced wheel or diesel engine, and therefore this is also (e.g. partially) Allowing for height errors that cause scraping motion is entirely possible and can bring significant manufacturing and cost benefits.
- a housing 014 is preferably separated from the contact pressure force and the contact pressure force is generated as close as possible to the pad contact pressure or the wear adjuster placed in between. Inserted or otherwise attached or secured (clamped, welded, screwed) parts with special properties such as hardness, wear resistance and black are inserted needles or otherwise attached or secured (clamped, welded, screwed) parts with special properties such as e.g hardness, wear resistance.
- the geometry of the rolling of the black needles on the gray areas is preferably designed in such a way that the parts can be manufactured sensibly, but that errors in the rolling movement are, for example, small or such that they can be compensated for or tolerated by play, deformations, displacements , but also preferably act in such a way that deformations during actuation act as much as possible in the same way as the errors and therefore compensate as far as possible.
- FIG. 801 shows a possible embodiment with a lever with a roller 033 for the actuating cam 032 and two ends for two pressings, e.g. as an expanding part 051, which can be on both sides of the wear adjuster, so that the wear adjuster has space in between.
- Each of the two pressing ends can, for example, use the needles, rollers or other pressing parts on both sides, so that four synchronized pressings occur here, for example.
- the counter surfaces for the contact pressures must also be positioned accordingly and often present.
- This lever can also be assembled, for example from parts such as strip steel, sheet metal Etc. e.g. welded (indicated as a spot weld in Fig. 801 in the corner of the writing "Fig. 801"), spot welded, riveted, screwed, glued, use folded and bent connections etc.
- FIG. 9 shows an advantageous wear adjustment, which is advantageously driven by a rotatable part 9901 to 9906, which covers under one revolution, but as much angle of rotation as possible (because the accuracy can be higher with more angles), e.g cam, ball ramp or lever.
- a rotatable part like 9901 to 9906 can of course look and be arranged completely differently, only the function is shown here.
- a rotary part 9904 e.g. a cam
- a slip clutch 023 which tries to turn an adjustment screw 022, but cannot turn when the point of contact is reached. Intentional backlash would not rotate if the wear adjustment is correct, only if the backlash is exceeded will rotation occur.
- This slipping clutch 023 is implemented here with a wrap spring 024 (right), whereby of course any torque-limiting transmission is possible, which can (should) also specify a direction, so that the adjustment screw 022, for example, is turned essentially in the adjustment direction (since there is less wear and tear lining material, with exceptions such as brake dust accumulating).
- FIG. 9901 Another drive option for the wear adjuster screw is shown with the rotatable parts 9901 - 9903.
- the screw is driven via a torque limiter with a spring, for example at the cam, which Slipping clutch 023 saves, whereby the spring can adjust at the same time from a certain rotation and thus specify the air gap and limit the adjustment torque.
- the rotatable part 9901 can turn the spring with the circle when the cam rotates counterclockwise (which would be a pressing movement, for example), which is also possible in the further rotated rotatable part 9902 (torque limitation by spring compression already occurs here).
- the rotatable part reaches 9903, the dead point of the circular drive by the spring is passed.
- the arrow pointing upwards towards the rotational position of the rotatable part 9902 indicates that, at the small circle in 9902, a readjustment movement (rotation), for example pulling, takes place via, for example, ratcheting teeth 026 on the wear readjustment device 02 on the adjustment screw 022.
- the rotatable part 9906 shows that a part of the cam rotation that is not normally used during braking can also act on the e.g. ratcheting toothing 026 (arrow of 9906), with the dashed position pressing on the arrow (e.g. a tappet).
- All of these proposals may have in common that a wrap spring secures the adjustment screw against unintentional turning and ensures the direction of rotation of the screw in all operating states. You could also provide another ratchet or friction to prevent rotation. Under certain circumstances, it is possible to omit the anti-twist device if, for example, the friction on the screw is sufficient to achieve the above effect.
- the left wrap spring 024 can be supported by a part connected to the floating caliper 013, for example. With 063, for example, the inboard lining can be pressed on.
- the two coil springs on the left and right can of course also be combined or driven in such a way that a combined spring can be sufficient.
- a suggestion for a common one or both is in the rotating part 9905, where one long end of the wrap spring is actuated in the direction of the arrow and a shaft rotates at the same time (by further constriction).
- the turning can stop when the adjustment screw requires more and, for example, lead to elastic bending of the actuation end of the arrow, whereby the opposite direction of the arrow direction can also be used sensibly.
- the wrap spring can Actuation also generate friction or ratchet effect (e.g. also at the other end) against turning back the screw.
- the rotatable part 9904 performs an adjustment from a particular cam position, which could be in an otherwise normal unused range (or direction), but could also be flagged (or performed) for too much adjustment of cam lift, e.g. when a spring applied brake is due to wear pushed too far.
- the torque of the adjusting screw 022 can be limited, for example, via the rightmost slipping clutch 023 and, for example, the right wrap spring 024 can prevent reverse rotation and hold the position through friction, which means that the left wrap spring 024 can be dispensed with, but it could also be the other way around, only the left without the right be used.
- Figures 1001 -1002 are also proposed, with a part holding the rotational position and/or acting as a ratchet being supported against a non-rotating part 013, e.g. connected to the caliper, shown here as a wrap spring 024.
- a driver on the actuating cam 032 pulls at one end of a wrap spring 024, possibly via a guide (shown as a black rectangle under the arrow), which gives the direction of rotation of the adjusting screw and the screw torque, e.g is limited by the fact that the tensile effect of the wrap spring 024 only allows the circumferential force that can be transmitted by the rope friction equation.
- Fig. 1002 is quite similar: Here, for example, instead of a rather rigid coil spring, something elastic is rolled up on a roller 9907 to turn the adjusting screw, for example a rope, wire or cord. In the train of the possible cam 032, for example, something that limits the moment or stroke is inserted, indicated here as an elastic loop with a rectangular stop.
- something that limits the moment or stroke is inserted, indicated here as an elastic loop with a rectangular stop.
- a basic adjustment movement can also be actuated from any moving part (i.e E.g. pressure lever, ball ramp, gear part, etc.), the cam is used in the figures only as a representative explanation.
- All of these wear adjustments can of course not only be carried out during the actuation process, but also at special points in the rotary movement of the cam, ball ramp or lever, which are otherwise not used for braking and thereby specify the size of the adjustment and/or adjust the torque with a limited effect. You can also save on components, such as a torque limiter, if the twisting process of the adjustment screws is controlled differently, e.g. via the twisting angle of the cam, ball ramp or lever.
- FIG. 11 shows possible design variants that receive signals from the environment in the electronics 101 (e.g. desired deceleration or braking torque from the brake pedal) and, if necessary, emit signals from the electronics 102 to the environment (e.g. braking torque or temperatures), in each case e.g. via CAN, analogue, PWM, radio, Bluetooth, WIFI.
- any brake functions 105 can be applied to the brake, e.g. mechanical hand brake, mechanical emergency brake.
- Fig. 11 shows the basic parts of a structure in full (ie only parts of Fig. 11 can be used) with a higher-level vehicle dynamics control 10 ("Vehicle Dynamics" for example ABS, ESC, sway control, blending), the central for a vehicle, but also in copies or variants in individual control units or temporarily unused for later functional development.
- Vehicle Dynamics for example ABS, ESC, sway control, blending
- a braking torque is sent to braking torque control 044 (or regulation if braking torque can be determined), which controls motor electronics 043.
- everything above can be installed in electronics on or in an EMB, but in another extreme case there can also be individual electronics groups for everything that can be anywhere, such as the engine electronics 043 in an EMB or e.g together for two EMB on one axis. Control units can also take over calculations for other EMBs, e.g if at least 2 calculations are available or should be compared for security reasons.
- a drum brake 01 (e.g. as a “duo-servo, in which both pads are spread apart and then one pad actuates the other via the braking force and the second pad in the direction of rotation then finds support on a cam) by rotating with it Traction force, a cam or non-linearity 03 slightly twisted (or other force or path detection is provided) and a comparison between the target traction force (required braking torque) and the traction force determined (traction force measurement 064, actual braking torque) regulates the EMB in such a way that the actual Torque corresponds as closely as possible to the target torque (e.g. in an analog or digital controller 065).
- an analog setpoint braking signal 101 e.g.
- a target braking effect could be obtained on a bicycle trailer, e.g. from a drawbar overrun force (which has been cleaned of vibrations, e.g. pedal vibrations) and/or wheel speed change and/or driver input (e.g. handbrake lever position) (e.g. via radio, Bluetooth, WiFi).
- the actuator position e.g. via a characteristic curve
- existing magnet-actuated drum brakes in which the "magnet current" is controlled via a PWM signal, could be made more precise by determining the actual braking torque and suppressing PWM pulses if the actual braking torque is too high.
- the right disc brake 01 is actuated, for example, via a spring, non-linear spring position on the cam and the non-linear cam, and is released by the actuator (motor 041), it also being possible for a number of motors 041 to be set.
- a pressing force measurement 055 can be provided.
- the contact pressure can also be determined from the actuator torque and instantaneous non-linearity, if necessary including the instantaneous spring action.
- any measurements can be carried out on the brakes 01, such as temperature, wear, etc.
- the “vehicle dynamics” 10 will of course preferably receive or exchange vehicle data 103 such as wheel load, speed, temperature, rain, vehicle speed, deceleration, yaw rate, steering angle.
- "self-generated signals" 104 can arise or be communicated, e.g. with a deceleration sensor, calculation of an impact force, e.g. to be able to brake without a brake signal or brake signal transmitter and/or it can For example, the current braking torque can be estimated and, if necessary, adjusted with the setpoint value, for example in a regulation, or used for the control.
- FIG. 12 A suggestion for a mechanical "brake force control” is shown in Fig. 12 as a mechanical control of the braking force, here with a servo drum brake with support in one direction of rotation (clockwise):
- a drum brake 01 with springs for creating an air gap 07 (they also have a holding function below) supports the entrainment force on the brake shoe support 069, which here, for example as an eccentric, gives the entrainment force to a pointer and the springs act as entrainment force measurement 064.
- the upper arrow in the traction force control 065 shows that too much braking force pulls the bearing point of the expansion drive 052 to the left and thus relieves the actuation and thus acts on the lower arrow of the traction force control 065 as if the control would actuate less due to the non-linearity 03 with contact pressure 05 and thus causes less braking.
- Fig. 13 consists in principle of the parts of Fig. 12, only in Fig. 13 the direction of rotation and thus the driving force are reversed at the driving force measurement 064, which means that it would not be possible to reduce braking by retracting the bearing point on the expansion drive 052. Therefore, in Fig. 13, mirror-symmetrically to the brake shoe support 069, there is a second entrainment (arrow to the top left), which is then passed on to the arrow to the top left at the expansion drive 052 and leads to retraction in this direction of rotation.
- Fig. 1401 shows how non-linearity can recede for fast pad movement, e.g. when touching the pad: if the first cam is too steep, it can recede against the spring (dashed) until the less steep and longer (thick) cam comes into play , which requires less torque due to less pitch and, if necessary, more angle. It can be very steep at the beginning, e.g. to identify the point of contact and the onset of reverse rotation can be measured, for example.
- a sensor cam for touch point detection can be made of sheet metal, for example, because only a small force occurs here.
- the first cam can start so steeply that, with the correct air gap at a correct actuator angle, it is turned back a little when it touches the pad and then quickly builds up contact pressure and then transitions into the second cam. If the air gap is too small, the back twist can be observed earlier (and use the observation), if the air gap is too large, it can be observed later.
- the later cam could guarantee operability under all circumstances and the earlier cam could attempt particularly advantageous, e.g. A slipping clutch, for example, could also be used instead of the spring.
- Fig. 1402 shows a cam arrangement similar to an “automatic transmission”: a cam can move back to allow actuation with a slower lining movement if the driving torque for the fast lining movement would be higher than the spring allows: if the cam driving torque is too high, the cam will shift (dashed) E.g. when the disc brake is hot or the drum brake is cold, ie the cam is pushed back into the dashed position by the forces acting on it.
- the setting back can also be measured, for example.
- the axis of rotation of the cam adjustment 036 can also coincide with the axis of rotation of the cam 034: for example, a braking position can be specified by the actuator and the cam only follows when, for example, the onset of self-energization allows this.
- Fig. 1403 shows that different adjustment pivot points are possible, e.g. to also reduce the stroke, e.g. if the brake becomes stiffer with worn pads.
- the cam is pushed back here, e.g. because the start is too steep (fat roller 033, fat cam 032).
- the cam and roller come into the non-rich position, but can also (depending on the pitch and the forces) be pushed back to the dashed position.
- the back twist can also give less final lift to the roller, which can also be correct if e.g. the brake is stiffer than expected or more cam rotation angle can be used. It can also be advanced if, for example, the brake is softer than expected or there is more air gap than expected.
- arrows represent rotatable levers with an elastic connection (indicated spring). Under load, the spring is compressed, the connection is shorter and the moments on the levers are changed due to the new angles.
- Fig. 15 shows wear adjustments (which are actuated with the electric brake actuator) on drum and disc brakes, in which, for example, the correct size of the air gap is produced by play or cam rotation, but in which (possibly by dispensing with the actuation play) the detection the point of contact and the adjustment can be separated and the point of contact can be determined, for example, by measurements on the brake actuator and thus an adjustment can be triggered, which can be, for example, in an area of the brake actuator that is otherwise unused for braking.
- the S-Cam can be adjusted against the lever for wear adjustment, which is done in this process with the energy of the electric brake actuator.
- the S-Cam 056, which, for example, presses on the brake shoes via the rollers 066, can not only have a linearizing effect, but also have a compensating effect and, for example, compensate for the change in stiffness of the brake due to lining wear via its characteristic curve.
- a worm can be turned against a worm wheel with the wear adjuster, for example, in order to turn the position of the S-Cam 056 against the expansion drive 052.
- a driver 025 e.g. arranged on the non-linearity 03
- Other possibilities are, for example, adjustable cams 035, with wear adjustment being possible, for example, if a steep cam advances too far, for example when actuated, or, for example, no wear adjustment takes place if, for example, a steep cam is pushed back when actuated.
- a cam does not have to be made of solid material, but can also be, for example, a cam 037 that can be deformed or an adjustable cam 035 in whatever way. It is also possible, for example, to bend a wire or rod with a round or rectangular cross-section, for example, in order on the one hand to produce a smooth rolling surface for the roller at low cost.
- the springy effect of this curved rod can also be used to get an automatic adjustment of stroke and slope at every point: Drawn thick is an inactive initial position, drawn thin would theoretically be a slightly actuated position. By springing back the curved rod (deformable cam 037) it returns to the dashed position with less slope. If the force of the roller 033 against the resilient rod (deformable cam 037) is greater than expected, it will continue to spring back and gets even less gradient and thus a smaller "cam drive torque" since the curved rod acts as a cam.
- the bending back behavior depends on the spring properties of the rod, on the position and type of the clamping point (which could also be, for example, just a pivot point) and it can also be determined in some areas by other springs that influence the behavior (in the dashed area of the deformable cam 037.
- the deformable cam 037 can be prestressed so that, for example, no additional deformation occurs when it follows the prestressed contour, with the prestressing taking place in the bend of the 034 can be thought of as the cam pivot axis and 038 can be a more or less pronounced clamping or attachment point.
- the torque-determining spring (the receding spring action) would always be loaded to the same extent. Since the length of the spring determines the adjustment here, there can never be a constant actuator torque.
- the instantaneous non-linearity is automatically adjusted by this method in operation of the actuator, but not in the design calculation of a single non-linearity.
- the non-linearity can also be designed in such a way that a new, advantageous non-linearity is achieved with each change in the spring, for example when the spring compresses, a flatter point follows the cam.
- the change in spring and the instantaneous non-linearity allow good conclusions to be drawn about the contact pressure in order to carry out a particularly precise wear adjustment.
- a particularly advantageous design would be, for example, a "cam" in the form of a curved spring rod, which initially makes a particularly large amount of pad travel, more than is required, for example, with the correct air gap and elasticity of the brake with a full pad. Due to the particularly fast movement of the lining in the air gap, the point of contact can be easily determined by measurements on the actuator (e.g. torque, current, position). For this purpose, e.g. the deformation of the rod can be recorded (measurement, switching function). From contact, contact pressure for vehicle deceleration can be built up as quickly as possible. If the air gap is smaller (also due to e.g. brake disc expansion), the rod is bent back for a smaller pitch. This is repeated at each position up to an end position. If the brake is stiffer due to worn pads, the bar will be bent back more and the stroke will be reduced.
- the actuator e.g. torque, current, position
- the deformation of the rod can be recorded (measurement, switching function). From contact, contact pressure for vehicle de
- this method "loses" actuation energy in the deformation of the rod, i.e. it requires more actuation energy than a rigid non-linearity.
- deceleration can be brought about as quickly as possible, which for safety reasons would not be possible in the case of rigid non-linearity, because possible undesired states must also be operable and would lead to suboptimal rigid non-linearity.
- this method more energy is put into bending when the brakes are stiff (worn pads) than when the brakes are softer.
- the difference between full pads and worn pads in the case of rigid non-linearity is reflected in turn in suboptimal non-linearity for covering "everything".
- the energy lost to suspension can be less or zero.
- an actual rotational movement in the wear adjustment and/or slipping clutch can cause the actuator torque to increase further.
- a full wear adjustment and/or an end stop e.g. for the actuator angle
- the actuator movement which is negative here, is used here to determine these areas and to trigger these actions and movements and, if necessary, to determine the actuator moment. In principle, there should be no lift at the base, but a small positive contact pressure path does not have to be a problem here.
- At least one spring effect 116 can be determined in addition to the losses without movement of the lining, which spring action serves, for example, to lift the lining.
- wear adjustment 117 may be used, which can also be seen in the actuator torque. From then on, the surface contact pressure increases with increasing actuator angle.
- the wear adjustment, including the spring effect can also take place, as shown and described above, in actuator positions that are otherwise unused for braking, shown here as “negative pad movement”, which of course only exists from the point of view of the actuator angle.
- a wear adjustment e.g. with the brake actuator
- the course of the curves in the contact pressure area will be determined, for example, in area 118 by requirements, e.g. less actuator torque when the brake is hot for a cheaper motor, or in area 119 by geometry and mechanical resilience, because high clamping forces can occur, for example, due to a small air gap.
- the dashed curves thus show a smaller (left) and larger (right) air gap than compared to the full curve.
- the adjustable cams already shown can be designed so that they begin so steeply that the point of contact can be detected very precisely, e.g.
- FIG. 18 shows the lining states (lining stroke on the X axis, lining contact pressure force on the Y axis) for FIG. 17 with otherwise the same labeling.
- the actuator movement without lining stroke is not shown in FIG.
- FIG. 19 shows a possible assembly of an EMB on a wheel hub motor for, for example, a bicycle, bicycle trailer, moped, etc., with a wheel hub dynamo naturally being equally suitable.
- An axle 122 can be fixed on one side or both sides and has wheel bearings 121 of any type and number, which essentially support stationary parts 124 (eg coils, gears, etc.) with rotating parts 123 (eg magnets, etc.).
- in-wheel motor or dynamo connection cables 126 and EMB connection cables 127 there may be in-wheel motor or dynamo connection cables 126 and EMB connection cables 127, with the cables preferably being on the same side of the brake, most preferably on the fixed or vehicle inboard side, or preferably on the side of the brake which is substantially the same does not rotate and has, for example, a mounting plate (or other shaped part) for drum brake parts 125, on which, for example, an actuator 04 (or actuator parts such as springs) can be or the actuator (or parts) can also be from another place effect.
- the brake drum 012 (with brake linings 063) and the brake drum can be manufactured together with a rotating brake part, for example, or attached to it like the drum attachment 128, with thermal insulation 129 can be in between.
- the wheel with the brake or the brake can be easily pulled off or removed (e.g. that the brake drum is also removed) and if possible the cable connections do not have to be disconnected, and if possible no greased ones that are at risk of damage or loss Parts exposed after peeling. Even if a brake drum 012 rubs with the brake lining 063 in FIG. 19, any other friction geometries can be used, including discs or conical ones. If the "brake drum" is conical, a conical lining can be pushed in axially to actuate, eg with a (also non-linear) ball ramp. The entrainment (braking force) can generate additional contact pressure, e.g.
- the motor or generator or dynamo can also be excited electromagnetically (or also as a combination of electromagnetic and permanent magnet excitation) instead of being permanently excited as is usual today: If little or no electricity is to be produced, you can do that magnetic snapping as rolling resistance, if not magnetized, on the other hand the voltage can be increased as a generator with stronger excitation or the torque as a motor or the motor speed can be increased with field weakening, in addition no rare magnetic materials are necessary.
- a motor or generator torque can thus be coordinated with the torque of the friction brake in a particularly advantageous manner in other areas, or a generator voltage can be achieved for better regenerative braking or better battery charging.
- the (also additional) electromagnetic excitation can of course also be used if the motor, generator or dynamo is structurally separate from the brake.
- the excitation current would preferably be transmitted to rotating parts without slip rings, i.e. similar to a transformer effect, and the current for the power would preferably be transmitted to a stationary part.
- the field can usually be generated with direct current, here it is also suggested that it can also be generated as a rotating field and thus the relative speed between the power coils (e.g. stator) and the field can increase.
- the voltage of a generator can be kept higher when the speed decreases, or the size of a generator, for example, can be reduced by apparently increasing the speed. You could also call it a traveling or rotary field machine or generator.
- Fig. 20 the problem of a “screwdriver-like” expansion part 051, which is common today in drum brakes, can be explained: when rotated about the expansion part pivot point 057, it produces scratching losses (e.g. on the brake shoes 067), has a non-linear, cosine-shaped stroke, which becomes zero in the horizontal position and with a pivot point that is usually fixed, has no possibility of compensating for different covering thicknesses.
- a non-linearity 03 which can also be designed as an actuating cam 032 or similar to a part of an S-Cam 056, rolls on the roller 033 with reduced friction, for example, and can also have the pivot point of the cam axis of rotation 034 on the left brake shoe 067 , in order to bring about pressure on both sides of the lining.
- the downward arrow indicates that the wear adjustment actuation of the wear adjustment 02 can be actuated, for example, by an area 082 of the non-linearity 03 that is not used for braking, which does not make a stroke and is therefore not used for the braking process, with the adjustment force also being transmitted via a slipping clutch (dashed) can be limited or force and/or travel can also be influenced via a spring for wear adjustment 021.
- a notice for a wear adjustment or triggering a wear adjustment with too much stroke can also be made via an area 081 used for braking, whereby a slipping clutch, spring or other influence is possible.
- the wear adjuster area around the wear adjuster 02 can also transfer the braking force of one shoe to the other and allow so-called servo brakes.
- the wear adjuster side of the cam can also lift to accommodate the To determine the contact point (via actuator torque, slip clutch, etc.) and for the actuator torque, a spring can serve as a reference, with which the beginning of the pad contact pressure can be determined.
- an actuator 04 can actuate a duplex drum brake, for example, whereby the cam axes of rotation 034 can be mounted in a fixed manner and, for example, non-linearities 03, linearizing actuating cams 032, also like part of an S-Cam 056 can press the shoes and the actuations this cam can be connected to an indicated linkage, for example.
- a wear adjustment can, for example, adjust the cam(s) in rotation (e.g. with a ratchet) or pre-rotate (as known e.g. with S-Cams) or e.g. trigger an adjustment in an area not used for braking against the normal direction of actuation. Below in Fig.
- an expansion part 051 is usually actuated, for example, by a cable pull (arrow) and can have any favorable mechanical form here, which preferably follows the movements during the pad contact pressure. Necessary compensating movements can be caught in the play of the components so that there is as little "scratching" movement between the parts as possible.
- Fig. 22 shows an actuating cam 032 combined with a lever, with the movements of the contact pressure 05 and pad carrier preferably being such that they are as similar as possible, i.e. with little relative movement, and the relative movement is preferably absorbed by the existing play.
- the actuating cam 032 can, for example, carry out an adjustment to the wear adjustment device 02, as indicated by the arrow.
- an electromagnet could also pull (arrow at roller 033) instead of the pressing actuating cam 032.
- the dashed line shows the fully braked state.
- Figures 2301 - 2302 make suggestions for measuring the braking force, which can also be modified and combined with all the brakes shown.
- Fig. 2301 shows the basic possibilities of how and where in a protected area (inside a drum brake, without the use of external force) driving force measurements 064 can be carried out.
- the small arrow pointing to the right above the cam indicates that, for example, in an area without functional pad travel, any spring force, for example a pad retraction spring, can also be measured.
- Fig. 2302 suggests converting the high driving force (e.g. with a lever) into a smaller one with a larger displacement and measuring the force or displacement on the arrow of the lever or just a switching function, e.g. with the indicated one Stop (short, bold, vertical line), which shows, for example, the start of usable contact pressure with a small braking torque and thus a point on the current force-displacement characteristic.
- FIG. 24 An example of a comprehensive brake 01 is shown in principle in FIG. 24, ie it can be used with a brake disk 011 but also with any other type of friction such as a drum or, for example, running linearly, and of course not all parts listed have to be used and functions can also be different be designed (e.g. release without energy or actuation without energy). It is actuated here, for example, by an expanding part 051 via a contact pressure 05 (which, for example, can also contain wear adjustment) by a non-linearity 03, e.g. a cam 032, in which case, for example, one (or more, also for lifting all the linings) air gap-generating spring 07 can act .
- a contact pressure 05 which, for example, can also contain wear adjustment
- a non-linearity 03 e.g. a cam 032
- one (or more, also for lifting all the linings) air gap-generating spring 07 can act .
- An actuating spring 042 can be present in order to bring the brake into a braked state, for example without the energy of the motor 041, and/or to operate it in the “energy swing” in such a way that the motor 041 supports the “actuate” or “release” direction through spring action (although both effects can also be run through).
- the motor 041 could act rigidly on a non-linearity 03, but also via a spring 048, which can act as a "parking brake spring” 048, for example a brake disc with the engine torque can be unfavorable or even impossible to achieve a certain parking brake position, for example.
- the parking brake spring 048 can then still allow the actuator movement if, for example, it is compressed in the process.
- the parking brake drive 047 can actuate the brake independently of the actual brake actuator (e.g. with the motor 041), preferably if the gear wheel is actuated via a clutch (e.g. only acting in the direction of actuation or ratcheting) or a driver is decoupled from normal braking operation, i.e. not normal operation disturbs. This can also be used as an emergency brake drive, for example to brake when motor 041 is not working.
- Fig. 25 is based on actuator torque (Y-axis) over actuator angle (X-axis) shows how an area without functional pad travel here, for example, in an area 082 otherwise not used for braking, for example against the direction of rotation normally used to increase braking, a Calibration spring 046 with spring characteristic 049 can be used: with negative rotation here and correspondingly negative actuator torque, the unwanted (e.g. mechanical) losses 016 are run through without any other force build-up until the calibration spring characteristic 049 is run through. Then the direction of rotation is reversed and the losses are now visible in the opposite direction, i.e. they basically appear twice as high when reversing.
- actuator torque Y-axis
- X-axis shows how an area without functional pad travel here, for example, in an area 082 otherwise not used for braking, for example against the direction of rotation normally used to increase braking
- a Calibration spring 046 with spring characteristic 049 can be used: with negative rotation here and correspondingly negative actuator torque, the unwanted (e.g
- a “calibration spring” 046 can be present, for example in order to be able to compare a known or stored spring characteristic 049 (or at least one value) with the engine torque determined (e.g. from the current) in a non-braking state and/or to be able to compare different values that occur during of the movement can be determined, to be able to compare and to be able to control the brake more precisely or to be able to better recognize the beginning contact of the brake pad on the disc.
- This calibration spring 046 can act in braking, in an air gap or in an actuator movement that does not cause any significant movement of the lining, or in several such movements, also with different effects and tasks.
- a spring that fulfills at least one other function can also be used for calibration purposes.
- a “release spring” spring for creating an air gap 07
- the release spring can help in the known way to push the friction and brake linings apart when the brakes are not applied, i.e. away from the braking effect.
- the release spring can also be related to the engine torque for calibration purposes.
- the spring behavior can also be included in the determination of the mechanical losses, also in connection with the air gap, contact point and course of the non-linearity.
- the calibration spring 046 can be used, for example, in an engine area without or with a very small pad lift and from the pad lift the additionally acting spring for air gap generation 07 can also be used for calibration purposes.
- This calibration can also be seen as a determination of a deviation, also as a comparison (also including the course of the non-linearity and characteristic curves of the springs) with something measured, but also as an instruction (what needs to be done to get better or to achieve something) , whereby at least one value is worked out here that explains deviations in such a way that they can be compensated.
- a stop or a spring can also be approached, including the calibration spring mentioned, which can have the particular advantage that it can be approached, for example, before the first actual braking and eg can be in an actuator rotation range, which can have special properties such as no significant pad travel or, for example, in a direction of rotation or range of rotation that is not used for normal brake actuation.
- a calibration can be carried out, which values measurable on the actuator (eg current, power, energy, etc.) correspond to which spring action and also, for example, via the (possibly extrapolable) calibration spring characteristic 049 or points from it.
- the currently prevailing unwanted mechanical losses 016 can also be detected.
- a possible recommended procedure would be, for example (advantageous, e.g. also in a range from little to essentially no pad lift, i.e. e.g. also in an actuator direction of rotation not used for normal service or other braking 082: increasing the actuator speed without spring action, maintaining the speed without Spring action (which can be seen, for example, as running with covered losses without any other input of energy), tensioning the spring from (e.g. essentially) the mass inertia of the rotation, determining the "braking distance" until the spring brings the rotation to a standstill, acceleration by the spring ( now, for example, against the above direction of rotation), whereby this acceleration can, for example, also take place with a defined motor current (e.g.
- partial process occurs, for example, when the actuated brake (which manifests itself as a spring effect) accelerates the motor when it is released or brakes an actuation movement, for which purpose the acceleration or deceleration can also be allowed to run with zero motor current, in order to essentially reduce the mechanical losses detect.
- the clamping force (or the moment resulting from it) acts in the brake (and possibly other forces, for example from springs) as an acceleration or deceleration force. If this is stored (e.g. as a characteristic), the actual state of the brake could deviate from the stored one and if the clamping force is measured or estimated (e.g.
- the measurement has tolerances, ie one would have something stored that could be questionable, compare to what extent it is at all true with something measured that has tolerances. Therefore the suggestion that measurements made during actuator angle changes can also be compared, even compensating for systematic measurement errors if they are similar.
- the actuator torque would change significantly with the contact pressure position, which of course can still be an application for the energy method described here.
- the process described can of course also be modified with the aim of determining the status, e.g. by omitting or changing the sequence, the processes can be erratic or random, e.g. sinusoidal or S-shaped (e.g. speed or movement curve), but they can also be superimposed on the course of movement (e.g. due to a change in speed, a change in current, even up to a brief shutdown and/or even a reversal of the current direction).
- the processes do not have to be triggered by this method either, but other processes can also be used.
- the driver can use a “brake release” to observe the actuator acceleration.
- Every actuator movement or change of it can (should) therefore be examined for conversion of the energy form, including conversion into losses if necessary, in order to find parameters of the process such as total losses, partial losses, expected actuator values for specific braking, etc the known mass inertia, the presumed or measured clamping force from the brake, known spring effects and any other known influences to determine what the desired influencing variables (e.g. losses) must be (or are presumed to be) in order to explain the actuator torque curve, possibly taking them into account the conversion of energy forms.
- the desired influencing variables e.g. losses
- this can be done to determine a wide variety of results, for example to explain the engine torque curve for certain actuator observations. In general it can be seen as finding an explanation for an observation.
- a temporal amplitude curve is transformed into the strength of frequencies.
- a temporal curve of an actuator torque for example, is transformed into parameters (e.g. losses), which are seen as contributing to the curve.
- the actuator would travel through a negative angle and overcome losses that would also be negative due to the negative direction of rotation. If no force is taken or added for other purposes, the actuator torque now corresponds to the losses and can be recognized immediately, even with no difference to a different direction of rotation. These are "no-load losses", e.g. of a motor gearbox. These can be different, for example due to the different position or viscosity of the fat, so it is good to know the current value. Loss fluctuations can also be detected to a limited extent in the course of rotation. From spring contact, the spring characteristic can be recorded and also compared with the spring characteristic of the actually installed spring or, for example, angular points on the spring characteristic are connected to a resulting torque from the spring.
- no-load losses e.g. of a motor gearbox. These can be different, for example due to the different position or viscosity of the fat, so it is good to know the current value. Loss fluctuations can also be detected to a limited extent in the course of rotation. From spring contact, the spring
- this spring is the actuation snail in the rotational movement, the spring can be relatively small in contrast to the spring discussed above in the pad stroke and still generate a significant actuator torque, because a further translation between the rotation of the actuation snail and the pad stroke increases the contact pressure greatly.
- “Notable” can mean that, for example, roughly that actuator torque is generated that later corresponds to a normal or light or defined brake actuation and one already knows which actuator torque is then to be expected when actuation, also with the problem of losses (which were already included here).
- This spring also requires no useless tensioning energy in the brake actuation. It doesn't have to be a spring either, it can also be a rubber or a stop, for example.
- a stop would cause very high deceleration forces if you drove into the stop (e.g. to find it), which a spring or rubber with lower deceleration forces can do. It does not have to be an explicit part either, an existing part or any part can also be used, even "nothing" would be possible in the sense that the actuator does not continue to move in this direction. Torques that occur when a function (eg a wear adjuster) is actuated can also be used. Something that can be found by the actuator moment (e.g. stop, spring, rubber, etc.) is also recommended here in the sense that a starting position can be found or defined at the same time.
- an actuation characteristic of the brake e.g. actuator angle and actuator torque, also with the difference between actuation and release
- an actuation characteristic of the brake e.g. actuator angle and actuator torque, also with the difference between actuation and release
- the mass inertia is determined to a large or predominant part by the motor because the proportion of fast-rotating parts is higher with the square of the ratio (the slower parts can of course also be taken into account).
- a measurement on the actuator motor is of course preferably carried out electrically, ie via current (preferably the Iq, the “torque-generating current” is suggested), voltage, angle sensors (or similar).
- An “actuator power” could be calculated from this, for example as current times voltage (and the efficiency if the shaft power is required). It is well known that power and torque can be converted into one another via angular velocity (resp. eg rotational speed). However, the unpleasant fact lies in the efficiency that it depends strongly on other things such as the current (also squared), the temperature, the voltage, etc., so a more favorable calculation is also suggested in addition to this: Electric motors (e.g. BLDC) have one easy to represent (e.g.
- the known non-linear transmission ratio can also be used to draw very precise conclusions about the pad contact pressure, since the losses are also well known.
- the actuator torque curve does not have to correspond exactly to the planned curve, the measurements can also show the broken curve. Then you can see, for example, that the contact point (at which actuator angle the lining comes into contact with the friction surface) is different than planned, eg due to lining wear, and a wear adjustment can be requested, for example.
- a non-linear brake i.e. with a transmission ratio that changes over the travel of the lining, is recommended as advantageous if it works with an actuator torque that does not change very much via the pressing of the lining, because then the torque range in which a comparison is made with the spring characteristic is relatively limited.
- the actuator torque with a linear drive e.g. ball screw
- a non-linearity divided into areas is also particularly recommended, as this makes it easier to implement an area without any significant pad lift, for example.
- 26 shows a possible mode of operation of an anti-lock braking system that uses the advantages of an EMB and that is based on the possibility of positioning the actuator and is of course not possible in this way with hydraulic brakes.
- the diagrams have the time t on the x-axis, the upper diagram shows the speed v on the y-axis, more precisely the vehicle speed 1413 (dashed) and a wheel speed 1414, the lower diagram shows the speed deceleration of the wheel on the y-axis as first derivative of the wheel speed.
- ABS is conditionally possible with jointly actuated brakes. It is preferably done differently than pressure-actuated brakes.
- wheel locking can first be observed as the braking increases, e.g. on an icy side of the road. Now, with further braking, e.g. more braking effect would be possible if the wheel is running on asphalt on the other side, for example. This increasing braking effect can be limited in the rate of increase and in the braking effect in order to prevent undesired yaw moment or to build it up so slowly that the driver can compensate for it. With these jointly actuated brakes, the wheel with less grip would lock, but the wheel with grip can retain lateral guidance and braking can therefore be performed well and stably, even though one wheel will lock.
- the wheel speed 1401 is an onset of braking.
- the wheel speed is slightly lower than the vehicle speed due to the permissible slip.
- Vehicle speed as that over ground can be determined in many ways, for example via the instantaneous deceleration, via the highest wheel speed, via GPS or other measurements.
- 1402 is excessive braking because slip is increasing and wheel speed is dropping too quickly.
- the brake actuator position for this still favorable point is saved. Now, however, the brake actuator was braking more strongly in the direction of movement and will unfortunately increase the braking specification on the wheel a little further up to 1403, but you go back to the still good brake actuator position and reach the again favorable state 1404, in which favorable wheel slip again prevails and initially a favorable one braking effect exists.
- a target braking effort increase attempt may be made as shown at 1410 and the cycle would start again at 1401 at any increase 1411 .
- a modulation 1412 in order to fathom the current state of adhesion and to give the modulation a course, for example, to intensify it and/or to vary the average value, for example to increase it.
- This modulation can also always be applied to the braking, or only in suspicious cases, or only with certain criteria, such as a little meaningful slip.
- Hatching conditions can also prevail which are hardly or not at all reflected in the courses described. For example, blocking can occur immediately on ice without a pronounced increase in slip. Then, for example, braking can be carried out using other or additional methods, such as using a brake actuator position that is just changing from a locked to a running wheel or staying at a brake actuator position (possibly also with a time limit) at which the wheel speed was just beginning to be observed.
- certain quick, small or modulating changes in the target braking effect can preferably be carried out with the drive motor or generator.
- the desired force distribution at the wheels for optimal stability e.g. cornering, drive, braking, rear wheels swerving, pushing over the front wheels
- This can also include steering or individual wheel steering.
- this vehicle drive motor could of course advantageously serve as a vehicle drive in one direction of rotation and as a brake actuator in the other direction or this assignment can be made by any kind of changes in the drive.
- a "vehicle stability" in the sense of an ESC can only be achieved to a limited extent with these associated brake operations. However, you can let the trailer exert a pull on the towing vehicle, which can help prevent the trailer from swaying.
- this ABS can also be used to carry out the brake control in such a way that, despite this incompatibility, the achievable braking effect is used as well as possible , i.e. systematic too little, too much or blocking braking is avoided as far as possible, as would be possible with a well or optimally matching target braking request and achievable braking effect.
- An example would be a target braking request that always ranges from 0 to 100% and a trailer axle with very different axle loads, with the target braking torque being used for high trailer loads, but limited early on by wheel slip, resulting in better actual braking behavior is achieved, for example, as if the target braking request would take into account the actual axle load.
- this can be applied to wheels, axles or a vehicle and can be related to any wheel slip determinations, also, for example, that braking is insufficient and a higher braking effect setting due to insufficient wheel slip follows and of course it can also be extended to vehicle stability such as ESC or sway control.
- a wear adjuster that can be actuated in a controlled manner is advantageously used, in which the extent of the adjustment is known so precisely that small tolerances are compensated for by increased/weak lining wear and inequalities do not constantly accumulate.
- a wear model can advantageously be carried along, which avoids too much or too little adjustment and includes e.g. wheel speeds, speeds, braking torques, delays, temperatures, braking power.
- ABS would be done like a simple braking system with mechanically connected brakes, except that you don't have to operate the wheels as locked on purpose, but can set each braking effect correctly.
- the left 1301 -1304 and right 1305-1308 wheels can be correctly combined into yaw moment and rate of climb limited groups, e.g. 1301 with 1308.
- the permissible yaw moment can also be speed-dependent, for example, in order to compensate for a rudder effect that decreases with speed or aircraft weight may be included.
- Instantaneous reverse thrust effects can also be included.
- One can also intentionally create a yaw rate or yaw moment to steer or to assist in steering. This can also be done in combination with the rudder, so that, for example, steering is preferably done with the rudder and only if it is not sufficient with the wheel brakes, possibly including steered wheels.
- this "steering with the brakes" can also be used with all other vehicles, e.g. if a steering system fails or the steering system is not effective enough, e.g. tight curves or unfavorable surfaces or unfavorable leanings.
- a vehicle stability system such as ESC would of course constantly calculate the best possible braking effect for each individual wheel and not, as is usual with hydraulics, brake left and right equally and only counteract with classified instability with individual wheel braking.
- the electromechanical brake 01 comprises an actuator 04, in particular an electric actuator 04, a gear 045, a brake pad 063 and a friction surface.
- the actuator 04 moves within a limited range of actuator actuation. Furthermore, the actuator 04 executes a lining stroke in at least part of its actuator actuation range via the transmission 045, which for braking presses the brake lining 063 in the direction of and against the friction surface in order to generate a contact pressure force and a braking torque resulting therefrom.
- the transmission 045 of this embodiment has a non-linearity 03, that is to say a ratio that is not constant over at least part of the actuator actuation range.
- the transmission can be designed in a non-linear manner and/or in such a way that a non-constant translation is made possible.
- the gear ratio of transmission 045 is selected and/or designed in such a way that at least two subsections with nonlinearities 03 that act differently are formed along the actuator actuation region.
- These two differently acting non-linearities 03 are selected from the following non-linearities 03: non-linearity 03 to overcome an air gap 068 between the brake pad 063 and the friction surface, non-linearity 03 to determine the contact point of the friction surface and the brake pad 063, non-linearity 03 to achieve a minimum braking effect, non-linearity 03 to generate one rising braking torque, non-linearity 03 for operation with reduced electrical power requirements, non-linearity 03 for quickly achieving high braking effects, non-linearity 03 for measuring and/or setting parameters, non-linearity 03 for reducing electrical and mechanical loads when the lining starts to move, non-linearity 03 for compensating for brake fading, and /or non-linearity 03 for wear adjustment 02.
- the invention is not limited to the illustrated embodiments, but includes any electromechanical brake, any machine, any wear adjustment device and any method according to the following patent claims.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Braking Arrangements (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN202180072708.6A CN116507824A (zh) | 2020-08-24 | 2021-08-24 | 机电制动器、磨损调节装置以及用于操作机电制动器的方法 |
CA3190939A CA3190939A1 (en) | 2020-08-24 | 2021-08-24 | Electromechanical brake, wear adjustment device and method for operating an electromechanical brake |
MX2023002310A MX2023002310A (es) | 2020-08-24 | 2021-08-24 | Freno electromecanico, dispositivo de ajuste de desgaste y metodo para operar un freno electromecanico. |
EP21777619.4A EP4200537A1 (de) | 2020-08-24 | 2021-08-24 | Elektromechanische bremse, verschleissnachstellvorrichtung und verfahren zum betrieb einer elektromechanischen bremse |
Applications Claiming Priority (6)
Application Number | Priority Date | Filing Date | Title |
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AT602602020 | 2020-08-24 | ||
ATA60260/2020 | 2020-08-24 | ||
ATA60363/2020 | 2020-12-08 | ||
AT603632020 | 2020-12-08 | ||
ATA60191/2021 | 2021-07-14 | ||
AT601912021 | 2021-07-14 |
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WO2022040712A1 true WO2022040712A1 (de) | 2022-03-03 |
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PCT/AT2021/060293 WO2022040712A1 (de) | 2020-08-24 | 2021-08-24 | Elektromechanische bremse, verschleissnachstellvorrichtung und verfahren zum betrieb einer elektromechanischen bremse |
PCT/AT2021/060294 WO2022040713A1 (de) | 2020-08-24 | 2021-08-24 | Bremsvorrichtung |
Family Applications After (1)
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PCT/AT2021/060294 WO2022040713A1 (de) | 2020-08-24 | 2021-08-24 | Bremsvorrichtung |
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US (1) | US20230392659A1 (de) |
EP (2) | EP4200537A1 (de) |
CN (1) | CN116420034A (de) |
CA (2) | CA3190936A1 (de) |
MX (2) | MX2023002309A (de) |
WO (2) | WO2022040712A1 (de) |
Citations (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20040026184A1 (en) * | 2000-09-22 | 2004-02-12 | Dietmar Baumann | Wheel brake device |
EP1775494A1 (de) * | 2005-10-15 | 2007-04-18 | LuK Lamellen und Kupplungsbau Beteiligungs KG | Bremsbetätigungsvorrichtung |
EP1798123A1 (de) * | 2005-12-14 | 2007-06-20 | Fondazione Torino Wireless | Elektro-mechanische Stellvorrichtung für Kraftfahrzeugbremsanlage und Bremsanlage ausgerüstet mit einer solchen Vorrichtung |
EP2574817A1 (de) * | 2011-09-30 | 2013-04-03 | Siemens Aktiengesellschaft | Elektromechanische Betätigungsanordnung einer elektromechanischen Bremse und elektromechanischen Bremse |
EP3064797A1 (de) * | 2013-03-11 | 2016-09-07 | VE Vienna Engineering Forschungs- und Entwicklungs GmbH | Elektrisch betätigte reibungsbremse |
WO2019068794A1 (de) * | 2017-10-06 | 2019-04-11 | Thyssenkrupp Ag | Mechanische bremsvorrichtung |
WO2019076426A1 (de) * | 2017-10-16 | 2019-04-25 | Wabco Europe Bvba | Bremsvorrichtung, insbesondere nutzfahrzeugscheibenbremse |
US20200062230A1 (en) * | 2017-05-09 | 2020-02-27 | Wabco Europe Bvba | Electromechanical brake actuator |
WO2020058284A1 (de) * | 2018-09-19 | 2020-03-26 | Greenbrakes Gmbh | Verfahren zum bestimmen von auslegungsparametern einer elektromechanischen bremse sowie elektromechanische bremse |
-
2021
- 2021-08-24 EP EP21777619.4A patent/EP4200537A1/de active Pending
- 2021-08-24 MX MX2023002309A patent/MX2023002309A/es unknown
- 2021-08-24 WO PCT/AT2021/060293 patent/WO2022040712A1/de active Application Filing
- 2021-08-24 CA CA3190936A patent/CA3190936A1/en active Pending
- 2021-08-24 CN CN202180072723.0A patent/CN116420034A/zh active Pending
- 2021-08-24 EP EP21762589.6A patent/EP4200536A1/de active Pending
- 2021-08-24 CA CA3190939A patent/CA3190939A1/en active Pending
- 2021-08-24 WO PCT/AT2021/060294 patent/WO2022040713A1/de unknown
- 2021-08-24 MX MX2023002310A patent/MX2023002310A/es unknown
- 2021-08-24 US US18/023,031 patent/US20230392659A1/en active Pending
Patent Citations (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20040026184A1 (en) * | 2000-09-22 | 2004-02-12 | Dietmar Baumann | Wheel brake device |
EP1775494A1 (de) * | 2005-10-15 | 2007-04-18 | LuK Lamellen und Kupplungsbau Beteiligungs KG | Bremsbetätigungsvorrichtung |
EP1798123A1 (de) * | 2005-12-14 | 2007-06-20 | Fondazione Torino Wireless | Elektro-mechanische Stellvorrichtung für Kraftfahrzeugbremsanlage und Bremsanlage ausgerüstet mit einer solchen Vorrichtung |
EP2574817A1 (de) * | 2011-09-30 | 2013-04-03 | Siemens Aktiengesellschaft | Elektromechanische Betätigungsanordnung einer elektromechanischen Bremse und elektromechanischen Bremse |
EP3064797A1 (de) * | 2013-03-11 | 2016-09-07 | VE Vienna Engineering Forschungs- und Entwicklungs GmbH | Elektrisch betätigte reibungsbremse |
US20200062230A1 (en) * | 2017-05-09 | 2020-02-27 | Wabco Europe Bvba | Electromechanical brake actuator |
WO2019068794A1 (de) * | 2017-10-06 | 2019-04-11 | Thyssenkrupp Ag | Mechanische bremsvorrichtung |
WO2019076426A1 (de) * | 2017-10-16 | 2019-04-25 | Wabco Europe Bvba | Bremsvorrichtung, insbesondere nutzfahrzeugscheibenbremse |
WO2020058284A1 (de) * | 2018-09-19 | 2020-03-26 | Greenbrakes Gmbh | Verfahren zum bestimmen von auslegungsparametern einer elektromechanischen bremse sowie elektromechanische bremse |
Also Published As
Publication number | Publication date |
---|---|
EP4200537A1 (de) | 2023-06-28 |
CA3190939A1 (en) | 2022-03-03 |
MX2023002310A (es) | 2023-05-19 |
CA3190936A1 (en) | 2022-03-03 |
MX2023002309A (es) | 2023-05-19 |
US20230392659A1 (en) | 2023-12-07 |
CN116420034A (zh) | 2023-07-11 |
EP4200536A1 (de) | 2023-06-28 |
WO2022040713A1 (de) | 2022-03-03 |
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