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Publication numberUS20010013450 A1
Publication typeApplication
Application numberUS 09/727,731
Publication dateAug 16, 2001
Filing dateDec 1, 2000
Priority dateJun 3, 1998
Also published asDE19824771C1, EP1082551A1, EP1082551B1, US6386336, WO1999063243A1
Publication number09727731, 727731, US 2001/0013450 A1, US 2001/013450 A1, US 20010013450 A1, US 20010013450A1, US 2001013450 A1, US 2001013450A1, US-A1-20010013450, US-A1-2001013450, US2001/0013450A1, US2001/013450A1, US20010013450 A1, US20010013450A1, US2001013450 A1, US2001013450A1
InventorsKurt Mohr, Siegfried Franz
Original AssigneeKurt Mohr, Siegfried Franz
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Actuator module for a vehicle brake and vehicle brake with such an actuator module
US 20010013450 A1
Abstract
The invention relates to an actuator subassembly for a vehicle brake with a drive, which is connected to an input side of a lever arrangement, wherein an output side of the lever arrangement is adapted to operate at least one friction element of the vehicle brake. If a vehicle brake of this kind is used as a parking brake, static preloading forces occur at the friction element. In order that these forces may still be taken up within the actuator subassembly, it is proposed that the lever arrangement be changed over from a service brake region, in which it is self-releasing, beyond its force reversal point into a parking brake position, in which it is self-locking. Various operating possibilities for an actuator subassembly of this kind and the use thereof in a vehicle brake are described.
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Claims(17)
1. Actuator subassembly for a vehicle brake with a drive (100), which is connected to an input side of a lever arrangement (102), wherein an output side of the lever arrangement is adapted to operate at least one friction element (104) of the vehicle brake, characterised in that the lever arrangement (102) can be changed over from a service brake region, in which it is self-releasing, beyond its force reversal point into a parking brake position, in which it is self-locking.
2. Actuator subassembly according to
claim 1
, characterised in that the lever arrangement (102) lies against a stop (118) in the parking brake position.
3. Actuator subassembly according to
claim 1
or
2
, characterised in that a second mobile stop (120) either confines the lever arrangement (102) in the service brake region or allows it to move into the parking brake position.
4. Actuator subassembly according to
claim 3
, characterised in that the second mobile stop (120) is coupled to the lever arrangement (102), wherein tensile and compressive forces can be transmitted.
5. Actuator subassembly according to
claim 3
or
4
, characterised in that an electrically controllable actuating device (122) operates the second mobile stop (120).
6. Actuator subassembly according to
claim 5
, characterised in that the second mobile stop (120) is stable in the absence of current in the position which confines the service brake region.
7. Actuator subassembly according to any one of the preceding claims, characterised in that the drive (100) comprises an electric motor (124) with a spindle drive (126).
8. Actuator subassembly according to
claim 7
, characterised in that the spindle drive (126) is self-releasing.
9. Actuator subassembly according to
claim 8
, characterised in that the electric motor (124) is a unidirectional motor.
10. Actuator subassembly according to any one of the preceding claims, characterised in that the lever arrangement (102) comprises a lever (128) on which a force (F) can act via an operating device.
11. Actuator subassembly according to
claim 10
, characterised in that the operating device of the lever (128) is constructed as a mechanical appliance which can be manually operated.
12. Actuator subassembly according to
claim 10
or
11
, characterised in that the operating device of the lever (128) comprises an electrically operable second drive.
13. Actuator subassembly according to any one of
claims 10
to
12
, in so far as this refers back to
claim 3
, characterised in that the operating device of the lever (128) is mechanically coupled to the second mobile stop (120).
14. Actuator subassembly according to either of claims 12 and 13, in so far as this refers back to claims 12, 7 and/or 5, characterised in that the electrically controllable actuating device of the second mobile stop (120), and the electric drives of the operating device of the lever (128) and of the spindle drive (126) are supplied by either separate or common voltage sources.
15. Actuator subassembly according to any one of the preceding claims, characterised in that the lever arrangement comprises two arms (108, 110), the first arm (108) of which is half as long as the second arm (110), wherein the first arm (108) is hinged at its first end to the second arm (110) in the centre of the latter and is supported by way of its second end in a locating bearing (112), and the second arm (110) is connected at its first end via a movable bearing (114) to the axially displaceable friction element (104) and is optionally loaded at its second end via the drive (100) with a force acting in the direction of the locating bearing (112).
16. Vehicle brake, characterised by at least one actuator subassembly according to any one of the preceding claims.
17. Vehicle brake according to
claim 16
, characterised in that a respective actuator subassembly according to any one of
claims 10
to
15
, in so far as this refers back to
claim 10
, is disposed on each wheel brake of at least one axle, wherein the levers (128) of the actuator subassemblies can be operated by a common operating device with the force (F).
Description

[0001] The invention relates to an actuator subassembly for a vehicle brake and a vehicle brake with an actuator subassembly of this kind.

[0002] Brake equipment in the vehicle brake field generally comprises a service brake system and a parking brake system.

[0003] It is also usual to provide each vehicle wheel with a brake having a disc- or drum-shaped friction surface as well as a friction element and an actuator, which presses the friction element against the friction surface when the brake is operated. The subassembly comprising the actuator and the friction element is called “actuator subassembly” in the following.

[0004] In a motor vehicle the service and the parking brake system generally employ a common brake, whereas their operating and transmission devices are separate. This is required for safety reasons and on account of legal regulations.

[0005] In this respect the operation of the actuator subassembly for a service brake function is usually effected by the pedal force and an auxiliary force, with pneumatic (vacuum, compressed air), hydraulic and also electrical energy primarily being used to produce the auxiliary force. In contrast, the parking brake system is generally operated manually, by hand or foot, and maintained in this state by mechanical means.

[0006] The object of more recent developments of vehicle brakes is also to perform the parking brake function by means of auxiliary energy, such as, e.g. electrical energy, in order to simplify the brake system. A further aim is to minimise the constructional volume and the weight of the brake at the wheel in order to keep the unsprung mass of the motor vehicle as low as possible.

[0007] Where known vehicle brakes are concerned, the holding force for a parking brake function is applied by means of auxiliary or external energy directly by a drive of the actuator subassembly. In this connection locking and emergency release devices are required in case the power supply for the drive, e.g. the electricity supply of an electric motor, should fail, so that the parking brake initially remains locked and can be released if required. Devices of this kind are expensive and in some cases require a considerable amount of power for the drive.

[0008] The applicant's publication WO 98/01682 discloses an actuator subassembly in which a drive can move a friction element of the vehicle brake via a toggle arrangement. This actuator subassembly can also perform the function of a parking brake by introducing an additional input force into the toggle arrangement. However the fact that a permanent, very high holding force has to be applied while operating the parking brake proves to be problematic in this respect.

[0009] The object of the invention is therefore to provide an actuator subassembly for a vehicle brake which does not have these disadvantages. This object is achieved by the actuator subassembly indicated in claim 1. Subclaims relate to advantageous developments. Further features, advantages and properties of the invention are illustrated on the basis of the following description with reference to the drawings.

[0010]FIG. 1 shows an embodiment of an actuator subassembly according to the invention in a part-sectional side view, with a lever arrangement positioned in the service brake region.

[0011]FIG. 2 shows an actuator subassembly according to claim 1 with the lever arrangement in the parking brake position.

[0012]FIG. 1 represents an embodiment of an actuator subassembly according to the invention with a drive 100, which is connected to an input side of a lever arrangement 102, which transmits an introduced driving force to a friction element 104, which is thereby pressed against a brake disc 106.

[0013] The illustrated lever arrangement with two arms 108 and 110, the first arm 108 of which is half as long as the second arm 110, is particularly suitable for carrying out the concept according to the invention. The first arm 108 is hinged at its first end to the second arm 110 in the centre of the latter and is supported by way of its second end in a locating bearing 112. The second arm 110 is connected at its first end via a movable bearing 114 to the axially displaceable friction element 104 and is optionally loaded at its second end via the drive 100 with a force acting in the direction of the locating bearing 112. Both the drive 100 as well as the locating bearing 112 and the movable bearing 114 of the friction element 104 are loaded without any transverse force as a result of this particularly advantageous configuration.

[0014] The lever arrangement 102 is self-releasing in the state represented in FIG. 1. If the force which is introduced is reduced, the friction element 104 is therefore returned on account of its preload, without this movement being inhibited by the lever arrangement 102.

[0015]FIG. 2 represents the actuator subassembly according to claim 1 in a state in which the lever arrangement 102 is in the parking brake position.

[0016] In a further configuration of the invention the lever arrangement 102 comprises a force reversal point which lies on an axis 116. By moving the lever arrangement 102 beyond this force reversal point, the lever arrangement can be changed over from the service brake region into a parking brake position. The lever arrangement 102 expediently lies against a stop 118 in this position, so that it is maintained in this position.

[0017] The lever arrangement 102 is self-locking in this position. If the driving force which is introduced is cancelled, the friction element 104 is prevented from executing a return movement by the lever arrangement 102. The preloading force of the friction element 104, which is pressed against the brake disc 106, is thereby taken up within the brake. This signifies a considerable advantage, as no force acts on the operating device of the vehicle brake in the parking brake position. The operating device of the vehicle brake can therefore be formed in a simpler and less expensive manner. The fact that the parking brake position can be maintained independently of operating and transmission devices of the vehicle brake makes the brake system safer.

[0018] As in the case of the preferred embodiment of the invention, the lever arrangement 102 can easily be held in the parking brake position by means of a mechanical stop disposed in a stationary fashion on the housing or similar limiting means.

[0019] The preloading force between the friction element 104 and the brake disc 106 which is maintained by the lever arrangement is in this case dependent on the distance of the stop 118 from the axis 116. The smaller this distance, the greater the preloading force which is transmitted by the lever arrangement 102 to the friction element 104.

[0020] A further hydraulic transmission stage may optionally also be disposed between the lever arrangement 102 and the friction element 104 in order to increase the force applied by the friction element 104 to the brake disc 106. It is also possible to dispose resilient compensating members such as, e.g. wave washers, between these two elements in order to facilitate the movement of the lever arrangement 102 beyond its force reversal point and compensate for wear of the friction element 104.

[0021] While a particularly advantageous embodiment of the lever arrangement 102 is shown in FIGS. 1 and 2, other lever arrangements are conceivable. For example, the arm 108 may be omitted and the service brake region of the lever arrangement 102 confined by a stop on the arm 110 in a simplified construction of the arm 108.

[0022] On account of legal safety regulations, the vehicle brake may not be changed over to the parking brake position when in the service brake state without operating the parking brake system. In order to meet this requirement, a second mobile stop 120 is therefore advantageously provided which either confines the lever arrangement 102 in the service brake region or allows it to move into the parking brake position. This prevents the vehicle brake from taking up the parking brake position when this is not desired.

[0023] As a result of coupling a mobile stop 120 of this kind to the lever arrangement 102, it is also possible to apply both compressive forces which confine the service brake region and tensile forces which can change the lever arrangement 102 over from the maximum position of the service brake region into the parking position. The lever arrangement 102 may thus be moved into and/or out of the parking brake position by means of the mobile stop 120. An arrangement of this kind can satisfy the legal requirement for a separate operating device for the service and parking brake.

[0024] It is also possible for the mobile stop 120 to be operated by an electrically controllable actuating device. In this case it is particularly advantageous for the second mobile stop 120 to be stable in the absence of current in the position which confines the service brake region, so that the energy consumption is minimal during the service brake function. A bistable change-over switch, for example, which is only energised when operated, may be used for this purpose. A moving magnet is used as actuating device in the embodiment represented in FIGS. 1 and 2 in order to achieve particularly high operating forces.

[0025] The drive 100 comprises an electric motor 124 with a spindle drive 126. An actuator subassembly of this kind may therefore be used in a vehicle brake of the so-called brake-by-wire type. Particular advantages are achieved if the spindle drive 126 which is used is self-releasing, for the self-releasing action of the toggle arrangement 102 is fully effective in a case of this kind. However it should be borne in mind that self-locking of the lever arrangement 102 is also necessary if the spindle drive 126 is not of self-locking construction, as self-locking of the spindle drive 126 would not in itself be sufficient also to maintain the parking brake function under changing environmental influences (e.g. cold-heat load). When using a self-releasing spindle drive 126, the electric motor 124 may be a unidirectional motor, which is of a compact design and has a low current consumption. A motor of this kind can be operated at low voltage.

[0026] The lever arrangement 102 comprises a lever 128 on which a force F acts via an operating device. The lever 128 is in this respect preferably formed such that it extends out of the housing of the actuator subassembly.

[0027] On account of the lever principle, the relatively long lever 128 enables a small operating force F of the operating device to be converted into a large output force on the friction element 104. The operating device of the lever 128 may therefore be constructed as a mechanical appliance which can be manually operated, e.g. a known hand brake lever with a traction cable transmission can be used here.

[0028] However it is advantageous for the operating device of the lever 128 to comprise an electrically operable second drive in order to obtain a vehicle brake which can be operated purely by electrical means. A combination of a manually operable operating device of the lever 128 with an electrically operable second drive is also appropriate. Should the voltage supply of the electric drives fail, both an emergency braking and an emergency release function of the vehicle brake can be achieved via manual operation. In order to simplify an emergency release function of this kind and as a low-budget application, the operating device of the lever 128 may be mechanically coupled to the second mobile stop 120, so that the second mobile stop 120 is also moved when the lever 128 moves and the lever arrangement 102 is allowed to move into the parking brake position. This coupling may be effected mechanically via an additional transmission, so that an increased force can be applied to the second mobile stop 120 when changing the lever arrangement 102 over from the parking brake position to the service brake region.

[0029] According to the embodiments presented above, the lever arrangement 102 can be moved by means of the drive 100, the mobile stop 120 or the operating device of the lever 128 from the service brake region into the parking brake position or from the parking brake position into the service brake region. In order to satisfy the legal requirements for separate operation of the service brake, the parking brake and an emergency brake, as well as the emergency release function of the parking brake, combinations of the above-mentioned drive and operating means are optionally possible. When using a plurality of electric drives, it is in particular of advantage for the electrically controllable actuating device of the second mobile stop 120 and the electric drives of the operating device of the lever 128 and the spindle drive 126 to be supplied by either separate or common voltage sources. This measure also guarantees redundant implementation of the brake function in a brake system of the brake-by-wire type.

[0030] The described actuator subassemblies may be used in their various embodiments within a vehicle brake. It is in particular of advantage to mount on each wheel brake of at least one axle a respective actuator subassembly, each of which comprises a lever 128 and which can be jointly operated via an operating device with the force F.

Classifications
U.S. Classification188/106.00F, 188/106.00R
International ClassificationB60T13/68, B60T13/14, F16D65/14, F16D65/18
Cooperative ClassificationF16D65/18, B60T13/148, F16D2125/68, F16D2121/14, F16D2125/40, F16D2121/24, B60T13/686, F16D2123/00
European ClassificationF16D65/18, B60T13/14D, B60T13/68C
Legal Events
DateCodeEventDescription
Dec 20, 2013REMIMaintenance fee reminder mailed
Oct 14, 2009FPAYFee payment
Year of fee payment: 8
Sep 27, 2005FPAYFee payment
Year of fee payment: 4
Dec 1, 2000ASAssignment
Owner name: LUCAS INDUSTRIES PUBLIC LIMITED COMPANY, GREAT BRI
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:MOHR, KURT;FRANZ, SIEGFRIED;REEL/FRAME:011362/0355
Effective date: 20001127
Owner name: LUCAS INDUSTRIES PUBLIC LIMITED COMPANY STRATFORD