braking device

Abstract

The invention relates to a brake device and a machine comprising said brake device, wherein the brake device comprises an actuator (04), a transmission unit, a deployment device, a brake pad (063) and a friction surface; the actuator (04) moves within a limited actuator actuation area; the actuator (04) rotates the deployment device about at least one fulcrum via the transmission unit in at least a part of its actuator actuation area; for the purpose of braking, the actuator (04) presses the brake pad (063) against the friction surface in the direction of the friction surface via the deployment device in at least a part of its actuator actuation area, in order to generate a pressing force and a resulting braking torque; the transmission unit has a non-linear component (03), i.e. a non-constant transmission ratio over at least a part of the actuator actuation area; and the transmission unit rotates the deployment device in accordance with the non-linear component (03).

Description

TECHNICAL FIELD

[0001] The present invention relates to a brake device and a machine according to the general terms of the independent patent claims. BACKGROUND

[0002] Various types of actuators with a deployment device are known from the prior art. For example, brakes are known in which a component to be compressed, in particular a brake pad, is guided along a straight line and in which the deployment device exhibits a special type of geometry, so that, when it is rotated, the deployment device rolls onto the component to be compressed. However, a disadvantage of this type of actuator is that the required geometry of the deployment device not only indicates a mechanical disadvantage, but also a technical disadvantage in connection with production, so that it cannot be produced efficiently and economically. Furthermore, due to the special geometry involved, the durability of this type of deployment device is limited. SUMMARY

[0003] The task of the present invention is to overcome the disadvantages resulting from the prior art. In particular, the task of the present invention is to create a brake device equipped with a deployment device which enables the brake device to be operated efficiently, has a long service life and can be produced simply and efficiently. Furthermore, the task of the present invention can be to provide a brake device which can be equipped with a deployment device having a conventional geometry.

[0004] The task according to the invention is in particular solved by the features of the independent claims.

[0005] In particular, the present invention relates to a brake device, wherein the brake device comprises an actuator, in particular an electric actuator, a transmission unit, a deployment device, a brake pad and a friction surface.

[0006] It is preferably provided that the actuator moves within a limited actuator operating range.

[0007] It is preferably provided that the actuator is able to rotate and / or move the deployment device about at least one point of rotation via the transmission unit in at least a portion of its actuator operating range.

[0008] It is preferably provided that the actuator is able to compress the brake pad in the direction of and / or against the friction surface via the deployment device in at least a portion of its actuator operating range.

[0009] It is preferably provided that the actuator is able to compress the brake pad in the direction of and / or against the friction surface and thus to generate a compression force and a resulting braking torque via the deployment device for braking in at least a portion of its actuator operating range.

[0010] In other words, the deployment device can thus be moved or rotated by the actuator in such a way that the deployment device presses the brake lining in the direction of the friction surface and against the friction surface for generating a pressing force and thus a braking torque in at least a portion of the actuator actuation range for braking.

[0011] The lining stroke can be performed by such a rotation and / or movement of the deployment device. In the context of the present invention, the lining stroke can be understood to mean that the brake lining is selectively moved, in particular in the direction of the friction surface. In other words, the lining stroke can also be considered to be associated with a braking action.

[0012] In the context of the present invention, the lining stroke associated with a braking effect can be understood to mean a lining stroke in which the brake lining is moved, in particular on the friction surface, in particular in the direction of the friction surface.

[0013] If applicable, it is provided that the actuator, via the transmission unit, effects the lining stroke, in particular the stroke associated with the braking effect, at least in a portion of its actuator actuation range.

[0014] It is preferably provided that the transmission unit indicates a non-linear component, i.e. a transmission ratio that is not constant over at least a portion of the actuator operating range.

[0015] It is preferably provided that the transmission unit rotates and / or moves the deployment device in accordance with the non-linear component.

[0016] The deployment device can be rotated and / or moved by the actuator relative to the brake lining, a component of the brake device that presses on the brake lining, the actuator and / or in particular the stationary transmission unit component.

[0017] The brake device can also be created as an electromechanical unit.

[0018] If applicable, it is provided that the transmission unit and, if applicable, the deployment device will be actuated when the actuator is moved. Subsequently, it can be provided that the actuation of the transmission unit and, if applicable, the deployment device will result in the execution of a lining stroke and, in particular, the brake lining will perform a movement.

[0019] If applicable, the transmission unit or at least a portion of the transmission unit will be designed or constructed to be non-linear. In particular, the transmission unit comprises at least one non-linear feature.

[0020] The transmission unit can comprise a plurality of transmission unit components. In particular, the transmission unit can comprise at least one gear train and / or at least one transmission unit, which in particular comprises at least one non-linear transmission ratio, which will change over the actuation path. Furthermore, the transmission unit can comprise at least one transmission ratio for driving or not driving various components.

[0021] If applicable, the movement of the actuator can be related to the final movement of the brake lining, in particular the lining travel, non-linearly. If applicable, the movement of the actuator in certain regions also does not result in any lining travel.

[0022] In the context of the present invention, the terms "no lining travel" and / or "without lining travel" can be understood to mean that no significant change to the braking effect and / or bridging of the air gap will occur in the process, but if applicable, movements within the range of production tolerances or mechanical properties, for example, are not thereby excluded. In particular, it can be provided that at the beginning and end of the limited actuator operating range, i.e. in particular at the beginning and end of the actuator movement range, the movement of the actuator does not result in any lining travel and / or is without lining travel.

[0023] If applicable, it is provided that the transmission unit will be adapted in regions based on different requirements for the brake device, such as moderate deceleration, full braking, continuous braking and / or the like, as well as internal functions. In other words, the transmission unit, in particular the non-linear component, can be optimized for operating conditions occurring during operation of the electromechanical brake device.

[0024] If applicable, it is provided that this adaptation and / or optimization of the transmission unit will be carried out with the primary goal of achieving the highest possible functional safety of the brake device and brake system as a whole. In other words, this adaptation and / or optimization of the transmission unit will not be carried out on the basis of individual components, such as the electric actuator.

[0025] If applicable, it is provided that at least two regions of the transmission unit with the lining travel, in particular in relation to the braking effect, will be optimized and / or adapted differently.

[0026] If applicable, it is provided that at least two regions of the transmission unit with the lining travel, in particular in relation to the braking effect, will indicate two different non-linear components.

[0027] In the context of the present invention, the term "conveying device or transport device" can be understood to mean any device and / or machine that can be used to drive and / or can be used to transport persons and / or loads when driven.

[0028] If applicable, it is provided that the transmission of the transmission unit is selected and / or designed such that at least one section with a non-linear component is created, provided and / or arranged along the actuator operating range.

[0029] If applicable, it is specified that the transmission of the drive unit is selected and / or designed to create, provide and / or set two, three, four, five, six, seven, eight, nine, ten or more sub-segments of nonlinear components that function differently along the actuator operating range.

[0030] Therefore, in the context of this invention, reference to brake can be understood as meaning a braking device.

[0031] In the context of this invention, reference to a rotated contact surface can therefore be understood to mean the contact surface of the deployment device, wherein the deployment device and the rotated contact surface are rotatable. Furthermore, in the context of this invention, a contact pressure surface can also be understood to include a rotated contact pressure surface.

[0032] In the context of this invention, the reference to a non-rotated contact surface can therefore be understood as referring to the contact surface of a component of the braking device (which is different from the deployment device). Furthermore, in the context of this invention, the reference to an abutment surface can also be understood as referring to a non-rotated contact surface.

[0033] In the context of this invention, the deploying member can therefore be understood as meaning a deploying device, and in particular, together with at least one rotated contact surface and / or at least one non-rotated contact surface.

[0034] In the context of this invention, reference to the actuator rotation region can therefore be understood as referring to the actuator operating range.

[0035] In the context of this invention, EMB can be understood to mean, in particular, an electromechanical braking device and / or, in particular, an electromechanical brake.

[0036] If applicable, it is stipulated that the deployment device is at least partially surrounded by the braking device, especially the transmission unit, so that the deployment device will not fall out of the braking device under appropriate circumstances.

[0037] If applicable, it is stipulated that the deployment device is loosely mounted in the braking device.

[0038] If applicable, it is stipulated that the deployment device shall be installed in the braking device.

[0039] If applicable, it is specified that, within at least a portion of the actuator's operating range, and particularly at a first actuation point of the actuator or in a first actuation region of the actuator, the deploying device performs relative movement with respect to the brake pads, the components of the braking device that press against the brake pads, the actuator, and / or particularly fixed transmission unit components.

[0040] If applicable, it is specified that the relative movement of the deploying device will optionally, particularly exclusively, be performed along or within the plane of rotation of the deploying device.

[0041] If applicable, it is specified that the relative movement of the deploying device will optionally, particularly exclusively, be performed substantially perpendicular to the direction of rotation, and particularly the pressing direction of the deploying device. If applicable, it is specified that the relative movement of the deploying device will optionally, particularly exclusively, be performed in at least one extending direction of the deploying device, preferably in the longitudinal and / or transverse directions of the deploying device.

[0042] If applicable, it is specified that relative movement of the deploying device will optionally be performed in all directions, particularly in all extension directions of the deploying device.

[0043] At least one rotated and at least one non-rotated rolling surface, particularly at least one rotated and at least one non-rotated clamping surface, are also permitted to have any initial position, for example, due to weight or, for example, due to vibration. They may also be frictionally engaged or substantially frictionally engaged, with no significant relative movement or significant relative movement in the lateral direction. Frictional engagement may also be overloaded, thus slip-compensating movement may occur between at least one rotated and at least one non-rotated rolling surface, and in this case, a mixed form of sliding and rolling may also occur. Additional lateral relative movement may also occur, and vibration may be superimposed on these movements, and / or lateral relative movement may be exploited in the degrees of freedom of movement, thus causing at least one rotated rolling surface to slide on the non-rotated rolling surface.

[0044] The movement of both the rotated and unrotated rolling surfaces can also additionally follow geometric changes or deformations.

[0045] If applicable, the deployment device shall include at least one contact surface, particularly a rotating contact surface.

[0046] If applicable, it is specified that the braking device, particularly the transmission unit and / or the component of the braking device that presses against the brake pads, includes at least one abutting surface, particularly a non-rotating contact surface.

[0047] If applicable, it is specified that at least one contact pressure surface presses against at least one abutment surface in at least a portion of the actuator operating range, thereby allowing the deployment device to optionally rotate and / or move.

[0048] If applicable, it is stipulated that at least one rotated contact surface, in particular the contact surface, presses against at least one unrotated contact surface, in particular the abutting surface, in at least a portion of the actuator operating range by the rotation of the deploying device, and, if necessary, generates a clamping force between the thus existing pair of contact surfaces.

[0049] If applicable, it is stipulated that the contact pressure surfaces, particularly the rotated contact pressure surfaces, and / or the abutment surfaces, particularly the non-rotated contact pressure surfaces, will be configured such that these surfaces perform relative movement, particularly sliding and / or rolling movement relative to each other, especially during the rotation and / or movement of the deploying device.

[0050] If applicable, the braking device is designed such that the brake pads follow a movement path that will deviate from a straight line during the clamping process.

[0051] If applicable, the contact pressure surface and the abutment surface shall be designed such that the brake pads follow a movement path that will deviate from a straight line during the clamping process.

[0052] If necessary, the movement path will be defined by the interaction between the transmission unit and / or deployment device and the brake pads.

[0053] Therefore, in the context of this invention, rolling relative motion can be understood as the rotating contact surface performing rolling motion on the non-rotating contact surface, much like a wheel located on a base. Due to frictional connection and / or static friction, the surfaces can therefore have substantially the same surface velocity, resulting in rolling motion being considered a particularly low-speed slip in this case. If friction and / or static friction are exceeded, then rolling can transform into sliding motion with reduced slip, potentially achieving the behavior of a wheel locked on the surface, which is referred to as sliding.

[0054] A transition zone is also possible between the two. A transition zone may also lie between these two. Especially when, as in the case of a braking device, there are high forces on small parts and therefore also high surface pressures, the ideal theoretical goal would be to achieve a geometry that essentially allows, in particular, only rolling motion. In other words, the deployment device can be designed such that its geometry provides rolling motion in any possible case, even when a linear guide directs the movement of the pressed part.

[0055] In the case of braking devices, this geometry, which practically enables the so-called ideal rolling behavior, can only be pursued to a limited extent or not at all, in order to facilitate other advantages, such as optimal manufacturability, the use of circular components with suitable surface hardness and surface quality, and the avoidance of unfavorable production or manufacturing methods, such as curved chamfers. If applicable, straight or other guides can also be omitted in braking devices, and instead, compensating movement transverse to the clamping direction can be allowed. Since there is no forced guidance, this compensating movement can be used to request an unrolling state.

[0056] If necessary, the movement affected by the unfolding device is, on the one hand, movement in the pressing direction, and on the other hand, movement with a different component, which can also be substantially perpendicular (here also referred to as lateral to) the pressing direction, although spatially preferably in the plane of rotation of the unfolding mechanism. Therefore, in the context of this invention, lateral movement can also be referred to as height, depending on the “upward” direction in the figures and the common mounting position of the brake. If applicable, the deviation from the intended pressing direction is also referred to as height error. Lateral movement can be prevented by guides, such as linear guides. However, this can also be achieved, for example, by creating play in the guides or by abandoning an effective guide. Lateral movement can also occur as a sliding movement rather than compensation for unwinding, especially when the guides force such movement.

[0057] These movements can be caused by the movement of the deployment device, but they can also occur independently of the movement of the deployment device, for example, when they are triggered by vibration. Even in the case of rolling movement, the contact points (points, lines, surface areas) between the rotated and non-rotated contact surfaces can move laterally in the contact direction during the contact pressure process.

[0058] If applicable, it is specified that the actuator, in at least a portion of its actuator actuation range, particularly in the second actuation point or the second actuation range of the actuator, causes the deployment device to rotate about the first rotation point via a transmission unit.

[0059] If applicable, it is specified that the actuator, in at least a portion of its actuator actuation range, particularly in the additional actuation point or additional actuation range of the actuator, causes the deployment device to rotate about an additional pivot point or rotation point via a transmission unit.

[0060] If applicable, it is stipulated that the positions of at least two rotation points are offset from and / or different from each other.

[0061] If applicable, it is stipulated that the location of the rotation point is limited by the design of the braking device.

[0062] If applicable, it is stipulated that the braking device is designed such that the rotational displacement of at least two rotational points of the deploying device is resisted by elastic resistance, in particular by a resistance device.

[0063] If applicable, it is stipulated that at least one point of rotation is supported and / or freely movable, in particular unsupported.

[0064] Therefore, in the context of this invention, a supported point of rotation can be understood as a point of rotation that is set to be stationary relative to the brake pad, the component of the braking device that presses against the brake pad, the actuator, and / or particularly fixed transmission unit components, and in particular has no degree of freedom of movement.

[0065] In the context of this invention, an uninstalled rotation point can therefore be understood as an uninstalled rotation point that is freely movable relative to the brake pads, the components of the braking device pressing on the brake pads, the actuators and / or particularly fixed transmission components, and in particular has at least one degree of freedom of movement relative to these components.

[0066] If applicable, it is specified that, in at least a portion of the actuator's operating range, and particularly in the third actuation point or third actuation range of the actuator, the deploying device performs relative movement with respect to the brake pads, the components of the braking device that press against the brake pads, the actuator, and / or particularly the fixed transmission unit components.

[0067] If applicable, the deployment device is specified to include at least two deployment device components, wherein at least one deployment device component may optionally be a pin, bolt, and / or a prefabricated component.

[0068] If applicable, it is stipulated that at least one contact pressure surface of the deployment device is created at least in part by the deployment device components.

[0069] If applicable, it is specified that at least one contact pressure surface of the deployment device is at least partially disposed on a deployment device component.

[0070] If applicable, it is stipulated that the components of the unfolding device are connected to each other, particularly by means of friction, material, compression and / or welding.

[0071] The deploying device may include at least two deploying device components, particularly at least one deploying device retainer and at least one deploying device roller disposed thereon. A deploying device component, particularly the deploying device roller, may be a pin, particularly a cylindrical pin, or a bolt, particularly a cylindrical bolt.

[0072] A deploying device component, particularly a deploying device roller, can be connected to another component of the deploying device, particularly a deploying device retainer, by means of friction and / or material locking, particularly by means of clamping and / or welding.

[0073] At least one unfolding device component, particularly an unfolding device roller, may be a cylindrical pin with a diameter of 6 mm to 10 mm (including the end point), particularly 8 mm.

[0074] The deployment mechanism can be designed as a cam or a lever.

[0075] If applicable, the deployment device is designed to be non-linear.

[0076] If applicable, it is specified that the deployment device is rotated within a limited range via an actuator and a transmission unit.

[0077] Specifically, it can be specified that the deployment device rotates within a limited range of rotation via an actuator and a transmission unit. In the context of this invention, the range of rotation can therefore be understood as the range of angles around which the deployment device rotates.

[0078] The cams or levers of the deployment device can be designed to be non-linear.

[0079] At least one non-linear component may be mounted on the cam or lever of the deployment device.

[0080] If applicable, the deployment device indicates at least one nonlinear component, i.e., a transfer ratio that is not constant over at least a portion of the actuator's operating range.

[0081] Therefore, in the context of this invention, nonlinearity can be understood as representing nonlinear propagation.

[0082] Where applicable, at least one nonlinear component of the deployment device is matched with at least one nonlinear component of the transmission.

[0083] If applicable, it is stipulated that when designing at least one nonlinear component, particularly for nonlinear transmission of a transmission unit, at least one nonlinear component of the deployment device, particularly the nonlinear transmission effect, shall be taken into account.

[0084] If applicable, it is specified that the actuator is operated at an operating point deviating from the optimal operating point of the actuator within at least a portion of its actuator operating range.

[0085] If applicable, it is specified that the actuator is operated at an operating point within at least a portion of its actuator operating range, which is an operating point deviating from the operating point with the actuator's maximum power.

[0086] If applicable, it is stipulated that the transmission unit, in particular the deployment device, starts from the initial position of the transmission unit, especially the zero position, to perform or convert the movement of the actuator in the initial direction for braking.

[0087] If applicable, it is stipulated that the transmission unit, in particular the deployment device, starting from the initial position, in particular the zero position, performs or converts the movement of the actuator in a second direction, in particular opposite to the initial direction, for the purpose of adjusting the air gap, in particular for actuating wear adjustment and / or wear adjustment devices.

[0088] If applicable, it is specified that at least a portion of the actuator rotates once in the initial rotational direction and once in the second rotational direction. The second rotational direction may be opposite to the first direction.

[0089] If applicable, the transmission unit, particularly the deployment device, can convert the initial rotational direction of the actuator into movement in the initial direction. If applicable, the transmission unit, particularly the deployment device, can convert the second rotational direction of the actuator into movement in the second direction.

[0090] The zero point of the transmission unit can be determined geometrically and / or mechanically by the transmission unit, particularly the nonlinear component. Therefore, within the scope of this invention, the zero point of the transmission unit can be understood as the position of the liner stroke caused by the actuation of the actuator in the initial direction. The zero point of the transmission unit can also be determined by the geometry of the transmission unit, particularly the starting point of the slope.

[0091] If applicable, the actuator can be brought to a stationary position, particularly by starting from the zero position of the transmission unit, with pad stroke and no braking effect. If applicable, from the stationary position, the actuator can be moved in the initial direction to overcome the air gap and / or to increase the braking effect, and / or in the second actuation direction to perform other tasks.

[0092] The rest position of the transmission unit can be a position of the transmission unit where the air gap indicator defines the dimension. If applicable, the rest position can be the same as the zero position.

[0093] If applicable, it is stipulated that a wear adjustment device is provided at the rotation point of the deployment device.

[0094] If applicable, the deployment device is specified to include a drive unit.

[0095] If applicable, it is stipulated that the drive unit of the deployment device is equipped with a wear adjustment device.

[0096] In particular, if applicable, it is stipulated that, for wear adjustment, especially in the case of at least one non-linear component of the transmission unit, the angle between the deployment device and the transmission unit shall be changed and / or adjusted.

[0097] If applicable, such change and / or adjustment will be performed by an adjustment device, for example, particularly a tooth. In particular, the adjustment device can be used to change and / or adjust the deployment device relative to the transmission unit, particularly relative to at least one non-linear component of the transmission unit.

[0098] If applicable, a wear readjustment device is provided between the actuator and the transmission unit or between the transmission unit and the deployment device.

[0099] Specifically, a bracket can be provided to hold the actuator. If applicable, a wear adjustment device should be installed between the actuator bracket and the actuator.

[0100] If applicable, the transmission unit is specified to include a wear adjustment device for adjusting any existing wear.

[0101] If applicable, the braking device is specified to include a wear adjustment device, which is thereby actuated, particularly by an actuator, transmission unit and / or deployment device.

[0102] If applicable, the braking device shall be configured for manual wear adjustment.

[0103] The wear adjustment device can be a ratchet mechanism and / or a worm gear mechanism.

[0104] Where applicable, it is specified that actuators, transmission units and / or deployment devices are configured for actuation adjustment and wear adjustment, particularly for brake wear adjustment devices.

[0105] If applicable, the braking device shall consist of only a single actuator for braking and wear adjustment, particularly for actuating the wear adjustment device.

[0106] If applicable, the actuator is specified to consist of several parts.

[0107] If applicable, the actuator is specified to include a spring and an electric motor, whereby, if applicable, the spring and the electric motor are generated independently of each other with respect to the component and / or the direction of action.

[0108] If applicable, it is specified that the spring interacts with the electric motor via at least one additional component and / or via a transmission unit.

[0109] If applicable, the actuator is specified to include two electric motors.

[0110] If applicable, it is stipulated that the braking device works in conjunction with at least one motor, especially at least one electromagnetic excitation motor.

[0111] If applicable, the transmission unit is specified to include kinematic devices.

[0112] If applicable, the transmission unit is specified to include cams, ball bearing slides, and / or levers.

[0113] If applicable, it is specified that the transmission of the drive unit is variable, especially during actuation operation.

[0114] If applicable, it is specified that the transmission of the drive unit can be altered, particularly actively, preferably by rotating a ratchet.

[0115] If applicable, it is specified that the transmission of the transmission unit can be altered, particularly passively, preferably by spring-loaded retraction of the component or by elastic deformation of the component.

[0116] In the context of this invention, braking operation can therefore be understood as the time period between the commissioning and disengagement of the braking device, during which the braking device is ready to acquire and implement braking commands. In other words, the braking device is ready to perform braking operation in braking mode.

[0117] If applicable, the transmission unit will be selected and / or designed such that at least one section with nonlinear components is generated and / or provided along the actuator operating range.

[0118] If applicable, the transmission unit will be selected and / or designed such that at least two sections along the actuator operating range are generated and / or configured with different nonlinear components.

[0119] Where applicable, at least one nonlinear component is specified to be selected from the following nonlinear components: a nonlinear component for overcoming the air gap between the brake pad and the friction surface; a nonlinear component for determining the contact point between the friction surface and the brake pad; a nonlinear component for achieving minimum braking effect; a nonlinear component for generating increased braking torque; a nonlinear component for operating with reduced electrical power requirements; a nonlinear component for rapidly achieving high braking efficiency; a nonlinear component for measuring and / or adjusting parameters; a nonlinear component for reducing electrical and mechanical stress at the beginning of the pad stroke; a nonlinear component for compensating for brake fade; and a nonlinear component for wear readjustment.

[0120] In particular, the present invention relates to conveying devices, transport devices, machines, vehicles, elevators and / or bicycles, which include electromechanical actuators according to the invention.

[0121] Where applicable, the present invention relates to a conveying device, a part of a transport device, or a part of a machine, such as, in particular, a drive shaft, which includes or is generated by an electromechanical actuator according to the invention.

[0122] If applicable, it is stipulated that machinery, in particular conveying or transporting devices, including additional, particularly electronic, braking devices.

[0123] If applicable, it is stipulated that the additional braking device shall be designed as a parking actuator, particularly a spring-loaded parking actuator.

[0124] In particular, the present invention relates to a method of operating a braking device according to the invention.

[0125] If applicable, it is specified that the transmission unit and / or deployment device convert only a portion of the actuator's movement, particularly a portion of the actuator's operating range, into the liner stroke.

[0126] If applicable, it is specified that the actuator moves in the initial and second directions via the transmission unit and / or deployment device, and if necessary, no liner travel related to braking effect is generated before and / or after the portion of the actuator's actuation range related to liner travel.

[0127] If applicable, the transmission of the drive unit is specified to be selected and / or designed in such a way that, starting from the initial position, particularly the zero position of the drive unit, a non-linear component is provided in the initial direction along the movement of the actuator, particularly the movement of the liner stroke.

[0128] If applicable, it is stipulated that at least two nonlinear components shall be provided along the initial direction in the following order: a nonlinear component for reducing electrical and mechanical stress at the start of the brake pad stroke; a nonlinear component for overcoming the air gap between the brake pad and the friction surface; a nonlinear component for determining the contact point between the friction surface and the brake pad; a nonlinear component for achieving minimum braking effect; a nonlinear component for reducing electrical power demand; a nonlinear component for quickly achieving high braking effect; a nonlinear component for generating increased braking torque so that the braking torque adapts to the corresponding braking dynamics when necessary; and a nonlinear component for compensating for brake fade.

[0129] If applicable, it is specified that the aforementioned nonlinearity is continuously arranged on the transmission unit along the initial direction. In particular, the aforementioned nonlinear components can be gradually passed through and / or sequentially traversed as the actuator moves.

[0130] If applicable, it is specified that the nonlinear components are arranged along the initial direction in any preferred order.

[0131] If applicable, it is specified that the aforementioned nonlinear components are arranged on the transmission unit in any order along the initial direction.

[0132] If applicable, it is specified that the transmission for the drive unit is selected and / or designed such that, starting from the initial position of the drive unit, particularly the zero position, along the movement of the actuator in the second direction, nonlinear components for measuring and / or setting parameters and / or nonlinear components for wear adjustment are provided.

[0133] If applicable, it is specified that nonlinear components for measuring and / or setting parameters and / or nonlinear components for wear adjustment are continuously arranged on the transmission unit along a second direction. In particular, the nonlinear components for measuring and / or setting parameters and / or nonlinear components for wear adjustment may be gradually passed through and / or sequentially traversed during the movement of the actuator.

[0134] If applicable, the nonlinear component is specified to be designed to measure and / or adjust parameters, if applicable, for measuring mechanical losses, the zero position of the transmission unit, the zero position of the actuator, and / or the action of at least one spring.

[0135] If required, it is specified that the nonlinear components used for measuring and / or setting parameters are designed such that the actuator moves in its initial direction from the zero position of the transmission unit.

[0136] If applicable, it is stipulated that at least one parameter of the braking device, in particular motor losses, transmission unit losses, mechanical losses and / or the effects of any existing springs, shall be measured by the movement of the actuator in its initial direction.

[0137] If applicable, it is specified that the torque of the actuator generated and / or caused by the movement shall be detected.

[0138] If applicable, it is stipulated that the necessity of adjusting the braking device shall be assessed based on at least one parameter of the braking device, in particular the torque of the actuator, compared with the expected value and / or the torque measurement of the actuator at other operating points and / or other operating states.

[0139] If applicable, it is specified that the nonlinear components used for measuring and / or setting parameters are designed such that the actuator moves in its second direction from the zero position of the transmission unit.

[0140] If applicable, it is specified that a force measuring device, in particular a spring and / or an end stop, is provided in the second direction, and at least a portion of the transmission unit, in particular the actuator, abuts against the force measuring device, thereby, if applicable, the zero position of the actuator can be measured and / or adjusted.

[0141] Where applicable, at least one parameter of the braking device is specified by comparing the torque, motor current and / or motor voltage during normal operation with the measured torque, motor current and / or motor voltage during operation.

[0142] If applicable, it is specified that the nonlinear components used to reduce electrical and mechanical stress at the beginning of the liner stroke ensure that the nonlinear transmission ratio in the first half of the air gap is more than twice the velocity transmission present in the second half of the air gap.

[0143] If applicable, it is specified that the nonlinear components used to reduce electrical and mechanical stresses during the liner stroke are designed such that, in the first half of the air gap, especially in the first half of the path used to overcome the air gap, the ratio of this nonlinear transmission, especially the speed transmission, preferably the ratio between the speed of the actuator and the speed of the liner stroke, is more than twice the speed transmission in the second half of the air gap.

[0144] If applicable, it is specified that the nonlinear component used to overcome the air gap between the brake pad and the friction surface is such that the transmission ratio of the nonlinear component over more than half of the air gap is less than half of the maximum speed transmission over the pad stroke range of the adjacent air gap, so that, if applicable, the air gap is overcome more quickly compared to normal operation.

[0145] If applicable, it is specified that the nonlinear component used to overcome the air gap between the brake pad and the friction surface is designed such that, over more than half of the air gap, particularly over more than half of the distance used to overcome the air gap, the nonlinear transmission ratio, particularly the speed transmission, preferably the ratio between the actuator speed and the speed of the pad stroke, is less than half of the maximum speed transmission in the pad stroke region adjacent to the air gap. Therefore, if necessary, the air gap is overcome more quickly compared to normal operation.

[0146] If applicable, it is specified that the nonlinear components that overcome the air gap between the brake pads and the friction surfaces enable the actuator to operate at maximum actuator power, thereby overcoming the air gap as quickly as possible.

[0147] If applicable, it is specified that the nonlinear component used to overcome the air gap between the brake pads and the friction surface is designed such that the air gap is overcome as quickly as possible by a device (in particular a cam or ramp) indicating the ramp angle, which, if necessary, is designed to prevent and / or reduce the starting current peak and starting current load at the beginning of the pad stroke.

[0148] If applicable, it is specified that the nonlinear components used to determine the contact point between the friction surface and the brake pad are designed such that the contact point between the brake pad and the friction surface can be identified, particularly from the energy, current and / or power consumption of the actuator and / or from the process of the actuator load, particularly torque.

[0149] If applicable, it is stipulated that the adjustment of the braking device, especially the adjustment of the brake pads and / or the air gap, can be checked by using a non-linear component for determining the contact point between the friction surface and the brake pads.

[0150] If applicable, it is stipulated that, within the possible range of contact points between the brake pads and the friction surfaces, the nonlinear transmission of the transmission unit used to determine the contact points between the friction surfaces and the brake pads will produce an evaluable combination of transmission ratio and actuator torque, particularly interpretable curves of energy, current and / or power consumption from the actuator.

[0151] If applicable, it is specified that the evaluable combination of transfer ratio and actuator torque is an explanatory order of the actuator's energy, current and / or power consumption, actuator load and / or actuator torque during actuation, taking into account the corresponding transfer ratio.

[0152] If applicable, it is assumed that, within the nonlinear range used to determine the contact point between the friction surface and the brake pad, there are significant differences in the behavior in the air gap starting from the contact point between the friction surface and the brake pad.

[0153] If applicable, it is stipulated that nonlinear components used to achieve minimum braking effect are designed to achieve a desired minimum braking effect within a minimum effective time, particularly for emergency braking, where the minimum effective time is at most 20% longer than the time technically achievable by the braking device, especially for achieving minimum braking effect.

[0154] Where applicable, it is stipulated that the nonlinear components used to generate the increased braking torque (thereby adapting the braking torque to braking dynamics where applicable) are designed such that the rate of accumulation of the braking torque adapts to the resulting dynamic weight changes of the vehicle, thereby counteracting wheel lock-up where applicable.

[0155] If applicable, it is stipulated that nonlinear components for operation with reduced electrical power requirements are designed such that the power consumption of the actuator is at least 20% lower than that of the nonlinear component during operation of the drive unit at low speeds (rpm) and / or when the actuator is stationary. The nonlinear component is specifically designed according to the standard of the maximum achievable motor output power, for the same or similar operating and / or operating points, especially for operation at low speeds and / or when the actuator is stationary, so as to reduce the power consumption of the actuator, particularly during longer periods of continuous braking.

[0156] If applicable, the transmission of the drive unit is specified to be selected and / or designed in such a way that, from the initial position, particularly the zero position of the drive unit along the movement of the actuator, particularly the movement of the liner travel in the initial direction, the nonlinear components for operation with reduced electrical power requirements are arranged in such a way that low electrical energy consumption and / or particularly low heat loss of the electric actuator are generated under operating conditions with long holding times and / or high temperature loads.

[0157] If applicable, it is specified that the nonlinear components used to compensate for brake fade are designed such that the actuator operates with motor torque, under the same operating conditions, especially at higher operating temperatures, particularly above the maximum permissible motor torque and / or above the maximum permissible shaft power, the motor torque being higher than the nonlinearity designed according to the standard based on the maximum achievable motor output power, thereby achieving braking effect even in the event of brake fade.

[0158] If applicable, it is specified that at least one nonlinear component for compensating for air gap error, particularly in the liner stroke, is designed in such a way as to compensate for air gap error, particularly the deviation of the air gap size from the assumed size, whereby the air gap error is preferably caused by wear.

[0159] If applicable, it is stipulated that, in particular, by adjusting the movement of the actuator, the braking device is operated until a certain deviation of the air gap error magnitude is achieved, preferably without wear adjustment and / or without wear adjustment device.

[0160] If applicable, it is stipulated that the non-linear component of the wear readjustment is designed such that the actuator, in particular from the zero position of the transmission unit, performs a movement opposite to the direction of movement or rotation used for braking, particularly in the second direction, and by such movement of the actuator, particularly in the absence of a braking effect, the wear adjustment device is thereby braked.

[0161] If applicable, it is stipulated that the non-linear component of the wear adjustment is designed such that the actuator performs movement in the braking direction, particularly in the initial direction, by which the wear adjustment device is braked, because if necessary, after reaching the maximum position of the actuator required for braking, particularly parking braking, additional movement of the actuator, particularly without functional liner stroke, will result in braking of the wear adjustment device or prepare for it.

[0162] If applicable, it is stipulated that nonlinear components used to quickly achieve high braking effect are designed such that the actuator operates with a motor torque equal to the maximum permissible motor torque and / or equal to the maximum permissible shaft power.

[0163] If applicable, it is specified that at least one actuator position of the actuator is designed by at least one nonlinear component, and if applicable, by the interaction of the at least one nonlinear component with a spring, particularly the spring action, to reduce, in particular, very low electrical power demand or to eliminate current.

[0164] If applicable, it is specified that the effective range of at least one nonlinear component / or nonlinearly acting component is distributed over several, particularly nonlinearly designed and / or nonlinearly acting, components of the transmission unit, especially several transmission unit components, preferably cams and / or ball ramps that are twisted to each other.

[0165] The effective range of at least one nonlinear component and / or nonlinear assembly, particularly the effective range and / or design of the transmission unit component, can be assigned to a specific actuator operating range.

[0166] By using additional nonlinear acting components, the overall actuator operating range, which is predetermined and / or limited by the nonlinearity of individual components, can be increased and / or expanded. In particular, the effective range of existing nonlinear components can be increased and / or expanded, preferably the actuator operating range limited by the operating range and / or movement range of the transmission unit components.

[0167] Where applicable, the initial transmission unit component, particularly the initial nonlinear component of the initial transmission unit component, is associated with the initial actuator operating region. To increase the range of motion and / or braking range, a second transmission unit component may be provided, which is assigned to the second actuator operating range. This second transmission unit component may indicate another portion of the first nonlinear component and / or the second nonlinear component. The second actuator operating region may be adjacent to the first actuator operating region.

[0168] If applicable, it is stipulated that the transmission for the drive unit is selected / designed such that movement of the actuator without braking action causes movement of braking components, such as, in particular, movement of the brake pad carrier.

[0169] If applicable, it is stipulated that such movement will not produce and / or will produce only minimal residual drag torque.

[0170] If applicable, it is specified that the movement of braking components, such as, in particular, the movement of the brake pad carrier, is affected by the movement of the actuator without braking action, i.e., without braking effect, in such a way that there is no and / or only a minimized residual drag torque, which may be known under the term "zero drag".

[0171] The inventors then proceed to embodiments intended to provide a better understanding of the invention. The features described below may be, but are not necessarily, features of the braking device according to the invention. A braking device according to the invention may include and / or indicate the features listed individually or in combination (i.e., any combination).

[0172] The term "actuation" can be understood as the process of increasing braking effect, while "release" can be understood as the process of decreasing braking effect. The drive mechanism can accomplish both of these tasks.

[0173] A "ratchet" can be understood as any device or effect that specifies a direction, such as the direction of rotation, or selects or chooses one of two directions. This can be achieved through forced locking (e.g., gear teeth), friction locking (e.g., coil springs), or through geometry of compression or contact pressure. It can also be driven, if necessary, so that, for example, a worm or screw continues to rotate a worm gear component with good resolution, but the "ratchet effect" is achieved through the ratchet-like rotation of the screw. All the ratchet functions described herein can, of course, be performed using such a "transmission ratchet," but the transmission is precise. Many known "ratchet" components typically possess certain advantages, such as high resolution. Hydraulic solutions can also be used, which are modified, altered, or dependent on direction, for example, through grooves, valves, viscosity, or other means. These "ratchets" can be combined here, and also have a minimum of one additional function, such as limiting torque, limiting stroke, or driving stroke from a certain state (e.g., from torque).

[0174] In the current context, "nonlinearity" can therefore be understood as any behavior not based on a constant transmission ratio, such as a common transmission unit. This nonlinear behavior can be defined in very different ways.

[0175] Example:

[0176] • The curve between input force and output force along the actuation path

[0177] • Limited to one direction of movement

[0178] • Limited to specific torque or specific force

[0179] • Allow one component to move while another component is stationary.

[0180] In the following sections, we will also use the phrase “braking with respect to the correctable transfer ratio”, which is used in the same sense as “nonlinear”, although here “in the same sense” is not necessarily understood as “exactly the same”, but rather as “producing the same meaning”.

[0181] There are many methods available for indicating braking intensity, ranging from perception to physical magnitude. Therefore, the term "braking effect" is used here, encompassing all variations and can be expressed as, for example, braking torque, braking force, braking delay, etc. These effects are not mentioned individually below but are considered valid.

[0182] "Pad position" or "pad travel" can describe the position of the brake pads or values ​​derived from them, such as actuator angles. These values ​​are applied starting from defined initial values, preferably the maximum distance from the friction surface (brake disc or brake drum or the like). After overcoming the air gap, i.e., from the point where the pad contacts the friction surface ("contact point"), the term "deformation" can be used, if applicable, because from this point, contact pressure is generated, resulting in deformation or overall deformation. The contact point is not a geometric point, but rather a matter of just the beginning. All of these also apply when several pads are involved.

[0183] In the case of linear movement (such as in the case of brake pads), it makes sense to relate force and displacement (or stroke) to the transmission ratio. In the case of rotating parts (such as contact cams or actuator motors), the most commonly used terms are torque and angle, but of course, circumferential force and displacement on a circumference can also be used. Position can be considered an angle, and therefore naturally a measurable quantity, such as step size, or as a linear measurement. In the following text, these terms are used in a valid or reasonable manner, i.e., "force" also means, for example, high actuator torque, and only one term is listed, but all terms with similar effects are included. Since both rotational and linear movement can occur in EMB, force and torque and / or path, displacement and angle are generally used in the same sense, i.e., neither version is mentioned, although both usually occur, such as the angle of the actuator shaft or the stroke of the pad. This also naturally means that actuator torque can produce different clamping forces or pressures at different points of a nonlinear component, or, for example, the pad position and actuator angle are not directly related, but, if applicable, through, for example, the nonlinear component and the resulting total displacement or transmission. Besides explicitly pointing out the differences, the terms "control" and "regulation" are also used interchangeably.

[0184] Terms such as “and,” “or,” and “and / or” are essentially intended to indicate non-exclusivity. In principle, there can also be multiple features, for example, several springs instead of one specified one, or several brake actuators instead of one specified driver. The representation of permutations is one of several possibilities: for example, if a compression spring is shown, then this can also be achieved with a tension spring or a combination thereof, or other thrust or pull forces. Therefore, modifications with the same or better effects are also possible, for example, when the spring is cut off elsewhere.

[0185] Actuator construction:

[0186] Advantageously, the wear conditioner is driven by a brake actuator; however, a brake actuator can certainly utilize its own wear conditioner actuator.

[0187] For example, several electric motors may be used for safety reasons or other purposes. For instance, one may perform the service braking function, another may perform the parking braking function (e.g., it remains active in the event of a power failure), and the parking brake drive unit may also perform or support the service braking function, for example, in an emergency.

[0188] Brake actuator torque:

[0189] In all the procedures described above that utilize brake actuator torque, self-amplification should, if applicable, be considered. In this case, other driving energies, such as those from springs or from thermal expansion, must also be taken into account (e.g., the expansion of the brake disc when heated, corresponding to the applied contact pressure energy, or the expansion of the brake drum corresponding to the removed contact pressure energy).

[0190] For example, when only one objective is being optimized, there might exist a single optimal transmission ratio sequence that alters the transmission through braking. For instance, the shortest possible braking time could be a single objective, and one would arrive at a physically correct answer: the transmission at each point must allow the brake actuator to operate at maximum shaft power. This would mean the transmission ratio must change by powers of ten, since the initial pressure is zero and only very small displacement losses need to be compensated for; for example, at the end, full braking of the bus's front wheels would require 30 kN.

[0191] It is recommended here not to implement such an "optimal" transfer ratio sequence, but rather to address the needs directly related to reasonable and advantageous implementation under real-world conditions. Furthermore, it is recommended here not to pursue a single optimality, but to consider the fundamental situation used as the "optimal target path." For example, contrary to the aforementioned needs, states with actuator wave power defined as zero, for example, also occur very frequently, such as when a certain actuator position does not change, for example, to maintain the final braking effect. Here, for example, the thermal load of the stationary actuator can be combined with the heat simultaneously generated in the EMB as additional requirements regarding actuator torque and the main transfer ratio, where the actuator shaft power is zero, but the electrical power is not. Here, electrical power losses at the actuator can be included; when the actuator is stationary, the electrical power losses can be very small because the current is still flowing, but the small copper resistance causes a small voltage drop, so the square of the current multiplied by the actuator resistance causes very small thermal power.

[0192] In an EMB, there can be many states. In such cases, it is recommended not to pursue the optimal sequence, but rather to consider the basic states. For example, this includes spring-braked actuators, where the spring force is assumed to be braking and the actuator force to be releasing. When holding the release state, it is recommended not to use, for example, "optimal maximum motor power" to hold the release, but instead, to use the minimum actuator torque to hold the release, which still allows for safe operation under all given conditions.

[0193] For the explanation presented here, how the optimal nominal sequence of nonlinearities is generated is not so important; the main suggestion here concerns realizing the actual sequence of nonlinearities in reality, which satisfies the condition that one will retain the naturally small final drawbacks (e.g., no longer being able to achieve the theoretically shortest possible operating time). Since the task does not have a single possible solution, it will be compared according to the advantages of solution variants, and one can certainly be satisfied with a single or initial solution from several theoretically possible solutions, especially when one has a general understanding of similar solutions. The actuators presented here also often combine multiple nonlinear components, such as cams driving levers. In this case, mechanically and geometrically advantageous solutions will be applied, if applicable, for example, utilizing both and striving to obtain a favorable total practical nonlinearity. However, multiple nonlinear components in an EMB can also be designed and interact in different ways. For example, spring force can act on a cam in a crank-like manner to drive a contact pressure lever, in which case three nonlinear components perform the “optimal” clamping effect. As mentioned above, what usually has to be considered is not a single optimal value, but a setpoint target sequence, which is generated, for example, by the fact that a relaxed spring can always apply sufficient force to apply pressure to the liner under all conditions.

[0194] Adaptation to framework conditions:

[0195] The cam shape, especially the maximum torsion angle, and the leverage utilized when expressed in terms of minimum and maximum cam radii, are always quite decisive for the achievable dimensions of the actuator. Building dimensions certainly impose space requirements, but weight and cost must also be considered. However, in particular, the available installation space in the actuator area can be severely limited due to other components located there, such as rims, wheel suspensions, or drive shafts, and also due to, for example, spring movement and steering movement. Therefore, achieving what is considered theoretically optimal nonlinearity in rather unfavorable or even impossible dimensions is almost meaningless in practice.

[0196] Therefore, it is recommended to design the cam track based on geometric and mechanical improvements. In this regard, for example, it may be beneficial to keep the cam torsion angle well below 180° when collisions may occur during cam torsion.

[0197] Quite different tasks and conditions can be provided for different cam positions. For example, one position with a spring-loaded parking brake actuator can be designed for the lowest possible release holding torque, while the adjacent area should still allow for rapid application of pressure. This will be illustrated below with a travel actuator, where a high liner movement speed is required in the air gap, and the resulting pressure will cause a significant change in actuator torque, for example, so that liner contact can be easily identified through the process of actuator torque. For such a drastic change in initial behavior, it is recommended that the rollers running on the cam have a small radius, as cam tracks are more easily designed for small roller radii (especially since in practice no point is possible, see above).

[0198] Design process:

[0199] For a comparison of these recommendations, see [link / reference]. Figure 11 , 1201 1202, 1301-1302 (corner radius with incorrect slope, radius offset with correct slope, reduction of total torsion angle), reveal an interesting effect: not all "compromises" always have similar results. Simply applying the corner radius leads to an ineffective braking condition; the radius offset only results in a minimally larger necessary torsion angle, which can then be reduced (thus, of course, the minimum radius must be controlled again). Furthermore, by combining these approaches (reducing the larger torsion angle, then controlling the minimum radius), a solution very close to the nominal sequence can be obtained. Therefore, it is interesting that both non-functional solutions and solutions close to the target requirement can be readily derived.

[0200] Another proven procedure could be to handle nonlinearities abstractly, and, where applicable, test or examine their effects on changes, such as which drive time behavior occurs. This makes it manageable to convert nonlinearities into cam trajectories (mathematically considered "merely" unwinding curves), and then allows for rapid observation of the resulting altered nonlinear trajectory, enabling localized modifications to the nonlinearity—for example, expanding the change in the transmission ratio over a slightly larger range or even a region, particularly when an area of ​​cam range or nonlinearity requiring improvement is recognized. However, for this purpose, it is helpful to provide a rapid and feasible conversion of nonlinearity to the cam surface and / or vice versa when it is desired to represent geometric changes as nonlinearities, such as through the transmission ratio of brakes.

[0201] For this type of transformation, there are some useful methods. For example, one can start with the nonlinear force transfer ratio or torque transfer ratio, such as the torsion angle. This can be considered an "initial derivative" as it refers to a geometric slope. Therefore, it is suggested that integration is needed to obtain the absolute value from the slope. In the following text, it may be suggested that it is helpful to initially determine the center path of the output roller, as it is easier to determine the "cam trajectory" with a zero hypothetical roller radius. It is now suggested that the center point on the radius be projected onto the cam surface. Of course, these steps do not have to be performed exactly as suggested here. One can also simplify things, summarize them, or solve them similarly. The most important thing is to present a path from nonlinearity to movement trajectory, however similar it may be. This can and / or should be automated, for example, using Matlab-Simulink or any other similar language. Implementers of this proposed method can consider to what extent it is simply a mathematical "uncoupling function" and in this case, it is helpful.

[0202] It also proposes an "inverse function" representing the aforementioned point, which involves projecting it, for example, from the cam surface onto, for example, the center track of the roller, then "differentiating" the radius of the center track into a slope, and thereby obtaining the torque transfer ratio through the angle. This reverse path appears slightly simpler. One only needs to solve for one of the two paths, for example, only one path from the surface area path to the transfer ratio sequence. The inverse function can then be obtained, for example, through iteration, i.e., through a suitable iterative solution process, also known as "root finding." These tasks can be solved point-by-point, which is more in line with human understanding because one can think about what a point actually does. It is suggested that this "point-by-point solution" be used as a general solution function, since the solution for a point can also be formulated as a general function.

[0203] Instead of cams, ball bearing ramps can be used, for example, ramps with non-constant slopes or non-constant radii at their pivot points, or other non-linear components such as levers, cranks, wheelsets, etc., with non-constant radii. In general, the non-linear to geometric transformations and geometric to non-linear transformations presented here can also be referred to as transformations.

[0204] Mathematical inaccuracies can also be compensated for. Particularly in regions where the transfer ratio changes rapidly and locally, the mathematical generation of the cam surface from the rolling center point curve can lead to slightly different transfer ratios when actual rolling is performed or when reverse mathematics regenerates the rolling center point curve from the rolling process. This can be compensated for by superimposing the discovered deviation of the expected rolling center point curve onto the nominal rolling center point curve as a pre-compensation, which is then derived again from the actual rolling process, and the nominal rolling center point curve has been assigned the correct sign, thus determining the cam surface area.

[0205] This also applies to other rolling processes, such as ball bevels.

[0206] This interpretation of nonlinearity is not limited to actuator torque, as actuator torque has only been used as an example above. Similarly, for example, a nonlinear component can be a spring brake, or the residual torque between the spring torque and the actuator torque, or any nonlinearity that is utilized so that the target behavior can be expressed through braking. The most favorable effect of an unfavorable slope on a nonlinear component can also be advantageously influenced by additional nonlinearity, for example, by designing a nonlinear component only with geometrically and mechanically favorable slopes, and by additional nonlinear components that further improve the slope, in order to achieve the overall target behavior. For example, it is highly advantageous for a spring-braked EMB to combine a very strong nonlinear region of a spring linkage with a cam nonlinear component: for example, the spring will be maximally tensioned in the fully released state and maximally released in the fully braked state. For example, for a cam, a relaxed spring action can be aimed to provide maximum clamping force and a fully tensioned spring action acting on the clamping region, such that the actuator can be held in the released position with minimal torque. This could mean an extreme change in cam displacement in the transmission region within the air gap from the initial contact pressure. When the spring now engages the crank-like drive mechanism of the cam, for example in a fully tensioned state, the tensioned spring can be allowed to actuate, for example, almost near the spring's dead point, thereby obtaining a strong increase in spring torque on the cam in that region, and thus the cam's movement can be changed less quickly or less drastically by combining these two non-linear components. The same can, of course, be achieved through other combinations, such as including ball bearing ramps or different radii.

[0207] The proposed procedure and cam can now be summarized as follows:

[0208] As usual, there is a target sequence used for non-linear components via braking. This can result in cam trajectories.

[0209] However, this can also lead to impossible or undesirable cam trajectories, especially when geometric and mechanical constraints are invoked, such as cam radius, cam torsion angle, or mechanical stress and load. Therefore, "improved" cam trajectories can be proposed, and it can be determined whether a nonlinear sequence of results should be tolerated, or whether it has been further improved.

[0210] Alternatively, for example, a more practical target sequence can be specified for the nonlinear component, which will determine the corresponding cam track, and this will be controlled again to conform to the constraints.

[0211] These iterations may need to be repeated several times until a compromise is reached between the desired progress of the nonlinear components and the satisfaction of the constraints.

[0212] From a mathematical perspective, these iterations can be prevented when a mathematical relationship between the nonlinear sequence, the cam trajectory, and the constraints involved can be provided. However, this is not straightforward because the cam trajectory is a "rolling curve," although this does not generally lead to a simple mathematical representation.

[0213] Of course, all of these can be applied to other rolling processes, such as ball-bearing ramps or spherical ramps, and also to cases where there is no rolling but rather a preferred nonlinear propagation. There is always a desired sequence of nonlinear components and possible sequences under constraints, and despite the constraints, one will strive to obtain a sequence of nonlinear components as close as possible to the desired sequence through mathematical and / or iterative solutions.

[0214] "As close as possible" will again be evaluated in a variety of ways, such as how much the timing disadvantages of the braking application become, how high the actuator torque increases from the expected value, the permissible radius of curvature, or the acceptable geometric disadvantages.

[0215] Advantageous aspects, embodiments, and implementation methods

[0216] Deployment components to reduce wear and tear:

[0217] Advantageously, it has been proposed that the rotational movement used for actuator braking will also be generated in the actuator. For example, rotatable deployable components can therefore be used in drum actuators, and are commonly used in, for example, cams, eccentric cams, levers, ball bearing ramps, whereby these components can also be nonlinear.

[0218] Wear adjustment:

[0219] In addition, especially Figure 20-2302 The diagram illustrates a favorable example of a wear regulator, thereby deriving two functions from the movement of the brake actuator in each case: normal braking actuation and wear regulation. Therefore, in the case of mechanical, hydraulic, or pneumatic actuators (e.g., drum actuators), various known readjustment procedures exist, for example, when there is too much stroke, or when there is still too little pressure above a certain brake. Of course, all of these procedures are possible here.

[0220] Particularly advantageously, a component whose behavior changes under the influence of force or torque can be used here—for example, bending, deflecting against the spring, or not yet deflected—so that, for example, a change will occur at a certain braking position (or region, for example, when the liner has just begun to build pressure), and, for example, if such a change does not occur, it can be inferred that, for example, there is too much air gap. For the unexecuted change, a function is subsequently triggered, such as the braking of a wear adjuster. For example, there can be a spring-based component, such as on a lever or cam, which is normally pushed away when pressure is applied, but is not pushed away in the braking state before pressure is applied, thus executing the wear adjustment procedure or anticipating subsequent execution. For example, the adjusting movement can also be achieved by a limiting device (e.g., a slipper clutch) after a certain angle has been exceeded, so that when pressure is applied while the slipper clutch is slipping from a certain position, adjustment is not performed.

[0221] Especially for Figure 20-2302 This leads to the assumption of rotational movement for braking actuation. It is assumed that wear re-adjustment is added to this rotational movement, meaning it must twist further with wear. Disc actuators, drum actuators, or any other type of actuator can be used, preferably the same type of actuator on a single shaft. In all embodiments, in addition to rotational movement, other movements, such as tension movement, pulling movement, or thrust movement, can be utilized. Individual actuators can not only be braked as described, but actuators on one shaft or a group of shafts can operate together, and wear adjustment can also be performed individually or together for one actuator, one shaft, or a group of shafts.

[0222] However, wear adjustment does not necessarily have to be included in the braking movement; rather, it can also be provided to the actuator separately, similar to that shown.

[0223] For example, a complete EMB with actuators and wear adjusters can be used on one side while only a braking mechanism is used on the other side, which is also braked by the complete EMB, or any number of EMBs can be braked by any number of complete EMBs.

[0224] In all the following embodiments, at least one spring may also be included, for example, to maintain the parking position and / or the service brake position, or to support the release and / or brake actuator. In these cases, the behavior of the spring and the brake actuator must always be associated with the correct sign and based on a common effect (torque, force).

[0225] For actuators operated by only one actuator, adjustment can also be performed individually (e.g., by ratchet action). For example, for each actuator, the adjuster section can be independent and can be operated individually by two adjuster ratchets via, for example, protrusions (e.g., pins), and compensating components (e.g., springs, torques, forces, stroke limiters) can perform wheel-specific adjustments, for example, by providing a larger air gap to the actuator over a longer stroke due to a smaller force on the spring. Compensation similar to a "balance beam" can also advantageously be proposed, for example, one side of the beam in contact with the liner ends readjustment earlier, while the other side readjusts more. For example, a roller on a lever can be abstractly represented as a roller between two levers, so that both levers can find a position to produce similar forces. Then, for example, the roller can have a crown-shaped rolling surface. When actually implemented, such a horizontal compensating component that rotates or otherwise changes position is naturally proposed; therefore, for example, the above solutions can be considered in principle. Furthermore, the "one behind the other" setup can be recommended for having the same purpose, so, for example, one actuator first establishes braking force, and thus causes force to also be established on the other, so, for example, one part is brought to the other part, and then both parts establish force.

[0226] This compensating component, in principle, can be similar to a balance beam, but can also be welded differently, such as a differential, also referred to as a "kinematic chain," and has, for example, one input and, for example, two outputs. It can be used here for any compensation function, and is particularly advantageous, for example, in the case of a combined actuation actuator, to compensate for, for example, small differences in the actuation path. This can also be considered similar to hydraulic compensation, which is certainly possible here, and where, for example, the same pressure is set on both outputs.

[0227] Compensation and / or individual control can also be combined, for example, as one of many solutions offered, where wear adjustment (e.g., for each actuator or each side) would be particularly advantageous, allowing the actuator to be tuned to similar liner behavior (e.g., a drum or, for example, a disc). Differences can still be compensated for by behavior similar to a balance beam; for example, if the ratchet has a "one tooth different" setting, then similar balance beam behavior can compensate for the pressure.

[0228] The above explanation is particularly important for the specific requirements of EMB (such as position control rather than the usual force control), so completely different controls (position or force) cannot be simply equated. Position control actuators represent uncharted territory because position measurement on actuators has so far been used virtually only for laboratory or experimental purposes.

[0229] If, for example, more than one actuator is operated by only one actuator, the actuators are preferably also adjustable in terms of their liner clamping behavior, such as that of a drum or disc, so that, for example, the uniform application on all actuators is adjustable in terms of the possibility of adjustment (e.g., by ensuring that this state is maintained through friction). Furthermore, actuators with low overall tolerances and paired actuator components, such as actuator-like packages or combinations of, for example, liners and, for example, drums, can be recommended to produce similar overall characteristics, and treatments such as, for example, prior to delivery, such as grinding of the liners (also, for example, already in the actuator-installed state), can also be recommended. The liners can also be shaped in such a way that, for example, when new, they are preferably located in the middle of the long side of the brake shoe to reduce the tolerance of the initial clamping point, for example, the liners are initially located either on the operating brake shoe side or the non-operating side.

[0230] Especially in the case of a "servo drum actuator," it is advantageous to assemble the actuation of the brake shoe and the support of the brake shoe together on a single component, for example, on a plate that can rotate around, for example, a wheel hub. This produces a stabilizing effect on the brake shoe because, from its actuation perspective, the brake shoe can be considered a simplex brake shoe, and this stabilizing effect can be transferred to the second brake shoe. Otherwise, for a servo drum actuator, the support point of the first brake shoe would be far from the actuation point. If this migration is suppressed as suggested, a more favorable total substitution rate can be obtained.

[0231] For a normal servo drum actuator, the stroke of the first brake shoe results in a longer actuation distance at the actuation point of the first brake shoe.

[0232] If, as proposed, the actuation point and wear point are located on the same component, then the relative actuation distance of the first brake shoe remains small (it can be as small as a "simplex"), although the common rotation produces a servo effect (for the actuation of the second brake shoe). Using this assembly method, the strong dependence of self-amplification on the coefficient of friction can also be reduced, because according to this assembly method, the first simplex actuator presses on the second simplex actuator. The assembly method and the overall support and / or bearing of the common support of the first brake shoe can be designed to produce rotational dependence, or produce as little rotational dependence as possible, or no rotational dependence.

[0233] These projections can also be used for force sensing, such as measurement or switching. For this purpose, additional elastic components can be used, or, for example, the stiffness characteristics of a "second simplex actuator" can be utilized to convert force measurements into displacement measurements. When the second brake shoe is considered here as a simplex actuator, its stiffness characteristic curve represents the force-displacement relationship; that is, the braking force generated by the first brake shoe can be inferred from the driving movement of the common component, and in particular, it can be seen whether the first brake shoe has generated braking force or is still in the air gap.

[0234] Impact on the control system:

[0235] In all the above embodiments, position measurement, such as actuator shaft angle, cam angle, or lever angle, is recommended. Thus, in a simple embodiment, the end stop and the recorded final response can also be used to locate or identify areas. For example, the area between the parking actuator and driving actuator sides of the cam can be detected by the current from two increased motors. For example, in the case of brake control, when software work and / or costs (and potential safety concerns) are not required, analog electronics are recommended. For example, simple position control using a potentiometer in the cam area makes it possible to compare the actuator position via a setpoint / actual value. The motor can be, for example, a DC motor (or a low-cost drive unit) and can be powered by analog circuitry. To prevent losses in analog motor control, the motor (and DC motor) can also be operated with pulse width modulation, for example, via analog control. A comparison of the target braking effect and the actual braking effect (e.g., deformation, position, overrun) can also be performed similarly. Digital control is certainly possible, as is hybrid control, such as analog control compared to digital ABS or ESC, but neural networks or fuzzy logic are also possible, as well as separate setups, such as one part in one braking electronics and another part in another device.

[0236] All these embodiments are not associated with parking brakes and service brakes. Many other requirements can be addressed in the same manner as described above, utilizing only one of the functions or adding new functions, such as releasing the main brake from both forced and weak braking. Magnetic induction can also have an effect; for example, excessive braking force can reduce the actuation position, and self-reinforcing effects may also be involved, which can be considered in the design. All torques and forces appropriately related to each other, such as self-reinforcing or mechanical losses, can also be included, and preferably, different conditions such as changes in lining wear, temperature, or aging are also included.

[0237] The following lists possible advantageous features and embodiments of the braking device. The features described below may be, but are not necessarily, features of the braking device according to the invention. The braking device according to the invention may include and / or indicate individual or combined features, i.e., any combination of the listed features.

[0238] Nonlinear and braking control can be designed in such a way that any portion of lining wear or any wear adjustment that has not yet been performed or has not yet been properly performed can be compensated by the brake actuator, and / or the brake actuator can take positions that affect the correction and / or correct these unadjusted lining position deviations.

[0239] Between the scanning of the cam (e.g., via a roller) and the generation of rotational motion (e.g., rotation on the unfolding component), no other transmission components besides the lever affect the sequence of motion; that is, for example, the roller rolling on the cam is directly mounted on the lever, without any connecting rods, tension transmission devices, etc. inserted. Of course, this also applies to parts that do not require cohesion, such as the pin in the center of the roller, the roller balls of the roller bearing, the bearing ring, etc.

[0240] In the case of spring-actuated brakes, especially parking brakes, the transmission can be varied by actuation in such a way that even if the air gap is not properly adjusted, the brake can be released by the brake actuator overcoming the spring action, or especially in the case of extreme air gap misalignment, such as the lack of friction surfaces (e.g., brake disc, brake drum, brake rail), the brake can be released over the spring action, which is necessary, for example, in the disassembled state or during the assembly process.

[0241] In the case of spring braking, especially in the case of parking brake, the brake can be released by means of a device that overcomes the spring action even if the air gap is not set correctly. Or even in the case of very incorrect air gap setting, such as when there is no friction surface (e.g., brake disc, brake drum, brake rail), it is still possible to release the brake by overcoming the spring action. This is necessary, for example, in the disassembly state or during the assembly process. The device can be, for example, a screw, a screw locking attachment on a moving part, such as a gear shaft or cam.

[0242] In spring-actuated brakes, particularly parking brakes, there are several positions where the brake remains without torque electrically generated by the actuator, such as in the released and braking states. To change these states, additional torque must be applied, for example, through the brake actuator or through a component accessible from the outside of the brake. This can be used as, for example, a "bistable parking brake," which remains in the parking braking state without a power supply, can be changed to the braking or unbraking state with a power supply, and is safely held in the released state by cutting off the power supply, which can occur, for example, outside or inside the brake, and can also cut off, for example, only a portion of the power supply, such as the power supply to the brake actuator.

[0243] In spring-actuated brakes, especially parking brakes, spring actuation without the torque generated by the actuator can only achieve a braking effect lower than full braking, while the torque generated by the actuator can produce a higher braking effect.

[0244] In a brake that is essentially actuated by spring force and essentially released by a brake actuator, a nonlinear component with mechanical and geometric constraints can be designed such that, in the released state, the maximum holding torque required for safety spring actuation is not needed at all, and that, if necessary, the release movement can be performed using a brake actuator even when there are fully worn linings or when there are no linings, discs, drums, or tracks at all.

[0245] The friction surface can have any shape, such as a disc, drum, or track, or the relative movement being braked can be rotational, linear, or arbitrary.

[0246] An expansion member, including bearings (if present) and one or more main brake shoes, is mounted on the movable member in such a manner.

[0247] This means that the movement of the brake shoe caused by self-reinforcement will not result in any relative movement between the spreader and the brake shoe.

[0248] The brake shoes of a drum brake are deployed by a deploying component, and in each case, the pressed component abuts against the contact point of the brake shoe and follows the movement of the brake shoe as closely as possible.

[0249] At least one wear adjuster is available or can be actuated by a brake actuator for readjustment.

[0250] To readjust, a component is moved, such as a pivot lever, and this pivoting can also affect, for example, an actuation cam or the entire actuation assembly with a motor.

[0251] Reconditioning can also be performed using, for example, flux, or by using an intermediate element with flux to apply the liner clamping force.

[0252] Such brakes are equipped in any preferred vehicle and device, such as automobiles, commercial vehicles, buses, airplanes, trailers, elevators, machinery, position keeping devices, emergency stop and safety devices, device shafts, such as drive shafts on wind turbines, ships and other devices.

[0253] After applying different quality assurance methods, specific correction values ​​for individual parameters describing brake behavior, such as air gap size or stiffness parameters, are finally determined, and these are then taken into account in calculations from that point until a more recent value is obtained.

[0254] In braking control electronics, recorded actuator data, such as motor current, is subject to fluctuations caused by the geometric irregularities of the friction surfaces, which indicate a speed-dependent pattern as the friction surfaces rotate, and this is reflected in the data interpretation.

[0255] This mode is used to detect the contact between the friction surface and the brake pads.

[0256] The friction surface has geometric irregularities to enable detection of contact with the brake pads.

[0257] When evaluating actuator torque (e.g., for determining liner clamping force), mechanical losses in braking applications (particularly static friction) are reduced, either on a case-by-case basis or permanently, by vibrations, i.e., vibrations from the operation of the brake or the object being braked, which help reduce friction in braking applications and / or overcome static friction by "shaking," or such vibrations or oscillations are intentionally induced, for example, by the use of brake actuators. Statistical methods can also help calculate or suppress biases caused by vibrations or "shaking" in measurements. Other known effects, such as current consumption due to acceleration or deformation in the machinery and / or actuator, can also be considered to obtain a total measurement with as little mechanical loss as possible on the one hand, and with as little influence as possible from vibrations or oscillations on the other.

[0258] These values ​​can be manipulated arbitrarily, for example, statistically, as angle-torque pairs or simply as a number of measurements, to determine or calculate mechanical losses, such as by applying some kind of averaging or, for example, low-pass filtering to all measurements. Furthermore, different levels of vibration can be utilized or induced, for example, to determine different contributions to mechanical losses, thus affecting different parts differently or improving accuracy. It is well known that vibration is used in actuators to overcome friction, especially static friction, in order to perform even very small adjustments. Therefore, it is suggested here that this principle be applied to measurements to determine values ​​with as little friction as possible, especially static friction in braking operations. These measurements can also be compared with stored values, for example, to obtain one or more values, such as mechanical losses or actuator torque, from a large number of values ​​and / or comparisons.

[0259] Utilizing force control or path control, or a combination of both, or a variation of these controls, and for example assuming the instantaneous force-displacement characteristics of the brake, and, for example, switching to position control by means of the instantaneous force-displacement characteristic curve in the event of a change in brake actuator settings, and then, if applicable, switching back to force control, or, for example, operating both types simultaneously by means of a (variable) weighting of the two in some corresponding proportion.

[0260] Different parameters that can be used in a complementary manner for braking control are combined in such a way that one parameter represents the actual control variable, for which a specified setpoint value corresponding to the current braking performance requirement is achieved as precisely as possible by electronic devices to ensure quality. This derives additional value ranges for one or more parameters from the current braking performance requirement, ranges that must not exist during the setting of the control parameters. For example, force control based on effective motor current and local transmission ratio can therefore be practical control; furthermore, a range of permissible motor positions can be defined, thus avoiding severe misalignment.

[0261] The state or measurement on the actuator used for detection can also be used for purposes other than those directly related to braking, such as stopping, which, when reached, can be used to find the initial position or, for example, the wear position, which can be distinguished from the position used to determine the initial position, for example by measuring the actuator with different actuator torques, and thus can achieve, for example, two functions: initially used as a means of determining the initial position when, for example, a small actuator torque is applied, and by additional actuation in that direction, can, for example, cause wear conditioning and / or also affect the degree of wear conditioning that is thus present.

[0262] Electrical or electronic braking control or regulation reduces electrical energy and / or current (or effects-related quantities such as power, torque, thermal effects, etc.) that it needs to maintain a position (or, for example, actuator angle) or position range below the value required to achieve that position or position range. For example, in the case of a spring-actuated parking brake, this reduces the current required to hold it released, and / or, for example, reduces the current required for a longer braking operating range. This can also be caused by characteristics of the actuator control rather than intentionally, for example, when a proportional controller sets only a small actuator current at precise positions or small deviations, and a larger current at larger deviations.

[0263] Of course, other uses may be helpful, such as using the range of static friction so that static friction allows position holding even at lower currents, or performing changes in a manner with minimal instability, i.e., in the case of small position changes in the direction of higher actuator torque, where the current does not continue to increase but rather jumps slightly (e.g., impossible or almost untraceable for braking effect, but acceptable in any case here), and then again utilizing the current reduction advantage of static friction. Any method recommended here that utilizes the possibility of current reduction by using a state within the range of mechanical losses makes it easier to hold position. For this purpose, current absorption tests can also be inserted, for example, to observe whether the position (or position range) is held, or, for example, one can intentionally approach the minimum error position so that the target position (or a position close to the target position) can then be reached through current absorption. For example, the current value (or, for example, the actuator torque value) that only allows position holding can also be included in the determination of mechanical losses. Of course, predictive or knowledge-based methods can also be used for this purpose, for example, preferably setting a lower power consumption point on nonlinear components, where, for example, the braking effect is no different or almost different.

[0264] The reduction of the input current (e.g., DC power supply) of the actuator control electronics is achieved by operating the actuator at a lower rpm speed than would be without the expected reduction in input current, so as to reduce the average voltage applied to the motor by the electronics, which is due to the lower voltage generated by the running motor, while the input voltage of the electronics continues to correspond to an approximately constant power supply voltage (where "current" also includes the same effective order of magnitude).

[0265] This is used, for example, to keep overloads or preventable high loads away from the power source, and may therefore also affect some EMBs and / or this may also be transmitted to EMBs or, for example, between EMBs.

[0266] Short-term peaks in actuator current supply caused by high-dynamic motor control, especially in the event of sudden, abrupt, or drastic changes in motor position command, can be prevented by limiting the rate of change of the preset value of the motor current that generates torque, without causing a significant deceleration of the entire motor actuation.

[0267] Measurements such as brake actuator torque, brake position, brake speed (rpm), marked brake speed, and temperature are recorded multiple times, processed using statistical and mathematical methods (e.g., averaging, grouping according to various criteria), compared with stored values, and compared with each other to obtain information about the current condition of the brake, such as wear to be adjusted, air gap size, brake stiffness, lining material thickness, or error messages, error entries, warnings, environmental data, and driver data.

[0268] The brake can receive signals (such as brake control, sensor data, parameters, and software) from external sources via wired, wireless, radio, internet, telephone, infrared, etc., and can also transmit data to the external environment via wired, wireless, radio, internet, telephone, infrared, etc.

[0269] Information about the current braking effect, such as measured deceleration, overspeed effect, or current consumption of the brake actuator, will be converted into signals that provide feedback to the person controlling the brakes about the achieved braking effect. These signals can also be easily transmitted to the person via sensors, such as dynamic resistance directly on the brake lever or pedal, via an electric motor or magnet, or via other modulated signal forms, such as vibration or noise.

[0270] There are sensors that indirectly detect the contact between the friction surface and the brake pads, for example, through vibration or sound waves.

[0271] It is understood that, in the context of this invention, lateral compensating movements should not be minimized in principle, but rather they can occur harmlessly in intentional lateral clearance, or even intentionally, to follow changes in geometry. Permissible compensating movements in braking systems, if applicable, can, on the one hand, convert operating energy into unwanted friction, and on the other hand, potentially become a wear problem, depending on the frequency, pressure, and materials involved. For example, when it is assumed that full braking operations are infrequent, wear due to compensating movements is negligible for these operations. When the air gap is traversed very frequently before the liner is applied, wear due to compensating movements can still be negligible if almost no pressure is required (e.g., only resistance to the spring).

[0272] For example, if there is a small lateral clearance (as proposed here as a possibility), the lateral compensating movement can be absorbed by the existing clearance or tolerance, thus preventing wear caused by scraping movement, which can be applied, for example, to normal braking areas that are very frequent.

[0273] For example, assuming a liner contact pressure stroke of, say, 2 mm is applied, and during this process, an undesirable friction compensation movement of, say, 0.2 mm occurs with a metal-to-metal friction coefficient of, say, 0.1, the operating energy loss due to the lateral scraping compensation movement can be estimated. Then, the lateral force will be only 1 / 10 of the liner clamping force, and the lateral movement will be only 1 / 10 of the liner contact movement; therefore, the energy loss will be only about 1%.

[0274] Control, mechanical wear:

[0275] For example, Figure 30The processes described herein can, of course, be modified for the purpose of determining a state, for example by omitting or changing the order, and the processes can run abruptly or arbitrarily, such as sinusoidal or S-shaped (e.g., velocity sequence or movement process), although they can also be superimposed on the movement process (e.g., by speed change, current change, also until brief shutdown and / or even current direction reversal). These processes need not be selected from this process, although they can also be used from processes caused by other means. For example, a driver can use “brake release” to observe actuator acceleration. In particular, it is known that “generally, no energy can be lost or gained,” for example, the sign sum of the torque based on mass inertia plus the torque generated by braking actuation plus the torque generated by losses plus the torque generated by the actuator plus the torque generated by other components (e.g., springs) must always equal zero. In particular, it is suggested that intentional or unintentional changes in energy form conversion (e.g., from actuation) also be studied: for example, intentional acceleration (and / or deceleration) can be inserted into the actuation speed to determine the response, or acceleration (or deceleration) need not be intentionally inserted, but they can also occur “on their own” or, for example, be performed by the driver. Now let's look at the general formula for this process: The movement and / or changes of each actuator can (and should) be examined to convert the energy form, if applicable, including conversion to losses, in order to find parameters of the process, such as total losses, partial losses, expected actuator values ​​for a particular braking event, etc. Specifically, for example, the motor torque (or, for example, the current that generates the torque) can be compared with known mass inertia, suspected and / or known closed-loop clamping forces from the brake obtained from measurements, spring effects, and possibly other known effects, in order to determine what the expected amount of influence (e.g., losses) must be (or is assumed to be) to interpret the actuator torque curve, possibly considering the conversion of energy forms. Of course, this can be done to obtain various results, such as interpreting certain actuator observations of the motor torque curve. In general, we can view it as, for example, finding an interpretation for an observation. This can also be called a transformation: in the case of a Fourier transform, for example, a time amplitude process is transformed into the intensity of a frequency, where, for example, the time process of an actuator torque is transformed into parameters (e.g., losses), which are considered to be common determinants of the process.

[0276] For control and / or regulation (these two terms are used equivalently here unless a distinction is made), sensors have been used in the past, primarily for, for example, clamping force. This is certainly possible here as well, but furthermore—when sensors are necessary—it is recommended that they be used for the correct purpose, namely braking torque. Of course, there are also patents for “sensorless” control (without force or torque sensors), in which clamping force is inferred primarily from the actuator motor current. Therefore, it is recommended that the known acceleration of mass inertia be calculated in this process. Disturbances, which are still undesirable mechanical losses (because they make the relationship between motor current and clamping force inaccurate), should, to the best of their knowledge, also be calculated, and are therefore recommended here. Deviations between the actual control behavior of the brake and the planned and / or theoretical control behavior should, of course, also be detected; there are patents for this, in which measured values ​​are compared with stored values, and these obvious methods are also recommended here. Because the losses in the actuation direction increase the actuator torque, and in the release direction, the torque applied to the actuator is smaller due to the losses, this difference is recommended as a measure of losses (strictly speaking, double losses in the case of reversed directions), but in a different manner than known. It is well known that, for this purpose, it is possible in principle to compare the actual operating behavior with the stored operating behavior. However, it is here to be added, or alternatively, that comparison with the stored behavior is also meaningless, because such comparisons are always related to the question of whether the stored behavior occurs under the same conditions as the currently measured behavior. Of course, one can store many behaviors and then select the most suitable one; however, the problem is whether the same behavior is truly stored under all conditions, and there may be many factors that have more or less influence, and whose influence is not or not fully considered with the storage.

[0277] Therefore, it is also proposed here that the difference between release and actuation be used as a measure of loss, but without involving storage. However, this adds an additional new task: actuation and release will be delayed to the extent that the brake has changed (e.g., due to thermal expansion) and will form a difference due to more or less inconsistency. In contrast, firstly, it is proposed that the change be kept small, and for example, that the difference is formed only in the air gap, where no heat input has yet formed. Secondly, it is proposed that the holding time and therefore the change be kept short, such that, for example, a minimal release can follow immediately after activation, which can also be so small as to be imperceptible, since it is merely the difference between activation and release, or that it moves with minimal activation and is easy to release, or that a minimal directional reversal can be established during activation, also in such a way that the reversal is imperceptible. Thirdly, it is proposed that "a not particularly precise measurement is still better than none," in which case this means using braking events where, for example, no specific change occurs in the brake, e.g., many minor braking events where, for example, no intense heat occurs. In the fourth case, it is proposed that braking can be compensated similarly to the third case, i.e., heating and thermal expansion are known or can be modeled, and the effect of thermal expansion is calculated, for example. Since this is of particular interest here, it is also suggested that actuator movement be performed to create a difference, not to and / or to cause any significant pad movement. Of course, this would be helpful when one can anticipate a known torque or a known actuator movement process. Regarding known sequences, it is proposed here to detect the curve of the actuator torque starting from the time of contact with the pad, and thus the actuator angle at contact can be inferred. An obvious method is also known, which would determine the behavior during the initial movement of the pad carrier against the spring. Indeed, in such brakes, there is usually a spring that presses the pad back or holds the mechanism together, and its use for calibration seems obvious when the spring action is known. For example, in the case of passenger cars, the clamping force of a front wheel disc brake is approximately 35 kN. Statistically, the vast majority of braking operations occur at approximately 1 / 3 to 1 / 4 of the pressure, or approximately 9 kN. Within roughly this range, one desires relatively precise braking control, and ABS or ESC would be helpful in the case of full braking. Particularly weak braking (e.g., on black ice) can be achieved with a clamping force of approximately 3 kN. When a spring of several thousand Newtons is now installed in the pad actuator, it is practically possible to generate the lowest possible actual pad force (transmitted to the actuator) at which the brakes can be calibrated for the weakest possible braking. This spring would naturally be additionally tensioned during further braking, consuming extra operating energy and implying a different actuator size. Furthermore, this spring would occupy considerable installation space and cost, and people would likely try using weaker springs. However, keep in mind that floating calipers can jam slightly or severely, thus subjecting themselves to additional forces such as cornering forces or vibrations.The weight of a floating caliper of about 10 kilograms, rust, dirt, turning, and vibration can easily generate forces of hundreds of Newtons. In the worst case, a spring of this size could cause a situation worse than no force at all, that is, it could be “measured” and interpreted as spring force, and based on this assumption, one could trigger a major malfunction of the brakes as a result.

[0278] Therefore, regarding the calibration of actuator torque measurement, another method is proposed here that does not have the above-mentioned problems:

[0279] First, at least one actuator angle (or a meaningful measurement, such as the position of a component kinetically coupled to the actuator) and torque (or a meaningful measurement, such as current, power, force, etc., on or kinetically coupled to the actuator) are constituted by at least one motion; second, this motion has no or minimal interference effects; and third, the measurement results can be ultimately interpreted, for example, to improve the accuracy of actuator torque measurements or to determine losses. A calibration spring has been proposed above, which, for example, is within the actuator's rotational range and does not, for example, produce any liner travel or has no significant liner travel. Therefore, this prevents interference effects from liner travel (e.g., see above), such as force. Losses can be measured along the path of the spring guide, see [link to spring guide]. Figure 30 .

[0280] like Figure 30As shown, when a negative angle is applied, the actuator overcomes the losses due to the negative rotation direction, which is also negative. When no force is applied for any other purpose, the actuator torque now corresponds to the losses and can be detected immediately, even without difference from the other rotation direction. These are considered "idle losses," such as the idle losses of a motor drive unit. These values ​​may vary, for example, due to different locations or toughness of the grease, so it is advantageous to know the instantaneous values. Loss fluctuations can also be detected during rotation. The spring characteristic curve can be recorded from the spring guide and can also be compared with the spring characteristic curve of an actually installed spring, or, for example, the corner points on the spring characteristic curve can be associated with the resultant torque from the spring. For example, if the spring is in a non-linear rotational motion, it can be relatively small in the pad stroke compared to the spring discussed above, and still produce a considerable actuator torque because the further translation between the non-linear rotation and the pad stroke greatly increases the clamping force. Therefore, "considerable" can mean, for example, roughly generating an actuator torque that subsequently corresponds to, for example, normal and / or slight or limited braking actuation, and that the torque expected during actuation, as well as the issue of losses (which are already included here), is now known. The spring also does not require useless tension energy during braking operation. It does not necessarily have to be a spring; for example, it could be rubber or an end stop. When the actuation enters the end stop (e.g., to locate the end stop), the end stop results in a very high deformation force, which a spring or rubber with a lower deformation force can achieve. It does not have to be a defined part, but can utilize an existing or arbitrary part, and "no" is possible in the sense that the actuator does not move further in this direction. In this case, torque that occurs, for example, during the operation of a function (e.g., a wear adjuster) can also be utilized.

[0281] In the sense that the initial position can be found and / or determined simultaneously, it is also recommended to find something by the actuator torque (e.g., end stop, spring, rubber, etc.).

[0282] When the actuator now rotates back to the starting position, the loss is now suddenly in the opposite direction of the torque, and the loss is, in principle, twice as high when the direction of rotation changes. This process can, for example, run when the brake is engaged, and provides, for example, statements about how large the idling loss is, which may fluctuate and may depend on the direction of rotation, where the initial position or, for example, the angular reference point (whatever is named), is, and how large the actuator torque will be when, for example, a weak braking occurs. However, since it does not trigger braking, the program can be executed arbitrarily, except perhaps during braking.

[0283] Of course, it is also possible or useful to record the actuation characteristics of the brakes (such as actuator angle and actuator torque, as well as the difference between actuation and release) up to the range of liner clamping force, for example when the vehicle is stationary, or also to use the normal braking process as a characteristic record.

[0284] To determine the losses, it is also suggested that another known force be used to replace or supplement the spring: the mass inertial force is largely determined by the motor due to the higher share of the rapidly rotating part with the square of the transmission ratio (though the slower part can also be considered). For example, this allows for the application of a certain speed variation over time within a range without significant liner travel (excluding other possibilities, of course), to measure the actual behavior and thus the torque entering the load-bearing capacity; however, mechanical losses are still included in the measurement. If the theoretically necessary torque is subtracted, the losses remain. This calculation can, of course, be performed in any other way that describes the same physical properties, such as time for a specific motion, time-motion, torque, and time, etc. Of course, for load-based loss detection, any other physical quantities involved, such as energy (rotation, losses, etc.), can be utilized.

[0285] As it is currently done, it is not (easily) possible to separate the losses (so far also called mechanical losses) from the electrical input to the contact pressure on the liner, so the process described with a current-torque relationship is helpful. Therefore, a method is proposed here that can also determine the distribution of losses between mechanical and electrical: in the case above, two forces have been shown that act purely mechanically (other forces can certainly be imagined): the spring and mass inertia. When only these actions are present, for example under no-power conditions, the electrical losses are cut off, and one can distinguish between systems with and without electrical losses, thus differentiating between the two types of losses. Of course, the question remains whether a motor without power has absolutely no electrical losses, but this does not need to be clarified scientifically, only applied in practice. Another “power-off state” can also be used for reaction measurements, such as direction reversal or brake release. Besides “no current,” different current states can be compared, so the “no current” state can also be calculated. “No current” does not have to be exactly 0, but can be any suitable value. When the same force is applied multiple times over the same distance in a shorter time, a proportionally larger power is required.

[0286] Therefore, it is suggested that a similar approach be used to determine electrical losses (or to determine the distribution between mechanical and electrical processes): when the same energy is moved at different times, there are correspondingly different powers, and losses at different powers can be determined or estimated from at least two such processes. This can be mathematically extended to allow comparison of processes with different energies. In this case, "energy" is merely a physically meaningful expression, and other values ​​can be used to implement this principle.

[0287] When brake actuation occurs, one will find, for example, an increase in the actuator angle with the increase in the actuator torque curve, and can always compare how the corresponding actuator torque (including instantaneous losses) behaves relative to the spring characteristic curve, which in the figure has an opposite sign (the sign must only be correctly considered or, for example, calculated as unsigned in this case). Since losses are also well known, very accurate conclusions about the liner contact pressure can be drawn using known nonlinear transfer ratios. In addition to "idle loss," there are additional losses up to the liner contact pressure point, but these losses depend more on the clamping force than on fluctuations (e.g., due to grease viscosity). Therefore, they can be well calculated, extracted, or identified, for example, based on the amount of influence, as shown below. Of course, the actuator torque curve does not have to perfectly match the planned curve; measurements can also show a dashed curve. Then it can be recognized that the contact point (at which angle the liner contacts the friction surface) differs from the plan, for example, due to liner wear, and wear adjustment can be requested. When the brake is released, at least under the assumption that no changes occur to the relevant conditions affecting the brake, the curve again jumps downwards with twice the loss. This is actually possible, for example, when braking is performed without, for example, significant heat and / or thermal expansion and / or wear. These losses visible here now include not only idling losses but also all other losses.

[0288] When the rotation direction is reversed, the so-called "jump loss" actually occurs within a relatively small range of actuator angle changes, especially when a constant load direction (e.g., liner clamping force) "pushes" the gap out of the mechanism and the gap is essentially on the same side.

[0289] When a nonlinear brake operates with a relatively small change in actuator torque under pad pressure, it is recommended to use a nonlinear brake, i.e., a brake with a transmission ratio that varies over the pad travel, because the torque range for comparing spring characteristics is relatively limited. In contrast, the actuator torque of a linear drive unit (e.g., a ball screw) varies greatly from the air gap to full braking. Nonlinear components divided into multiple zones are also particularly recommended, as this helps to achieve, for example, areas without significant pad travel.

[0290] The image shows a brake with several very different springs.

[0291] Now we can recommend everything related to calibrating springs and loss detection (e.g., in areas without significant liner travel), and of course, it can be used with any number of springs, as it is always a matter of the sum of torques (at the same point) with the correct signal. Such a brake always has at least the torque that the brake needs to apply, the torque of the electric motor (which actuates it), and the torque generated by mass inertia. Using springs or other energy storage media or energy sources, new torques can simply be added with the correct signal, and everything mentioned above applies equally to more torques. The exact amount of torque in the sum of the torques that the actuator motor must apply is irrelevant.

[0292] A rotary position sensor can also be mounted directly on the actuator motor, for example, for a brushless DC motor (BLDC). It is also recommended that the sensor be used advantageously in such a way that, in the event of sensor failure, actuation of the BLDC motor is no longer possible, and the brake thus enters, for example, a safe or desired state.

[0293] When searching for the position (e.g., angle) of the actuating worm gear, inaccuracies still exist when the worm gear angle varies according to the worm gear torque, as is the case when using a spring. In such cases, one can find a position, for example, within a certain torque or torque range. Alternatively or additionally, it has been proposed to use a known gear ratio (e.g., the gear train of a motor) to provide a relationship between the motor angle and the worm gear angle, so that when the initial position of the worm wheel is found, only the possible positions, rather than all other positions, are used to determine the precise worm gear angle. Thus, for example, it can be used that, at a certain motor angle, the correct starting position of the worm wheel must be known, but the motor angle can be unknown, for example, by its integer revolutions, but if the integer ratio is known, then the worm gear angle is therefore very precisely related to the motor angle.

[0294] For reasons such as safety or time (when the discovery of the initial position takes too long), at least one position sensor, such as an angle sensor located on the actuating worm gear, may be recommended.

[0295] To further enhance brake accuracy, the following is proposed: absolute accuracy, particularly in the range of weak to normal braking, is needed primarily for so-called hybrid braking, such as when the total braking torque must consist of regenerative braking and friction braking; therefore, friction brakes always require a certain level of setting accuracy. To this end, it is suggested to react to unexpected deviations for rapidly observable responses, such as when the hybrid composition changes (e.g., when regenerative braking weakens as speed decreases), such as when wheel slip changes, even if the total wheel braking torque is intended to remain the same, or whether wheel slip changes differently than expected when, for example, the total wheel braking torque changes. It is also suggested to compare these responses, for example, wheel slippage on at least two wheels. This can, of course, be achieved using statistical data so that braking parameters are not immediately changed for every difference in wheel slippage, since, for example, different road conditions can lead to different slippage or reaction rates over short periods of time.

[0296] For longer braking processes, it is also recommended to utilize the following simple physical fact: friction brakes must convert all their mechanical power into heat energy, therefore the mechanical power equals the braking torque multiplied by the angular velocity. This means that two brakes (e.g., left and right brakes facing each other) with the same braking performance can be compared by simple temperature measurements. Due to the installation of temperature sensors, the temperature can be measured as close as possible to the point of generation, but possibly at a suitable installation location, in any case somewhere within or on the brake. Under correspondingly different temperatures, although the assumed braking force is the same and / or similar, the brake settings can be changed, and corrections can be used in the future. In principle, any reasonable change to the brake settings is conceivable; for example, the braking torque can be slightly reduced for hotter brakes and / or slightly increased for colder brakes. A "certain value" can be determined more precisely using physical or other methods (e.g., empirical values), or any type of determination method (e.g., a model) can be used to determine which value should be increased or decreased. Learning responses can also be beneficial, for example, learning from the success of methods judged to be advantageous (e.g., accepting temperature).

[0297] The actuating worm gear can also be used in its two rotational directions for, for example, different service braking: for example, one direction may achieve full braking (e.g., emergency braking) faster, but the other direction may require, for example, less current for longer and weaker braking, or for example, one direction may result in less travel (for unworn pads), while the other direction may result in more travel to begin using, for example, due to some pad wear.

[0298] A calibration spring (or, for example, an unpadded spring) placed anywhere can be used to calibrate motor torque as described above, such as in the air gap region. Different actuation and processes of the two drive worm gears (service brake, parking brake) can also be evaluated to improve accuracy. Here, another drive unit, such as a cable pulley for safety reasons, may also be included, which only becomes effective if, for example, the driver continues to pull the lever or depress the pedal in a malfunction. The cable pulley can also actuate and / or release the parking brake.

[0299] It may be advantageous to move the two brake pads with different strokes, thus allowing for a more advantageous stroke than movement of each pad alone. This can be advantageous, for example, when the brake shoes produce different braking effects, as in the case of self-amplifying drum brakes (e.g., simplex).

[0300] The motor of the brake actuator can be mounted on, for example, a drum brake or a disc brake. The braking movement does not have to be circular, but can also be linear or other types of braking, such as in an elevator car.

[0301] The liner is lifted from the friction surface, forming an air gap.

[0302] Adjustment devices (e.g., air gaps on both sides) are provided to ensure the correct position of the brake pads, or this adjustment is performed automatically.

[0303] Additional features according to the invention can be derived from the description of the claims, embodiments and drawings.

[0304] The invention will now be further explained by way of exemplary, non-exclusive and / or non-limiting embodiments. Attached Figure Description

[0305] Unless otherwise specified, the reference numerals correspond to the following parts:

[0306] Brake 01, Brake disc 011, Brake drum 012, Wear 016, 1g braking 017 (e.g., g / 3 = 017 / 3), Target braking effect 018, Wear adjustment 02, Spring for wear adjustment 021, Slippery clutch 023, Carrier 025, Gear 026, Adjusting lever 027, Friction in wear adjustment 028, Non-linear component 03, Actuating cam 032, Other rollers 033, Cam rotation shaft 034, Spring support 039, Recess for ratchet advance 0311, Circular cam track 0321, Pointed cam track 0322, Cam lift 0323, Cam radius 032 4. Cam radius offset 03241, flat cam track 0325, allowable slope 032221, small roller 0331, actuator 04, motor 041, actuator spring 042, motor electronics 043, calibration spring 046, parking brake 047, parking brake position 0471, parking brake spring 048, calibration spring characteristics 049, rotatable bracket 0411, measurement data from actuator 0431, contact pressure 05, deployment component 051, deployment component drive unit 052, non-braking position 053, braking position 054, S-cam 056, deployment component pivot 057, unfolding Opening component pivot 0571, connection to actuator 058, contact pressure movement 059, unfolding component lever radius 0511, rotated clamping surface area 0591, non-rotated clamping surface 0592, friction pair 06, brake pad 063, carrier force measurement 064, brake shoe 067, air gap 068, brake shoe support 069, spring for generating air gap 07, wear readjustment actuation 08, area used for braking 081, area not used for braking 082, fixed component (e.g., wheel bearing component) 09, vehicle stability function 106, non-linear position of padless travel 111, wheel suspension 13, with Contact point with increased air gap 1502, Contact point with decreased air gap 1503, Increased constant loss 1504, Actuator torque in air gap 1505, Increased percentage loss 1506, Liner displacement force 1507, Stability influence magnitude 1603, Model input magnitude 1604, Calculation model 1605, Actuator magnitude 1606, Time function 16051, Friction coefficient model 16052, Air gap model 16053, Stiffness model 16055, Other models 16056, Service brake 16061, Parking brake 16062, Wear readjustment 16063, Initial position 16064. Detailed Implementation

[0307] Figure 1A brake 01 is shown, in which a friction pair 06 is pressed by an expansion member 051, for which the expansion member 051 rotates about an expansion member pivot 057, having an expansion member lever radius 0511, and thereby causing a pressing movement 059 (right) across the rotated pressing surface 0591 to the unrotated pressing surface 0592. The rotated pressing surface 0591 is preferably a circular or cylindrical component, and the unrotated pressing surface 0592 is preferably, for example, a surface considered flat, but can also be used to reduce friction by co-rotation, i.e., for example, a roller surface designed to rotate. The contact pressure movement 059 does not necessarily have to be in a straight line, but can more or less follow an existing movement, which can be generated, for example, by the rotation of the brake shoe about a support point or by, for example, by the deformation of a component such as a brake caliper. Strictly speaking, the contact pressure movement 059 describes a curve (or straight line) from the contact pressure point (contact pressure line) of the rotating contact pressure surface 0591 to the non-rotating contact pressure surface 0592. Therefore, the "lateral clearance" allows for lateral movement, which is substantially perpendicular to the contact pressure movement in the plane of the diagram (i.e., in...). Figure 1 (Generally upward or downward). The contact pressure movement 059 will advantageously be located in a plane approximately perpendicular to the rotation axis 0571 of the unfolding component, but it can also act differently, for example, approximately parallel to the rotation axis 0571 of the unfolding component.

[0308] The rotational movement of the unfolding component 051 is provided by a nonlinear component 03 (translation with a transmission ratio varying along the actuation path), wherein, for example, a roller 033 can follow an actuation cam 032 and rotate the unfolding component's rotation axis 0571 via, for example, a lever. Many possibilities exist besides the roller 033 for how the lever movement is obtained from the cam curve; for example, instead of the roller 033, a portion of the lever can slide or roll on the cam, such that, for example, the lever surface interacts with the cam curve, causing them to roll away from each other (“rolling lever”). Preferably, there are no other components between the sensing component (e.g., roller 033) and the lever that affect the sequence of motion; that is, the sensing component (e.g., roller 033) is preferably fixed, mounted, or rolled to the lever to save cost, installation space, complexity, and additional support points. Components that affect the sequence of motion are, for example, pull or push mechanisms associated with failure. Fasteners such as bearing bolts, rolling elements, and bearing rings in the roller 033 are naturally unaffected.

[0309] The nonlinear component 03, such as the cam rotation shaft 034 (or, for example, the teeth 026 on the cam or, for example, the driver 025), is driven by the actuator 04, which may in turn include an electric driver and other components, such as another nonlinear component 03, and an energy storage device, such as a spring, which may also be structurally separate from the electric driver. The electric drive is preferably operated by a motor electronics 043, which may also measure motor data (e.g., current, torque, position, etc.). In an extremely simplified case, the actuating cam 032 may also be the same component as the unfolding component 051, and thus the roller 033 may also be the same component as the unrotated pressing surface 0592. In this case, the component becomes the same component as the rotating roller surface 033, and compensated movement is performed between the rotating pressing surface 0591 and the unrotated pressing surface 0592 by the rotation of the roller with particularly low loss and wear.

[0310] Figure 1001 It is represented in a highly simplified way. Figure 1 The effect is that, under normal circumstances, the two expansion members 051 form an expansion member 051 that then actually functions as a whole (the entire expansion member is always referred to as expansion member 051): from the fixed member 09, which is assumed to be fixed, and the brake pad 063 is finally pressed by the expansion member 051, which, if applicable, abuts against, for example, the brake disc 011, the brake drum 012, or any other friction surface (e.g., a track) after overcoming the air gap 068. Thus, the arrangement of action and reaction forces on both sides is naturally more advantageous, and therefore, instead of acting on, for example, the supposedly "fixed" member 09, it can also act indirectly or directly on the additional friction pair 06, as indicated by the down arrow on the friction pair 06.

[0311] Figure 2 It shows something similar to Figure 1 The brake 01, however, in this case, has, for example, a double-acting deployment member 051 (a single-acting deployment member is also possible), which here also has different deployment member lever radii 0511 (top, bottom), but most importantly, it is supplemented by wear readjustment 02: when the wear can be covered by the range of motion of the nonlinear member 03, the nonlinear brake 01 may not need a wear adjuster, or the wear adjuster may also be different. Figure 2 The method described in the text works. Figure 2The wear readjustment 02 (bottom) can be located, for example, in the rotary drive unit of the unfolding component 051 (which can in principle be adjusted for maximum wear), and the wear readjustment 02 (middle) can be located, for example, between the actuator 04 and the nonlinear component 03 (which can, for example, match the brake 01 as it becomes harder with wear), and the entire actuator 04 may also have the nonlinear component 03, which can change position, for example, by rotation, for the wear readjustment 02 (top). Of course, preferably, only one of the three wear readjustments 02 shown is present. The actuation of the wear readjustment 02 preferably comes from the movement of the brake actuator, wherein the actuator movement is divided into a liner contact stroke and / or the wear readjustment 02 is also referred to herein as the nonlinear component 03, so in addition to the wear readjustment 02, the brake 01 preferably has an additional nonlinear component 03. The pivot point 057 of the unfolding component may be unsupported (generated by the rotation of the unfolding component as an apparent radius around which the viewpoint rotates), or the pivot axis 0571 of the unfolding component may be "fixed" or "floating", and the supporting force is preferably less than the clamping force.

[0312] Figure 3 A simple, low-cost method is shown. The figure schematically illustrates possible driving methods for a corresponding braking system, such as a braking system for a bicycle or agricultural trailer with wheel suspension 13, which can also be designed as an axle suspension and can also have suspension detection.

[0313] Here, the two brakes 01 (e.g., brake disc 011 or brake drum 012, preferably both are the same) are mechanically connected and actuated by a common brake actuator. The actuator 04 can be, for example, an electromagnet or linear actuator (top), a rigid electric motor 041 (middle), or an electric motor 041 with a rotatable support 0411 (bottom).

[0314] Brake 01 is mechanically manufactured or adjusted in the same way so that its connection with actuator 058 provides the same braking effect on both sides. As the lining wears, the more powerful brake 01 again becomes similar to the other brake 01. Of course, the entire shaft assembly can also be actuated in this way, for example, by only one brake actuator, thereby preferably by synchronizing the shafts that are close to each other, and for example, by two upper shaft assemblies receiving mechanically connected actuation.

[0315] An electric motor, electric linear actuator, or actuation solenoid can force-control the contact pressure 05, meaning that even with no wear adjustment (e.g., without an additional wear adjuster), the actuation force will bring the brake 01 into the correct braking position. The parking brake position 0471 can be stably achieved, for example, after exceeding the lever dead center or spring action, or both.

[0316] At the center is a drive unit with a designable non-linear component 03, in this case an actuating cam 032. This actuating cam functions, for example, as a self-pressurizing service brake in one direction and has a position-stable parking brake position 0471, such as a recess or flat spot, in another direction. Of course, the parking brake position 0471 can also be omitted, or for example, follow the end of the service brake position. On the one hand, the cam can be shaped such that it covers the expected wear due to travel and rolling.

[0317] However, brake 01 can also be designed to be particularly stiff, meaning it requires a relatively small actuation stroke to achieve full braking relative to wear. For this purpose, a common wear adjuster can be located, for example, at the connection point with the actuation of 058. This means the cam profile can be optimized or designed in any way, as the cam always works with a correctly set brake 01, at least within the tolerances of the wear adjuster 02. By reversing the rotation direction of motor 041 (e.g., a DC motor), it can be determined whether the service braking range or the parking braking range is actuated. In all these simple motor or electromagnet controllers, the characteristic that motor torque or electromagnetic force is approximately proportional to current can be utilized, so the aforementioned "controller" can directly operate the motor 041 or electromagnet using its current control or PWM. Therefore, it doesn't matter whether the "controller" is located on the tractor or trailer, as the two are connected together.

[0318] A variation with a rotatable motor mount (or another geometrically variable component in the drive unit of the actuated cam 032), along with the elastic support 039 and the cam profile, means that advantageously designed braking actuation is possible despite wear (without additional wear adjusters, if applicable). The actuated cam 032 can, for example, be designed such that the desired braking effect is still possible for the required time, even with highly permissible wear. This means that the actuated cam 032 will initially operate sharply, with a large air gap 068 due to wear, to allow for rapid strokes in this low-power operation. However, it would now be too steep to establish a higher force at the start with a much smaller air gap 068 (new liner). Therefore, the elastic support 039 allows the actuated cam 032 to disengage from the steep starting point and continue rotating into a less steep region. Unfortunately, this does not keep the driving torque of the actuated cam 032 constant, as the support spring determines the distance of steering movement, but at least the support spring ensures that the driving torque does not become unacceptably high.

[0319] Braking effect control can be supported by a wheel load or axle load averaging system, for example, by detecting position, distance, angle, or force. Since brake 01 requires a supporting torque relative to the braking torque, the supporting torque, supporting force, or position can be determined, or the supporting torque or braking torque can be determined using changes in the aforementioned wheel or axle load averaging. Similarly, the motor torque or generator torque of the vehicle drive motor can be used in conjunction with the friction braking effect to determine the friction braking torque: for example, if a reduced generator torque is to be balanced with an increased friction braking torque, it can be determined, for example, by possible reactions to determine whether these two torques behave as expected, i.e., whether the wheel or vehicle deformation reacts as expected, the deflection of the wheel or axle. In principle, any anticipated change can be used as a comparison of the correctness of the friction braking torque and can be used to correct the friction braking torque or correct wear settings.

[0320] In a more detailed variant, each brake 01 in the aforementioned vehicle can therefore have its own actuator actuation, for example, by assigning a common actuation variant from the above figures to each brake 01. The following describes how uniform braking can be achieved with specific brake actuation.

[0321] A readily implementable adjustment method is also proposed, allowing the motor 041 with the actuator, or the actuator itself, to be adjusted in its mounting position in such a way that wear can be manually readjusted from the actuator itself or otherwise. For example, the actuator or motor may be provided with a pivot point and an elongated hole, and the screw can be loosened for readjustment and then screwed back to fix the position of the actuator.

[0322] exist Figure 4 The paper proposes how to advantageously determine the instantaneous air gap so that, for example, after comparing it with a target value of the air gap, such as after the need for wear adjustment O2, the instantaneous air gap can be derived from it.

[0323] Wear readjustment for nonlinear brakes presents entirely different requirements than that for current force-actuated or clamping-force-actuated brakes. In existing designs, linear or near-linear contact pressures are almost always utilized, meaning that errors in wear readjustment do not cause errors in the contact pressure, as these errors still arise due to possible travel. With nonlinear contact pressures, the brake must always operate within a selected portion of the nonlinearity, and the behavior between the actuator and the contact pressure still varies at each point, thus this must be taken into account. In the case of nonlinear EMBs, there are also special requirements for wear readjustment, such as accuracy and reproducibility, which also involves precise nonlinear design to enable the EMB to operate with the desired characteristics.

[0324] For readjustment, it is recommended to perform it, for example, using an electric motor, which can be a self-owned motor or an existing motor (e.g., a brake actuator), or manually actuated readjustment, or readjustment can be omitted altogether. For wear adjustment, there are many mechanical variations recommended for this type of execution, such as bolts or screws.

[0325] Therefore, the proposed air gap determination can identify the need for readjustment and initiate immediate or delayed output. For example, in the case of manual readjustment, corresponding annotations can be generated.

[0326] Alternatively, the linear liner movement required to overcome the measured air gap can be included in the brake actuator movement calculations if no readjustment is required. Hybrid variants are also advantageous.

[0327] For example, small readjustment movements can be accounted for by appropriately adapted actuator movements, and in practice only larger readjustment needs can be addressed (e.g., to increase regulator lifespan). For example, changes due to temperature fluctuations can be prevented by wear-based readjustment.

[0328] Whether readjustment is needed can be determined in a variety of ways, such as by reducing the braking effect or clamping force and by automatic or manual readjustment, by force measurement or torque measurement, which can operate in any preferred manner, such as by mechanical or electrical measurement.

[0329] Sensing the contact between the brake pads and the friction surface area is also possible and known, for example, in the trucking industry, although it is expensive and can be problematic. In this case, it is advantageous to use sensors that indirectly detect and / or record the contact, and these sensors can therefore be located in the area of ​​the brake, where they are protected from environmental influences.

[0330] Examples of corresponding measurement types include vibration or sound waves. Current conductivity could also be suggested, for example, through a conductive material that can be incorporated into the liner material, which would generate current when the liner contacts the friction pair.

[0331] exist Figure 4 In this study, a particularly advantageous method for determining readjustment requirements was proposed by means of torque or current measurement on the brake actuator. Figure 4 The displacement force of the liner (liner displacement force 1507, left y-axis) in the region of possible air gap 068 (liner movement is located on the x-axis) is shown. This force can originate from, for example, mechanical losses or springs. This force is very small in any case and is not very useful for the initiation of contact pressure due to the flat curve, especially when the measuring device is designed for maximum (fully braking) contact pressure.

[0332] Due to the nonlinear transmission to the brake actuator, the actuator torque (right y-axis) (and / or the torque-generated current) represents a more meaningful curve. To make advantageous use of available data, it is recommended to consider mass inertia effects, frictional losses, and the effects of factors such as temperature, speed, rotational speed (rpm), or aging, thereby establishing a relationship between the measured current and the effective torque, and this relationship should be as accurate as possible.

[0333] Assumption Figure 4 The air gap 068 in the diagram is the correct air gap and is recorded. For example, when the lining is in contact or during light braking, as wear increases, the contact point will begin to move towards the contact point with an increased air gap 1502 because the lining only contacts the friction surface with a greater stroke, and the brake actuator torque will therefore be smaller here due to the different nonlinearity. A contact point with a decreased air gap 1503 will indicate that the air gap is too small (e.g., due to temperature-related or excessive prior wear readjustment), and the brake actuator torque may be higher due to the nonlinearity of "faster contact".

[0334] Now, the actuator torque characteristics can also be altered by other factors.

[0335] It can shift upwards, for example, due to a thin layer of cold grease in the motor drive unit, as shown by curve 1504. Losses may also increase by a percentage, thus raising curve 1504 to 1506. Therefore, the expected air gap 068 will also require a higher actuator torque 1505. Now, among all these possible effects, it is impossible to pre-calculate why the observed shift in actuator torque 1505 has occurred, whether due to a change in the air gap or due to other reasons, because there are too many variables.

[0336] As an initial solution, it is recommended to determine (measure) the direction of the torque-displacement (or-angle) curve at several points and calculate whether the displacement on the x-axis gives a good interpretation, which will correspond to the readjustment of wear.

[0337] The constant variation in wear (such as thin grease) has a particular effect on small actuator torques, and the following estimation is recommended here: In the actuator region where contact pressure has not yet occurred, compare the newly determined brake actuator torque with the expected torque. Of course, this can be performed several times in different directions of rotation, and the known temperature response can also be taken into account. Now, for the first correction method, the fundamental displacement of the determined actuator torque is also taken into account, and according to the aforementioned process, the x-displacement is therefore assumed to be the cause, thus having been well stated. In addition, or separately, one can consider how rapidly the brake actuator torque curve increases, which is generated by various position-specific nonlinear components, and indicates which point of the nonlinear component it is located at, and thus can also be interpreted as an x-offset.

[0338] In the process described above for the type of movement that occurs when the motor retainer rotates away or when some other compensatory movement occurs under excessive load, this movement can also be used or included for wear detection.

[0339] It may also include the measurement or detection of motion, force, or torque, such as the liner clamping force or clamping effect when weak braking begins.

[0340] Wear models (based on factors such as temperature, braking torque, speed, rotational speed (rpm), braking work, operation or procedure, such as full braking or landing, etc.) can also be implemented and considered in order to take wear regulation into account.

[0341] Wear readjustment can also take into account the values ​​of other brakes, such as the temperature of the brake on the other side of the vehicle, and the brakes can be adjusted or actuated, for example, to set the same or similar values ​​on both sides. Furthermore, additional guidelines can be used to ensure that the means of improving accuracy do not deviate from permissible limits, or wear readjustment can be performed in such a way that the measurements (e.g., temperature) on both sides will approach the model values. Of course, one would exclude major discrepancies between the two brakes, such as reduced braking on one side due to ABS.

[0342] Figure 5 An example of how to construct a braking control system is shown, which is recommended here as advantageous, whereby functions can be naturally added or omitted, and the sequence of production operations can also be different, thus it is a matter of describing the basic possible functions.

[0343] Assume a target braking effect 018, which may originate from, for example, a driver, pilot, or an automated machine. It is suggested (but not required) that the target braking effect be preprocessed, for example, to determine the target braking effect for each wheel. This can be performed, for example, in a vehicle stability function 106 having, for example, a characteristic curve, where other influences such as "mixing" can also be handled, and measurements such as wheel speed, rotational speed, steering angle, yaw rate, etc., can also be included as stability influence quantities 1603.

[0344] Within the large module used for computational model 1605, it is shown how the actual braking control generates adjustment variables 1606 for the brake actuator from the results of the target braking effect or vehicle stability function 106. Here, 16061 could be, for example, control of the service brake; 16062 could be, for example, control of the parking brake function; 16063 could be, for example, wear readjustment; and 16064, approaching the initial position, etc. Here, a single EMB is used to illustrate this function, but according to the diagram above, the system can certainly serve multiple EMBs.

[0345] This advantageous model is characterized by the assumption that prior storage of characteristics (e.g., stiffness characteristics) and values ​​(e.g., instantaneous friction coefficient) is therefore impossible, because from the start and end of braking, and for all subsequent braking, the state in the EMB results is a function of time 16051, braking power (braking torque * angular velocity), thermal cooling resistance, and heat capacity. Without heat capacity, the problem of prior storage would be "merely" multidimensional, as each input size in the storage medium would result in a new dimension for all stored values, thus leading to a huge increase in storage space if, for example, there were a fifth input size instead of only four. However, when time evolution is generated through heat capacity, then in addition to the multidimensional storage used for every other possibility of time evolution, additional storage must now be performed, and this will not only be used for one braking, but for all subsequent cooling stages and new braking again as additional storage. The function of time 16051 represents, for example, the evolution of temperature over time in a temperature model (depending on braking power and, for example, speed-related air cooling and possible radiative cooling, "blackbody radiation"), and this model provides, for example, a temperature-related friction coefficient model 16052 and, for example, an air gap calculated relative to temperature 16053 (but the air gap can also be calculated, for example, alternatively or additionally, via a wear model), and can utilize the current (e.g., estimated) air gap 068 to account for, for example, changes in thermal stiffness 16055, and of course, an additional model 16056 can be operated. Measurement data from actuator 0431 can of course be included in calculation 1605, such as actuator position, current, torque, or, for example, measured temperature (also as a comparison with the model), as well as variables from vehicle 1604 (or braking environment), such as wheel speed.

[0346] Therefore, it is hereby suggested that braking control and / or regulation be constructed advantageously based on a model in which the evolution is determined as a function of time according to time and input variables 16051.

[0347] exist Figure 5 In this context, assuming the brake actuator is considered as a single actuator to achieve this purpose, in the structural implementation, the actuator includes at least one actuating component, but it can also be composed of multiple actuating components, such as dual windings for safety reasons, multiple motors, and also used for different functions, such as parking brake and / or service brake or common functions, such as a parking brake motor can also perform the service brake function, although stored energy, for example, from at least one spring, can also be used for other nonlinear transmission units.

[0348] Since our focus here is on the physical characteristics of the electric actuator, the actuator's manipulated variables can, in principle, be located (e.g., motor shaft angle) or torque and / or force, as well as natural composite values, such as angle and torque. For those composites, it is suggested, for example, that the torque be adjusted by the current of the motor 041 from the control and / or regulation 1605 as described above, while ensuring that the rotation angle of the motor 041 remains within an allowable range, both of which are determined from the model described above (or effectively). Thus, this is of course only one of many possibilities for controlling and / or regulating the actuator, since data from the actuator 0431 (e.g., actual values ​​of current, torque, angle, voltage, temperature, etc.) measured above can be fed into the larger module 1605, i.e., into the electronics.

[0349] Figure 601-603 A floating caliper disc brake is shown. Figure 601 (not shown in the image), wherein the inner liner is pressed on by, for example, a cam-shaped expansion member 051, which is also known as an expansion member, for example, in a mechanically operated drum brake. During clamping, the EMB expands outward and bends, as... Figure 602 The exaggerated depiction is as follows. The cam-shaped deployable component can "scrape" along its two support surfaces because its rotation causes a height difference (between the non-braking position 053 and the braking position 054) and a rolling movement of its surface area. On the one hand, the deployable component can be designed and installed such that its "scratching" misalignment is compensated for as closely as possible to match the misalignment caused by the deformation of the braking component. Residual height defects can be absorbed in clearances and displacements, as indicated by the skew position of the wear adjuster, for example. Since high surface pressure occurs in the expanded portion, a hardened surface is desirable, for example, in the variant. Figure 603 As shown, a press-in hard pin with any cross-sectional shape can be used. Of course, all other unfolding methods can also be used, such as spherical ramps, or with variable slopes or variable paths, such as spiral paths and multiple spherical ramps.

[0350] Figure 701 and 702 Various unfolded bodies are shown, most of which utilize circular portions as unfolded surfaces; however, they can certainly be of any shape, or, in the case of small sizes, may have imprecise small profiles due to the manufacturing or production processes involved. It is advantageous to use needles or rollers from, for example, rolling bearings (e.g., press-fitted into holes) to achieve hardness, good roundness, and cost-effectiveness. Another rolling surface area will primarily be straight (as shown above). Figure 701 and 702 However, they can also be different (see below). Figure 701 and 702And due to the effect of use, it will deviate from the original area to a minimum (e.g., straight). When the unfolded part is in the left-side state ( Figure 701 Rotate to pivot 057 with unfolding components. Figure 702 During the pressing process, several steps occur: The xy sinusoidal and cosine movements depict a circular path from the initial contact point, allowing for a large amount of x (in the pressing direction) and a small amount of y (high deviation). Furthermore, circumferential rolling creates a path proportional to the rolling angle. As the roller rotates 360°, the entire circumference is unwound, with only one unwound segment proportional to the angle. This unwound results in more y-movement than x-movement in the pattern. These movements can never be height-compensated, as one height difference begins as a function of angle, while the other begins as a proportional angle. This can potentially lead to advantages in terms of high error, but disadvantages in terms of price, if the roller does not roll cyclically and / or the unfolding surface is uneven. Additionally, by definition, there may be an error where the contact point must always have the same tangent to both contact curves, and this must also be considered for high error.

[0351] For example, when 6mm needles are spaced at a pitch of, say, 15mm, then a lever length of 45mm will have a 1:3 transmission ratio, and will convert a 2mm stroke into a 6mm stroke, and produce an oscillation angle of about 7°. Therefore, this is equivalent to an unwinding amount of 0.19mm per roller with a roller circumference of 19mm and ±3.6°, and a height error of 0.03mm in the circumferential motion.

[0352] One can only operate this pressure lever relative to its rolling geometry within a range of minimum height error, which mathematically would be a certain range of the cycloid. However, one can also focus on the force, movement, and manufacturing or production possibilities: for example, in passenger cars, the force of a front wheel disc brake can reach 35 kN, and in trucks, 240 kN, resulting in a clamping force stroke of, for example, 1.8 mm (passenger car). Now, when choosing rollers with a diameter of about 6-8 mm (passenger car), for example, due to bending and flattening, the rollers can roll downwards to bring them closer together, but it is not always easy to reach the mathematically optimal range of the high-optimal cycloid trajectory. In fact, the approximate minimum mathematical height error makes it difficult to manufacture geometries with small unwinding radii that are close to each other, and the force transmission connection between two unwinding radii is geometrically difficult because the connection between the two unwinding radii can be thin in order to pass through the intermediate connection between the two unwinding radii.

[0353] Figure 705 shows the deploying component with its pivot 057 and a thick circular portion (representing the clamping force of the deploying component). Therefore, the thick circular portion presses against two thick rectangles that do not rotate with the deploying component. The pivot 057 can be supported, although in Figure 705 it can also rotate without bearings because the deploying component essentially cannot leave its position between the thick contact surfaces, which are shown here as rectangles.

[0354] Figure 705 shows a pair of rollers whose mathematical calculations approximate the optimal values ​​for a cycloid, with the thick arc rolling on the thick angle. Upon clockwise rotation, the angle function shifts further upward by one support point.

[0355] The rolling circumference on the arc is also rolled up. This means that the support points will not remain at the same height, but the two movements are similar, so little or no relative movement (“scratching”) is required. The two arcs can be connected between the unrolled corners, which already provides very little material in the area connected by the center.

[0356] The manufacturing precision required for these unfolded bends with a radius of, for example, 4mm is unsatisfactory. When drilling now to insert the pin (dashed circle), most of the through-connecting material is drilled away, and the uncoiled area must be recessed to accommodate the pin. These are some of the reasons for abandoning a process that approaches mathematical optimality.

[0357] In this opposite design, the position of rollers with appropriate diameters will be chosen, which is advantageous from a production technology and force perspective. Height errors are acceptable, and, where applicable, undesirable movement or deformation can be assumed, such as a slight tilt of the wear adjuster (which acts as a rolling surface), or slight scraping movement due to some braking (e.g., the vast majority of braking occurs at 1 / 4 to 1 / 3 of the full braking delay). Alternatively, unavoidable movement or deformation that occurs when the brake is actuated can be used, thereby allowing the high error and other movements to act at least in the same compensating direction, or they are preferably designed so that the high error and other movements compensate for each other as well as possible. Such "other" movements occur in drum brakes, for example, when the clamped liner carrier moves (e.g., around its support point), or when the caliper of a disc brake deforms under clamping force, such as widening and bending.

[0358] In fact, the scraping movement during braking is not even as significant as the continuous frictional movement caused by, for example, vibrations (such as those from unbalanced wheels or diesel engines), so it is entirely possible (for example, in part) to allow for high defects that cause scraping movement, and this can provide significant benefits in terms of manufacturing and cost.

[0359] Figure 8This illustrates how to generate a clamping force as close as possible to the lining contact pressure or intermediate wear adjuster. The dashed lines in the figure represent components inserted or otherwise connected or fixed (clamped, welded, threaded) as non-machined contact surfaces 0592 (also possessing special properties such as hardness, wear resistance; the black sections here represent inserted needles or components otherwise connected or fixed (clamped, welded, threaded) with special properties such as hardness, wear resistance). The geometry of the black needle rolling on the gray surface is preferably designed in such a way that the components can be reasonably manufactured or produced, but errors in the rolling movement are, for example, small, or such that they can be absorbed or accommodated by clearance, deformation, displacement, or tolerances. It is also preferably designed so that deformation during operation has as much effect as possible on the errors, and thus compensates for each other as much as possible. Here, for example, the length of the arc of unwinding during actuation can be selected compared to the angular movement of a point on the needle, in such a way that the lifting of the unwinding surface (right side) of the dashed line can be compensated. Residual defects are absorbed here, for example, by the portion pressed against the cover at an angle. Figure 801 One possible implementation is shown, which has for Figure 8 The lever of the roller 033 of the cam 032 and the two ends for two contact pressures, i.e., as unfolding members 051, can be located on both sides of, for example, a wear adjuster, so that the wear adjuster has space therebetween. Each of the two clamping ends can be fitted with needles, rollers, or other clamped components on both sides, thereby producing, for example, four simultaneous clamping operations here. Of course, the mating surfaces for the clamping operations must also be properly positioned and frequently available. The lever can also be made of parts connected together, for example, strip steel, metal plates, etc., by welding (e.g., Figure 801 (As shown in the corner of the text "Figure 801"), spot welding, riveting, threaded connection, bonding, and the use of folded and bent joints, etc.

[0360] Figure 9 This represents the actual actuator torque-displacement behavior of the EMB, where the liner travel is on the x-axis and the actuator torque is on the y-axis. As described herein, the EMB is designed to combine the minimum possible starting radius of the cam with the diameter of the unwinding roller capable of withstanding the liner contact force, and the cam's torsion angle conforms to the geometry of the EMB. Under these conditions, the actuator torque is by no means approximately constant throughout the braking process.

[0361] The two thickly drawn curves (dashed and solid lines) represent the correctly adjusted air gap, the dashed line represents a fully worn brake pad, and all other curves represent fully worn pads. Therefore, it is recommended not to store the force-deformation curves, but to generate them dynamically from the model in the braking control, since these curves are output by the model for specific temperatures, which in turn depend on the time process of the braking thermal power reflected by the model.

[0362] It is now proposed that the force-deformation curve be output as a force-stroke characteristic curve. As indicated above (dark solid line), the air gap can be, for example, 0.1 mm smaller (above the thick line) or 0.1 mm larger (below the thick line) than expected. Of course, to eliminate this effect, the air gap can be adjusted as precisely as possible. However, it is also recommended to acknowledge the inaccuracies in the actual air gap size, because air gap adjustment (or wear adjustment) may be affected by tolerances, the determination of the contact point can only be done within the possible accuracy range, readjustment can only be performed in certain steps (e.g., ratchet process), or other influences may lead to exchange. This includes, for example, wear accumulating on the friction surface of the liner, which remains on the friction surface to an unknown degree, or is removed again. Therefore, it is recommended to allow for such almost abrupt changes in the air gap to some extent, even if the liner wear model does not reach such even abrupt wear.

[0363] For example, even when only a portion of the liner surface is affected, this cumulative wear can alter the brake's stiffness characteristic curve. Stiffness is also affected by large manufacturing tolerances (e.g., casting materials, geometric casting tolerances), long-term variations (e.g., material thickness reduction due to corrosion), and thermal variations, such as the stresses created by uneven temperature distribution within the material. These influencing variables are preferentially included in the stiffness model, which also opposes simplistic storage.

[0364] Here, as one of several possibilities (where components may also be used, for example), it is suggested that, for example, the actuator torque in a non-braking region, which could also be, for example, a region 082 not used for braking, be initially determined to determine, for example, instantaneous mechanical losses (e.g., caused by the temperature of the transmission unit grease). Then, it is suggested that the contact point be determined by increasing the actuator torque (based on instantaneous mechanical losses and local nonlinearities) before any still traceable braking torque occurs. For this purpose, actuator angle and torque measurements can be performed, and these measurements can also be statistically evaluated, for example, by averaging a large number of measurements. When braking is already in a state of still weak, increasing braking, it is suggested that the slope, inclination, and / or behavior of the braking stiffness be determined. For example, this may also have occurred during previous braking processes, although it is suggested here that the slope, inclination, and / or behavior of the braking stiffness be determined even without a previous braking process. The more braking increases, the more statistical evaluations and the better the measurable actuator torque can be used to determine the slope, inclination, and / or behavior of the stiffness curve increasingly better.

[0365] Additionally or alternatively, the brake can be controlled by the liner contact force, which is calculated based on measurable motor torque and nonlinearity, preferably taking into account mechanical losses and load effects. Therefore, the instantaneous stiffness model can also be improved by taking into account other measurements or calculations, such as the mechanical work done for actuation (or release during relaxation). When springs are involved in the brake, the springs must be included in the calculation with the correct sign based on their instantaneous effects (e.g., as spring torque).

[0366] Figure 9 This indicates a large variation in actuator torque. It is recommended to utilize the actuator's motor characteristic curve. Specifically, it is suggested to shorten the actuation time by utilizing the speed increase that occurs as actuator torque decreases. As can be seen in the curve above, the actuator torque is significantly lower than its maximum value over a large range, and this behavior is used here (or generated in nonlinear designs) to shorten the actuation time at higher speeds, even though it is not operating at the point of maximum shaft power.

[0367] Figure 10 This represents an advantageous method for obtaining information about the brake from measurement data from actuator 0431 (this measurement data can be recorded as angles and torques at the brake actuator, for example, but any similar representation is possible because there is a mathematical relationship between the values ​​at different points), for example, to determine the current wear condition, the need for wear adjustment, or a more accurate estimate of the contact force. Figure 10 In this context, the liner travel is located on the x-axis, and the actuator torque is located on the y-axis, for example, full braking at 0.17 g / 3, and "normal" braking at 0.17 g / 3.

[0368] The black line represents the expected behavior of the brake, which can be stored, for example, in the EMB-ECU. However, it can also be determined on a case-by-case basis, for example, for "actuation" with a correctly assumed air gap of 068, with mechanical losses determined in the past, for example. However, as already shown, the expected behavior may also prove unstoreable because it may depend on the development of temperature that cannot be pre-stored; that is, the development of temperature depends on the corresponding instantaneous conditions, such as instantaneous braking power, cooling conditions, etc., and these must be measured and / or continuously modeled in a time-dependent manner during the process.

[0369] The coarse measurement data from actuator 0431 is temporarily labeled "obvious" because it initially lies above the expected behavior (the complete curve with air gap 068) and subsequently below it (with more stroke). This assumption, utilizing many possible measurements, suggests that it is possible to identify individual "errors" (e.g., evaluation block 1608 identified in the comparison or evaluation within comparison or evaluation block 1608) individually and also, for example, within different time ranges, such that the "error" can be identified (or reduced or compensated) individually and also, for example, within different time ranges, so quickly that it can be identified before braking or before adverse erroneous braking effects occur. Thus, a rapidly identifiable evaluation can be designated as "rapidly accepted" 16091. However, with further effort (e.g., statistics), a more precise analysis of braking performance becomes possible, which naturally requires more data and time, and is therefore presented here as the slow assumption 16092, and naturally also with the aim of improvement.

[0370] In the "Quick Assumption" 16091, it was proposed that in such cases, for example, where there is more than one measurement point in an excessively high air gap region, the instantaneous mechanical loss can be assumed to be higher than the assumption in the nominal curve. This can also be expressed, for example, as an absolute or, for example, percentage correction. With more actuation than, for example, reaching the expected contact pressure (e.g., at the end of the air gap), these points then lie below the nominal curve, and supported by a subsequent rise, it can be assumed in the "Quick Assumption" that, for example, the air gap is larger than expected. For example, this assumption is also supported by the fact that these points remain largely below the nominal path, which may be due to, for example, the flatter path of the cam here. In response to various findings, appropriate corrections to the various parameters of the calculation algorithm (e.g., air gap size) can be taken into account accordingly in all subsequent calculations of the brake control electronics.

[0371] Therefore, according to this method, both a “quick assumption”16091 can be made, and if applicable, it can be ensured, for example, based on the fact that the motor torque will develop differently when using other nonlinear ranges that are different from what is expected. For example, when a weaker braking force than usual is expected at g / 3, then according to this method, a “quick assumption” can already be made in advance, which prevents or reduces unintentional erroneous braking effects. The more different states of the EMF available for measurement point determination, the better the state and cause of deviations in the EMF can be analyzed. Therefore, one will compare, for example, different actuator loads, angles, or speeds (including markings) with the corresponding nominal curves, because, for example, mechanical losses may differ or have different effects depending on, for example, actuator speed and direction of rotation. When the service brake actuator is also used for the parking brake function, there is a particularly favorable situation for collecting high-quality measurement points. The actuation distance involved in approaching the parking brake position is significantly longer than that of most service brake operations. In addition, the requirement for actuation speed is significantly lower, which means that, for example, the effect of mass inertia can be minimized.

[0372] Based on the need for wear readjustment, as described above, or readjustment can be performed at a favorable time, or the EMB can be temporarily operated with this (not entirely) correct setting. Therefore, a “slow assessment” can be used, for example, which uses better statistical methods (e.g., averaging) to determine the actual deviation state of the EMB, or advantageously, it can also distinguish several causes of the deviation. For example, it can be distinguished that, for example, mechanical losses in the EMB are statistically higher than expected, or that, for example, the wear regulator is statistically set too far, and one can naturally consider these results in brake control or store or output them, for example, as a warning. Effects caused by, for example, rationality or impossibility can also be included in the above methods; for example, at similar temperatures for gear grease, a drastic change in mechanical losses from one operation to the next is not expected, or values ​​obtained from, for example, the “rapid assumption” of an incorrect air gap are impossible because, for example, due to the wear model, it is impossible to have so much wear. Of course, these are just examples of many useful possibilities.

[0373] This is particularly advantageous when additional information (such as current temperature) is recorded and stored as metadata, in addition to the actual data at the measurement points—that is, the paired cause / effect, such as motor position and current. Therefore, for “slow” assessments, it is advantageous to categorize all recorded measurement points according to various criteria, such as low / high temperature or low / high modulation. If a deviation analysis of the measured values ​​from the expected values ​​subsequently reveals differences between the different categories, then a more detailed interpretation is possible. For example, if the example above represents a horizontal shift in the curve, especially at high temperatures, then an incorrect assessment of thermal expansion can be assumed; on the other hand, if there is a difference between low and high motor positions, then an error can be assumed in the stiffness curve representing brake behavior.

[0374] exist Figure 11 The design is illustrated in the example of rollers and cams, where nonlinear components with "substantially constant actuator torque" are intentionally avoided; instead, variations in the transmission ratio are strongly restricted to facilitate other advantages. While other designs require mathematically sound optimization, in this case, mechanical engineering optimization aims to utilize transmissions with given behavior (e.g., lever combinations) or behaviors that can be designed within constraints (e.g., gear pairs with non-constant radii, ball bearing ramps, cams).

[0375] However, by limiting the ratio of minimum to maximum power transmission and / or torque transmission, preferably less than 1:20, the motor can no longer operate optimally for substantially the entire operating stroke. Instead, it operates over a wider (and always passed) range of operating stroke, significantly deviating from the optimal range, and all possible load conditions within that range can be naturally assumed, i.e., from zero to maximum shaft power. In this case, among other things, it is recommended to use it over a wider range of its reasonable speed or rotational speed, for example, within the range of efficiency accepted as “good.”

[0376] Maintaining optimal operation, for example, makes it possible to design the cam track in a mechanically advantageous manner, such as without sharp points, points with small radii and high loads, points that are difficult or impossible to complete due to angular relationships, and points that may tend to "lock," for example, when the angle of the roller lever is approximately perpendicular to the cam tangent. Therefore, the rollers used to roll on the cam track can have larger diameters, thus bearing greater forces. Furthermore, the use of non-linear components other than the cam becomes possible, because gear pairs, for example, with non-constant radii or ball bearing ramps, can only be used when the variation in the transmission ratio is limited, for which the variation in the transmission ratio can be further reduced, for example, to below 1:10.

[0377] This is based on conditions deemed advantageous from a mechanical engineering perspective, such as the minimum roller diameter derived from factors like roller and cam strength, width, number of actuations, and force range. For this purpose, the cam shape is then determined, which, from a mechanical engineering standpoint, is also categorized as permissible, i.e., not less than a minimum radius, for example, due to material strength requirements. This ultimately leads to achievable nonlinear translation. The design does not aim for the electric motor to operate "virtually continuously" throughout its entire operating stroke at the optimal operating point; this is also considered, and may even be contradictory, as it corresponds to an impossible requirement.

[0378] The transmission ratio of a roller rocker arm or cam follower combination can be expressed, for example, as the ratio of the rocker arm angle to the cam torsion angle. In this case, the rocker arm torsion angle is generated by the center point of the roller. Figure 11 In the diagram, the desired movement of the center of roller 033, which rolls on the actuating cam, is represented by a dashed line, and the various corresponding roller positions are represented by dashed lines. However, the cam surface is created as a thick curve "with loops" on the circumference of the roller. However, in the example shown, either the roller is too large, or the radius of change of the "knot" of the center point curve is too small.

[0379] In any case, points will be created on the cam surface that are removed from each other during production, which is impossible. It's also impossible to simply "round up" the surface area, as this would result in a different transfer ratio than desired. Therefore, according to this design approach, the dashed-dot center curve is kept curved with a larger radius (dashed-dot center curve on the right), which, according to this design, results in a transfer ratio fundamentally different from a substantially constant actuator torque.

[0380] Even when the cam surface curve no longer contains any impossible points, it is still necessary to examine, based on requirements, whether the resulting radius of the cam surface is feasible, or whether it must therefore be increased. Following this interpretation, for example, the midpoint shown on the right will be reached, and the resulting transmission ratio can be determined from it, allowing no variation that is considered too large. This also applies to other rolling arrangements, such as ball bearing ramps, and similar constraints on the maximum possible geometric variation in practice will also apply, for example, to gears or friction wheels with non-constant radii, where, for example, it is necessary to consider manufacturable tooth geometries or rolling arrangements that are possible at all points (where none "interfere" with each other).

[0381] The following advantageous methods can also be proposed for obtaining a favorable cam surface, which can also eliminate "too small radius" and "loops through impossible points":

[0382] The cam torsion angle can be increased because the point is "pulled apart" on the cam surface, allowing it to find a better position. Although this increases the transmission ratio, it can still be compensated for by the lower transmission ratio in the upstream motor gearing.

[0383] Similarly, the internal positioning starting radius of the cam can be increased, which also "pulls out" these points. However, these points can also be partially pulled apart, such as the starting point of the pre-twisted cam, causing the loop to be pulled apart, i.e., eliminated, and causing the radius that is too small to be enlarged. This can lead to a very good solution, but it initially changes the transmission ratio and cannot be fully compensated for by changing the transmission ratio of the motor drive unit.

[0384] Figure 1201 This illustrates how the actuating cam 032, with a torsion angle of approximately 270° (thin), transforms an initially very large slope into a flat slope, and is still able to advantageously maintain mechanical load at the "round" transition point of the cam track near 0321, because the cam remains "round enough".

[0385] However, if for the same radius to determine the cam travel 0323 (initial and final radii, dashed lines, with travel 0323 in between), the torsion angle needs to be reduced (drawn thicker), then the transition point must be designed with a smaller fillet radius or even the cam trajectory pointing towards 0322. However, the "knot" up to the cam trajectory point 0322 almost covers half of the liner travel. To maintain the minimum permissible fillet radius, it is therefore necessary to design a non-linear component related to the geometry, for example, approximately reaching half of the liner travel. As the torsion angle decreases, this results in a smaller achievable maximum travel, or the cam radius increases more rapidly. Therefore, the actual optimization goal of the non-linear component cannot be achieved.

[0386] Figure 1202 This indicates that the travel 0323 will maintain a significantly reduced minimum and maximum radius (both are thick dashed lines). The cam track is not simply reduced proportionally, because the travel 0323 is not reduced proportionally, but rather produces a new, thickly drawn cam track pointing towards 0322, which again gets a sharp point in the transition from steep to flat, a point that is significantly sharper than the point of the original, darker cam track circle 0321.

[0387] Figure 1301 This indicates the "too sharp" area created above. Figure 1201 or Figure 1202The cam radius 0322 in the diagram cannot be simply rounded using the cam radius 0324, which is quite obvious. Initially, a flat cam track 0325 was chosen, i.e., a higher force ratio, for example because if a smaller actuator torque is therefore required, the brake can only be applied (or as planned) within the 0325 range. However, if a larger slope of the fillet radius 0324 appears at 0325, the actuator cannot operate the EMB correctly in that area.

[0388] Therefore, in Figure 1302 The document presents a method for driving an EMB with the correct torque. For example, the fillet radius can be pushed up to 03241 (so that the flatter position 0325 can work correctly), and then there is again an "incorrect" cam trajectory along the circular path, which is certainly not the expected dashed line.

[0389] However, now Figure 1302 The cam trajectory in the new fillet 03241 region is not as steep as required for actuation (as indicated by the dashed line), thus enabling actuation, albeit more slowly. At the end of the offset fillet radius 03241, the permissible (dashed) slope 032221 can be applied again. Now, the nonlinear input torque can again be within the desired range, but the necessary torsion angle has increased slightly. Therefore, it is also suggested that the total torsion angle can be reduced again in further iterations. This method can be used to approximate a nonlinear desired process; however, in some cases, the constraints will be considered more important than the achievement of the nonlinear target process.

[0390] exist Figure 1303 As can be seen, two different sizes of rollers (roller 033 (large) and roller 0331 (small)) can also be used (for the start of operation). Due to the small radius of roller 0331, the steep side of the cam track of tip 0322 can be transformed into a flatter path. When the operating cam 032 has been twisted so that the small roller has returned to its path along the fully pulled-out track, the large roller 033 rolls behind the side of the dashed track, and from here, the smaller roller has a track that provides relief for the smaller roller, which is shown here as a continuation of the fully pulled-out track during the process of taking over from the track of the larger roller to the left of F.

[0391] The two tracks and rollers can also be spatially staggered. Furthermore, the tracks do not need to be rigidly connected; for example, the smaller track can rotate first, and then the larger track can be rotated by a drive, allowing for a total rotation angle exceeding 360°. Therefore, it is not necessary to use different rollers or roller diameters, but this spatial arrangement can also be used to achieve a larger total torsion angle, and for this purpose, the drive unit, carrier, or conveyor can move the individual tracks or individual cams or cam components from a specific torsion state or angle, so the tracks can also be driven, for example, with different transmission ratios. A three-dimensional spiral mesh with only one roller is also possible, for example. However, the tracks can also move relative to each other in different ways (e.g., spring-loaded), making, for example, compensating movement possible, and, for example, the tracks can change position (or change position under actuation or load), such that, for example, the slope at the current cam position changes.

[0392] Figure 14 This represents a practical example of a cam surface that can be achieved using this process and the axial torque generated at the brake actuator (y-axis) during the brake stroke (x-axis).

[0393] On the left, 0322 shows in bold the cam trajectory that is still practically possible, thus the route at the inner starting point is already problematic. The small ring connecting roller 033 and the drive cam is the fulcrum of the lever where the roller is located. The resulting brake actuator torque (i.e., motor torque) is shown in bold on the right, thus the deviation from the constant curve in the linear brake pad actuation stroke is obvious. Full braking action corresponds to 1g braking 017, and normal braking by a normal driver reaches approximately g / 3 at 017 / 3. In the region of air gap 068, although the cam actuation is steep, it is impossible to achieve a higher or even constant motor torque here. The fact that the distance between "g" and "g / 3" is so small is due to the force-displacement characteristics of the EMB and the brake pad (both with realistic context). By applying the aforementioned improvements, such as a larger cam angle, a larger initial radius, or the smallest possible roller, a darker drawn curve of motor torque can be achieved, which is already more within the favorable range, but the torque still does not remain consistently, especially in the normal braking range up to g / 3. The best (constant) motor torque can only be obtained through other means, such as sliding scanning instead of rollers, very large cam radii, etc., but these are not proposed in this procedure.

[0394] Figure 15A possible brake for a bus front wheel or similar is shown, achieving, for example, a maximum lining contact force of 40 kN (on the left y-axis), and operating with an air gap of 0.4 mm (total air gap), and exhibiting a limited nonlinearity in the transmission ratio, which is possible for the method proposed herein. The contact pressure shifts by approximately 1.8 mm (on the x-axis), and the resulting contact pressure (a lower full curve relative to the left y-axis) increases according to the stiffness curve of full braking, whereby this stiffness curve is typically not a straight line like a spring, but rather begins to soften and then hardens upon full braking.

[0395] The horizontal dashed line represents a constant actuator torque design (on the right side of the y-axis), thus theoretically resulting in maximum actuator shaft performance with respect to the theoretically optimal short actuation time.

[0396] However, the design proposed here is based on the fact that one does not want to change the transfer ratio too much or too abruptly, resulting in a relatively very unfavorable process for the actuator shaft torque (using the upper curve of the right y-axis), but rather favors the advantages of a mechanically advantageous design (see above). In general, it is suggested here that the design be viewed as a relationship between the transfer ratio (e.g., output torque versus input torque) and the chosen mechanical and geometric implementation, i.e., the mechanical and geometric implementation will therefore result in the transfer ratio. Or conversely, the transfer ratio is chosen at each actuation point such that a desired mechanical and geometric implementation is found, thus, for example, the roller diameter, (minimum, maximum) cam radius, and minimum radius of curvature of the cam surface. This process can also be iterative, for example, starting with the desired transfer ratio for actuation, then adding mechanical and geometric constraints to determine the transfer ratio, and then making, for example, mechanical or geometric changes to better achieve the desired transfer ratio.

[0397] From this definition in the design process, it can be concluded that neither motor torque nor motor power should be considered, nor should they be largely constant.

[0398] Therefore, this definition can be applied to the design of all types of EMBs, such as spring-loaded EMBs that automatically enter a braking state and are released by a brake actuator for reasons such as safety, similar to, for example, railway air brakes with springs.

[0399] To this end, an initial nonlinear combination of springs is proposed, in which the relaxed spring is nonlinearly replaced, such that although the spring force decreases, the liner contact force increases. For this purpose, nonlinear components can be combined, and the spring can act on, for example, a crank pin of a cam, so that, for example, the most tensioned spring has a smaller torque producing an angle, which, when the tension is released, can lead to an increase in the normal distance.

[0400] The cam transmission ratio achieved by actuation can now be designed in such a way that the spring torque on the actuation is transmitted to be slightly greater than the necessary contact force on the actuation. Therefore, a motor is not even present here. Another requirement for the transmission ratio is, for example, that the transmission ratio reaches the driving force in cases of stiffness variation (e.g., from an intact liner to a worn liner) and when air gap variation must be taken into account.

[0401] When the brake actuator now rotates to release the cam, it must apply the residual torque between the spring torque and the reaction torque from the brake. This brake actuator torque can now be required to be optimal for the motor, or in some places as low as possible, in order to keep the brake released with the lowest possible brake actuator torque at which safe actuation has just occurred. Furthermore, if no brake disc or brake drum applies a reaction force, such as during assembly, it may be necessary for the brake actuator to also be able to move the brake from the braking state to the released state.

[0402] As described above, from all these requirements, an ideal transmission ratio process will be obtained. Then (also iteratively), mechanical and geometric characteristics will be checked or determined, and if necessary, a transmission ratio that does not meet the ideal requirements but is feasible will be obtained. Additional nonlinear components can also be installed, on which the brake actuator operates less strictly. It does not necessarily have to be a cam; it can be any type of nonlinear component, seeking a path between requirements and reality.

[0403] This resulting suboptimal actuation time or motor size can (but is certainly not necessary) be compensated for by higher brake stiffness (since energy is force multiplied by displacement). In practice, increasing the air gap to 0.4 mm also seems desirable to support true stripping of the liner.

[0404] Figure 16 This illustrates a currently known method for computer optimization, which involves, for example, cutting away a portion (the dashed line in the direction of the arrow) from a solid (here, for example, a large circle) to obtain the desired cam lift 0323, and examining the remaining portion to see if it yields a better or worse overall result, accepting or rejecting the cut. (Used with...) Figure 1201-1202 Similar results can be obtained using the same methods as in procedures 1301-1303, although the procedures are different. Therefore, this procedure of finding a similar solution by "trial and error" is also recommended here, which naturally includes extreme cases, such as when humans (also using, for example, scissors and cardboard) utilize this procedure, which can be referred to as "trial and error" in any way. Of course, "addition" can also be used instead of "cutting," for example, starting with a dotted circle, or "change" in general.

[0405] Figure 17 It shows Figure 15The EMB curves are in a design that is as simple and inexpensive as possible, for example, where no wear readjustment is assumed, so the air gap increases with increasing brake pad wear. The upper set of curves represents the generated actuator torque (right y-axis), and the lower set represents the generated normal force (left y-axis). The x-axis represents the pad travel. The complete curve for air gap 0.68 (0.4 mm) refers to the curve that appears after a long period of operation. Long travel is a situation that occurs, for example, at the end of the planned service life, although braking can still be performed, of course, with reduced full braking effectiveness. Short travel, for example, could be a new state.

[0406] The curve shifts along the nonlinear component as the air gap increases and can no longer be used as it would with a constant air gap. Therefore, the "new" curve will have an early contact force slope on the still too steep nonlinear component, and thus transmit excessive actuator torque, which must still be within operable limits. Since this condition requires less actuation time, the brake actuator can run slower, again reducing the electrical input power. Conversely, the worn condition uses a flatter section of the nonlinear component, requiring less torque and power, but demanding additional time for further movement. Therefore, the motor can be made faster by magnetic field monitoring or other measures, such as increasing voltage or switching windings.

[0407] Therefore, in this design, there is no longer an optimal solution, but only different scenarios. Nonlinear components can be advantageously designed together, for example, so that an increase in maximum power under new conditions may not pose a problem, taking into account any slowdown in motor operation. Nor is it necessary to divide the three zones into three separate areas; for example, one favorable "new" condition can be planned, tolerating all other conditions, such as field monitoring or longer service life, especially if wear is generally low and the service life can be extended near the end of its lifespan. Manual wear adjustment can also be provided so that a "new" or better condition can be restored. This adjustment range can also be limited, for example, or can be performed in a single step, so that the user does not experience a "low air gap" situation. If the settings are incorrect, the control electronics can, of course, issue action steps, countermeasures, or warnings.

[0408] Figure 18 Similar to Figure 17 (on the same axis), and indicates a method of “avoiding motion” by, for example, a non-linear movable retainer, i.e., the pivoting of a motor-cam assembly or the “avoiding motion” of a movable retainer.

[0409] exist Figure 18In the diagram, the non-linear component in the worn state (long stroke) has been "advantageously" designed, thus showing that it again represents a compromise. When a new state (short stroke, thin) occurs, this non-linear component will not be able to actuate in a permissible manner because the brake actuator torque becomes too high. The brake actuator with a cam can now be steered (e.g., rotated around the stationary element), causing the cam to rotate to a flatter portion, which subsequently causes the motor torque to decrease again, as indicated by the dark arrow.

[0410] Rotation away can still continue, thus causing a strong drop (e.g., according to the thicker arrow).

[0411] Of course, this resistance to spring displacement is primarily "lost energy" because it goes into the spring rather than the motor actuator. This effect can be limited, for example, by pressing the spring against an end stop and deforming it only when the spring effect of the end stop is exceeded. The "lost energy" can also return, for example, when further actuation causes the spring to relax again.

[0412] Control electronics can identify curves caused by path movement (e.g., in torque-angle behavior) or adjust according to wear conditions. However, displacement or rotation of a retainer can also be detected, for example, when (e.g., in actuator angles) stopped, but only point-by-point detection is possible. Because this change occurs slowly across various types of wear, electronic systems can also detect it strongly, either averaging or statistically, for example, smoothing it out.

[0413] This torsional or movement effect on the mounting bracket can also be achieved in other ways, such as through the wheel suspension. The actuator assembly does not necessarily have to be twisted or moved; rollers or other components may also be affected.

[0414] For example, in Figure 1901-1905 The text describes how to advantageously modify a known and commonly used deploying member 051 with an unbraked layer 053, a brake layer 054, and a deploying member pivot 057 to clamp, for example, two brake shoes 067 with brake pads 063 (illustrated). (Similar clamping can naturally be used in other brake designs, such as disc brakes or brakes on linear running tracks, and in this case, for example, using only a single clamping travel may be very small, with only contact pressure possible, thus requiring an additional wear adjuster, for example, to press open the other end of the brake shoe. Alternatively, the travel can be large enough that the deploying mechanism can also cover the wear involved.)

[0415] Figure 1901This illustrates a common, low-cost deployment method where one component twists between the brake shoes, similar to a flathead screwdriver. Due to angular displacement at the contact point, edge scraping, wear, and relatively high mechanical losses occur, which not only increase actuation energy but also cause unpleasant hysteresis, making the force required to release the brake significantly less than the force required to actuate it. However, this solution is not excluded. While physically less advantageous, it can be cheaper and can be replaced by improved variants, such as those with rounded edges or compensating portions that contact the extension, or variants that favor "scratching" behavior.

[0416] Here, as a variation of the common expansion component, the complete elimination of height variation is not proposed, but rather a good reduction, or, if necessary, an assumption that height variation can even be desirable to follow other movements, such as brake shoe movement or movement caused by deformation, for example. If the relative movement between the expansion part and the brake shoe that causes losses is reduced by simple means (as suggested above as an example), for example, to less than 2 / 3 of the unfavorable case, then the right path has been taken. These mechanical losses of expansion components are known to have been accepted so far, for example in the case of manual drum brakes, because, for example, hand power is sufficient for braking applications with suitable transmissions, and therefore improvement is clearly unnecessary. However, in the case of EMB, mechanical losses must be overcome by the actuator, and therefore the size of the actuator (installation space, weight, cost, etc.) is largely influenced by whether it must provide 50% to 100% or more of the power. Furthermore, mechanical losses worsen the relationship between actuator torque and contact force. For these and other reasons, this improvement of the expansion component described above is recommended for EMB. It should be mentioned here that there is another well-known variation of the so-called S-cam used for drum brakes; however, in this variation, the rollers run on the S-cam at each brake shoe, thus taking a different path.

[0417] For this purpose, two overlapping motions are applied to the rolling process along the circular rolling path and at the angular elevation angle. An example of how to manufacture cost-effective and easily completed or produced roll-type materials in the form of pins is shown. For this purpose, for example in... Figure 1902 In this process, two punches can be drilled into what is still an empty circular part, and then defective material can be removed, for example, by milling. Of course, these steps can also be performed by other methods, such as stamping, pressing, forging, casting, sintering, or cutting. Now pins, needles, or rollers, etc., can be inserted into... Figure 1903The remaining material in the process. These uncoiled surfaces can also be produced in different ways, not with pins, i.e., arbitrarily, for example by chamfering or sintering, and not necessarily in a perfectly circular or circular part shape. The pins (and / or corresponding cylinders, pins, or rollers, etc.) do not necessarily need to be pressed in; they can also be formed, for example, by pressing or forging the entire part, but they are still described below by the name "pin" or similar designation. The position and diameter of the rolling pin are now chosen such that the relative scraping movement between the brake shoe and the rolling surface is minimized. Figure 1904 While it is impossible to achieve zero precisely, since the rolling movement is proportional to the angle of roll and the height change is a function of the angle, it is advantageous to also include the rotational movement of the brake shoe about its (here, the lower) support point, so that one can follow this rotational movement well as a target.

[0418] exist Figure 1905 The diagram illustrates that the two brake shoes 067 require fundamentally different pin movements. Assuming the brake shoe moves circumferentially via the lower bearing of the brake shoe support 069 (indicated by an upward arrow from 069, interrupted to indicate the vertical spacers are pushed together), it moves minimally downward when pressing against the pin at the contact point. The upper pin now has a combined motion of circumferential movement about its center of rotation and rolling along its circumference. This combination should produce a small relative error in the movement relative to the shoe contact point, which can be supported by the pin radius and pin spacing, as well as the start and end of the pin torsional transmission. However, a symmetrical lower pin, due to its circumferential motion, naturally produces a component completely opposite to that of the upper pin. Therefore, while an arrangement symmetrical to the upper pin point (relative to the pin's pivot point) may also produce acceptable behavior, a more advantageous solution would be to more favorably improve the area of ​​the lower pin's circular path, resulting in a larger downward movement at the lower pin, as shown on the far right, where the pin is not perfectly symmetrical to the pivot point. Of course, it is also possible, for example, to make the diameters of the two pins different, or to use non-circular pins. The dashed line indicates the initial unbraked position, where the brake shoes leave an air gap for the drum. The thick circle indicates that the pin is at its maximum possible angle of rotation, which, for example, might correspond to full braking of the lining with maximum wear, if one also wants to compensate for this rotational movement that causes wear on the lining. The position of the lower pivot point of the lower half of the dashed lining is naturally abbreviated and not a true scale. The position of the lower pin shown has a slightly smaller horizontal movement than the upper pin because the horizontal component of the angle function acts at a slightly different angle from the top. This can be ignored because wear occurs on the lining, or it can be compensated for by giving the lower pin a larger center distance. The radii of the two brake shoes (from the pin to the pivot point) can also be slightly different, so these differences in the positions (angle, center distance) of the two pins can or should be taken into account.

[0419] Therefore, it is possible to find the optimal design for the movement of the pin and the brake shoe, so that the entire movement sequence of the pin follows the movement of the brake shoe well in a locally optimal sense, which is also one of the design goals.

[0420] However, the remaining relative motion error does not need to be emphasized because the clamping force is small in the area overcoming the air gap, and therefore the loss of relative motion is also small. The amount of movement of the lining contact during normal braking can also be small, so the small residual relative error does not need to be a major concern. If greater rotation is required to cover lining wear, the moved contact portion will again undergo absolute adjustment so that any potential height errors can cancel each other out.

[0421] Therefore, the focus can also be on transforming a situation that is quite poor in terms of "scratching" and loss into a significantly better one, while still ensuring good manufacturability and favorable mechanical loads (e.g., a small unfolding radius and the remaining cross-section of the central support) and optimizing the coordination of the pin and its position with these needs. The fundamental goal is to explicitly transfer the disadvantages of the screwdriver-like component to the reduction of unwanted relative motion, aiming for a mechanically and geometrically rational solution, not just approaching mathematical optimality. It is also possible to use only one contact pressure pin, for example, using a double brake and two such unfolding mechanisms, or the central bearing of the unfolding mechanism can be arranged in the liner, and the second can be unfolded from that liner using only one pin. The described unfolding component will have a slight nonlinearity, which can be used, for example, to compensate for different brake stiffnesses with different liner wear. However, their slight nonlinearity can also be considered elsewhere, for example, in the case of nonlinear drive of these unfolding components. The rotatable unfolding component does not necessarily have to be driven from the center of rotation, but can rotate in any way, for example by connecting a lever to it or by gear drive, for example. The center of rotation need not be supported or used; for example, the lever can be on a rotatable unfolding part, and the center of rotation can be neither supported nor used, for example, but simply generated by rolling movement.

[0422] exist Figure 20In this embodiment, it is suggested that the recess 0311 can be located in the region 082 where braking is not required. Here, for example, pulling upward on a lever with a lower actuator 025 generates a forward movement on the ratchet-shaped (here, star-shaped) gear 026, thereby rotating the brake actuation shaft in the direction of more braking. Such ratchet advance can also be obtained, for example, using an impact method from the black rectangular lower actuator 025, where the end stop can rotate the ratchet in the direction of wear adjustment. Of course, other locations can also be used for wear adjustment, such as the top 025, for more cam rotation than full braking, but the wear adjuster is generally more difficult to operate here. However, force- or torque-limited ratchet advance can also be performed, for example, in the region 081 used for braking during normal braking operation, if the force has not yet appeared above a certain expected contact force, and the limitation is used to ensure that excessive adjustment is not performed. In general, in all embodiments herein, any device can be used as a "ratchet" that operates in a direction-dependent or controllable manner, regardless of whether it is, for example, a gear, friction lock, coil spring, clutch, etc. Therefore, for example, the "impact of the ratchet advance" can be simply applied mechanically to the leg of the coil spring. The arrows indicate different settings for wear adjustment and additional rotation. The readjusted internal gear ring is twisted, for example, for the expansion member 051 or S-Cam 056 (schematically shown) for liner contact.

[0423] Figure 21 Suggestions are provided on how to obtain three functions from the movement of the brake actuator (e.g., normal service brake operation, wear adjustment, and parking brake position, which can also be permanently maintained), thereby, for example, several brakes can be handled together, or for example, only one brake disc 011 or brake drum 012 can be used, preferably the same brake disc or brake drum (with...). Figure 21 Conversely, naturally, this principle can also be used with only one brake instead of two, naturally requiring only one lever with teeth 026, others merely showing possibilities. It should also be noted that the common contact pressure rotational movement on the teeth 026 also includes wear adjustment, or, for example, performing separate adjustment movements on the wear adjustment actuator 08, as is known here, for example, between brake shoes. The operating cam 032, having a cam rotation axis 034, has a constant height gain for the service brake in one rotational direction and in another, for example, a recess or path of constant radius for the cam rotation point as the parking brake position 0471.

[0424] In the case of a "ratchet" (or similar), when the cam rotates, the lever rotates along with the roller (upward in the figure), and the force is transmitted to the black brake actuation shaft, for example, to the deployment member 051 via the deployment member driver 052 on the right side.

[0425] On the disc brake 011 on the left side, the adjusting lever 027 is directly connected to the brake actuation shaft. This lever can be pressed upwards at specific positions, causing a "ratchet" to advance, thus resulting in wear readjustment. For example, here, the parking brake is depressed with such a large contact pressure that sufficient parking braking effect is produced, but the pads are still compressed. In this case, if, for example, the cam rotates more than required for the parking brake position, a special component, such as a pin or follower 025, lifts the adjusting lever. If the lever now turns the ratchet forward (with greater contact pressure), the brake is once again correctly (or better), and from the perspective of the brake actuator, it operates again at the correct (or better) actuation angle, corresponding to a correctly set brake. However, since the adjusting lever is directly connected to the brake application shaft in this case, the adjusting lever must be operated further and further to initiate a new ratchet operation, as it is connected to the pad contact pressure, and this increases with wear, moving closer and closer to the brake disc. However, a larger cam torque is not necessarily required, as more wear results in a smaller reaction force from brake actuation. On the other hand, the "pin" or actuator 025 and the adjusting rod can be arranged and shaped in a way that produces the desired behavior. They can also be cam-like in appearance and design, and the "pin" can be anything, for example, a roller. How and at which cam position (exemplary here) the upward movement is triggered can be solved in many ways. Therefore, this approach is particularly suitable for situations where minimal wear is expected, such as bicycle brakes or bicycle trailer brakes, or parking brakes, where virtually no or almost no wear occurs when they merely keep the vehicle stationary. The above situations are certainly not limited to brake discs; the friction surface can also be a drum, a rail, or other types.

[0426] Therefore, the adjusting lever on the shaft has the characteristic that as wear adjustment increases, the adjusting lever must rotate further and further. In the right-hand area of ​​the figure, the "double ratchet" of the drum brake addresses this effect. Its function is almost identical to that described, except that after the readjustment process, the right-hand readjusting lever 027 can also advance on its "ratchet" to remain within the range of the old position, thus performing readjustment essentially always within a similar or identical range of rotation. For these two "ratchets," common components, such as teeth or friction partners on the shaft, or coil springs or their shanks, can also be used, such that, for example, one ratchet action is operated by a coil spring leg, and the second ratchet action by another coil spring shank. Intentional friction can also exist between all the components described herein, for example, to prevent the "ratchets" from unintentionally twisting or rotating due to vibration, for example. Of course, other friction surface areas can also be used as drum wheels, such as discs, tracks, or others.

[0427] In the lower region of the right drum brake, it is shown that a separate readjustment movement can also be applied to the wear readjustment actuator 08, for example as a rotational movement, or as a pushing movement as indicated by the double arrows, which can, for example, turn the adjusting screw in a ratchet-like manner.

[0428] Generally, it is recommended that if adjustment is detected when the contact force is large, such as when there is a large amount of contact movement (e.g., this could be from the contact actuation of the actuating spring, or from the parking brake position or those positions with more actuating movement than the parking brake position), then when the clamping force or part of it is in adjustment, it is usually difficult or even impossible to readjust. Therefore, for example, the following solution has been proposed: either the readjustment drive becomes so strong that readjustment movement becomes possible, or the readjustment necessity is "stored" and then executed when readjustment becomes possible again. To do this, one can intentionally move or rotate the ratchet in the non-adjustment direction, such that the ratchet moves, for example, one tooth in the opposite direction of adjustment. This is also possible because the adjusting shaft or adjuster becomes heavier due to the clamping pressure, but the ratchet arm can move, for example, one tooth in the opposite direction of adjustment rotation. For example, this movement is against a spring, at least against a part that can "store" this intention. When the brake is released again, the spring can rotate the adjuster shaft or adjuster in the adjustment direction upon release. This "ratchet-like function" can be, for example, a ratchet, a coil spring, a friction device, etc. Furthermore, it can be combined locally, or for example, at the drive unit of the actual readjustment device located in the brake, i.e., in the drive unit of the adjusting screw, or as an angular drive of the adjusting screw, wherein, for example, the adjusting shaft rotates 90° against the screw axis, which can also be proposed, for example, with a wheel of "ratchet-like" design such as a bevel gear.

[0429] Figure 22 An example of the possibility of its own wear readjustment is shown, although the principle can of course also be applied to cases where the lining pressure itself also undertakes the wear readjustment function through possible stroke, and again preferably two identical brakes or only one brake is used.

[0430] "Possible force or torque limitations," such as a possible slip clutch 023, can advantageously ensure that, for example, excessive or incorrect readjustment is impossible because the limitation prevents it. For example, the spring effect that the spring 021 used for wear adjustment may produce does not allow for incorrect adjustment, an effect more detrimental than that of a slightly worn liner. "Possible travel limitations," for example, instead of slip clutch 023, can also be used to ensure that the adjustment process does not occur at the desired air gap travel or angle, but rather when more travel or angle occurs during the pad lifting movement. The air gap path can be evaluated, for example, by "rotatable wear adjustment." The wear adjuster shaft or rod of the brake or at least one brake adjuster may be intentionally provided with such high friction in the wear adjuster 028, or be provided with additional friction, that unintentional further rotation of the wear adjuster (e.g., due to vibration) is impossible. An additional ratchet 026 with teeth for adjusting movement can also be recommended to specify the direction of adjustment. A combination ratchet with friction, for example in the form of a coil spring, can be recommended. If these additional components are not available, functional adjustment can also be performed if necessary. For example, in the case of a drum brake with a brake drum 012, wear adjustment 02 can also be used. Of course, both brakes should always be identical, or only one can be used. In summary, it is advantageous to always determine whether the behavior corresponds to the expected behavior during wear readjustment, and subsequently derive actions from this, such as adjusting more, less, or no adjustment, issuing warnings, or storing deviations. Readjustment can also be designed in such a way that incorrect (e.g., too large) readjustment is considered as unfavorable as possible, i.e., impossible, for example, due to the required actuator torque.

[0431] exist Figure 21 In this configuration, the parking brake position is located in the cam area opposite the service brake, therefore the active service brake must be released before the parking brake 16062 can be applied. Thus, for example, only a single currently active brake will move from the service brake position to the parking brake position as needed, and not all brakes will move simultaneously, if possible. However, the parking brake position can also be affected in other ways, such as at the end of the service brake application or by locking the brake position using a holding device. However, a separate actuator can also be used for the parking brake, which can also perform other functions, such as wear adjustment or emergency braking.

[0432] exist Figure 2301-2302 In the example, the internal drum brake demonstrates another advantageous example of wear adjustment and braking force detection, although similar other designs are also possible, such as disc brakes or brakes for linear movement, such as on a rod or rail.

[0433] exist Figure 2301The diagram shows that the deployable component 051 (above) can also be movably mounted and is in its initial position, for example by spring action or by a driving force measuring device 064. If the driving force measuring device 064 is now rotated by braking force, a position sensor, force sensor, switch, or any detection function can detect the braking force or trigger a switching function at least at one point of braking force, for example, different possibilities in Figure 2301 This is indicated by arrow 064. For example, this could be used to support a "hill-holder function," where, for instance, it is detected that the vehicle is being braked but wants to reverse, and when a driving force is applied, the reverse force component disengages, becoming non-reverse, and may even be slightly pulled forward on the brake. Thus, a favorable point for releasing the brake to begin forward movement can be determined. Possible brake shoe supports 069 can form degrees of freedom for movement and / or force dissipation.

[0434] The traction force measuring device 064 can also be used to improve accuracy, for example, by detecting the point of slight traction on the liner, or even by measuring and controlling the braking force. A possible lower brake shoe support 069 can also be mounted together with the movable catch, or can be freely movable relative to the movable catch. For example, the possible brake shoe support 069 can be used to limit the range of motion of the drive unit, which can also be used to prevent unpleasant noises, such as squeaking or clicking. For this purpose, for example, the end stop can also be soft or rubber. However, the possible lower brake shoe support 069 can also be used for a servo function, where the bearing of the deploying component is driven by the braking force on the "main brake shoe," thus (hereinafter) the "main brake shoe" applies a further contact force on the "secondary brake shoe." The "secondary brake shoe" will rotate and then be stopped by the brake shoe support 069 or the drive force measuring device 064. This can (but is not mandatory) be performed symmetrically in both rotational directions by two stops, but it can also be performed, for example, by pressing only one brake shoe with the 051 deploying component or by producing an asymmetrical braking effect according to the direction of travel. Primarily, in these servo drum brakes, the actuator of the deploying component can be another non-linear component, such as a spring, so that in the absence of self-amplification at rest, the thus higher driving force of the deploying component can first enter, for example, spring deformation, and in the case of self-amplified rotational motion, the actual desired rotation of the deploying component can occur. The terms "top" or "bottom" are for illustrative purposes only and can be placed arbitrarily differently.

[0435] exist Figure 2301The lower portion, still showing the lower brake shoe support 069, can also be designed, for example, with a wear adjuster 02 (e.g., an adjusting screw) or with a cam or double cam (represented by the coarse cam track at 02), and can, for example, distribute the force or transmit it to the other brake shoe. Thus, one can still advantageously select and design the support points of each cam track such that the brake shoe is geometrically advantageously positioned according to the wear of the lining. The cam track can preferably be relatively flat so that the force acting on the cam drive from the lining pressure is kept low by friction. The drive of such an adjusting cam or adjusting screw can, for example, come from an actuator area not used for braking or from brake actuation. Advantageously, for example, by such spring actuation, adjustment can be noticed “behind” the parking brake position, and can then be used to adjust the position again after the brake is released. Alternatively, for example, after a braking application, one could attempt to apply adjustment by torque or force limiting, but this would be impossible if the adjustment has already been properly set, because the lining contact force or even the driving force would require a larger adjustment torque than might be possible by limiting. Advantageously, a spring-loaded ratchet can hold, for example, the position of an adjusting cam (or double cam) because it also generates static friction in the held state and allows only, for example, movement of the cam in the adjusting direction. A second ratchet action can be used to rotate, for example, the adjusting cam in the adjusting direction, and the adjusting rotation can be torque-limited by, for example, a slip clutch. The adjusting cam does not necessarily have cam tracks on both sides of the two brake shoes, but can also be rotatably mounted on one side of one brake shoe. Figure 2301-2302 The components can be mounted in various ways, such as on a rotatable plate, which also includes, for example, a drive force measuring device. Furthermore, suction force control is proposed through suction force measurement.

[0436] The following Figure 2302 The possibility of closing (e.g., concentric) the drive unit for readjustment and clamping force is shown, thereby driving the wear readjustment device 02 (e.g., wear readjustment cam or screw) on the one hand and the contact pressure actuator, shown here in dashed lines, such as actuator cam 032, which drives the deployment mechanism via a lever. It can also be seen that the liner pressure deployment member 051 does not necessarily need to be guided to a center, but can also be held in place in other ways, for example by the upper and lower guides of the pins shown, which form the deployment member 051 here. Guiding is only necessary in the air gap or under smaller forces, because under higher contact pressures, friction of the pins on the rolling surface takes over the guiding, thus the black guide between the pins is more advantageous here.

[0437] If the center of the unfolding component is not guided, the advantageous unwinding design of the pins, which has been explained earlier, becomes simpler because not every pin must be advantageously designed to move relative to its guided pivot point and brake shoe. However, without a guided center, only the movement of the two pins relative to the two brake shoes is important, and the pivot point can move freely.

[0438] In the absence of a guide center, the pin can be pressed into the "flat iron" lever component, or pressed between two "flat iron" lever components, or fastened in other ways, such as by brazing, welding, gluing, or riveting.

[0439] Figure 24 A scheme for actuating a brake using the action of a spring is shown, wherein, for example at 0571, it is conceivable to rotate the shaft of the expansion component used for braking.

[0440] In this case, for example, the service braking function is supported by the upper actuation spring 042 in such a way that the service braking function can be self-released, i.e., the spring support is less than the force required to apply pressure, wherein the upper actuation cam 032 extends relatively steeply. This saves actuator operating energy, among other things. For example, this explanation alone does not completely solve the problem, but it is largely sufficient.

[0441] The cam side (lower actuation cam 032) of the parking brake function runs more smoothly so that the spring can always be actuated. Thus, "steep" and "flat" always refer to nonlinearity generated mechanically, and the force or torque must always be correctly and consistently related.

[0442] For example, the parking brake side can now be designed to be flatter so that, with the wear adjustment correctly set, the parking brake side is not spring-loaded to the bottom. If wear is severe, the parking brake side can be rotated further, and the wear adjustment can be drawn or marked. If an actuator-controlled parking brake is required, the adjustment position can also be actively approached by the brake actuator.

[0443] The parking brake position is spring-loaded to remain unchanged when power is off, and when power is on, the brake actuator can restore the desired braking and function. In this design, for example, the spring can act on the cam in a crank-like manner. However, this relates to the non-linearity of the spring and the starting behavior.

[0444] Of course, as shown by the dashed line, the spring can also have any other non-linear components, such as its own cam (dashed actuated cam 032 or double cam), which naturally provides greater design freedom. In some cases, the two cams can even act on the same roller.

[0445] For example, the spring preload can be changed (e.g., indicated by the arrow on the upper actuation spring 042) to switch the EMB from parking brake behavior to automatic service brake behavior, thus using only one cam.

[0446] Since in principle it is not important how the actuator motor and spring interact in precise mechanical terms, what is important here is that they can interact through linear and nonlinear transmission units, regardless of where and how the components are arranged.

[0447] exist Figure 25 In this context, an advantageous lever is proposed (since it is also practically feasible in these proportions), which performs rolling movement between the rotating pressing surface 0591 and the non-rotating pressing surface 0592, and is actuated at a long lever arm 03 with nonlinearity, such as an actuation cam 032 on the roller 033. In the case of rotating pressing surface 0591, uncoiled cylinders are considered advantageous in terms of production technology, as they can be hardened and very rounded, which will become important later. However, in principle, it is still a problem of uncoiling circular parts, thus every manufacturing possibility is open in principle, and therefore they are generally referred to below as "uncoiled cylinders" (therefore other non-circular and / or non-cylindrical geometries are also permitted here), both of which are generally referred to below together as unfolded parts 051.

[0448] Therefore, due to the angular function of rotational translation, Figure 25 The unfolding component 051 will produce a 0.6 mm y-movement under a 1 mm contact pressure stroke of each rolling cylinder, but due to the rolling on the circumference of the rolling cylinder, a y-movement of about 0.7 mm will be produced, resulting in a total y-error of 0.2 mm under full braking of two 1 mm strokes, since the errors of the two rolling cylinders will be added together.

[0449] Figure 26 The "stall, lateral, and / or scraping" y-axis movement is represented on the contact pressure stroke (x-axis). The solid line at the top represents the y-axis movement through an angular function, while the dashed line at the top represents the y-axis movement through the rolling circumference. Ideally, these should be equal, but an error still exists, indicated by the arrows above. Therefore, the curves below are identical, except they cause the y-error to shift in the opposite direction. This proportionally results in less y-axis movement when the rolling circumference is reduced, and the y-error can lead to even less y-axis movement with a smaller rolling circumference (dotted line), as shown below, which can also result in different error signs. Therefore, it has been proposed that the total y-error can be reduced by combining different rolling cylinder diameters, but it can never be completely eliminated because the angular function and the angular proportion of the rolling circumference will never be exactly the same.

[0450] In this case, it is recommended to also eliminate rolling along a straight line as perfectly as possible, and to find different, more realistic methods that will also focus on creating good manufacturability and marketability, preferably very good circular rolling cylinders, and thus also allow for contradictory, obviously suboptimal solutions regarding movement that is as "straight-guided" as possible.

[0451] exist Figure 27 The diagram illustrates that, under disc brake pad pressure, there is no need for "guidance" as in a hydraulic cylinder. Instead, the upper and lower curved dashed lines are intended to show (as suggested herein) that there will be freedom of movement, which does not need to be strictly restricted, but can, for example, be elastic. In this case, the contact pressure 05 (e.g., wear adjuster) is thus pressed by the deployment component drive unit 052 with some form of contact pressure movement 059, and thereby causes the brake to deform, for example, from the non-braking position 053 to, for example, the braking position 054.

[0452] This results in different ranges of contact pressure processes, starting from the range of air gaps and small contact pressures: here, the rightmost contact pressure 05 (the part involved in the liner contact pressure, also the wear regulator) will have some initial position, which may be lower, for example, due to weight, but may also have a different y-position due to, for example, vibration. Due to the small clamping force between the rotated contact surface 0591 and the non-rotated contact surface 0592, there is almost no wear or operating energy loss. With additional, ongoing actuation (increasingly to the left of 05), the “error” according to, for example, the aforementioned description (intentionally designed or provided by the geometry), of the rolling circumference and angle function, is such that, with higher friction (between the rotated contact surface 0591 and the non-rotated contact surface 0592), the pressure pad moves downwards. Therefore, in this region, transmission occurs between the first region above and this region. In practice, in this example, the (also random) position of the rightmost 05 area can be altered into this area by compensating movement (e.g., downward movement of the pressure pads, relative frictional movement between the rotated pressure pad 0591 and the unrotated pressure pad 0592). One area shown here is used for strong braking and therefore may experience significant deformation (e.g., bending). Within this range or area, a higher “error” between the angle function and roll is acceptable or targeted to compensate for even height variations caused by deformation from favorable movement. The number of areas and / or ranges included, and the behavior employed, is entirely up to the user; it is important that lateral compensating movement and / or frictional compensating movement are allowed, and even changes in geometry (e.g., due to deformation) can be compensated for.

[0453] exist Figure 28The diagram illustrates a brake, in which the brake actuator comprises, for example, three drive units, and one component (e.g., motor 041) acts on a nonlinear component 03 via, for example, a gear train, such as an actuation cam 032, enabling self-release of the brake, for example, when the motor 041 is de-energized. Furthermore, an actuation spring 042 (drive unit 2) can support the actuation or release of the brake, or, as in this case, act as a compression spring for slack braking and actuation for strong braking. This actuation spring 042 need not act directly on the nonlinear component 03, but it can also be arranged and act in any other manner. Since the third drive unit for the entire brake actuator is, for example, an electric parking brake drive unit 047, it can also occur in different ways, for example, using cable traction. In this case, for example, a worm gear drive unit prevents the parking brake from loosening in the de-energized state. The parking brake spring 048 can exist as an elastic connecting member, and thus can continue to rotate the actuation cam 032, for example, when the brake cools and needs to be re-tensioned. For this purpose, the actuation cam 032 may also include two (or more, when limiting and / or more functions are required) cams, and thus may also be specifically designed for such further rotation. The parking brake area of ​​the cam may also be located, for example, in different directions of rotation.

[0454] The parking brake drive unit 047 can also be used as a safety function in case of another motor failure, which is a non-linear component of the service brake.

[0455] However, this can also be considered, for example, as cable traction without a worm gear drive, when a non-linear motor fails, which is effective in, for example, a bicycle brake. Non-linear parking brake movement can be performed independently of another motor, for example, by a freewheeling function, thus achieving a non-linear parking brake position, for example, when the other motor is not rotating. Different effects of the actuation spring 042 are also recommended here, for example, when both a stable “fully released” position and, for example, a stable “good braking” position are desired, for example, with only one non-linear component (which may be useful or meaningful in, for example, the case of a bicycle or bicycle trailer): In this case, for example, the actuation spring 042 can be connected in a crank-like manner (e.g., a non-linear component) such that the relaxation of the compressed actuation spring 042 occurs in both the release and actuation directions, for example, with the dead point located therebetween (similar to...). Figure 28(As shown). Therefore, a vehicle (e.g., a bicycle trailer) can continue to move with the brake fully released, and a parked trailer can remain in the parking brake position when the power is removed. For example, the parking brake position can also be manually entered into the "release" position without any current. Due to the use of this actuation spring effect, which exists from the point above the dead center, there is an actuation support effect, thus low actuation power operation is possible, i.e., the power of the electric motor used for actuation can be less than in the case without a spring, and even maintaining the actuation position can now become possible without current, as the mechanical friction losses in brake actuation and the so-called cogging torque of the electric motor can maintain the actuation position on their own.

[0456] Of course, locking or braking devices may also be provided and / or present to hold the actuator in a certain position. Furthermore, electronic anti-theft is still possible when the brake can be released by manual activation: once power is restored (e.g., by a hub generator), unauthorized operation can be reactivated to the braking state via the brake's electric motor.

[0457] Another safety design for the actuation spring 042 is that, for example, it should always produce a braking state: a bicycle or, for example, a railway vehicle can thus enter, for example, a braking state in the event of a complete power outage (or, for example, being shut down for safety reasons), and enter, for example, a normal braking state. This is certainly inconvenient for further driving, but can be pursued as a safety solution.

[0458] For example, a "calibration spring" 046 may be provided or present to enable comparison of known or stored spring characteristics (or at least one value) with motor torque determined under non-braking conditions (e.g., based on current), and / or to compare different values ​​determined during movement, and to enable more precise control of the brake and / or better detection of the initial contact between the brake pads and the disc. This calibration spring 046 can function not only during braking, in the air gap, or in actuator movement that does not cause any significant pad movement, but can function in several such areas or subjects, with different actions and tasks. A spring fulfilling at least one other function can also be used for calibration purposes. How motor torque is represented here is arbitrary, as it can also be considered as "force," current, or without units. In this case, it is advantageous that the calibration captures and takes into account instantaneous friction in the drive unit. A spring 07 used to create the air gap can help to press the friction pads and brake pads apart in a known manner in the unbraked state (i.e., away from the braking effect). The spring 07 used to create the air gap can also be associated with the motor torque used for calibration purposes. The determination of mechanical losses can also include spring behavior, and is also related to air gaps, contact points, and nonlinear processes. For example, calibrating springs can be used in motor regions with little or no liner travel, and loose springs with additional action starting from the liner travel can also be used for calibration purposes. This calibration can also be seen as the determination of deviation, as a comparison with measured values ​​(including the nonlinearity and characteristics of the spring), or as an instruction (what to do to improve or achieve certain goals), thereby calculating at least one value that interprets the deviation in a way that can compensate for the deviation.

[0459] Figure 29 This illustrates the application of a drum brake. Thus, the deployable component 051 shown above presses against two brake shoes 067, which perform rotational motion about their brake shoe supports 069 and can receive different radii of rotation (longer and shorter arrows pointing upwards). This simplex drum brake can form a self-reinforcing system because the "primary brake shoe" receives the component of the driving force around the pivot point, while the "secondary brake shoe" receives a component that can slightly reduce the contact pressure. However, for this to be achieved, the deployable force must still allow for slight displacement (which can also be provided here, indicated by the horizontal arrows) to follow the brake shoes that are being pressed differently.

[0460] However, typically in mechanically operated drum brakes, the deploying component 051 is rotatably mounted with a small clearance to absorb leverage forces (e.g., from cable tension). Therefore, it is proposed here that, in this case, if desired, the two partial strokes from the two (upper and lower) rotating contact surfaces 0591 can be designed by different positioning of the rotating contact surfaces 0591 (uncoiling cylinder) relative to the pivot point 057 of the deploying component, such that the resulting clamping force sequence resembles a self-reinforcing displacement sequence. Furthermore, the diameter of the rolling cylinder and its position relative to the pivot point are advantageously designed such that the contact point on the brake shoe will follow the circumferential motion of the brake shoe and any combination of deformation and / or geometric changes with the smallest possible relative error. Moreover, different leverage ratios (e.g., relative to the imaginary center of the liner support on the rolling cylinder) can be taken into account in the position of the rolling cylinder due to different radii (longer and shorter arrows pointing upwards). Figure 28 Conversely, with disc brakes, in this case, for example, parking brake position 0471 can also be rotated to service brake via non-linear component 03 (e.g., cam rotation axis 034) (of course, this is for...). Figure 28 (A disc brake is also possible) can be selected in the opposite direction, thus the parking brake position 0471 can be held self-holding by, for example, special geometry or spring action, even in the absence of current. Of course, it can be used with similar... Figure 28 The drive unit of the disc brake or drum brake performs the deployment part 051, as there are many possible combinations. At the end of the parking brake position (or, for example, the service brake position), wear readjustment can also be performed (and specifically for this purpose) or, for example, stored in the wear readjustment spring 021, and thus performed when the brake is released. In the case of the nonlinear component 03, there may be specific regions and / or areas in which the nonlinear initial position without pad stroke 111 can be found, for example, by detecting the increase in motor torque in each of the two rotational directions.

[0461] To locate the initial position of the nonlinear component 03, one can approach, for example, the end stop or spring, i.e., the previously mentioned calibration spring 046. This can have particular advantages, such as being accessible before the first actual braking, and can be used, for example, within the actuator's rotational range, which may have specific characteristics, such as no significant pad travel, or, for example, in a rotational direction or range not used for normal braking actuation (this would require different mounting, for example, acting on the nonlinear component). For example, calibration can thus be performed before initial braking to determine which values ​​are measurable on the actuator (e.g., current, power, energy, etc.) and which spring action corresponds to, and this is also done, for example, via (and possibly extrapolated) calibrating spring characteristic 049 or its point. Thus, any instantaneous unwanted mechanical losses can also be detected by this action. It is also possible to distinguish whether only "idling loss" occurs, provided there is no significant pad movement associated with actuator movement and the spring has not yet acted, and from when the spring action is detected for this purpose. In this way, it is possible to very accurately infer when the lining clamping force begins to increase during braking. Of course, in this case, the instantaneous nonlinear conversion between the measurable value on the actuator and the lining clamping force must also be considered.

[0462] Figure 29 The advantage of a drum brake is that it can lift the lining from the drum using, for example, a loose spring. Therefore, an unfolded component mounted to rotate with very small gaps or tolerances cannot compensate for the different lining thicknesses with different starting points. In this case, it is suggested that either a slight elastic movement can provide compensation and more uniform contact, or, on the other hand, the linings can be compensated for by a defined movement so that they contact each other in a similar manner. This can be achieved, in particular, by precisely manufacturing, producing, or carefully adjusting the linings and selecting a suitable contact geometry (as described above).

[0463] Figure 30 This indicates a possible recommended procedure for calibrating spring 046 and / or (conditionally) its elastic effect, which can be used for the same purpose (advantageously, for example, also in the range from few to virtually no liner, and thus, for example, in the direction of actuator rotation not used for normal operation and / or service braking or other braking, and thus, for example, in the range 082 not used for braking): from the initial position, for example... Figure 30At the axis intersection, as the actuator speed increases, there is still no spring effect, and the speed remains without spring effect (this can be considered, for example, operating in a way that compensates for losses without other energy supply). The tension of the spring with calibrated spring characteristics 049 comes from (for example, essentially) the ability of the rotating mass inertia until the determination of the "braking distance" at which the spring stops the rotation, through the acceleration of the spring (now, for example, against the aforementioned direction of rotation), thereby which can also be operated, for example, with a defined motor current (and thus advantageously, for example, zero), approaching a point, and then from that point, normal operation or other braking begins in zone or range 082, which is used for braking, for example... Figure 30 The process can be performed in a short time, such as when the brake is engaged, and provides a very comprehensive picture before the initial braking operation, bringing the brake into a defined state for subsequent braking operations: electrical and mechanical losses can be seen during acceleration, also up to the spring, and then during the tensioning of the spring, for example, tensioning without (or with limited, such as loss compensation) electrical energy can make mechanical losses visible. Measurements can show what is necessary (e.g., current, torque, etc.) to maintain spring tension when stationary, during subsequent acceleration after the rotational direction is reversed, for example, after acceleration, such as the "coasting phase" (e.g., without additional electrical energy supply or, for example, with limited electrical energy supply), the mechanical effect of the spring force against mass inertia can be seen, and the use of rotational energy to overcome mechanical losses can be shown. The initial loss 016 in the region or range of 082 (which is not used for braking) can be considered "no-load loss," and the loss 016 may be higher after calibrating the spring characteristic curve 049. When the rotation direction is reversed, they in principle appear double (double arrow 016 on the left) because they first appear in one direction and then appear in the other direction after the rotation is reversed.

[0464] The same applies to the loss 016 on the right side, which is often even higher than the loss 016 on the left side due to the liner clamping force. This is not entirely limited to this process.

[0465] It is recommended (but not mandatory) that the spring be placed in a position for transmission where the spring's drive is greater than the liner's stroke, because with a smaller spring force, the above process will be closer to the range of normal braking, or a smaller spring can be used. During the above process, many measurements can be taken, although this is not mandatory, such as the total energy consumption throughout the process, and since no energy is needed in the absence of losses, conclusions can be drawn from the energy at the point of loss. Therefore, how accurately the program operates, whether only a portion of the program will occur or be utilized, when and how to measure what, and which areas 081 and 082 are used or not are freely configurable; importantly, the program can be used for calibration (e.g., when engaged, but also for other situations). For example, it can also be seen that in area 081 used for braking, due to, for example, a large air gap, the actuator torque subsequently increases, thus resulting in the dashed curve 081. It also makes any measurement identifiable, for example, the measurable state on the actuator expected for a certain clamping force (braking effect). Generally, the above process involves converting one form of energy into another (e.g., electrical energy into mechanical energy and / or kinetic energy into potential energy, such as spring tension, where mechanical energy is converted into electrical energy). Of course, this method can generally be applied to such energy conversions and is not limited to components named such as "calibration springs." Thus, for example, when an actuated brake (which acts as a spring) accelerates the motor and / or decelerates the brake's actuated movement during release, physically equivalent processes (and / or partial processes) occur, for which acceleration or deceleration can be performed, for example, with zero motor current, to essentially detect mechanical loss. Therefore, the clamping force (or resultant torque) in the brake (and possibly other forces, such as those from the spring) acts as an accelerating or decelerating force. When this is stored (e.g., as a characteristic curve), the actual state of the brake may deviate from the stored state, and when the clamping force is measured or estimated (e.g., based on current), the measurement has tolerances. In braking situations, where the actuator motion and liner motion are linked by a stable transmission ratio, the actuator torque will vary significantly with the contact pressure position. This, of course, remains an application scenario for the energy methods already described herein. However, the so-called nonlinear EMB is recommended because the change in actuator torque throughout the actuation process is not as large as in a linear EMB. Therefore, in cases of deviation, the acceleration torque and / or braking torque are easier to understand than in a linear EMB, or do not contain such strong deviations.

[0466] The motor regulator (e.g., for BLDC, such as FOC) possesses much of the information needed here, such as position, speed, rotational speed, torque (e.g., from torque-generating current), or can supplement with additional information, such as mass inertia, the expected clamping force from the brake (or information that can be assumed and / or determined from measurements). Therefore, it is recommended to obtain information about Figure 30 The explanation also works directly with information about the motor regulator and / or search parameters (e.g., losses) available here, which need not be permanent, but can, for example, occur depending on the circumstances. Therefore, the application of the aforementioned energy conversion or total torque is certainly recommended.

[0467] Figure 3101-3102 It shows something similar to a drum brake (e.g., as...) Figure 29 The suggestion regarding symmetrical actuation of the two pads in a disc brake (as shown) is as follows: In the case of an electromechanical disc brake, when the brake is not in operation, the springs can press the pads open again, but the lifting process of the two pads (e.g., in the case of a drum brake) will not be performed. Therefore, on the one hand, it is suggested that, similar to the lifting procedure performed in a drum brake, in the case of a disc brake, for example, the two springs abut against a fixed component (e.g., a wheel bearing component), and the disc brake operates symmetrically as in the aforementioned drum brake, and wear is adjusted symmetrically (…). Figure 3101 In the case of symmetrical wear adjustment 02), or, for simplicity, unilateral behavior will be utilized (as shown below). For example, in the case of drum brakes, when the center part rotates, the wear adjuster can be moved away at the lower pivot point of the liner in a manner similar to a cable tensioner with left-hand and right-hand threads. This is not present in disc brakes. Therefore, it is recommended to use, for example, a double-acting wear adjuster ( Figure 3101 02), which has two extended parts 051 symmetrical to the fixed part 09 (similar to a drum brake, such as a wheel bearing part), or as Figure 3102 As shown, a double-sided extension component 051 has two wear adjusters 02.

[0468] Figure 3101 Wear readjustment function 02 or Figure 3102 The unfolding component 051 can be more or less elastically connected (or in a manner that may allow for compensating movement) to the fixed component 09 (represented by a curved connection from 09 upwards), thus having greater elasticity and the ability to better compensate for possible asymmetries (contact forces, geometry, or wear). However, a greater rigidity in the fastening asymmetry results in faster "loss," such as faster wear of the lining, thus achieving better symmetry. Figure 3101 In the diagram, it can be seen that the unfolding components 051 may preferably be actuated together (or may have different strengths), in Figure 3102In the diagram, it can be seen that the two wear adjusters 02 may preferably be adjusted together (or they may have different intensities). The disadvantage of the above points is that the entire clamping force exists on all components (the unfolding component, the wear adjuster) and on the dual-present component.

[0469] Therefore, in Figure 3201-3202 In this context, it is suggested that the adjustment of the center-related drum brake can also be achieved in different ways:

[0470] In this case, the compensating movement is therefore generated by only one wear regulator 02, which is used to compensate for movement during wear: Figure 3201 In this context, the distance from the arrow pointing from the center of the disk to the pivot point 057 of the expanded portion, to the reference point, such as the center of the disk (or, in other words, the area on the surface of the disk), is represented. Figure 3202 In the middle, the arrow points to something similar to Figure 3201 The initial, unworn position is shown, but it can be seen that the pivot point of the unfolding element 057 has shifted to the left due to wear, which thus... Figure 3202 The arrow in "Fixed Components" 09 is visible. This offset can be determined by... Figure 3202 The wear adjuster in the middle is generated (arrow labeled 02). For this purpose, the wear adjuster can have, for example, two threads: one with a larger pitch to bear the full clamping force, and the second with, for example, half the pitch, which must only bear the load of the central guide (lever pivot point). In this case, how to achieve the necessary "displacement of the pivot point of the unfolded part 057 relative to the fixed part" is interpretive and still optional, and therefore, all suitable means that cause displacement can be utilized. The same applies to the elastic guidance and movement geometry of the lever fulcrum. To generate such partial movement (e.g., half of the wear adjustment), for example by lever reduction, there are many possibilities (not explicitly shown here). One can also propose many possibilities to achieve the basic setup on which the partial movement is based: for example, precise manufacturing and / or production combined with lining wear (which compensates for residual inaccuracies), adjustability (e.g., by adjusting screws), the possibility of heavy-load displacement, which will establish the initial state when a strong braking is applied, etc. Alternatively, only basic adjustments can be made during the manufacturing process, and then precise brake pads can be used, where it is not difficult, for example, to grind the pads together with the bearing plate to a precise thickness during the manufacturing process, for example, grinding them to the same thickness in pairs.

[0471] For example, in Figure 3301 The diagram shows the possibility of adjustment using clamping screws (indicated by passing through the fixing part 09), for example, adjustment can be made at the factory or when changing the liner to obtain the correct air gap on both sides, or, for example, when the brake is being positioned correctly by clamping.

[0472] existFigure 3302 In this context, it is indicated that no operation (e.g., clamping) is required; adjustment can be achieved automatically through sufficient friction (here, for example, through the force of the compression spring in the fixing component 09, which presses the black part upwards) (e.g., when the brake is applied). In this case, it is suggested that this "automatic action" should occur not only during specified starts (e.g., changing pads), but also more frequently or with each brake activation. Therefore, the aforementioned "movement of the lever pivot point to the fixed position" can also be combined with adjustment options, such as making additional devices for "movement of the lever pivot point to the fixed position" unnecessary, or combining with automatic readjustment options (e.g., pressure springs), and maintaining a comparable effect with only one adjustment (e.g., pressure springs) that requires no operation. This can certainly be applied to many brakes, such as drum brakes, where this possibility can also exist between brake pads, or at the non-actuated end of the brake pads, or in floating caliper brakes. Figure 3301-3302 The large dot at the top center simply summarizes a portion of the brake that is adjusted via self-tuning or non-self-tuning.

[0473] exist Figure 34 The diagram illustrates that the transmission ratio of the unfolded portion should be defined and not subject to unintended changes, as represented by the dashed curve of the desired transmission ratio, which has a linear stroke on the x-axis and an angle on the y-axis. Therefore, the actual contact point of the rotated contact surface 0591 on the unrotated contact surface 0592 should always be well defined. This can be achieved, for example, by using a circular component capable of precise finishing (e.g., a cylindrical pin), but the situation would only worsen if the circle were formed, for example, by chamfering. Figure 34On the left, a rolling circle rotating around pivot 057 of the unfolding component is shown, providing such a defined relationship between angle and linear stroke for, for example, circular contact pressure movement. However, when there is no uncoiling of the circle, something else occurs, such as the indicated step, which may have been created by, for example, chamfering, superimposing deformation on the relationship between angle and stroke. This disruption will, of course, affect the clamping force because the force transmission ratio is disturbed (through the change in lever length), and the contact pressure is generated by the contact pressure path and elasticity, because the contact pressure path is disturbed (through the change in lever length). Therefore, control of the brake is disturbed. For this reason, it is recommended here to utilize well-made, precise, and inexpensive manufacturable rolling components, such as cylindrical pins or components for this purpose, which naturally provide the geometry due to their conformity to the load dimensions. This geometry can be intentionally accepted here, even without achieving minimal lateral compensation movement. Of course, the proportion of disturbance will depend on a measure of the geometric inaccuracy of the total stroke of the contact pressure movement. Therefore, for example, in the case of a short stroke, it may be advantageous to grind the cylinder to the most precise geometry possible (e.g., a circle), but in the case of a longer stroke, the profile of forging, pressing, casting, etc., is sufficient to achieve this purpose.

[0474] In an embodiment not shown in the current example, the braking device includes an actuator 04, particularly an electric actuator 04, a transmission unit 045, a brake pad 063, and a friction surface.

[0475] The actuator 04 moves within a limited actuator operating range. Within at least a portion of its actuator operating range, the actuator 04 rotates and deploys the device about at least one pivot point via a transmission unit.

[0476] According to this current embodiment, the actuator 04, in at least a portion of its actuator operating area, presses the brake pad 063 against the friction surface in the direction of the friction surface used for braking by an unfolding device for generating a clamping force and the resulting braking torque.

[0477] Furthermore, the transmission unit indicates the nonlinear component 03, which is not constant over at least a portion of the actuator's operating range, and the nonlinear rotation unfolds according to this.

[0478] Therefore, the present invention is not limited to the embodiments shown, but only includes braking devices and any machines according to the following patent claims.

Claims

1. Braking device, -The braking device includes an actuator (04), a transmission unit, a deployment device, brake pads (063), and friction surfaces. -The actuator (04) moves within a limited range of actuator operation. - wherein the actuator (04) rotates the deployment device about at least one pivot point or rotation axis via a transmission unit in at least a portion of its actuator operating range. - and wherein the actuator (04) presses the brake pad (063) against the friction surface at least in a portion of its actuator actuation area via the deployment device, along the direction of the friction surface or against the friction surface, for generating a pressing force and the braking torque therefrom. - The transmission unit indicates a non-linear component within at least a portion of the actuator's operating range. -and the transmission unit rotates and unfolds according to the nonlinear component; - One of the actuator (04), the transmission unit, and the deployment device for braking and wear readjustment (02) is configured to actuate the wear readjustment device. - The braking device includes only one actuator (04) for braking and for wear readjustment (02), for actuating the wear readjustment device; - The point of rotation is unsupported; or the axis of rotation is fixed or floating, wherein the supporting force is less than the contact force.

2. The braking device according to claim 1, characterized in that, - The deployment device is at least partially surrounded by the braking device. - and the deployment device is loosely arranged in the braking device, - The deployment device is arranged in the braking device.

3. The braking device according to claim 1 or 2, characterized in that, - In at least a portion of the actuator's operating range, the deployment device is arranged to move relative to the brake pad (063), the components of the braking device that press the brake pad (063), the actuator (04), and the transmission unit components. -The relative movement of the unfolding device is performed along the plane of rotation of the unfolding device. -The relative movement of the unfolding device is performed perpendicular to the rotation direction of the unfolding device. -The relative movement of the deploying device is performed in the longitudinal direction of the deploying device. -The relative movement of the deploying device is performed in all directions of extension of the deploying device.

4. The braking device according to claim 1 or 2, characterized in that, - The unfolding device indicates the presence of at least one pressing surface area (0591). - The braking device includes at least one adjacent surface. - At least one pressing surface area (0591, 0592) presses against at least one adjacent surface area in at least a portion of the actuator operating area, thereby causing the deployment device to rotate. - The pressing surface areas (0591, 0592) and adjacent surface areas are designed such that these surface areas perform relative movement with respect to each other during the rotation of the unfolding device.

5. The braking device according to claim 1 or 2, characterized in that, - The actuator (04) causes the deployment device to rotate via the transmission unit from the initial rotation point within at least a portion of the actuator's operating range. - and actuator (4) in at least a portion of the actuator operating range, causing the deployment device to rotate via the transmission unit at an additional rotation point, - and the positions of at least two rotation points are offset from each other. - and the position of the rotation point is limited by the design of the braking device. - and the braking device is designed such that the rotational displacement of at least two rotational points of the deployment device is resisted by elastic resistance. - and at least one rotation point is installed.

6. The braking device according to claim 1 or 2, characterized in that, -The deployment mechanism is designed to be non-linear. - and the deployment device rotates within a limited rotation range via an actuator (04) through a transmission unit, wherein the deployment device indicates at least one nonlinear component (03), i.e., a non-constant transmission ratio over at least a portion of the rotation range.

7. The braking device according to claim 1 or 2, characterized in that, The transmission for the drive unit is selected such that the actuator (04) is operated at one of the optimal operating points of the actuator (04) at least a portion of its actuation operating range, deviating from the operating point of the actuator (04). - and the actuator (04) is operated at one of the operating points deviating from the maximum power operating point of the actuator (04) in at least a portion of its actuation operating range.

8. The braking device according to claim 1 or 2, characterized in that, - The transmission unit performs or switches the actuator (04) to move in an initial direction from the first position. - And from the initial position, the transmission unit for adjusting the air gap (068) performs or converts the movement of the actuator (04) in the second direction.

9. The braking device according to claim 1 or 2, characterized in that, - A wear readjustment device is installed in the unfolding device at the rotation point. - and the wear adjustment device includes a drive unit. - The deployment device includes a drive unit, and wherein the wear readjustment device is disposed in the drive unit of the deployment device. - and the wear readjustment device is located between the actuator (04) and the transmission unit or between the transmission unit and the deployment device, - The braking device includes a wear readjustment device actuated by an actuator (04), a transmission unit and a deployment device.

10. The braking device according to claim 1 or 2, characterized in that, - The actuator (04) comprises many components, - The actuator (04) includes a spring and an electric motor (041), wherein the spring and the electric motor (041) are independent of each other in terms of component size and direction of action. The spring interacts with the electric motor (041) via at least one additional component. - and actuator (04) includes two electric motors (041). - and the braking device interacts with at least one electric motor.

11. The braking device according to claim 1 or 2, characterized in that, - The transmission unit includes kinematic devices.

12. The braking device according to claim 1 or 2, characterized in that, - The transmission used in the drive unit is changed. - And the transmission used in the drive unit is changed by rotating a ratchet. - and the transmission used in the drive unit is changed by the spring-loaded retraction of the component or by the elastic deformation of the component.

13. The braking device according to claim 1 or 2, characterized in that, The transmission unit is selected such that at least one segment with nonlinear components is generated and provided along the operating range of the actuator. The transmission unit is selected such that at least two partial segments of a nonlinear component (03) with different effects are generated along the operating range of the actuator, and at least one nonlinear component (03) wherein the nonlinear component (03) is selected from the following: a. A nonlinear component (03) for overcoming the air gap (068) between the brake pads (063) and the friction surface, b. A nonlinear component (03) for determining the contact point between the friction surface and the brake pad (063). c. Nonlinear components (03) used to achieve minimum braking effect d. Nonlinear components (03) used to generate increased braking torque, e. Nonlinear components (03) for operation with reduced power requirements. f. Nonlinear components for rapidly achieving high braking performance (03). g. Nonlinear components (03) used for measuring and setting parameters, h. Nonlinear components (03) used to reduce electrical and mechanical stresses during the initial stage of the liner stroke. i. Nonlinear components for compensating for brake fade (03), j. Nonlinear component (03) for wear readjustment (02).

14. The braking device according to claim 1 or 2, characterized in that, The relative movement of the unfolding device is performed perpendicular to the pressing direction of the unfolding device.

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