• 专利附录
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    • 专利摘要:
    The invention relates to a method for determining design parameters of an electromechanical brake (1), the brake (1) having an electric motor (2) which is connected via a gear (3) to a brake pad (4), which brake pad (4) can be pressed against a friction lining (5) movable relative to the brake lining (4), the electric motor (2) being connected to the brake lining (4) via a transmission (3) which has a transmission ratio which is not constant over an actuation stroke. In order to achieve a reliable and, at the same time, inexpensive brake (1), the invention provides that an electric motor (2), a brake lining (4) and a friction lining (5) are selected, according to which the translation is based on the counter torque acting via the actuation stroke, due to the selected electric motor (2), the selected brake lining (4) and the selected friction lining (5) and a mechanical connection of these elements acts on the transmission (3), is selected such that the electric motor (2) essentially over the entire Actuating stroke is continuously operated at an optimal operating point, in particular at an operating point of maximum power. The invention further relates to an electromechanical brake (1), comprising an electric motor (2), a brake lining (4) and a friction lining (5) that is movable relative to the brake lining (4), the brake lining (4) being driven by the electric motor (2) can be pressed against the friction lining (5) in order to convert mechanical energy into thermal energy by friction between the brake lining (4) and the friction lining (5).
    公开号:AT521508A4
    申请号:T50800/2018
    申请日:2018-09-19
    公开日:2020-02-15
    发明作者:Putz Michael
    申请人:Greenbrakes Gmbh；
    IPC主号:
    专利说明:

    Method for determining design parameters of an electromechanical
    Brake and electromechanical brake
    The invention relates to a method for determining design parameters of an electromechanical brake, the brake having an electric motor which is connected via a gear to a brake pad which can be pressed against a friction pad movable relative to the brake pad, the electric motor with the brake pad via a gear is connected, which has a transmission ratio which is not constant over an actuation stroke.
    The invention further relates to an electromechanical brake, comprising an electric motor and a brake lining and a friction lining arranged to be movable relative to the brake lining, the brake lining being able to be pressed against the friction lining by means of the electric motor in order to convert mechanical energy into thermal energy by friction between the brake lining and the friction lining.
    Various brakes of the type mentioned at the outset are known from the prior art, which are usually used for motor vehicles. The aim of such brakes is always to ensure safe and reliable actuation of the brake via the electric motor and at the same time to achieve an inexpensive construction. For this purpose, the use of a gearbox with a transmission ratio which is not constant over an actuation stroke has already been proposed in document AT 513 989 A1, the transmission ratio being high at the beginning of a stroke, so that an air gap between the brake lining and the friction lining can be quickly overcome, after which the transmission ratio drops, in order to achieve the required large contact pressure. It has been found to be disadvantageous in the case of brakes of this type that, in real operation of the corresponding brake, the electric motor is sometimes not operated in a desired range of maximum power, but rather frequently blocked.
    This is where the invention comes in. The object of the invention is to provide a method of the type mentioned at the outset with which design parameters of an electromechanical brake, which can be used, for example, for a motor vehicle or the like
    2/31 should be determinable in such a way that a more reliable actuation with a minimal installation space is guaranteed.
    Furthermore, an electromechanical brake of the type mentioned at the outset is to be specified, which ensures more reliable actuation with at the same time minimal installation space.
    The first object is achieved by a method of the type mentioned at the beginning, in which an electric motor, a brake lining and a friction lining are selected, after which the translation is based on the counter-torque acting on the actuation stroke, which is due to the selected electric motor, the selected brake lining and the selected friction lining and a mechanical connection of these elements acts on the transmission, is selected such that the electric motor is operated essentially over the entire actuation stroke continuously at an optimal operating point, in particular at an operating point of maximum power.
    In the context of the invention, it was recognized that when selecting the gear ratio changing over the actuation stroke, the brake lining, the friction lining and the mechanical connection between the brake lining and the friction lining must be taken into account, since these elements influence an actuation stroke acting on the electric motor and from the actuation stroke dependent counter moment. Thus, while the brake lining passes through an air gap, which separates the brake lining from the friction lining when the brake is open, there is a slight counter-torque and, when the brake lining comes into contact with the friction lining, a higher counter-torque, which in turn depends on the elasticity or stiffness of the brake lining and friction lining is dependent.
    A transmission ratio is understood here to mean a ratio of a movement of the brake lining relative to the friction lining to a movement of the electric motor or, in the case of a rotating motor, to a rotational speed of the electric motor. The transmission ratio is thus defined as a path transmission ratio or movement transmission ratio from a movement of the output of the transmission to a movement at an input of the transmission at which the electric motor is connected to the transmission. At constant speed or constant speed of the electric motor
    3/31 achieved a faster movement of the brake pad with a high gear ratio than with a low gear ratio.
    Usually, a course of this counter torque over the actuation stroke is determined mathematically, after which the transmission ratio of the transmission over the actuation stroke is adapted to the counter torque in such a way that the electric motor is operated over the entire actuation stroke at an optimal operating point, in particular at an operating point of maximum power. The optimum operating point is understood to be the operating point which, on the one hand, ensures reliable application of the brake and, on the other hand, a minimal activation time. This operating point can vary depending on a motor characteristic over the actuation stroke, for example to bring the electric motor as quickly as possible into a range of maximum power.
    It is expedient if a counter-torque, which acts on the electric motor during an actuation during an actuation stroke, is computationally determined in particular on the basis of tolerances, an air gap between the brake lining and the friction lining when the brake is open, friction losses in the transmission and / or possible thermal expansions and is taken into account when determining the variable translation. In particular, for a region of the actuation stroke in which the air gap is overcome, a very high advantageous transmission ratio can result arithmetically if friction in the transmission is not taken into account. In particular, if the transmission has a cam disk, a ball ramp or the like in order to constructively implement the translation dependent on the actuation stroke, self-locking can then occur in practice due to an existing friction. It is therefore advantageous to take into account any friction that occurs up to a maximum possible coefficient of friction when designing the transmission or the transmission ratio, in order to ensure reliable actuation of the brake.
    The brake is preferably designed in such a way that reliable actuation is still possible even in the worst case, that is to say if tolerances of mechanical, magnetic and electrical elements are used in the most unfavorable manner, so that a counter torque is at a maximum. For this purpose, different combinations of exploited tolerances can be simulated and thereby reduced to one
    4/31 the most unfavorable combination. For that with this worst
    Combination of counter torque occurring via the actuation stroke, the brake or
    the gear ratio is then designed.
    For example, the brake is usually designed in such a way that a safe actuation, i.e. a motor torque exceeding the counter torque acting on the electric motor, is also guaranteed if all parameters of all elements of the brake use possible tolerances in the most unfavorable manner, so that a counter torque is maximum. As a rule, maximum unfavorable thermal expansions are also taken into account. As a result, the case that the electric motor locks, which frequently occurs in corresponding brakes of the prior art, can be avoided because, for example, with a high transmission ratio, which would be theoretically favorable for quickly overcoming the air gap, the air gap due to stretching and / or being used Tolerances have already been overcome, and thus the counter torque transmitted by the gearbox to the electric motor is greater than an engine torque available in the electric motor.
    The counter torque is usually determined with numerical simulation in order to enable a particularly precise design of the brake, so that the electric motor essentially at an optimal operating point, in particular, over the entire operating stroke, i.e. between an open position of the brake and a closed position of the brake an operating point at which an output of the electric motor is maximum. A brake closing operation can also be completely simulated in order to determine the counter torque defined by any dynamic effects and to adapt the gear ratio to the worst possible case such that a torque available in the electric motor is always above the counter torque.
    It has been proven that when determining the non-constant transmission ratio, which is dependent on the actuation stroke, a reduction in the engine torque is taken into account, which is caused by demagnetization at the end of a planned service life, increased temperature, manufacturing tolerances and / or reduction in the supply voltage to a lower limit , on which a function of the brake still has to be guaranteed.
    5/31
    The brake is thus designed in such a way that the motor torque available with the electric motor is always greater than a counter torque, which is used to move the brake lining or to apply pressure, taking into account the most unfavorable circumstances such as demagnetization, an increased temperature, manufacturing tolerances and / or a reduction in the supply voltage of the brake lining to the friction lining is necessary in order to achieve reliable operation even under unfavorable operating conditions and after the occurrence of mechanical, electrical and magnetic aging effects.
    By selecting appropriate parameters for the transmission ratio, which is dependent on the actuation stroke, it can be achieved that the electric motor can be operated at an optimal operating point, in particular an operating point of maximum power, when actuated via the actuating stroke.
    It is advantageous if the electric motor is operated in a range of maximum power almost during the entire actuation stroke, so that a reliable and at the same time rapid application of the brake can also be achieved with an electric motor which has a lower nominal power than electric motors of corresponding brakes of the prior art have, since these electric motors can usually only be used to a small extent due to unfavorable ratios of the transmission at least over a portion of the operating stroke. A reliable actuation of the brake is therefore only possible according to the prior art by significantly oversizing the electric motor. A brake designed with a method according to the invention thus has the same reliability and actuation time as correspondingly oversized brakes of the prior art, but can be made much smaller and more cost-effective as well as with a less powerful electric motor due to better utilization of the electric motor.
    In a method for producing an electromechanical brake, in order to achieve a small installation space with reliable operation at the same time, it is advantageous if the electromechanical brake is manufactured in accordance with design parameters which were determined in a method according to the invention. Such brakes can be used advantageously in particular in motor vehicles.
    6/31
    The further object is achieved according to the invention by an electromechanical brake of the type mentioned at the outset, in which the electric motor is connected to the brake lining via a transmission with a transmission ratio which is not constant via an actuation stroke. As a result, an optimal utilization of the electric motor can be guaranteed over the entire actuation stroke, so that, due to a smaller electric motor, a more compact and more economical design is achieved than with brakes of the prior art.
    The brake according to the invention is usually produced in a method according to the invention.
    A brake according to the invention can be used for a motor vehicle such as a car or a truck. Alternatively, a brake according to the invention can of course also be used for other areas of application in which one element is braked relative to another element, in particular for elevators, robots and the like.
    It is advantageous if the gear ratio of the transmission is selected as a function of the actuation stroke in such a way that the electric motor can be operated at an optimal operating point, in particular an operating point of maximum power, upon actuation over the entire actuation stroke. As a rule, the transmission ratio is designed such that the electric motor moves as quickly as possible from the open position of the brake when a voltage is applied to an operating point of maximum power, after which the electric motor remains at this operating point over the entire actuation stroke. It is expedient if the transmission ratio dependent on the actuation stroke is selected over the actuation stroke in such a way that reliable actuation of the electric motor is ensured even if tolerances, in particular manufacturing tolerances, of elements of the brake are used in the most unfavorable manner and / or unfavorable environmental conditions, such as for example, an extreme temperature, so that a counter torque over the actuation stroke is maximum. In order to achieve a particularly inexpensive construction, it is usually provided that a supply voltage of the electric motor is approximately constant during the actuation stroke. A brushless DC motor is preferably used as the electric motor.
    7/31
    In order to implement the translation variable via the actuation stroke in a simple and robust manner, it is favorable if the transmission has at least one ball ramp, preferably a plurality of ball ramps arranged regularly around an axis of rotation, with which the translation, which is not constant over the actuation stroke, is implemented constructively. Corresponding ball ramps can be arranged, for example, along a circumferential direction around a rotation axis of the electric motor and have different depths in the axial direction, so that balls arranged in the ball ramps cause a different transmission ratio when the disk rotates depending on an incline of the ball ramp at the respective position.
    In this context, it is particularly preferred if the transmission has two disks rotatable about an axis of rotation, which are connected via at least one ball arranged in a ball ramp, the transmission gear ratio, which is not constant over the actuation stroke, being formed at least partially with the ball ramp. The disks can be preloaded via a spring or the like, so that they are pressed against one another and an axial distance between the disks depends on a position of the ball in the ball ramp. A disk can then be drivable about the axis of rotation via the electric motor, so that an axial distance between the two disks is defined by the formation of the ball ramp. If the brake disk is connected to the second disk, the two disks and the ball mounted in the ball ramp are thus formed into a transmission in which a translation that is variable via the actuation stroke can be implemented in a simple and robust manner by means of different slopes of the ball ramp.
    As an alternative or in addition, it can be provided that the transmission has at least one non-circular cam that is rotatable about an axis of rotation, via which the electric motor is connected to the brake pad, the transmission ratio of the transmission, which is not constant over the actuation stroke, being at least partially formed with the non-circular cam.
    It has proven useful that the gearbox has a control disk mounted on a shaft, the center of which lies outside the shaft axis, or a lever in order to constructively design the translation which is not constant over the actuation stroke
    To implement 8/31. This can be particularly advantageous for use of a brake according to the invention in trucks.
    The control disk or the lever can be driven directly or indirectly by the electric motor, in particular via a cam disk, a linkage or the like.
    It goes without saying that a ball ramp which may be contained in the transmission or a cam which may be contained in the transmission may be driven directly or indirectly by the electric motor. In addition, different types of gears can be combined to achieve the desired ratio, which depends on the actuation stroke.
    Furthermore, as an alternative or in addition to the constructive implementation of the transmission, it can be provided that the transmission has a cam mechanism, a cam disk, a linkage and / or a coupling mechanism in order to constructively implement the ratio which is not constant over the actuation stroke.
    It is advantageous if a wear adjuster is provided, with which a position of the brake lining relative to the friction lining can be automatically adapted to wear of the brake lining and the friction lining.
    In order to achieve an electromechanical brake that is as inexpensive as possible, it is advantageous if a mechanical wear adjuster is used. For example, a screw with a particularly large pitch can be arranged in a nut for this purpose, the screw in the nut having as much play as is desired as the air gap of the brake. As long as the brake is actuated in the air gap, there is therefore no movement of the nut when the screw in the nut moves. However, if there is a larger air gap due to wear, the screw is rotated by the nut due to the large pitch, because the nut comes into contact due to the play that has been used up. The screw is turned as much as there is too much air gap. If a higher contact force occurs, however, the screw must not continue to rotate, which is why a simple blocking device for screw rotation can be provided by compressing a spring when the pad contact forces are low in order to achieve a frictional connection between the screw and
    9/31 to cause standing part, which prevents further screw rotation.
    Such mechanical wear adjusters are known in car hand brakes, but have not previously been used in electromechanical brakes.
    A gear ratio of the brake is usually chosen such that a change in the elasticity of the brake is also taken into account, which reduction or change in elasticity can occur, for example, due to wear of the friction lining.
    It has proven useful that the transmission is designed in such a way that the transmission ratio has both positive and negative values over the actuation stroke. Appropriate training can be used to form a brake which, for example, remains closed in a de-energized state. From the point at which the transmission ratio changes sign, a counter-torque acting on the motor side on the transmission side due to the elasticity of the brake lining and friction lining in the closed state of the brake does not cause any torque which could cause the electric motor to open the brake even when de-energized. The brake can thus have a stable closed state in a currentless state. Constructively, a corresponding change of sign of the transmission ratio can be implemented, for example, by a ball ramp, which has a decreasing depth up to a predefined point of an actuation stroke, after which the depth of the ball ramp increases again, so that an increase in the ball ramp also changes the sign.
    It can further be provided that the transmission is designed such that the transmission ratio is zero at least over a partial area of the actuation stroke, so that in this partial area a movement of the electric motor does not cause any movement of the brake lining relative to the friction lining. This can also ensure that the brake does not open automatically in a de-energized state. As a result, a corresponding brake can be used in a simple manner as a parking brake in a motor vehicle, so that the brake cannot be released when the battery is empty. Constructively, a corresponding transmission ratio can be implemented, for example, by means of a ball ramp, which has no slope at least over a partial area.
    10/31
    In order to be able to actuate the brake in another way parallel to the electric motor, for example if the electric motor fails, it is advantageous if a cable connection is provided so that the brake lining can be pressed against the friction lining by a pull on a cable attached to the cable connection. A corresponding brake can then be actuated, for example, in a motor vehicle via the electric motor and a hand brake lever, so that the brake is actuated as a service brake with the electric motor to form a brake-by-wire system, while the brake is simultaneously used as a holding brake can.
    The brake can also be designed such that it can be brought into a self-holding state when actuated via the cable connection, while the brake can be brought into a state when actuated via the electric motor, in which the brake is released in the event of a power supply failure.
    A structurally particularly simple solution is obtained if the cable connection protrudes through a housing of the transmission and is movably connected to the housing via a seal, so that the cable can be connected to the cable connection outside the housing and the cable can move through the cable connection is transferred into the transmission. There is usually oil in the transmission, which is why an interior of the transmission is usually sealed off from the surroundings. Due to the appropriate design of the cable connection, which is preferably rotatably connected to the housing of the gearbox, it is not necessary to guide the cable itself into the sealed gearbox, so that a particularly simple construction is achieved.
    It is preferably provided that at least one further motor is provided with which the brake can be actuated independently of the electric motor. The further motor can also be designed as an electric motor. This ensures that the brake is still functional even if an electric motor fails. Furthermore, a first electric motor can then be used to actuate the brake as a service brake and a second electric motor can be used to actuate the brake as a holding brake, so that both functions can be implemented independently of one another.
    11/31
    It is advantageous if a spring is provided which acts as a support when the brake is released, so that a torque to be applied by the electric motor is reduced, the spring acting in particular in such a way that the brake is at least partially opened when the electric motor is de-energized. As a result, the brake can be released more reliably and / or the electric motor can be subjected to less stress, for example in order to achieve a self-releasing brake in a de-energized state.
    Alternatively or additionally, it can be provided that a spring is provided which acts as a support when the brake is actuated, so that a torque to be applied by the electric motor is reduced, the spring acting in particular in such a way that the brake is at least partially closed when the electric motor is de-energized is. As a result, more reliable actuation of the brake and / or reduced stress on the electric motor can be achieved, for example in order to achieve a brake that locks when de-energized.
    In a vehicle with an electromechanical brake, it is advantageous if the electromechanical brake is designed according to the invention.
    It can be provided that the electromechanical brake is designed as a service brake in order to brake the moving vehicle to a standstill.
    It can further be provided that the electromechanical brake is designed as a parking brake in order to prevent a parked vehicle from rolling away.
    In addition to a possible actuation via the electric motor, it can be provided that the brake can also be actuated via a hand brake lever.
    It is preferably provided that the hand brake lever is connected to the brake via a cable and a cable connection connected to the brake in such a way that the brake lining can be pressed against the friction lining by actuating the hand brake lever.
    12/31
    It has proven useful that the cable pull connection has a lever, which is connected on the output side to the transmission in such a way that an output of the transmission can be moved by a tensile force in the cable in the same way that the output can also be actuated by actuating the electric motor, in particular rotating about an axis of rotation in order to press the brake lining against the friction lining. The brake can thus be actuated parallel to the electric motor by the cable pull in order to be able to operate the brake, for example, in the event of a power supply failure.
    In particular, if the brake is used as a parking brake, it is advantageous if the brake is designed in such a way that a position of the brake is maintained in the event of a power supply failure.
    Furthermore, it can be provided that the brake is designed such that the brake is actuated in the event of a power supply failure, in particular via a spring.
    If the brake is provided as a service brake, two brake circuits are generally provided, it being usually desirable for the vehicle to remain maneuverable even if one brake circuit fails. It is then desirable that the brake be released in the event of a power supply failure. For this purpose, it has proven to be advantageous that the brake is designed such that the brake is released in the event of a power supply failure, in particular via a spring.
    A brake designed according to the invention can in principle be designed in any manner, in particular as a drum brake or disc brake. Furthermore, a brake according to the invention can also be designed as a floating caliper brake.
    Further features, advantages and effects of the invention result from the exemplary embodiments shown below. In the drawings, to which reference is made, show:
    Figure 1 shows an electromechanical brake according to the invention in a schematic representation. 2 shows a schematic representation of a method for producing a brake according to the invention;
    3 different elasticity profiles of a brake;
    13/31
    4 shows a detail of an embodiment of a brake according to the invention;
    Fig. 5 shows a detail of a further embodiment of a brake according to the invention in a schematic representation;
    6 shows a further detail of a brake according to the invention;
    7 shows a detail of a further embodiment of a brake according to the invention in a schematic representation;
    Fig. 8 shows a further embodiment of a brake according to the invention in a schematic representation.
    Fig. 1 shows a brake 1 according to the invention in a schematic representation. As can be seen, a gear 3 is provided between an electric motor 2 and a brake lining 4, which can be pressed against a friction lining 5 in a closing direction 6. The friction lining 5 can be formed, for example, by a brake disk of a motor vehicle, in particular a car, which is arranged to rotate with a wheel of the motor vehicle.
    The brake pad 4 can be formed by brake shoes which are not connected to the motor vehicle by means of a wheel of the motor vehicle. In order to achieve a small size, low weight and low costs, it is provided according to the invention that the transmission 3 has a variable transmission ratio via an actuation stroke which the brake pad 4 can carry out between an open position of the brake 1 and a closed position of the brake 1 . Usually, the ratio at the beginning of a stroke is greater than at one end of the actuation stroke, since at the start of the actuation stroke an air gap 7 between the brake lining 4 and the friction lining 5 must be overcome, while at one end of the actuation stroke the brake lining 4 rests on the friction lining 5, so that the electric motor 2 has a high counter torque.
    2 shows a method according to the invention for producing a brake 1. In a first step 8, an electric motor 2, a brake lining 4, a friction lining 5 and a mechanical connection of these elements are selected, after which in a second step 9 a through the brake lining 4, the friction lining 5, the mechanical connection, the electric motor 2 and optionally other components against the counter-torque is determined. Then in a third step 10
    14/31
    Gear ratio 3 selected depending on the actuation stroke such that the
    Electric motor 2 is always operated at an optimal operating point via an actuation stroke when the electric motor 2 is actuated to actuate the brake 1.
    This is largely an operating point in which the electric motor 2 has a maximum power, so that the brake pad 4 is moved very quickly in the closing direction 6 over the air gap 7, a translation is usually high, after which the brake pad 4 is applied to the friction pad 5, after which Brake pad 4 is pressed further against the friction lining 5, usually a translation is low.
    In this case, tolerances are usually taken into account, within which the individual components of the brake 1 can be present, so that actuation is also reliably possible if tolerances of the individual components of the brake 1 add up in the most unfavorable manner. In particular, manufacturing tolerances, friction losses in the transmission 3 and possible thermal expansions are calculated and taken into account. Furthermore, the translation is selected such that reliable actuation at an optimal operating point is possible if the electric motor 2 due to demagnetization at one end of a planned service life of the brake 1 due to increased temperature during operation, due to manufacturing tolerances and / or due to a reduction a supply voltage is only suitable for applying a reduced motor torque.
    In addition, when designing the translation, which is not constant over the actuation stroke, it is taken into account that an elasticity of the friction lining 5 and the brake lining 4 can change with wear of the friction lining 5 and the brake lining 4, so that reliable actuation even with a correspondingly increased Stiffness is guaranteed.
    Fig. 3 shows a counter torque on the actuation stroke of a brake 1 with new friction lining 5 in solid line 11 and for comparison in dash-dotted line 12 shows a counter torque of a brake 1 with worn friction lining 5 and brake lining 4. As can be seen, the brake 1, in which the friction lining 5 and the brake lining 4 are worn out after a certain stroke, in which the brake lining 4 passes the air gap 7, has a more and more increasing counter torque, which occurs when the translation is interpreted
    15/31 of the transmission 3 is taken into account such that the engine torque is always greater than the counter torque acting on the electric motor 2 via the transmission 3. As a result, the brake 1 can be reliably operated even in the event of aging and the electric motor 2 can be operated at an optimal operating point.
    FIG. 4 shows part of a transmission 3 of a brake 1 according to the invention, which has a ball ramp 14 for the constructive implementation of the translation which is not constant over the actuation stroke. Two disks 13 are provided in the transmission 3, at least one of which is designed with such ball ramps 14. A rotation of a disk 13 causes the balls to roll in the ball ramps 14, so that a minimum axial distance between the two disks 13 is defined by the ball ramps 14. As a result, the brake lining 4 connected to a disk 13 on the output side can be moved in the axial direction via a rotation of the electric motor 2 connected to a disk 13 on the drive side. A translation of the gear 3 thus formed by the ball ramps 14 is dependent on an incline of the ball ramp 14 at a respective angular position and can be designed in a simple manner via the actuation stroke. The disk 13 can be driven via the electric motor 2 directly or via a further gear connected to the electric motor 2, which in turn can have a linear or a non-linear translation. Furthermore, a spring can of course also be provided to support actuation of the brake 1 and / or release of the brake 1.
    5 shows a detail of a further exemplary embodiment of a transmission 3 of a brake 1 according to the invention, in which the brake lining 4 is pressed against the friction lining 5 via a cam 16 or a cam disk. The cam 16 or cam disc has a variable distance from a cam axis 18 on an outer contour, about which the latter is rotated by the electric motor 2. The drive of the cam 16 by the electric motor 2 can take place via a gear pair 21, a pinion 20, a curve 25 mounted rotatably about a curve pivot point 26, a linkage 24 or the like. In FIG. 5, the pair of gearwheels 21, the pinion 20, the curve 25 mounted around the curve pivot point 26 and the linkage 24 are shown as examples of possibilities for the connection between the electric motor 2 and the cam disk or cam 16. The cam 16 can also be a control disk mounted on a shaft, the center of which lies outside the shaft axis, or
    16/31 be designed as a lever. An actuation of the cam 16 can be driven via the electric motor 2 directly or via a gear connected to the electric motor 2, which in turn can have a linear or a non-linear translation.
    The brake lining 4 is moved or pressed in the direction of the friction lining 5 via the contour of the cam 16 or cam disc, which is at a different distance from the cam axis 18, so that the distance of the outer contour of the cam varies over a circumference of the cam 16 or cam disc 16 or
    Cam plate 18 can set any translation that can be changed via the actuation stroke. As a result, a force applied by the electric motor 2 is translated into a pressing force 19 of different magnitude depending on an actuation stroke of the brake 1. An actuating spring 22 and / or a reversing spring 23 can be provided parallel to the electric motor 2 in order to support actuation of the brake 1 and / or release of the brake 1.
    Of course, any other gears 3, which are known from the prior art, can alternatively also be used in order to achieve a transmission ratio which is not constant over the actuation stroke.
    It goes without saying that a brake 1 according to the invention can be designed not only as a disc brake, but also as a drum brake. Furthermore, the brake lining 4 and the friction lining 5 can also be formed only from components which are moved in translation, for example for linear displacement or up and down movements. Furthermore, the brake 1 according to the invention can be used in a motor vehicle both as a parking brake and as a service brake.
    FIG. 6 shows a detail of a transmission 3 of a brake 1 according to the invention, which for the structural implementation of the translation variable over the actuation stroke has control element 38 with a contour 35, which control element 38 can be moved along a drive direction 32 by means of the electric motor 2, not shown. The drive direction 32 can of course also be designed as a circular path, for example around an axis of rotation 15 of the electric motor 2. For a rotatably mounted cam 16, a control disk, via which an actuation takes place, or the like, the following considerations naturally apply analogously.
    17/31
    A first contact position 33 and a second contact position 34 on the contour 35 are shown by way of example, at which contact positions 33, 34 an element connected to the brake lining 4 can slide in order to close the brake lining 4 in the closing direction 6 by means of the electric motor 2 connected to the control element 38 actuate. A gear ratio from a movement of the contour 35 in the drive direction 32 to a movement of the brake pad 4 in the output direction or in the closing direction 6 results from a local slope of the contour 35. The gear ratio is consequently higher in the first contact position 33 than in the second contact position 34. In order to achieve a required closing force, however, there is a significantly higher supporting force 37 perpendicular to the closing direction 6 in the first contact position 33, which can lead to self-locking even with little friction than in the second contact position 34. Parallel to the closing force, with which the brake pad is pressed against the friction pad, the closing reaction force 36 acts on the contour as shown. In order to prevent self-locking, according to the invention, when determining the translation on the contour 35, any friction that occurs is taken into account in such a way that self-locking is avoided even in the case of the worst-case friction. This avoids an increase in the contour 35, which is computationally necessary to achieve a very high transmission ratio which is appropriate, for example, for overcoming the air gap 7, but which would be practically impossible to implement due to the friction occurring due to the self-locking.
    FIG. 7 schematically shows a brake 1 designed according to the invention, which can be actuated both via the electric motor 2 and the transmission 3 and also via a rope fastened to a cable pull connection 28. The transmission 3, not shown here, to which the electric motor 2 is connected acts on an actuating part 31, to which the brake pad 4 is connected. A transmission element 30 is also connected to the actuating part 31, which has the cable pull connection 28, so that the actuating part 31 can be actuated both via the cable pull connection 28 and via the electric motor 2. As can be seen, the transmission element 30 is mounted rotatably about the axis of rotation 15 of the actuating part 31 in the housing 27 of the transmission 3. The actuating part 31 is rotatably mounted with the transmission element 30 via a driver 29. The driver 29 can be connected to the actuating part 31 such that a movement of the driver 29 is transmitted to the actuating part 31, but a movement of the actuating part 31 which is caused by the
    18/31
    Electric motor 2 can be effected, no movement of the transmission element 30 or the cable connection 28 causes. As a result, a corresponding brake 1 can be used in a simple manner both as a service brake and as a parking brake in a motor vehicle. Due to the sealed mounting of the transmission element 30 in the transmission 3 and the cable pull connection 28 arranged outside the transmission 3, the cable can remain outside the transmission 3, so that sealing problems which would result when a moving cable is passed through the housing 27 of the transmission 3 are avoided are.
    FIG. 8 shows a brake 1 according to the invention designed as a floating caliper brake. As can be seen, brake linings 4 are arranged on both sides of a friction lining 5 usually formed by a brake disk and can be actuated by cams 16 which can be moved synchronously and are mechanically connected. The transmission ratio, which is variable via the actuation stroke, from an electric motor 2 (not shown, which actuates the cams 16) to the movement of the brake linings 4 is hereby implemented via the cams 16. It goes without saying that ball ramps 14 or other gears 3 could also be used here. Furthermore, as shown by way of example, a spring 23 can also be provided here to assist in actuating or opening the brake 1. An actuating force 41 can be applied from the electric motor 2, not shown, to the cams 16 via a lever as shown or, of course, also directly. Alternatively, the electric motor 2 can also act on the cams 16 via an actuating cam 40, which is also shown for illustration. As can be seen, the cams 16 are over one
    Connecting element 39 connected so that movements of the cams 16 take place synchronously.
    The brake 1 shown in FIG. 8 can be used for an elevator, for example, in that the brake linings 4 are connected to an elevator car and the friction lining is formed by an element which is connected to the elevator shaft and is arranged vertically in the elevator shaft. The components of the brake 1 shown in FIG. 8 are therefore generally arranged on the elevator car. Likewise, the electric motor 2 (not shown in FIG. 8), which acts on the cams 16, is usually arranged on the elevator car. The brake 1 is then centered when actuated by a horizontal movement of the elevator car, so that both brake pads 4
    19/31 equally rest on the friction lining 5 rigidly connected to the elevator shaft.
    Alternatively, the brake 1 shown in FIG. 7 can also be designed as a fixed-caliper brake.
    A brake 1 designed according to the invention enables reliable and rapid actuation with at the same time small installation space and costs.
    权利要求:
    Claims (28)
    [1]
    Claims
    1. A method for determining design parameters of an electromechanical brake (1), the brake (1) having an electric motor (2) which is connected via a transmission (3) to a brake pad (4), which brake pad (4) is connected to one The friction lining (5), which is movable relative to the brake lining (4), can be pressed, the electric motor (2) being connected to the brake lining (4) via a transmission (3) which has a transmission ratio which is not constant over an actuation stroke, characterized in that an electric motor (2), a brake lining (4) and a friction lining (5) are selected, according to which the translation is based on the counter-torque acting over the actuation stroke, which is due to the selected electric motor (2), the selected brake lining (4) and the selected friction lining (5) and a mechanical connection of these elements acts on the transmission (3) in such a way that the electric motor (2) is continuously in one opt over the entire actuation stroke imalen operating point, in particular at an operating point of maximum power.
    [2]
    2. The method according to claim 1, characterized in that a counter torque, which acts upon actuation during an actuation stroke on the electric motor (2), in particular based on tolerances, an air gap (7) between the brake lining (4) and the friction lining ( 5) in an open state of the brake (1), friction losses in the transmission (3) and / or possible thermal expansions are determined and taken into account when determining the variable transmission ratio.
    [3]
    3. The method according to claim 1 or 2, characterized in that the counter moment is determined with numerical simulation.
    [4]
    4. The method according to claim 1 or 3, characterized in that when determining the non-constant translation dependent on the actuation stroke, a reduction in the engine torque is taken into account, which is caused by demagnetization at one end of a planned service life, increased temperature, manufacturing tolerances and / or Reduction of the supply voltage to a lower limit, at which a function of the brake (1) still has to be guaranteed.
    21/31
    [5]
    5. A method for producing an electromechanical brake (1), characterized in that the electromechanical brake (1) is manufactured in accordance with design parameters which were determined in a method according to one of claims 1 to 4.
    [6]
    6. Electromechanical brake (1), comprising an electric motor (2) and a brake pad (4) and a movable relative to the brake pad (4)
    Friction lining (5), the brake lining (4) by means of the electric motor (2) on the
    The friction lining (5) can be pressed in order to convert mechanical energy into thermal energy by friction between the brake lining (4) and the friction lining (5), characterized in that the electric motor (2) with the brake lining (4) via a gear (3) with a is connected via a control stroke not constant translation, the electromechanical brake (1) is produced in particular in a method according to claim 5.
    [7]
    7. Electromechanical brake (1) according to claim 6, characterized in that the translation of the transmission (3) is selected depending on the actuation stroke that the electric motor (2) when actuated via the actuation stroke in an optimal operating point, in particular a maximum operating point Performance that is operable.
    [8]
    8. Electromechanical brake (1) according to claim 6 or 7, characterized in that the transmission (3) has two rotatable disks (13) about an axis of rotation (15) which are connected via at least one ball arranged in a ball ramp (14) , wherein the transmission (3), which is not constant over the actuation stroke, is at least partially formed with the ball ramp (14).
    [9]
    9. Electromechanical brake (1) according to one of claims 6 to 8, characterized in that the gear (3) has at least one non-circular cam (16) rotatably arranged about an axis of rotation (15), the electric motor (2) with the Brake lining (4) is connected, wherein the transmission (3), which is not constant over the actuation stroke, is at least partially formed with the non-circular cam (16).
    22/31
    [10]
    Electromechanical brake (1) according to one of claims 6 to 9, characterized in that the gear (3) has a control disc mounted on a shaft, the center of which lies outside the shaft axis, or a lever by which the transmission ratio, which is not constant over the actuation stroke implement constructively.
    [11]
    11. Electromechanical brake (1) according to any one of claims 6 to 10, characterized in that the gear (3) has a cam gear, a cam, a linkage (24) and / or a coupling gear to the ratio not constant over the actuation stroke implement constructively.
    [12]
    12. Electromechanical brake (1) according to one of claims 6 to 11, characterized in that a wear adjuster is provided, with which a position of the brake lining (4) relative to the friction lining (5) to wear of the brake lining (4) and the friction lining (5) is automatically adaptable.
    [13]
    13. Electromechanical brake (1) according to one of claims 6 to 12, characterized in that the transmission (3) is designed such that the transmission ratio over the actuation stroke has both positive and negative values.
    [14]
    14. Electromechanical brake (1) according to one of claims 6 to 13, characterized in that the transmission (3) is designed such that the transmission ratio is zero at least over a partial area of the actuation stroke, so that in this partial area a movement of the electric motor (2nd ) causes no movement of the brake lining (4) relative to the friction lining (5).
    [15]
    15. Electromechanical brake (1) according to one of claims 6 to 14, characterized in that a cable connection (28) is provided, so that the brake pad (4) by pulling on a cable attached to the cable connection (28) against the friction lining (5 ) can be pressed.
    [16]
    16. Electromechanical brake (1) according to claim 15, characterized in that the cable connection (28) projects through a housing (27) of the transmission (3) and with the
    23/31
    Housing (27) is movably connected via a seal, so that a connection of the
    Rope with the cable connection (28) can take place outside the housing (27) and a movement of the cable is transmitted through the cable connection (28) into the transmission (3).
    [17]
    17. Electromechanical brake (1) according to one of claims 6 to 16, characterized in that at least one further motor is provided with which the brake (1) can be actuated independently of the electric motor (2).
    [18]
    18. Electromechanical brake (1) according to one of claims 6 to 17, characterized in that a spring (23) is provided which acts as a support when the brake (1) is released, so that a torque to be applied by the electric motor (2) is reduced The spring (23) acts in particular in such a way that the brake (1) is at least partially opened when the electric motor (2) is in a de-energized state.
    [19]
    19. Electromechanical brake (1) according to one of claims 6 to 18, characterized in that a spring (23) is provided which acts as a support when the brake (1) is actuated, so that a torque to be applied by the electric motor (2) is reduced The spring (23) acts in particular in such a way that the brake (1) is at least partially closed when the electric motor (2) is in a de-energized state.
    [20]
    20. Vehicle with an electromechanical brake (1), characterized in that the electromechanical brake (1) is designed according to one of claims 6 to 19.
    [21]
    21. Vehicle according to claim 20, characterized in that the electromechanical brake (1) is designed as a service brake.
    [22]
    22. Vehicle according to claim 20 or 21, characterized in that the electromechanical brake (1) is designed as a parking brake.
    24/31
    [23]
    23. Vehicle according to one of claims 20 to 22, characterized in that the brake (1) can also be actuated via a hand brake lever.
    [24]
    24. Vehicle according to claim 23, characterized in that the hand brake lever is connected to the brake (1) via a cable and a cable connection (28) connected to the brake (1) such that the brake lining (4) is actuated by actuating the hand brake lever. can be pressed against the friction lining (5).
    [25]
    25. Vehicle according to claim 24, characterized in that the cable connection (28) has a lever which is connected on the output side to the gear (3) in such a way that an output of the gear (3) can be moved in the same way by a pulling force in the cable , in which the output can also be actuated by actuating the electric motor (2), in particular rotating about an axis of rotation (15) in order to press the brake lining (4) against the friction lining (5).
    [26]
    26. Vehicle according to one of claims 20 to 25, characterized in that the brake (1) is designed such that a position of the brake (1) is maintained in the event of a power supply failure.
    [27]
    27. Vehicle according to one of claims 20 to 26, characterized in that the brake (1) is designed such that the brake (1) is actuated in the event of a power supply failure, in particular via a spring (23).
    [28]
    28. Vehicle according to one of claims 20 to 27, characterized in that the brake (1) is designed such that the brake (1) is released in the event of a power supply failure, in particular via a spring (23).
    类似技术:
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    同族专利:
    公开号 | 公开日
    WO2020058284A1|2020-03-26|
    AT521508B1|2020-02-15|
    EP3853090A1|2021-07-28|
    CN112714728A|2021-04-27|
    CA3113559A1|2020-03-26|
    US20220003288A1|2022-01-06|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE9101594U1|1991-02-12|1991-05-02|Siemens Ag, 8000 Muenchen, De|
    WO2001090595A1|2000-05-22|2001-11-29|Siemens Aktiengesellschaft|Electromotive parking brake, especially for an automobile|
    WO2014139919A1|2013-03-11|2014-09-18|Ve Vienna Engineering Forschungs- Und Entwicklungs Gmbh|Electrically actuated friction brake|
    WO2022040713A1|2020-08-24|2022-03-03|Stop-In-Time Gmbh|Brake device|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50800/2018A|AT521508B1|2018-09-19|2018-09-19|Method for determining design parameters of an electromechanical brake and electromechanical brake|ATA50800/2018A| AT521508B1|2018-09-19|2018-09-19|Method for determining design parameters of an electromechanical brake and electromechanical brake|
    PCT/EP2019/074897| WO2020058284A1|2018-09-19|2019-09-17|Method for determining design parameters of an electromechanical brake, and electromechanical brake|
    US17/277,821| US20220003288A1|2018-09-19|2019-09-17|Method for determining design parameters of an electromechanical brake, and electromechanical brake|
    EP19779388.8A| EP3853090A1|2018-09-19|2019-09-17|Method for determining design parameters of an electromechanical brake, and electromechanical brake|
    CN201980061203.2A| CN112714728A|2018-09-19|2019-09-17|Method for determining design parameters of an electromechanical brake and electromechanical brake|
    CA3113559A| CA3113559A1|2018-09-19|2019-09-17|Method for determining design parameters of an electromechanical brake, and electromechanical brake|
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