WO2022189117A1 - Mise en œuvre redondante d'un système de freinage électromécanique - Google Patents

Mise en œuvre redondante d'un système de freinage électromécanique Download PDF

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Publication number
WO2022189117A1
WO2022189117A1 PCT/EP2022/053933 EP2022053933W WO2022189117A1 WO 2022189117 A1 WO2022189117 A1 WO 2022189117A1 EP 2022053933 W EP2022053933 W EP 2022053933W WO 2022189117 A1 WO2022189117 A1 WO 2022189117A1
Authority
WO
WIPO (PCT)
Prior art keywords
actuator
transmission element
actuating mechanism
vehicle
force
Prior art date
Application number
PCT/EP2022/053933
Other languages
German (de)
English (en)
Inventor
Daniel Geis-Esser
Original Assignee
Knorr-Bremse Systeme für Nutzfahrzeuge GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Knorr-Bremse Systeme für Nutzfahrzeuge GmbH filed Critical Knorr-Bremse Systeme für Nutzfahrzeuge GmbH
Publication of WO2022189117A1 publication Critical patent/WO2022189117A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/741—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on an ultimate actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/402—Back-up
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/02—Fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/18—Electric or magnetic

Definitions

  • the present invention relates to an actuator for the redundant design of an electromechanical brake system, an electromechanical brake system with such an actuator and a vehicle.
  • actuators are provided for actuating the brakes, which, in response to electrical input signals, actuate the brakes associated with the actuators.
  • a problem here is the situation when electrical signals can no longer be provided to the actuators because, for example, the electrical energy supply of the electromechanical braking system, such as a battery, has failed or there is another defect that makes electrical actuation impossible.
  • an actuator for an electromechanical brake system of a vehicle which has the following: - a transmission element which is designed to actuate at least one brake in response to an applied actuator force,
  • a first actuating mechanism which is adapted to apply the actuator force to the transmission element in response to an electrical input signal to actuate the actuator
  • a second actuating mechanism which is adapted to apply the actuator force to the transmission element to actuate the actuator in response to a to apply a fluidic, in particular a hydraulic or pneumatic, input signal.
  • the transmission element is preferably designed to be displaceable in response to the applied actuator force in order to actuate the at least one brake.
  • the transmission element is preferably designed as a rod and is particularly preferably designed to be displaceable in the direction of the rod axis.
  • the actuator is preferably formed integrally with the transmission element and/or with the first actuation mechanism and/or with the second actuation mechanism. In this way, a component unit is created that provides advantages in assembly and maintenance. A defective actuator can be removed and analyzed as a whole, for example, while the vehicle can be operated again with a different actuator.
  • the actuator is configured to be actuated for actuation by means of the second actuation mechanism when the first actuation mechanism has failed.
  • the actuator is configured to be actuated for actuation by means of the second actuation mechanism when the first actuation mechanism has failed.
  • the second actuation mechanism is fluidically actuated, actuation independent of the vehicle's power supply is also possible here.
  • the actuation by the second actuation mechanism is preferably designed in such a way that the same functionality is possible as compared to actuation by the first actuation mechanism.
  • the Functionality is limited by the second actuation mechanism compared to the first actuation mechanism.
  • limited functionality may be sufficient, since the redundancy level should only achieve a minimum deceleration, for example, in order to stop the vehicle safely and stop driving.
  • the second actuating mechanism preferably has a piston which is guided in a pressure chamber, with a pressure acting in the pressure chamber, which is generated in particular pneumatically or hydraulically, acting on the piston, as a result of which a force is generated, and the second actuating mechanism is designed for this purpose , from this force to generate the actuator force on the transmission element.
  • the pressure chamber is preferably formed integrally with the actuator and particularly preferably as part of an actuator housing.
  • a section of the transmission element preferably extends through the pressure chamber, with the piston preferably being arranged coaxially to the transmission element.
  • the piston is preferably connected to the transmission element.
  • an intermediate element acting in particular as a transmission element, is provided between the piston and the transmission element.
  • Such an intermediate element can, for example, be a lever mechanism that applies the actuator force to the transmission element.
  • an intermediate element is preferably provided between the transmission element and the second actuation mechanism and/or the first actuation mechanism.
  • An intermediate element can in particular be designed in such a way that a force introduced into the intermediate element is translated into the actuator force.
  • a freewheel is preferably provided between the second actuation mechanism and the transmission element, which allows the transmission element to be displaced as a result of the actuator force generated by the first actuation mechanism.
  • a freewheel is provided between the first actuating mechanism and the transmission element, which allows a displacement of the transmission element due to the actuator force that was generated by the second actuating mechanism.
  • Such a freewheel can be realized, for example, by a stop on the transmission element, which can be acted upon by the first and/or the second actuating mechanism in order to apply the actuator force to the transmission element.
  • the energy for the fluidic input signal is preferably taken from a fluidically operated system present in the vehicle, in particular a compressed air system and/or a brake system, and/or a compressor and/or a pressure accumulator.
  • the compressed air system can in particular include an air spring system.
  • the fluidically operated system can be provided in a trailer, for example, with the fluid of this system being supplied to the second actuating mechanism.
  • the compressor and/or pressure accumulator can/can preferably provide energy for several systems of the vehicle.
  • energy can be taken from it in the form of compressed air and fed to the second actuation mechanism.
  • a compressor can also be understood to mean a pump.
  • a separate energy source is provided to provide this energy.
  • an electromechanical braking system which has an actuator as described above. There is thus the possibility of being able to operate this braking system redundantly via the fluidic actuation of the second actuation mechanism.
  • a braking system is preferably configured to allow driver input to be converted into a fluidic signal for the second actuation mechanism.
  • a control pressure that a driver generates by pressing a brake pedal can function as a fluidic signal. This can be fed directly to the second actuation mechanism, or can trigger in the brake system that a fluidic input signal is fed to the second actuation mechanism.
  • a vehicle comprising:
  • a second device which is designed to provide a fluidic, in particular a hydraulic or pneumatic, input signal to the second actuating mechanism.
  • the second device of the vehicle preferably has a fluidically operated system, in particular a compressed air system and/or a braking system and/or a compressor and/or a pressure accumulator.
  • the compressed air system can in particular include an air spring system.
  • the first device of the vehicle can include, in particular, an electronic control unit and/or an electrical energy store, such as a battery.
  • the vehicle is thus designed to be able to be braked by the fluidic fallback level even if the first device fails or some other malfunction occurs.
  • the vehicle is preferably designed as a car, truck, tractor, trailer or combination of tractor and trailer.
  • the vehicle is an electrically powered vehicle.
  • this can include a fuel cell and/or a battery, for example, which interact/work together with a traction machine.
  • the vehicle can also be driven conventionally or hybridically.
  • the braking system described above and the vehicle described above preferably have corresponding features that were mentioned in the description of the method described above.
  • Fig. 2 shows a second embodiment of the invention
  • FIG. 3 shows a third embodiment of the invention.
  • FIG. 1 shows a first embodiment of the invention.
  • An actuator 1 according to the invention is shown, which has a first actuation mechanism 2 and a second actuation mechanism 3 . Furthermore, the actuator 1 has a transmission element 4 which is rod-shaped, the rod axis of which extends from left to right and which is displaced to the right in response to an applied actuator force FAM in order to actuate a brake (not shown).
  • the actuator force FAW can be applied to the transmission element 4 both by the first and by the second actuating mechanism 2, 3.
  • the first actuating mechanism 2 is designed to react to the actuator force FAM to apply to an electrical input signal on the transmission element 4.
  • the second actuating mechanism 3 is designed to apply the actuator force FAM in response to a fluid, in particular a hydraulic or pneumatic, input signal.
  • the second actuating mechanism 3 comprises a housing 5 and a piston 7 which is guided in the housing 5 in a sliding and sealing manner relative to the housing walls and which is designed to be displaceable from left to right.
  • the piston 7 With its left side and the housing 5, the piston 7 forms a pressure chamber 6 in which a pressure p can be built up fluidly, which pressure then acts on the left side of the piston.
  • the transmission element 4 extends through the housing 5 or through the pressure chamber 6 , so that a section of the transmission element 4 is located within the housing 5 .
  • the piston 7 is arranged coaxially to the transmission element 4 and can apply an actuator force FAkt, which is generated by the pressure p in interaction with the left-hand side of the piston, to the transmission element 4 .
  • the functioning of the actuator 1 is as follows.
  • the actuator 1 is actuated by the first actuation mechanism 2 applying the actuator force FAM to the transmission element 4 in response to an electrical input signal.
  • the required actuator force FAM can be generated by building up a pressure p by supplying a fluid to the pressure chamber 6 .
  • the second actuation mechanism 3 thus represents a redundancy level which allows the brakes to be actuated even if this is no longer possible with the first actuation mechanism 2 .
  • 2 shows a second embodiment of the invention.
  • An actuator 1 according to the invention is shown, having a first actuation mechanism 2 and a transmission element 4 identical to those shown in FIG.
  • the actuator 1 has a second actuation mechanism 3 which, in principle, is of identical design to the second actuation mechanism 3 shown in FIG. 1 .
  • the difference from FIG. 1 is that the piston 7 is not arranged coaxially to the transmission element 4 and the transmission element 4 does not extend through the housing 5 .
  • the second actuating mechanism 3 shown is configured such that the pressure chamber 6 is now located to the right of the piston 7 and that the pressure p fed into the pressure chamber 6 now acts on the right side of the piston, so that it is displaced to the left.
  • an intermediate element with a flex mechanism 8 is provided here between the second actuating mechanism 3 and the transmission element 4, which has a pivot point 9 about which the flex mechanism 8 is designed to be rotatable.
  • the lever mechanism 8 translates the force generated by the pressure p acting on the right-hand side of the piston into the actuator force FAM. Furthermore, there is the advantage that a comparatively small second actuating mechanism 3 has to be provided by a corresponding design of the lever mechanism 8 in order to generate the required actuator force FAM.
  • FIG. 3 shows a third embodiment of the invention.
  • An actuator 1 according to the invention is shown, which has a first actuation mechanism 2 and a transmission element 4 which are essentially identical to those shown in FIG.
  • a projection as part of a stop 10 is also provided on the transmission element 4 .
  • the actuator 1 has a second actuation mechanism 3 which, in principle, is of identical design to the second actuation mechanism 3 shown in FIG. 2 .
  • the difference from FIG. 2 is that the second actuating mechanism 3 shown is configured in such a way that the pressure chamber 6 is located to the left of the piston 7 and that the pressure p fed into the pressure chamber 6 now acts on the left-hand side of the piston, so that the piston 7 is shifted to the right.
  • an intermediate element with a stop 10 is provided here between the second actuating mechanism 3 and the transmission element 4 .
  • the stop 10 comprises a first element, which is connected to the piston 7, and a second element, namely the above-mentioned projection, which is connected to the transmission element 4.
  • the stop 10 forms a freewheel between the second actuating mechanism 3 and the transmission element 4.
  • a displacement of the transmission element 4 due to the actuator force FAM, which is applied to the transmission element 4 by the first actuating mechanism 2, is not blocked or influenced by the stop 10.
  • FIGS. 1 and 2 can also have freewheels.
  • a stop can be provided between the piston 7 and the transmission element 4 in FIG. 1 .
  • a stop between the second actuating mechanism 3 and the lever mechanism 8 and/or between the lever mechanism 8 and the transmission element 4.
  • a freewheel between the first actuation mechanism 2 and the transmission element 4 can be provided in each embodiment. In this way, the first actuation mechanism 2 does not block the displacement of the transmission element 4 in the case of redundancy.
  • Each of the actuators 1 shown in FIGS. 1 to 3 can have an actuator housing, it being possible for the housing 5 to be designed as a component part of the actuator housing.
  • Each of the actuators 1 shown in Figures 1 to 3 can be integrally formed.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

L'invention concerne un actionneur (1) destiné à un système de freinage électromécanique d'un véhicule, comprenant : - un élément de transmission (4) qui est conçu pour actionner au moins un frein en réponse à une force d'actionnement (FAKt) exercée, - un premier mécanisme d'actionnement (2) qui est conçu pour exercer la force d'actionnement (FAKt) sur l'élément de transmission (4) afin d'actionner l'actionneur (1) en réponse à un signal d'entrée électrique, et un second mécanisme d'actionnement (3) qui est conçu pour exercer la force d'actionnement (FAKt) sur l'élément de transmission (4) afin d'actionner l'actionneur (1) en réponse à un signal d'entrée fluidique, notamment hydraulique ou pneumatique. Sont en outre divulgués un système de freinage électromécanique et un véhicule.
PCT/EP2022/053933 2021-03-08 2022-02-17 Mise en œuvre redondante d'un système de freinage électromécanique WO2022189117A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021202221.9A DE102021202221A1 (de) 2021-03-08 2021-03-08 Redundante Ausführung eines elektromechanischen Bremssystems
DE102021202221.9 2021-03-08

Publications (1)

Publication Number Publication Date
WO2022189117A1 true WO2022189117A1 (fr) 2022-09-15

Family

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Application Number Title Priority Date Filing Date
PCT/EP2022/053933 WO2022189117A1 (fr) 2021-03-08 2022-02-17 Mise en œuvre redondante d'un système de freinage électromécanique

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Country Link
DE (1) DE102021202221A1 (fr)
WO (1) WO2022189117A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19817892A1 (de) * 1998-04-22 1999-10-28 Continental Teves Ag & Co Ohg Aktuator für eine Kraftfahrzeug-Bremsanlage
US20150343905A1 (en) * 2012-12-21 2015-12-03 Lucas Automotive Gmbh Electrohydraulic Motor Vehicle Brake System and Method for Operating the Same
WO2016146692A1 (fr) * 2015-03-16 2016-09-22 Ipgate Ag Dispositif de génération de pression et procédé d'actionnement à piston à double effet a commande électrique
CN112105533A (zh) * 2018-05-09 2020-12-18 爱皮加特股份公司 特别用于自动驾驶的制动系统

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011080940A1 (de) 2010-11-17 2012-06-28 Continental Teves Ag & Co. Ohg Elektromechanisch betätigbare Fahrzeugbremse mit verbessertem Kolben
DE102016208944A1 (de) 2016-05-24 2017-11-30 Robert Bosch Gmbh Verfahren zum Abbremsen eines Fahrzeugs mit hydraulischer Fahrzeugbremse und elektromechanischer Bremsvorrichtung
DE102016218229A1 (de) 2016-09-22 2018-03-22 Robert Bosch Gmbh Bremssystem-Steuergerät für ein Fahrzeug
DE102018133223A1 (de) 2018-12-20 2020-06-25 Ipgate Ag Fahrzeugachse mit elektrischen Antriebsmotoren und elektrohydraulischer Bremse und weiterer Module wie Getriebe, Torque Vektoring und Parkbremse

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19817892A1 (de) * 1998-04-22 1999-10-28 Continental Teves Ag & Co Ohg Aktuator für eine Kraftfahrzeug-Bremsanlage
US20150343905A1 (en) * 2012-12-21 2015-12-03 Lucas Automotive Gmbh Electrohydraulic Motor Vehicle Brake System and Method for Operating the Same
WO2016146692A1 (fr) * 2015-03-16 2016-09-22 Ipgate Ag Dispositif de génération de pression et procédé d'actionnement à piston à double effet a commande électrique
CN112105533A (zh) * 2018-05-09 2020-12-18 爱皮加特股份公司 特别用于自动驾驶的制动系统

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Publication number Publication date
DE102021202221A1 (de) 2022-09-08

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