Electromechanical brake, wear adjustment device and method for operating an electromechanical brake

Abstract

In particular, the present invention relates to an electromechanical brake (01), a machine, a wear readjustment device and a method or process, wherein the electromechanical brake (01) comprises an actuator (04), a transmission unit (045), a brake pad (063) and a friction surface, the actuator (04) is moved in a limited actuator actuation range, the actuator (04) performs a pad stroke over at least a part of its actuator actuation range by the transmission unit (045), wherein the transmission unit (045) has a non-linear component (03), i.e. a non-constant transmission ratio over at least a part of the actuator operation range, and wherein the transmission ratio of the transmission unit (045) is selected and / or configured such that along the actuator operation range at least two sub-sections with differently acting non-linear components (03) are formed.

Description

Technical Field

[0001] This invention relates to electromechanical brakes, machines, wear adjustment devices, and methods. Background Technology

[0002] Different types of brakes are known from the prior art. For example, in known types of brakes, the actuator operates essentially at its optimal operating point in all regions. However, a drawback of such brakes is that they are not adaptable to different operating conditions of the brake itself. Summary of the Invention

[0003] The objective of this invention is to overcome the shortcomings of the prior art. In particular, the objective of this invention is to provide an electromechanical brake suitable for a wide variety of operating and load conditions that occur during the operation of the electromechanical brake. Furthermore, the objective of this invention is to provide the possibility for the target detection of parameters describing brake behavior (e.g., mechanical wear) and the target performance of specific tasks (e.g., actuation of wear regulators or avoidance of residual grinding torque).

[0004] The task according to the invention will be solved in particular by the following features.

[0005] This invention relates to an electromechanical brake, comprising an actuator, a transmission unit, brake pads, and a friction surface. The actuator is an electric actuator, wherein the actuator moves within a limited actuator operating range, wherein the actuator performs a pad stroke via the transmission unit in at least a portion of its actuator operating range, the pad stroke pressing the brake pad toward and against the friction surface to generate a thrust and a combined braking torque for braking, and wherein the transmission unit has a nonlinear component, i.e., a non-constant transmission ratio in at least a portion of the actuator operating range. The invention is characterized in that the transmission of the transmission unit is selected and / or designed such that at least two sub-segments of the nonlinear component acting differently are created along the actuator operating range; the transmission of the transmission unit is selected and / or designed such that the actuator operates in at least a portion of the range at operating points deviating from the actuator's optimal operating point, particularly with a brake stroke related to braking effect and / or functional brake stroke; and the actuator operates in at least a portion of the range at operating points deviating from the actuator's maximum power operating point, with a functional brake stroke operation related to braking effect.

[0006] In particular, the present invention relates to an electromechanical brake, which includes an actuator, particularly an electric actuator, a transmission unit, brake pads, and friction surfaces.

[0007] Preferably, the actuator can move within a limited range of actuator operation.

[0008] Preferably, the actuator performs the liner stroke, particularly the functional liner stroke, via the transmission unit at least a portion of its actuator operating range.

[0009] In the context of this invention, functional pad travel can be understood as pad travel, in which the brake pad moves in a targeted manner, particularly toward the friction surface. In other words, functional pad travel is also related to braking efficiency.

[0010] In the context of this invention, the pad travel associated with braking activity can be understood as the pad travel of the brake pad movement, particularly in the direction toward the friction surface, especially the friction pad.

[0011] If applicable, the actuator achieves functional liner travel via a transmission unit in at least a portion of its actuator operating range.

[0012] For braking, the brake pads can move in the direction toward the friction surface to generate thrust and combined braking torque, and then press against the friction surface.

[0013] Preferably, the transmission unit has a nonlinear component, i.e., a transmission ratio that is not constant over at least a portion of the actuator's operating range.

[0014] Preferably, the transmission unit is selected and / or designed such that at least two segments of a nonlinear component with different actions are generated along the operating range of the actuator.

[0015] Preferably, two nonlinear components that function differently are selected and / or designed from the following nonlinear components: a nonlinear component for overcoming the air gap between the brake pad and the friction surface and 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 operation with reduced electrical power requirements; a nonlinear component for quickly achieving high braking effect; a nonlinear component for measuring and / or adjusting parameters; a nonlinear component for reducing electrical and mechanical loads during the pad stroke; a nonlinear component for compensating for possible brake fade; and a nonlinear component for wear regulation.

[0016] If applicable, the transmission unit will be actuated when the actuator moves. In a further step, the liner stroke is performed by actuation of the transmission unit, and in particular, the brake liner performs the movement.

[0017] If applicable, the transmission unit or at least a portion thereof will be designed or constructed in a non-linear manner.

[0018] The transmission unit may include several transmission unit components. In particular, the transmission unit may include at least one gear train and / or at least one transmission unit, which in particular has at least one nonlinear transmission ratio that varies along the actuation path. Furthermore, the transmission unit may include at least one transmission unit for driving or not driving various components.

[0019] If applicable, the motion of the actuator can be nonlinear when it is related to the combined motion of the brake pads, especially the pad stroke.

[0020] If applicable, the movement of the actuator in certain areas will not produce liner travel. In particular, at the beginning and end of the limited actuator operating range (i.e., especially the actuator movement range), the movement of the actuator does not cause any liner travel, especially no functional liner travel, and / or no liner travel.

[0021] The zero position of the transmission unit can be determined geometrically and / or mechanically by the transmission unit (especially nonlinear components). Therefore, in the context of this invention, the zero position of the transmission unit can be understood as the position from which actuation of the actuator in the initial direction results in liner travel, particularly functional liner travel. Furthermore, the zero position of the transmission unit can also be determined by the geometry of the transmission unit, particularly the starting point of the slope.

[0022] If applicable, the actuator can enter a stationary position with functional liner stroke and no braking effect, particularly starting from the zero position of the drive unit. If applicable, the actuator can move from the stationary position in the initial direction to overcome the air gap and / or increase the braking effect, and / or move in a second operating direction to perform other tasks.

[0023] The rest position of the transmission unit can be the position of the transmission unit where the air gap has a defined size. If applicable, the rest position can be the same as the zero position.

[0024] Where appropriate, the transmission unit can be adapted within a range based on different brake requirements, such as moderate deceleration, full braking, continuous braking, and / or similar requirements, as well as its internal functions. In other words, the transmission unit, especially the non-linear components, can be optimized to the operating conditions that may occur during the operation of the electromechanical brake.

[0025] If applicable, such adjustments and / or optimizations to the drive unit should be performed with the highest possible functional safety of the electromechanical brake and the entire braking system as the primary objective. In other words, such adjustments and / or optimizations to the drive unit should not be based on individual components such as electric actuators.

[0026] If applicable, at least two ranges of the transmission unit are optimized and / or adjusted differently, and the transmission unit has a liner stroke that is particularly functional and preferably related to braking effect.

[0027] If applicable, it is envisioned that at least two ranges of the transmission have two distinct nonlinear components, and that the transmission has, in particular, functional, and preferably brake-effect-related, liner stroke.

[0028] In the context of this invention, the term "conveyor or transport device" may be understood to mean any device and / or machine that can be used to travel and / or to transport persons and / or loads while in motion.

[0029] If applicable, select and / or design the transmission of the drive unit such that at least one segment with nonlinear components is created, provided, and / or arranged along the actuator operating range.

[0030] If applicable, select and / or design the transmission of the drive unit such that two, three, four, five, six, seven, eight, nine, ten or more sub-segments of nonlinear components that function differently are created, provided and / or arranged along the actuator operating range.

[0031] In the context of this invention, nonlinear components can therefore be understood as nonlinear transmissions.

[0032] 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.

[0033] Braking motion and force may occur in the direction of the lining pushing force (especially using the component for the lining pushing force), but motion and force components different from this (and substantially perpendicular to this) may also occur.

[0034] Furthermore, referring to the figures used in the patent application or common mounting positions of the brake, the terms "height error," "lateral," or "normal" are used where appropriate, depending on the specific circumstances, to indicate a deviation from the favorable pressing direction (e.g., approximately horizontal in the figure) and, in this case, an undesirable component of motion. Accordingly, the term "high" can therefore be understood as indicating the location of the pushing force motion or the location of its deviation. When the pushing force components move relative to each other with relative motion (particularly with relative motion of their surfaces), and this relative motion is particularly slippery and / or undesirable, such motion is sometimes referred to as "scratching" motion.

[0035] If applicable, select and / or design the transmission for the drive unit such that the actuator operates within at least a partial range at an operating point deviating from the actuator's optimal operating point, particularly with a liner stroke related to braking effect and / or functionality.

[0036] If applicable, select and / or design the transmission ratio for the drive unit such that the actuator operates within at least a partial range at an operating point deviating from the operating point of the actuator's maximum power, particularly with liner stroke operation that is functional and / or related to braking effect.

[0037] If applicable, the transmission unit performs or converts the actuator's movement in the initial direction from the initial position (especially the zero position) of the transmission unit for braking.

[0038] If applicable, starting from the initial position (especially the zero position) of the transmission unit for adjusting the air gap (especially for operating the wear adjustment device), the transmission unit performs or converts the actuator's movement in a second direction, especially opposite to the initial direction.

[0039] If applicable, 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 initial direction. If applicable, the transmission unit can convert the initial rotational direction of the actuator into motion in the initial direction. If applicable, the transmission unit can convert the second rotational direction of the actuator into motion in the second direction.

[0040] If applicable, the transmission converts only a portion of the actuator motion, particularly a portion of the actuator operating range, into functional pad stroke, especially functional pad stroke related to braking effect.

[0041] If applicable, before and / or after the portion of the actuator's operating range that relates to the pad travel in the initial and second directions via the transmission, without generating pad travel related to functionality and / or braking effect.

[0042] If applicable, the transmission of the drive unit can be selected and / or designed such that, starting from the initial position of the drive unit, particularly the zero position, the nonlinear components are thus arranged to move in the initial direction along the actuator, particularly the liner stroke.

[0043] If applicable, at least two nonlinear components are arranged along the initial direction in the following order: a nonlinear component for reducing electrical and mechanical stresses during liner travel; a nonlinear component for overcoming the air gap between the brake liner and the friction surface; a nonlinear component for determining the contact point between the friction surface and the brake liner; a nonlinear component for achieving minimum braking effect; a nonlinear component for operation with reduced electrical power requirements; a nonlinear component for rapidly achieving high braking effect; a nonlinear component for generating increased braking torque (if applicable, the braking torque is adapted to the corresponding braking dynamics); and a nonlinear component for compensating for brake fade.

[0044] If applicable, the aforementioned nonlinear components are arranged sequentially on the transmission unit along the initial direction. In particular, when the actuator moves, the aforementioned nonlinear components can be passed through stepwise and / or sequentially.

[0045] If applicable, nonlinear components may be arranged in any order along the initial direction.

[0046] If applicable, the aforementioned nonlinear components may be arranged in any order on the transmission unit along the initial direction.

[0047] If applicable, select and / or design the transmission of the drive unit 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 arranged.

[0048] If applicable, nonlinear components for measuring and / or setting parameters and / or for wear adjustment are successively arranged on the transmission unit along the second direction. In particular, the nonlinear components for measuring and / or setting parameters and / or for wear adjustment can be passed through gradually and / or continuously during the movement of the actuator.

[0049] If applicable, the nonlinear component is designed to measure and / or adjust parameters, to measure mechanical losses, and, if applicable, to measure the zero position of the transmission unit, and, if applicable, to measure the zero position of the actuator position and / or at least, if applicable, to measure the spring effect.

[0050] If applicable, the nonlinear components used for measuring and / or setting parameters are designed such that the actuator begins to move in its first direction from the zero position of the transmission unit.

[0051] If applicable, at least one parameter of the brake, in particular motor losses, transmission unit losses, mechanical losses and / or the effect of any springs that may be present, shall be measured by or will be measured by the movement of the actuator in its initial direction.

[0052] If applicable, this allows for the detection of the torque of the actuator generated and / or caused by motion.

[0053] If applicable, the need to adjust the brake will be assessed based on at least one parameter of the brake, particularly the torque of the actuator, compared with the expected and / or measured values ​​of the torque of the actuator at other operating points and / or in other operating states.

[0054] If applicable, the nonlinear components used for measuring and / or setting parameters are designed such that the actuator begins to move in its second direction from the zero position of the transmission unit.

[0055] If applicable, 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, contacts the force measuring device, thereby, if applicable, the zero position of the actuator position can be measured and / or adjusted.

[0056] If applicable, at least one parameter of the brake is performed by comparing the torque, motor current and / or motor voltage during normal operation with the torque, motor current and / or motor voltage during measurement operation.

[0057] If applicable, the nonlinear component used to reduce electrical and mechanical stress at the start of the liner stroke causes the nonlinear component to transmit more than twice the velocity in the first half of the air gap than in the second half.

[0058] If applicable, the nonlinear component used to reduce electrical and mechanical stress during the liner stroke is designed such that the transmission ratio of the nonlinear component in the first half of the air gap, particularly in the first half of the path used to overcome the air gap, especially the speed transmission of the nonlinear component, 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.

[0059] If applicable, the nonlinear component used to overcome the air gap between the brake pads and the friction surface is designed 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 in the pad stroke region of the adjacent air gap, so that, if applicable, the air gap is overcome more quickly compared to normal operation.

[0060] If applicable, the nonlinear component used to overcome the air gap between the brake pad and the friction surface is designed such that the transmission ratio of the nonlinear component, particularly the speed transmission of the nonlinear component, over more than half of the air gap, especially over more than half of the distance used to overcome the air gap, is less than half of the maximum speed transmission in the region of the liner stroke adjacent to the air gap. Thus, if applicable, the air gap is overcome more quickly compared to normal operation.

[0061] If applicable, the nonlinear components used to 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.

[0062] If applicable, the nonlinear components used to overcome the air gap between the brake pads and the friction surfaces are designed in such a way that the air gap is overcome as quickly as possible by means of a sloping device, in particular a cam or ramp, the sloping being designed in such a way that, if applicable, it can prevent and / or reduce the starting current peak and starting current load at the beginning of the pad stroke.

[0063] Where applicable, the nonlinear components used to determine the contact points between the friction surfaces and the brake pads are designed such that the contact points can be identified, particularly from the energy, current, and / or power consumption of the actuator and / or from the progression of the actuator load (particularly torque). Where applicable, the nonlinear components used to determine the contact points between the friction surfaces and the brake pads can be used to check whether brake adjustment, particularly brake pad adjustment and / or air gap adjustment, is necessary.

[0064] If applicable, within the possible range of contact points between the brake pads and the friction surfaces, the nonlinear components used to determine the contact points between the friction surfaces and the brake pads transmit power to the transmission unit, producing an evaluable combination of transmission ratio and actuator torque, particularly interpretable curves from the performance consumption of energy, current, and / or power for the actuator.

[0065] If applicable, the evaluable combination of the transfer ratio and actuator torque is derived from the actuation, particularly considering the corresponding transfer ratio, the performance consumption of energy, current and / or power for the actuator, the actuator load and / or the interpretable development of the actuator torque.

[0066] If applicable, within the range of nonlinear components used to determine the contact point between the friction surface and the brake pad, there are significant differences arising from the behavior in the air gap resulting from the contact between the friction surface and the brake pad.

[0067] If applicable, the nonlinear components used to achieve the minimum braking effect are designed to achieve a desired minimum braking effect within a minimum effective time, especially in the case of emergency braking, where the minimum effective time is at most only 20% longer than the technically possible time of the electromechanical brake (particularly the time for achieving the minimum braking effect).

[0068] If applicable, the nonlinear components used to generate the increased braking torque (if applicable, the braking torque adapted to braking dynamics) are designed in such a way that the rate of increase in braking torque is adapted to the resulting dynamic weight shift of the vehicle, thereby counteracting wheel lock-up if applicable.

[0069] If applicable, nonlinear components for operation with reduced electrical power requirements are designed such that, during low-speed operation of the drive unit and / or when the actuator is stationary, the power consumption of the actuator is at least 20% lower than that of nonlinear components designed specifically according to the maximum achievable motor output power, for the same or similar operation and / or operating point, particularly for low-speed operation and / or when the actuator is stationary, thereby reducing the power consumption of the actuator, especially during longer periods of continuous braking.

[0070] If applicable, the transmission of the drive unit is selected and / or designed such that, along the movement of the actuator, particularly the movement of the liner stroke, starting from the initial position of the drive unit, particularly the zero position, in the initial direction, the nonlinear components for operation with reduced electrical power requirements are arranged such that, in operating conditions with long holding times and / or high-temperature loads, this will result in low heat loss and / or low power consumption of the actuator (particularly the electric actuator).

[0071] If applicable, the nonlinear components used to compensate for brake fade are designed such that the actuator operates with a higher motor torque (particularly higher than the maximum permissible motor torque and / or higher than the maximum permissible shaft power) than the standard nonlinear components designed according to the maximum achievable motor output power, under the same operating conditions (particularly operating temperature), so that braking effect is achieved even in the event of brake fade.

[0072] If applicable, at least one nonlinear component for compensating for air gap error, particularly in the liner stroke, is designed to compensate for air gap error, in particular the deviation of the air gap size from the assumed size, whereby the air gap error is preferably caused by wear.

[0073] If applicable, particularly by adjusting the movement of the actuator, preferably without wear adjustment and / or without wear adjustment devices, the brake is operated until a certain deviation in the magnitude of the air gap error is achieved.

[0074] If applicable, the nonlinear component for wear adjustment is designed such that the actuator, in particular starting from the zero position of the transmission unit, performs a movement opposite to the direction of motion or rotation used for braking, particularly in the second direction, and the wear adjustment device is actuated by this movement of the actuator, particularly in the absence of a braking effect.

[0075] If applicable, the non-linear component for wear adjustment is designed such that the actuator performs movement in the braking direction, particularly in the initial direction, and the wear adjustment device is subsequently actuated by this movement of the actuator, because, if applicable, after the actuator has reached the maximum position required for braking (particularly parking brake), additional movement of the actuator, particularly in the absence of functional liner travel, will result in or prepare for the actuation of the wear adjustment device.

[0076] If applicable, nonlinear components for achieving high braking performance quickly are designed such that the actuator operates at a motor torque equal to the maximum permissible motor torque and / or equal to the maximum permissible shaft power.

[0077] Where applicable, actuators and / or transmissions are configured for braking and wear regulation, particularly for actuating wear regulation devices.

[0078] If applicable, the brake comprises only one actuator for braking and for wear adjustment, particularly for actuating the wear adjustment device.

[0079] If applicable, the brake includes a wear adjustment device actuated by an actuator, particularly actuated exclusively by an actuator.

[0080] If applicable, the actuator comprises several components.

[0081] If applicable, the actuator includes a spring and an electric motor, whereby, if applicable, the spring and the electric motor are independent of each other in terms of component size and / or direction of action.

[0082] If applicable, the spring interacts with the electric motor via at least one additional component and / or via a transmission unit.

[0083] If applicable, the actuator includes two electric motors.

[0084] If applicable, the electromechanical brake interacts with at least one electromechanical device and / or an electromagnetically excited electromechanical device.

[0085] If applicable, at least one actuator position of the actuator is maintained or kept current-free by a corresponding design of at least one nonlinear component, and, if applicable, by the interaction of the at least one nonlinear component with a spring (in particular, a spring action) to reduce (in particular, very low) electrical power demand.

[0086] If applicable, the transmission unit includes a motion device.

[0087] If applicable, the transmission unit includes a cam, a ball ramp, and / or a lever.

[0088] If applicable, the transmission ratio of the transmission unit can be modified, especially in braking operations, particularly the design and / or effect of nonlinear transmission ratios, preferably the relationship between actuator position and effective transmission ratio.

[0089] If applicable, the transmission ratio of the transmission unit can be modified, particularly actively, preferably by rotating the ratchet.

[0090] If applicable, the transmission ratio of the transmission unit can be modified, particularly passively, preferably by the spring-loaded backward movement of the component and the elastic deformation of the component.

[0091] In the context of this invention, braking operation can therefore be understood as representing a time period between the trial run and disengagement of the brake, during which the brake is ready to receive and implement braking commands. In other words, the brake is ready to perform braking operation in braking mode.

[0092] If applicable, the effective range of at least one nonlinear component and / 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 rotate relative to each other.

[0093] The effective range of at least one nonlinear and / or nonlinear component, particularly the effective range and / or design of the transmission unit component, can be assigned to the specific actuator operating range.

[0094] By using additional nonlinear action components, the overall actuator operating range, which is predetermined and / or limited by the nonlinearity of the individual components, can be increased and / or expanded, where applicable. In particular, this can increase and / or expand the effective range of existing nonlinear components, preferably increasing and / or expanding the actuator operating range limited by the operating range and / or motion range of the transmission unit components.

[0095] If applicable, the initial nonlinearity of the initial transmission unit component, particularly the initial nonlinearity of the initial transmission unit component, is associated with the initial actuator operating region. To increase the range of motion and / or actuation range, a second transmission unit component is provided, which is assigned to a second actuation operating range. The second transmission unit component may represent another portion of the second nonlinear component and / or the initial nonlinear component. The second actuator operating range may be located adjacent to the initial actuator operating range.

[0096] If applicable, the transmission unit can be selected and / or designed to cause the movement of the brake components, such as, in particular, the movement of the brake pad carrier, by the motion of the actuator without braking effect.

[0097] If applicable, this motion will not result in residual drag torque and / or will only result in minimized residual drag torque.

[0098] If applicable, the movement of braking components, such as, in particular, the movement of the brake pad carrier, is achieved by actuator movement that has no braking effect, i.e., no braking effect, resulting in no residual drag torque and / or only a minimized residual drag torque remaining, which may be known under the term "zero drag".

[0099] In particular, the present invention relates to machines, conveying or transporting devices, vehicles, elevators and / or bicycles that include electromechanical brakes according to the present invention.

[0100] If applicable, the present invention relates to a conveying device or a part of a transport device or a machine, such as, in particular, a drive shaft, which includes or is created by an electromechanical brake according to the invention.

[0101] If applicable, machines, especially conveying or transporting devices, include additional, particularly electronic, braking devices, whereby the additional braking devices may optionally be designed as parking brakes, particularly spring-loaded parking brakes.

[0102] In particular, the present invention relates to a wear regulator, wherein the wear regulator is adapted to be actuated by an actuator of an electromechanical brake according to the invention in such a way as to be actuated by an actuator of an electromechanical brake according to the invention.

[0103] If applicable, the wear adjuster is actuated by the actuator of the electromechanical brake according to the invention.

[0104] In particular, the present invention relates to a method of operating an electromechanical brake according to the invention.

[0105] If applicable, the actuator of the brake moves within a limited range of actuator operation.

[0106] If applicable, the actuator performs the pad stroke in at least a portion of the actuator's operating range via a transmission unit, and in the case of braking, the brake pad is pressed toward and / or against the friction surface to generate thrust and combined braking torque.

[0107] If applicable, the transmission unit indicates a nonlinear component, i.e., a transmission ratio that is not constant over at least a portion of the actuator's operating range.

[0108] If applicable, the actuator moves along the actuator's operating range via a transmission unit on or along at least two nonlinear components that act in different ways.

[0109] If applicable, the two nonlinear components acting differently are 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 operation with reduced electrical power requirements; a nonlinear component for quickly achieving high braking effect; a nonlinear component for measuring and / or adjusting parameters; a nonlinear component for reducing electrical and mechanical loads during the pad stroke; a nonlinear component for compensating for brake fade; and a nonlinear component for wear readjustment.

[0110] If applicable, the transmission unit is designed such that the actuator operates at an operating point that deviates from the actuator's optimal operating point within at least a partial range, particularly with liner stroke operation that is functional and / or related to braking effect.

[0111] If applicable, the actuator operates at an operating point that deviates from the operating point of the actuator's maximum power in at least a partial range, particularly with liner stroke operation that is functional and / or related to braking effect.

[0112] If applicable, the actuator's motion in the initial direction is converted by the transmission unit, specifically starting from the zero position of the transmission unit, to generate braking.

[0113] In particular, if applicable, movement in the initial direction can therefore be performed by the transmission unit.

[0114] If applicable, the movement of the actuator in the second direction (especially opposite to the initial direction) is achieved by the transmission unit, particularly starting from the zero position of the transmission unit, in order to adjust the air gap, especially to operate the wear adjustment device.

[0115] In particular, if applicable, movement in the second direction can therefore be performed by the transmission unit.

[0116] If applicable, only a portion of the actuator motion, particularly a portion of the actuator operating range, is converted by the transmission unit into a liner stroke that is functional and / or related to braking effect.

[0117] If applicable, before and / or after the portion of the actuator's operating range that relates to the pad travel related to functionality and / or braking effect, the actuator moves in the initial and second directions via the transmission unit without generating pad travel related to functionality and / or braking effect.

[0118] If applicable, the transmission of the drive unit is designed or will be designed such that, starting from the initial position of the drive unit, particularly the zero position, the actuator and / or drive unit moves in the initial direction, particularly along the liner stroke.

[0119] If applicable, the nonlinear components are therefore arranged along this initial direction.

[0120] If applicable, select and / or design the transmission of the drive unit such that, starting from the initial position of the drive unit, particularly the zero position, the actuator and / or drive unit moves in the second direction.

[0121] If applicable, nonlinear components for measuring and / or setting parameters and / or nonlinear components for wear adjustment are therefore arranged along this second direction.

[0122] If applicable, nonlinear components for measuring and / or setting parameters are designed or will be designed such that the actuator moves in its initial direction from the initial position of the transmission unit, particularly the zero position.

[0123] If applicable, at least one parameter of the brake, in particular motor losses, transmission unit losses, mechanical losses, and / or the effect of any existing springs, is measured by the movement of the actuator in its initial direction. If applicable, at least one parameter of the brake is measured by comparing the parameter when the actuator moves in other directions, by moving the actuator in its initial direction.

[0124] If applicable, detect the torque of the actuator generated and / or caused by motion.

[0125] If applicable, at least one parameter of the brake, in particular at least one parameter of the actuator torque, shall be compared with the expected and / or measured value of the actuator torque at other operating points and / or in other operating states.

[0126] If applicable, the need to adjust the brakes will be assessed based on the comparison used.

[0127] If applicable, the nonlinear components used for measuring and / or setting parameters are designed or will be designed such that the actuator moves in a second direction from the initial position of the transmission unit, particularly the zero position.

[0128] If applicable, a force measuring device, particularly a spring and / or end stop, is provided or will be provided in the second direction, at least a portion of the transmission unit, particularly the actuator, abuts against the force measuring device, thereby measuring and / or adjusting the zero position of the actuator.

[0129] If applicable, nonlinear components for reducing electrical and mechanical stresses during the liner stroke are designed or will be designed such that the transmission ratio of the drive unit, in particular the speed substitution of the nonlinear component, causes the actuator to move slower, in particular less than half of the maximum speed, in a portion of the air gap, preferably in the first half of the air gap, than the maximum speed in the liner stroke region adjacent to the air gap.

[0130] If applicable, the nonlinear component for overcoming the air gap between the brake pads and the friction surfaces is designed, or will be designed, such that the transmission ratio of the transmission unit, particularly the speed transmission of the nonlinear component, causes the actuator to move faster, particularly greater than half the maximum speed in the travel range of the adjacent air gap pads, particularly greater than half the distance used to overcome the air gap, and the actuator to move even faster, particularly greater than twice the maximum speed in the travel range of the adjacent air gap pads, thereby overcoming the air gap more quickly compared to normal operation. Therefore, in the context of this invention, normal operation can be understood to refer to the routine operation of the electromechanical brake, such as operations specifically performed to achieve normal braking.

[0131] If applicable, nonlinear components for determining the contact point between the friction surface and the brake pad are designed or will be designed such that the contact point between the brake pad and the friction surface is detected, particularly from the performance consumption of the actuator's energy, current and / or power and / or from the progress of the actuator load (especially torque).

[0132] If applicable, it will therefore be examined whether the adjustment of the brake, particularly the adjustment of the brake pads and / or the air gap, is necessary, because if applicable, the transmission of this nonlinear component by the transmission unit, particularly in the possible area of ​​the contact point between the brake pads and the friction surfaces, during actuation, especially considering the corresponding transmission ratio, produces an evaluable combination of the transmission ratio and the actuator torque, particularly the interpretable development of energy, current and / or power consumption from the actuator, actuator load and / or actuator torque, such that, if applicable, a significant difference in behavior compared to that in the air gap is obtained due to the contact between the friction surfaces and the brake pads.

[0133] If applicable, nonlinear components for achieving minimum braking effect are designed or will be designed such that a desired minimum braking effect, particularly in the case of emergency braking, is achieved within a minimum effective time, which is at most 20% longer than the time that is technically possible or would be possible for an electromechanical brake, particularly the time for achieving minimum braking effect.

[0134] If applicable, the nonlinear components used to generate the increased braking torque (wherein, if applicable, the braking torque is adapted to braking dynamics) are designed to cause the rate of increase in braking torque to adapt to the resulting dynamic weight shift of the vehicle, thereby, if applicable, counteracting wheel lock-up.

[0135] If applicable, nonlinear components for operation with reduced electrical power requirements are, or are designed, such that during low-speed operation of the drive unit and / or when the actuator is stationary, the power consumed by the actuator is reduced by at least 20% compared to nonlinear components designed specifically according to the maximum achievable motor output power at the same or similar operating and / or operating point (particularly for low-speed operation and / or when the actuator is stationary), thereby reducing the power consumption of the actuator, especially in the case of longer continuous braking.

[0136] If applicable, the transmission of the drive unit is selected and / or designed such that, starting from the initial position of the drive unit, particularly the zero position, the movement of the actuator (in particular, preferably the liner stroke which is functional and / or related to the braking effect) in the initial direction, for operation with reduced electrical power requirements, the nonlinear components are arranged in such a way that, in operating conditions with long holding times and / or high-temperature loads, this will result in low heat loss and / or low energy consumption of the actuator.

[0137] If applicable, the nonlinear components used to compensate for brake fade are designed or will be designed in such a way that the actuator operates with a higher motor torque (particularly higher than the maximum permissible motor torque and / or higher than the maximum permissible shaft power) than the standard nonlinear components designed according to the maximum achievable motor output power, under the same operating conditions (particularly operating temperature), so that braking effect is achieved even in the event of brake fade.

[0138] If applicable, at least one nonlinear component for compensating for air gap error, particularly in the liner travel, is designed or will be designed such that air gap error, in particular deviation of the air gap size from the assumed size, is compensated, whereby the air gap error is preferably caused by wear.

[0139] If applicable, particularly by adjusting the movement of the actuator, preferably without wear adjustment and / or without the actuation of the wear adjustment device, the brake is operated until a certain deviation of the magnitude of the air gap error is achieved.

[0140] If applicable, the nonlinear components for actuating wear adjustment and / or wear adjustment devices are designed or will be designed such that the actuator, in particular, moves from the zero position of the transmission unit against the direction of motion or rotation used for braking, particularly in the second direction.

[0141] If applicable, the wear adjustment device is actuated by this movement of the actuator, in particular without a braking effect.

[0142] If applicable, the nonlinear component for wear adjustment will be designed or will be designed such that the actuator moves in the braking direction, particularly in the initial direction, and the wear adjustment device is actuated by this movement of the actuator, because, if applicable, the wear adjustment device is actuated by additional movement of the actuator after the maximum position of the actuator required for braking (especially parking braking) has been reached, particularly when there is no liner travel, the wear adjustment device is actuated or the actuation is prepared.

[0143] If applicable, the brake includes a wear adjustment device, which is specifically actuated by an actuator.

[0144] If applicable, at least one actuator position of the actuator is maintained or kept current-free by a corresponding design of at least one nonlinear component, and, if applicable, by the interaction of the at least one nonlinear component with a spring (in particular, a spring action) to reduce (in particular, very low) electrical power demand.

[0145] The semantic order provided as a result does not necessarily correspond to the temporal order.

[0146] During the operation of a machine (especially a conveyor, transport device, vehicle, or elevator), a process step may be performed once, never, or several times.

[0147] In all embodiments, preferably, the process according to the invention is automated, particularly controlled and / or adjusted by the vehicle's control unit or control system.

[0148] The following are embodiments provided by the inventors, intended to provide a better understanding of the invention. Features described below may be, but are not necessarily, features of the electromechanical brakes and / or methods according to the invention. Electromechanical brakes and / or methods according to the invention may include and / or indicate features listed individually or in combination (i.e., in any combination).

[0149] In the case of electrically actuated brakes, it is physically correct that the actuator motor should be operated at the speed required for maximum output power in the fastest possible operation, which is also known, but not described very precisely.

[0150] In this case, a completely different approach is adopted here by considering as many relevant conditions, states, and tasks as possible that may occur during the actuation of the electromechanical brake. These situations will all be resolved smoothly, which of course does not preclude the actuator from operating at its highest power even in certain positions under the fastest actuation. The situations discussed here can also involve zero (or near-zero) brake actuator output power, for example, when the actuator position or position range will be held for a longer period for longer braking. Another important task of the nonlinear electromechanical brake (EMB) performed here may be, for example, proper wear regulation, which should advantageously also be actuated by the electric brake actuator. Although wear regulation is known to derive from brake actuation, in this case, the special characteristics of the nonlinear components and their advantageous operation within the nonlinear components, as well as the special possibilities and requirements of electric brake actuation, are taken into account, if applicable.

[0151] This paper proposes a nonlinear electromechanical friction brake whose motion sequence is suitable or particularly suitable for various specifications. "Electromechanical" here means that the circumferentially restricted motion of the mechanical actuator has a direct and predictable relationship with the motion of the brake pads. The actuator can be directly operated by electrical energy (electric motor, electromagnet, etc.) or indirectly operated (e.g., by storing energy in a spring).

[0152] "Nonlinear" refers to the varying, diverse, or different transmission ratios that occur during the actuation process via actuator movement. This includes components involved such as electric actuators, brake pads, brake blocks, springs, transmission units for all mechanical or other types of transmissions, connecting elements such as couplings, clutches or slip clutches, and / or wear adjustment to compensate for wear on brake pads.

[0153] There are usually several options for solutions to nonlinear transformations.

[0154] Rather than optimizing the performance of the electric actuator, a preferred objective of the present invention is to design a process for the transmission ratio of a specific braking application such that, at each actuator position, a ratio favorable to the operation of the brake is produced in terms of the force and velocity acting on the involved components, depending on the task to be accomplished within the corresponding range. In many regions, this does not necessarily correspond to the maximum power of the electric actuator.

[0155] Furthermore, practical considerations, such as effective manufacturing or production techniques or processes, also influence the design. For example, if a brake requires a lining contact force of 0 to 30 kN (e.g., roughly for front wheel locking on a bus), then braking must initially be applied at a near-infinite speed (with a small force), rather than full braking at low speeds. Such freely configurable transmission variations are practically impossible for most known mechanical devices. For instance, a ramp (cam) can theoretically switch from a vertical starting point (infinite speed) to a horizontal ending point (infinite force), although it also has mechanical constraints such as linear pressure and surface load capacity, as well as permissible curve radii, and it can be assigned theoretical routes that do not exist in reality, such as "loops" in surface areas.

[0156] Subsequently, a large number of operating and / or motion ranges to be optimized will be shown, particularly the intentional strong deviations from the optimal operating point in terms of actuator performance. Furthermore, a different definition of "total actuation stroke" is used because the total possible actuator operation can include areas not directly used for brake actuation. Even within these specific areas used for actuator motion, highly "inefficient" operating states can be advantageous.

[0157] The EMB will advantageously utilize one actuator motor, or, for example, two actuator motors for safety reasons, for brake actuation. In this case, the actuator typically used for service braking can meet the requirement of automatically switching to a release or braking state in a de-energized state (depending on the requirements), and the second actuator can remain de-energized in its final state (e.g., by utilizing a worm gear) and primarily function as a parking brake, which remains de-energized in its final state and only applies service braking in exceptional circumstances. Furthermore, changes can preferably be obtained in the electric actuator motor itself during actuation, such as voltage changes, winding switching, field monitoring, or enhancement. Of course, in the case of electromagnetic actuation, the force of the electromagnet can also vary along the actuation path.

[0158] Typically, nonlinear EMBs require wear conditioners and / or wear adjustment devices to operate the nonlinear components within a favorable range. Without a wear conditioner, operation is only possible when the change is small enough to still meaningfully utilize the nonlinear component, or when the range of the nonlinear component to be utilized can be tracked (with extended operating time). In such cases, the wear conditioner will also typically exhibit behavior that can generally be described as nonlinear, as it may be designed, for example, only in the direction of "more readjustment," or will only implement the adjustment process until a certain target is reached, such as a certain liner push pressure or a certain readjustment movement.

[0159] Terms such as “and,” “or,” and “and / or” are essentially non-exclusive. In principle, there can also be multiple features; for example, several springs instead of one specified spring, or several brake actuators instead of one specified actuator. An arrangement representation is one of several possibilities: for example, if a compression spring is shown, this can also be achieved with a tension spring or 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 in a location other than that shown.

[0160] In the current context, "nonlinearity" is 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.

[0161] Example:

[0162] • The curve between input force and output force along the actuation path

[0163] • Limited to only one direction of movement

[0164] • Limited to a certain torque or force

[0165] • When one component is stationary, another component is allowed to move.

[0166] Therefore, in the case of linear motion (such as in the case of brake pads), it makes sense to talk about force and displacement (or stroke) in conjunction with the transmission ratio. For rotating parts (such as contact cams or actuator motors), we therefore talk about torque and angle. A position can be considered as an angular or linear measurement. In the following, these expressions are used equivalently, i.e., "force" can also mean, for example, high actuator torque. The terms "control" and "adjustment" are also used equivalently, except that the distinction is explicitly stated. Since both rotary and linear motion can occur in EMB, force and torque and / or 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.

[0167] A "stationary part" is fixed (or stationary) relative to the central axis of the motion to be braked, such as the non-rotating part relative to a wheel bearing.

[0168] "Centered position" refers to the position relative to the friction surfaces (e.g., the center), that is, in the case of drum brakes or multi-disc brakes, centered or located at the same distance from the surface areas of the two brake discs. Friction surfaces are surfaces that are normally rotating or moving and are usually without linings; the lining surface areas press against these friction surfaces.

[0169] "Contact pressure" refers to the force used to apply thrust to the brake pads. For example, the maximum contact pressure of a bus front disc brake is 40 kN, and the maximum contact pressure of a truck disc brake is 240 kN. The average contact force or thrust under normal driving conditions is, for example, 1 / 4 to 1 / 3 of the maximum value. The term "normally" is therefore understood to mean the force always applied when intentionally braking, that is, the force that can almost always be expected when intentionally braking. For example, this is equivalent to the force required for a deformation of g / 10. The thrust can be utilized by several friction pairs, such as two friction pairs for a car disc brake, or more friction pairs for, for example, a multi-disc (slat) brake.

[0170] The term "applying" braking is understood as an operation to increase braking effect (starting from no braking effect, where an air gap is advantageously present), while "releasing" is understood as an operation to reduce braking effect until no braking effect remains and until the pads are lifted to achieve the air gap. Braking effect can be considered, for example, braking torque, braking force, or vehicle delay process, but is physically best considered as braking torque. "Holding" and / or "holding range" are understood as a set braking method (e.g., braking torque, actuator position) that is maintained and / or held within the necessary range.

[0171] In this context, "brake actuator" is understood to be an electric brake actuation drive unit, such as an electric motor (preferably BLDC, but others, such as DC or asynchronous motors) or an electromagnet, but other electrical sources, such as piezoelectric. The brake actuator generates at least one lining thrust. Brakes operate via linear and non-linear transmission components, such as gears, cams, ramps, rods, cables, chains, and pressure (in solids, fluids, and gases). Other actuators in the EMB that perform only or meaningfully perform other functions are referred to differently here, although brake actuators can also perform other functions, such as adjustments for wear.

[0172] Several brake actuators may exist, for example, to achieve higher thrust, higher actuation speed, or fail-safety.

[0173] It may also involve at least one spring action, including through additional nonlinear components relative to the spring action. The spring effect can originate from the spring or other forms of stored energy. At least one spring can be actuated or relaxed, fully active or supported, or can change the direction of both supports. Thus, at least one spring can, for example, contribute to the actuation of at least one brake pad, or it can implement the actuation of the brake, for example in the case of a parking brake, or, for example, if the brake should “automatically” switch to an actuated state for safety reasons, for example in the case of a railway brake. The interaction of any number of preferred springs and actuators with the pad thrust is produced only by the summation of all these forces or torques to a correct totality, and thus a reasonable process could be to associate them all with the same conditions for their respective nonlinear components, for example, associating and / or converting all nonlinear components into a uniform actuation measurement or dimension, i.e., for example, actuator angle or pad travel. For example, this spring action can be used to support the brake actuator (“energy swing”), or, for example, to select the non-linear component of a spring-actuated parking brake in such a way that the spring strives for a reasonable full braking effect, and if there is too much air gap, it still has an actuation reserve, and if applicable, acts on wear adjustment, and in the “fully released” state, the “release holding torque” on the actuator becomes so small that spring actuation is safely possible.

[0174] For example, one brake actuator can set or release the parking brake position using a spring, while another brake actuator can apply the service brake when the parking brake position is released. The two can also complement each other, so that in the event of a service brake failure, the parking brake function performs an orderly and / or adjusted alternative to the service brake.

[0175] "Force distribution or torque distribution" (often used and understood here as equivalent) can generate at least two actions from a single actuator action (i.e., primarily a brake actuator). For example, a brake actuator can first perform a wear adjuster action at the start of actuation, and then perform actual lining pressure, rather than wear adjustment, during additional, ongoing actuation. To do this, for example, a planetary gear can first rotate at least one unloaded, smoothly moving wear adjuster screw, and then switch to the output for actual lining pressing pressure when screw load (lining push force) comes into effect. This distribution can be influenced by springs, preload forces, slip clutches or couplings, clearances and tolerances, and can also be affected by switching functions such as electromagnets or direction-dependent switching.

[0176] Therefore, an "air gap" (or total air gap, which consists of the sum of all partial air gaps of each friction pair) is used in the EMB to allow the brake to operate without residual braking torque, or to prevent dragging or clamping of the pads, which would result in overheating or greater braking torque and more heat due to the resulting thermal expansion. Accordingly, brake actuation motion or brake actuator motion (or motion without a significant increase in thrust) occurs in the air gap, followed by motion with increased thrust. Therefore, wear adjustment affects the air gap and / or keeps the air gap within a specified range.

[0177] The "contact point" can be defined as the point where the air gap is overcome, generating initial lining pressure and thus initial braking torque. In practice, this would be the point or area where slight lining pressure or slight braking torque already exists.

[0178] "Spring or spring action" can consist of any preferred spring action and / or elastic device (tension spring or compression spring or other known spring structure shape, pneumatic spring, etc.). However, the term "spring" is also used herein as a collective term encompassing all possibilities for storing and releasing mechanical energy, and can be reasonably applied here, i.e., also as, for example, a magnetic force or a "gas spring." Therefore, in this context, the spring can be replaced, for example, by a magnet with repulsive or attractive forces, or by a rubber component or an elastomer component.

[0179] The term "wear conditioner" and / or wear conditioning device specifically refers to a device that, despite lining wear of, for example, 30 mm and other wear (e.g., brake disc wear up to, for example, 2 mm), maintains a non-linear component within its planned range of motion. For example, preferably, it can be at least one screw, but it can also be the brake actuator itself, where its non-linear component has been designed to allow for this, thus compensating for some or even all of the wear. The wear conditioner can also be a pressure-transmitting process, such as a fluid pressure-transmitting cup-shaped plunger, which, for example, releases fluid supplied for the desired wear conditioning through a slot, or is capable of removing fluid in cases of thermal expansion. Therefore, the wear conditioner can preferably be operated by the brake actuator, but can also be operated differently, for example, manually or not at all (which is advantageous, for example, in cases of low expected wear or possible wear). In practice, mixed variations can also be provided, if applicable, for example, where wear conditioning is necessary but has not yet been implemented, or where wear conditioning is implemented with tolerances involved, i.e., "incorrectly." Such mixed variations can take into account, for example, the portion of the tolerance that has not yet been implemented, or, for example, the portion of the tolerance when the linear motion of the brake actuator is inserted into the brake lining. Assuming wear can only increase, wear regulation typically operates in only one direction, and it can be correlated with a wear model so that only readjustments deemed useful or necessary by the model are implemented. Wear regulation can preferably be divided into two processes: readjustment before establishing normal thrust pressure and readjustment after performing the actuation motion.

[0180] The desired braking effect can be achieved by pressing the brake pads against the friction surface with sufficient force.

[0181] In the case of EMB, the main force is generated by using an electric actuator, such as the torque of a motor.

[0182] Furthermore, one or more springs can be effective in operation. For example, an EMB can be designed as a spring-actuated parking brake or service brake, which is released by an electric actuator in a controlled manner against spring force. Alternatively, the spring can simply serve as a support process to reduce the load on the actuator. The direction of spring action can also be changed, and for example, to support the release of the brake at low actuation and to reduce the load on the actuator at higher actuation, i.e., to provide actuation assistance. Springs act as energy storage. However, energy can also be stored in other ways (e.g., as pressure), so it should generally be said that it is "stored energy" (rather than the spring).

[0183] Due to the entrainment effect between the friction surface and the brake pads, self-amplification or self-monitoring may also develop in brakes.

[0184] When the speed of motion changes, whether it is linear motion or rotational motion, the inertial force of mass comes into play.

[0185] In particular, there are as many as five types of effective forces: pushing force, actuator force, force generated by an accumulator such as a spring, self-amplifying force (enhancing or weakening), and in some cases, force generated by the inertia of mass itself.

[0186] Therefore, the function of the EMB stems from the relationship between the actuator position and / or brake pad position and the resulting thrust. To determine current conditions, it would be advantageous to record a path diagram of the pad thrust, but in the absence of a force sensor, the EMB can only measure the actuator current. However, this can be well translated into actuator torque when the mass inertia effect during acceleration is advantageously calculated, and other values ​​(such as motor rpm and temperature) are considered, and these precise conversion effects are potentially stored for each brake.

[0187] The above process can also be used to control whether the actuation occurs as expected or is displaced and / or offset or twisted during actuation. Offset can occur, particularly when the air gap does not correspond to the expected value (usually due to wear of the brake pads), for example, unconsidered frictional losses may cause deformation.

[0188] Advantageously, the actual curves are force-path diagrams and / or actuator torque-angle diagrams, where the actuator torque is to be determined by the actuator current. Assuming a known nonlinear component, the known progression of the actuator torque must actually be observable, either to infer whether the actual progression deviates from a straight line (corresponding to necessary wear adjustment) or whether the actual progression must be multiplied by a factor to correspond to the expected progression, which thus implies that mechanical losses are higher or lower than expected. Combinations of both effects are also possible.

[0189] Preferably, the clamping force can be calculated from the actuator torque and the linear liner stroke, since of these, the displacement due to wear is most likely to be identifiable. Therefore, by using actual process values, it may be possible to distinguish whether wear readjustment is necessary due to displacement, or how high the mechanical losses are at this moment due to the necessary multiplication. In principle, this can be implemented using statistical methods, which can identify various influencing factors, hoping to identify these factors as causes of certain deviations in the measured values, and all such methods are proposed here.

[0190] If, compared to the hypothetical process, the actual process concludes that the contact point is located at a different position than expected, then the necessity of wear readjustment can be inferred, and this can also be performed. During execution, for example, there is the possibility that the necessary adjustment (i) can be precisely set (if sufficient resolution is possible), can only be performed imprecisely (ii) (in cases of poor resolution, e.g., when only one tooth can advance), (iii) it can only be performed more or less by a machinist within precision tolerances, or (iv) it cannot be fully performed because the brake can only be readjusted, e.g., in a "released state," or only in certain states or movements, e.g., overcoming air gaps or braking of a certain intensity.

[0191] Therefore, the target value of the readjusted setpoint and the actual value of the readjustment can be compared, and any differences produced by them can be used to operate the brake in a state changed by that value for error compensation.

[0192] According to this process, there are therefore two specific wear adjustments: one that actually brings the linings closer together, and the other covered by the brake actuator. The former is typically only capable of braking with no or low clamping force and usually has a coarser resolution than actual brake actuation. Deviations in readjustment (e.g., because too much or too little readjustment has already been done due to the resolution, or because, for example, adjustment is not possible during applied braking) are preferably adjusted using the brake actuator by correcting for deviations in its linear travel.

[0193] The relationship between the two types of wear can change with each application of braking.

[0194] Mechanical losses must also be considered to increase the accuracy of determining the required wear adjustment. On the one hand, this can be done based on theoretical values, but losses can also be estimated by comparing the actuator torque during actuation and the actuator torque during release (relative to the actuation position), and from this estimate, a loss-free value can be, for example, located in the middle.

[0195] Frictional heat development on the brake can also be considered to increase the accuracy of determining the necessary wear readjustment: for example, using a temperature model, it is possible to predict what temperature will be generated at a certain point on the brake due to frictional heat from braking and compare it with the actual temperature (e.g., at the liner carrier, wear adjuster, actuator). Wear readjustment can then be performed to match the actual temperature with a set target temperature, or to match the actual temperatures of the brakes (e.g., left and right brakes) through wear readjustment.

[0196] For example, it is also advantageous to implement a wear model for the lining, which estimates wear by factors such as clamping force, braking torque, speed, and temperature, for example, in the case of aircraft landing, and in cases where wear readjustment is only allowed to be classified as realistic by the model.

[0197] The wear adjuster preferably includes a position stabilizing element that maintains its set position without action, for example, from a screw, which may also advantageously have sufficient friction or be provided with sufficient friction so that it does not automatically change its set position. For example, it may be equipped with a ratchet, thus allowing rotation only in the direction of the previous liner push. If applicable, it may be provided with a ratchet (or even an additional ratchet) that allows such reverse movement when the actuator moves in the opposite direction to the readjustment. There may be several adjusters in an EMB, for example two, i.e., one adjuster per liner, or the adjusters may be different to, for example, compensate for different braking effects of the liner, or there may be a common adjuster per EMB. Readjustment may be provided with defined movement limits, such as end stops or clearance, which only cause readjustment after a certain degree of actuation. Adjustment may include force measuring components or torque measuring components, such as a sliding coupling that allows only a certain readjustment torque. The torque measuring component may also be, for example, an actuator for readjustment, where the torque is determined, for example, by current, so that readjustment is controlled or adjusted.

[0198] Internal shoe brakes almost always have springs installed between the brake shoes or between the brake shoes and a "fixed" component. These are also used in objective nonlinear actuation and can also be advantageously utilized to calibrate actuator current or actuator torque, as they apply a defined force before a load is applied. This is partly to keep the pawl stable even in the non-braking state, and partly, of course, to allow the pads to lift in the non-braking state. Such tension or compression springs can, of course, be used in all other brake designs where the "fixed component" must be artificially created, because, for example, in floating caliper disc brakes, the positions of the inner pads and, for example, the outer pads located on the floating caliper, are offset relative to each other due to wear, so the floating caliper is not "fixed" relative to the disc position. For example, to create a “fixed” position relative to the disc, spring-loaded pins (or several, for example, on both sides) can be “dragged” so that during braking, the end position of the brake pads can be defined in a defined position relative to the pad surface and the disc by a clamping force. In this respect, the end position of the brake pads can be defined in a manner similar to that used for internal shoe brakes, such as an end stop similar to that of a spring brake pad, against which the drum brake pad rests when fully released. This “fixed” position can, of course, be produced by all conceivable brake designs described herein.

[0199] A brake using a spring (“normally closed”) must be kept open most of the time by an electric actuator against the spring force. Therefore, it is required that this be performed with the least possible actuator power; that is, the nonlinear components of the spring and actuator in the “released” state require the smallest possible force on the actuator. For example, a switching inverter (e.g., a voltage inverter) is thus utilized to keep the actuator “released” with the lowest possible input current (to the inverter). When the power is cut off, the EMB enters the “actuated” state, and the sequence of motion may be affected by additional measures, such as braking resistors, electrical controls, or mechanical influences. The minimum “released” holding current will be almost the opposite of the additionally proposed dimensional determination of the nonlinear components for a constant motor torque. Therefore, the reverse of the spring action can be achieved in such a way that, in the “fully released” state, the nonlinear components (e.g., the spring) act in the “released” direction, so the actuator must initiate the actuation process, which is then performed as described above.

[0200] In the "actuated" state, non-linear components can be designed so that the actuator can safely perform relaxation even under the most unfavorable tolerances and incorrect adjustments. Engine performance optimization does not play a significant role here.

[0201] Particularly advantageously, the nonlinear components can also be designed to enable actuation by the actuator in the absence of a brake drum or brake disc (e.g., during assembly).

[0202] The example described above illustrates how the envelope of spring action can achieve a stable position without actuator power. Additional magnets or electromagnets can also maintain the position, combined with advantageously designed non-linear components within the holding region. Several stable positions can also be provided, for example, through recesses or flat points in the actuated cam.

[0203] This stable position allows the service brake to also be used as a parking brake. For example, in a substantially self-opening EMB, a flat spot or recess on the cam can create a locally stable position. The cam or other non-linear component can also have two available actuation directions, one for the service brake and one for the parking brake.

[0204] Therefore, the advantageous shaping of nonlinear components will increase the likelihood of identifying specific points in the actuation process based on the characteristic progression of actuator torque (e.g., the starting position with contact points). This identification can also be performed in conjunction with another position detection (“sensor”), for example, to meet safety requirements.

[0205] Nonlinear components, particularly those used for measuring and / or setting parameters, can also be designed such that a high available torque is present at the actuator during the actuation state at the start of braking, so that the contact point can be detected as well as possible. Advantageously, a certain process of the nonlinear component can also be selected, for example, a lower actuator load in the initial stage to overcome mass inertia, followed by a higher actuator load to detect liner contact.

[0206] Degrees of freedom, such as springs, can be integrated into the actuation motion (caused by an actuator or spring), thus enabling input actuation even when the output actuation motion is hindered by a lack of self-amplification. For example, an actuating spring or actuator might attempt to actuate a stationary EMB, i.e., without self-amplification, but without self-amplification, there might not be enough force to perform the actuation motion. For example, a spring could strive for such actuation on the drive unit side (e.g., on the actuator side), but when the required force is reduced due to self-amplification, this motion can only be performed on the output side. For example, this allows a considerable number of self-amplified EMBs to be "preloaded" into a stationary, ready-to-brake state, and then forced actuated by self-amplification with small initial movements. As described above, the nonlinear components for release make the release process possible even in these cases.

[0207] In the case of self-reinforcing EMBs, especially highly self-reinforcing EMBs, the self-reinforcing nature changes not only due to variations in the coefficient of friction but also due to other changes, such as alterations in the instantaneous effective geometry. For example, in the case of an internal shoe brake, if actuation is performed at the top and wear adjustment at the bottom, the resultant force changes the point of application, thus altering the self-reinforcing component. This can be considered in nonlinear components on the one hand, and in the calculation of braking torque on the other hand, when the thrust and braking torque are inferred from the actuator torque, or vice versa, when the actuator torque is determined for a target braking torque. Similarly, the geometry is preferably designed so that unintended jamming of the EMB due to excessive self-reinforcing is prevented.

[0208] For example, actuators can have an "automotive" temperature range of up to 125°C, for instance, by utilizing varnish-insulated copper wires with a specified temperature range of up to 200°C and magnetic materials suitable for temperatures up to 180°C. This means that the actuator can be operated at lower power at higher (and permissible) temperatures than at lower temperatures.

[0209] When an actuator must apply force for an extended period to maintain a position (or position range), it will heat itself. The resulting heating from prolonged braking (e.g., downhill driving, aircraft landing, etc.) will also reach the actuator. In areas where prolonged self-heating and / or braking heating occur on the actuator, and if the actuator force is reduced by appropriate nonlinear components, particularly those with reduced electrical power requirements, then a smaller or more cost-effective actuator can be used.

[0210] For example, when driving downhill for a long time on a mountain pass, a bus only needs a few hundred Nm of braking torque (for comparison, the full braking torque of the front wheels is about 3000 Nm). Therefore, the torque required at the actuator to maintain braking in this range can be reduced by designing (multiple) non-linear components, while still allowing for higher torque at the actuator in other ranges, to achieve a rapid braking application process overall.

[0211] For aircraft landing, the most significant heat generation will occur during brief periods of heavy-load braking (e.g., takeoff abort). For example, if an actuator temperature of 150°C is permissible, and assuming a brake temperature of 100°C at the actuator position during prolonged braking, then 50°C can now be used for heat dissipation.

[0212] If the brake only receives 50°C at the actuator position during brief braking, then 100°C is still available for heat dissipation. Therefore, in this example, for prolonged braking, the holding torque and the holding current that thus generates a thermal load on the motor should be half of that for brief braking.

[0213] This is the opposite of determining the dimensions of nonlinear components used for constant motor torque.

[0214] If the brake is intensely heated, the friction coefficient of the lining will decrease, requiring a higher thrust. This can make it necessary to significantly increase the thrust, especially for strongly self-excited brakes. Therefore, it is advantageous to design non-linear components that enable this thrust, and / or design non-linear components that enable this in the case of smaller and cheaper actuators, or make this thrust achievable with a spring.

[0215] In this case of brake attenuation compensation, it is advantageous to design nonlinear components, preferably nonlinear components for brake attenuation compensation, especially for self-excited or highly self-excited brakes, such that as the coefficient of friction decreases (usually occurring earlier), a higher actuator position must be available for higher thrust, and thermal expansion should also be advantageously planned, i.e., disc expansion with a lower emergency actuator position or drum expansion with a higher emergency actuator position, so that heat reaches the actuator mounting position during a longer braking period, and a lower actuator torque is used here.

[0216] With the design of this nonlinear component, it becomes meaningful to utilize self-reinforcing and strongly self-reinforcing brakes.

[0217] In the case of drum brakes, the diameter increases as the drum heats up, while in the case of disc brakes, the brake disc expands and the caliper twists due to slower heating. These effects can be utilized or designed so that, in the case of heating that affects the extended time of actuator mounting, the actuator torque decreases or is reduced with a delay as the brake heats up (when, for example, in the case of disc brakes, caliper elongation is delayed in addition to disc elongation).

[0218] Nonlinear components, particularly those for wear readjustment, can be designed to enable wear readjustment even under conditions of wear to be adjusted. This can be performed during normal actuation. For example, if the air gap is too large, more movement than the correct wear readjustment will be required, and this additional movement can be used to actuate the wear adjuster; for instance, the teeth on a toothed pulley can rotate further, thus turning the readjustment screw and preventing it from turning back.

[0219] However, the current air gap correction can also be performed independently of normal brake actuation through its own motion sequence and / or by using a special region of actuator operation and / or nonlinear components.

[0220] In a particularly advantageous embodiment of wear readjustment, a suitable nonlinear component, especially one for overcoming the air gap between the brake pad and the friction surface (particularly the friction pad), initiates rapid pad movement in the air gap. For example, rapid movement (e.g., movement of an end stop on an actuating cam) acquires the process of overcoming the air gap and / or advantageously replaces this process only when overcoming a predetermined gap or predetermined movement, which, for example, corresponds to a desired air gap (i.e., the pad reaches the contact point with this movement value only if, for example, the air gap is precisely and correctly set). From the moment of contact, a considerable amount of measurable contact torque is generated, which can be measured, for example, by an actuator, and / or specified, for example, by a mechanical device, such as a limit.

[0221] When the movement in the air gap is advantageously rapid, torque determination becomes more precise than can be achieved with normal liner thrust. The actual determined contact point is then compared to the expected contact point, thereby triggering desired readjustment, which can be triggered, for example, by additional movement.

[0222] Advantageously, at least one spring can be designed, and areas without spring action can also exist. When this specific movement is triggered, the torque necessary to overcome instantaneous wear can be measured first, then the known spring torque can be measured, followed by the contact point, and finally wear adjustment can be actuated. Since instantaneous wear calibration is detected using a known spring and rapid translation, particularly precise wear readjustment is possible.

[0223] For example, these movements can be performed during normal braking application, either during normal passage through the air gap, or in rotational areas otherwise not used for braking application. These movements can also be separated, for example, determining the contact point during normal braking application and readjusting in other unused rotational directions after braking. Readjustment can also be quantified, i.e., quantified by a certain degree of movement in defined steps or more or less without steps. Such adjustment can theoretically be performed in both directions, but often only in the direction that brings the lining closer to the friction surface. Readjustment can advantageously work with exceptions or rules, and, for example, without adjusting the contact point for temperature-related fluctuations.

[0224] Unfortunately, in practice there is no such clear “point of contact”; it is mostly a soft transition of more or less, where the feed motion requires an increase in feed force. Therefore, it would be advantageous to use appropriate detection for the increased feed force, such as a few points or thresholds on the curve, and, if applicable, corrections such as the instantaneous friction or temperature already estimated above, which can be estimated even better when wear readjustment is performed in both directions.

[0225] A particular advantage is that the brake is pre-positioned in a state that is as definite as possible: for example, the floating caliper can be positioned "anywhere," meaning that the total air gap distribution on the liner is unknown.

[0226] Therefore, it is advantageous to initiate the cleaning process first, such as creating or designing the liner, in order to improve the accuracy of the above process.

[0227] Here, nonlinear components, particularly those for wear readjustment, preferably act in conjunction with wear readjustment along the path from the actuator to the liner push force and, if any, the path of the spring. It is suggested that wear readjustment be derived from one actuator necessary for brake actuation, a second actuator (if present), from two actuators (e.g., when both actuators are in the position for this purpose), or even an additional readjustment actuator; however, additional readjustment actuators incur additional costs for their drive unit, connectors, and controls. For example, a brake actuator can be actuated in a direction not normally used for normal braking for wear readjustment, and, for example, without causing any travel of the brake liner, or, for example, only a certain travel, such as reaching only the contact point. Such wear readjustment is also only possible, for example, when both actuators are in a certain position, so that each actuator can individually utilize that position to calibrate its position measurement, for example, using that position as an end stop. In wear readjustment, limiting functions, such as slip clutches, may be present to prevent excessive wear readjustment, or intentional clearance or tolerance, such that wear readjustment preferably begins only after the clearance or tolerance has been overcome. Friction ratchet or positive ratchet can limit wear readjustment to the direction of "bringing the liner closer to the friction surface," and any other complications of intentional friction or movement can prevent unintentional readjustment (e.g., due to vibration).

[0228] The nonlinear components used for adjustment, particularly those for wear readjustment, can also interact with the nonlinear components used for actuation: for example, it can be ensured that even though wear readjustment may set the air gap between the liner and the friction surface (in the case of brake release) to “no longer have an air gap” in extreme cases, and may even introduce a certain permissible permanent pressure, the nonlinear components used for actuation will still allow the brake to be actuated in this situation.

[0229] At the end of the release motion, another non-linear component can be advantageously used to lift not only the outer liner but also the inner liner away from the disc.

[0230] Drum brakes are almost always equipped with a tension spring that pulls the brake shoes back, partly to lift them off the drum again after braking, and also to hold or guide them together, or to recompress the hydraulic release cylinder. This double-acting hydraulic cylinder can also achieve a "floating" compensating motion to apply pressure to both brake pads.

[0231] This floating compensating motion does not necessarily have to exist in the mechanically pressing liner. However, preferably, the mechanical liner pressure can be mounted here "floatingly," that is, the mechanical deploying body can be mounted in such a way that when braking is applied by the pressing force, the mechanical deploying body is in a centered position and maintains that position, for example, by a (also intentionally supported) friction lock after release. Thus, the released spring is preferentially pulled back close to this centered position and can, for example, have mounted end stops to limit the size of the resulting air gap to a certain size.

[0232] When a tension or compression spring is available to move the liner away from the friction surface, the same principle can be applied to disc brakes with necessary modifications, wherein at least one spring actuates close to the center position (e.g., held by frictional engagement of a spring-loaded pin against a fixed component, and observed during tension application). An end stop can further limit the size of the air gap, resulting in a spring-loaded pin, for example, occupying an elliptical hole in the center position. At least one additional spring achieves liner lifting, and the travel of the slot limits the lifting movement. This can occur, for example, on both sides of a floating caliper, and can affect only the floating caliper or the liner already actuated by the actuator (typically the inner liner).

[0233] Similarly, in multi-disc brakes (bar brakes), an entire chain can be provided to lift the travel limiter and spring to lift and center all the pad carriers, and furthermore, one (or the same) chain lifting the travel limiter and spring can lift and center the disc with friction surfaces, such that all friction surfaces and pad surfaces are lifted away from each other with a defined air gap. This can be applied to all brakes, even when using pressure-transmitted push-button components or wear adjusters. Of course, all of these can be used in place of spring energy for lifting.

[0234] In principle, it might be desirable to always utilize nonlinear components within the same range to advantageously achieve “nearly constant actuator torque,” ​​even under conditions of thermal expansion. However, due to thermal expansion, the wear conditioner must always be adjusted in two directions to achieve a constant contact point and / or air gap, which can lead to considerable wear in the wear conditioner.

[0235] However, the advantage is that the wear regulator does not need to be continuously adjusted or reset, so that the air gap remains constant despite thermal expansion.

[0236] However, this constantly deviates from the actual utilization of the nonlinear component (because friction brakes always generate heat when actuated), which can therefore be adjusted accordingly. Therefore, a “nearly constant actuator torque” is impossible.

[0237] Despite the existence of uncompensated thermal expansion, the fact that the EMB can always be operated is an obvious minimum requirement. Furthermore, it is therefore advantageous to implement all (or some) of the mentioned optimizations to operate at all temperatures, i.e., "holding position" or "detection of contact points" still works despite the existence of thermal expansion (and therefore the range of nonlinear components that do not shift).

[0238] The clamping force of the disc brakes on the front wheels of a bus starts from zero (or slightly below zero if, for example, springs help to release them) and rises to, for example, 40,000 Newtons. This process of force increase can exhibit abrupt changes (e.g., at the point of contact). Non-linear transmission is possible, which correspondingly alters the force ratio sharply and rapidly; however, this can lead to extreme configurations (e.g., cams with pointed tips), causing problems in manufacturing, production, and operation.

[0239] When other mechanical solutions, such as gear pairs with non-constant radii, ball ramps or ball ramps with helical rather than circular ball tracks, or lever alternatives, are mechanically feasible or reasonable for production purposes, they can provide in practice smaller modifications to the EMB transmission ratio than are required to achieve constant actuator torque. Furthermore, possible variations in the transmission ratio are still considered insufficient to produce constant actuator torque when the cam shape should not have too "sharp" a position (i.e., too small a radius of curvature) in order to keep mechanical loads (e.g., line loads, Hertzian stress) within desired limits.

[0240] Therefore, many known nonlinear components can only be used in a very limited way for "constant motor torque". For example, when it is necessary to change the torque transmission ratio of 1:10, the normal distance of a lever of 5 mm must be changed to 50 mm. This requires very good precision within the 5 mm range so as not to position it at, for example, 4 mm, and the process here can hardly be designed but is predetermined by the geometry. For example, when the minimum radius of the off-center gear is 20 mm, then a gear 7 times larger would already have a radius of 140 mm, which also requires space for torsion, and due to the finished teeth, the development from small radius to large radius can only be designed to a very limited extent. Therefore, ball ramps usually have a constant ramp angle, while non-constant ramp spacing can lead to unstable ball positions and / or the ramp angle can only be changed within a certain range.

[0241] Therefore, nonlinear components are preferably designed with good manufacturability or production capacity and mild operation in mind, and, where applicable, excessive changes in the transmission ratio will be prevented. This, if applicable, makes (largely) constant actuator torque impossible. Instead, in all forms of design, the actuator torque profile is preferably designed to produce easily generated and conventional translation curves, such as cams with “soft” curves for advantageous mechanical loading.

[0242] This ability to intentionally limit the transmission ratio can be advantageously combined with, for example, reduced holding torque for prolonged position holding during brake reheating (see above).

[0243] The claim that the actuator should be operated within the maximum mechanical actuator performance range during the actuation process is physically correct. However, here, instead, particular consideration is given to how nonlinear components should be designed when the mechanical actuator power is zero or low. For example, when the actuator position will be held (approximately), the product of the angular velocity and the actuator torque is zero or low, and therefore preferably very far from the maximum mechanical actuator performance range.

[0244] The actuator load increases with actuation.

[0245] In the case of electromagnetic actuation, it is very advantageous to adjust the electromagnetic actuator when it utilizes a current that increases with the actuation stroke. This can be achieved, for example, by increasing the actuation force with the actuation stroke.

[0246] For example, when the liner contacts the friction surface, the fastest possible movement can be expected to provide a better detectable actuator torque for measurement. However, if the actuator torque becomes too large for actuation due to improper adjustment or some other deviation (such as thermal expansion), the nonlinear component may become ineffective and be replaced by a slower nonlinear component, for example, by allowing the initial nonlinear component to achieve this additional rotational movement of the actuator when the spring force is exceeded, thus making the slower nonlinear component effective. This can be compared to the effectiveness of additional automatic shifting, which is additionally effective for changing the transmission ratio of the nonlinear component. For example, this could be designed so that two cams are actuated, where the normally steeper cam actuates first, but the steeper cam is spring-driven, and if the torque is too large, it can be left in place to allow the flatter cam to actuate. This could also be applied to screws, for example, where the faster screw actuates first, and the slower screw takes over when its driving torque is exceeded. There can also be more than two such passes from one drive unit to another, and each drive unit can be linear or non-linear, and each drive unit can be specifically affected, for example, by being prevented from returning via a ratchet.

[0247] This method can also be used when only one nonlinear component exists. For example, in the case of a self-excited brake, the driving torque is insufficient to achieve the desired actuation motion when stationary. In this case, this degree of freedom will be built in (e.g., a spring), which can be used to perform actuation up to the desired position. However, the nonlinear component can only perform actuation when the torque of the nonlinear drive unit is reduced, such as when the motion begins to amplify itself.

[0248] These points are not considered interdependent; that is, any one of them can be applied without considering the other points, and without considering whether the other points were thought of before or after.

[0249] If applicable, the present invention relates to an electrically actuated friction brake having at least one transmission ratio that varies during actuation, whereby a range of particular requirements will determine the dominant nonlinear component therein, and mechanical or pressure-transmitting intermediate components are also possible.

[0250] If applicable, the present invention relates to an electrically actuated brake having at least one transmission ratio that varies with actuation motion and having at least one wear readjustment, wherein a mechanical or pressure-transmitting intermediate member is also possible.

[0251] If applicable, the present invention may relate to an electromechanical brake having at least one variable transmission ratio during actuation and various functions during actuation, wherein a mechanical or pressure-transmitting intermediate member is also possible.

[0252] If applicable, one or more of the following features and combinations thereof may be optionally provided in this invention:

[0253] A possible advantageous embodiment is not to operate the brake actuator at the highest possible mechanical actuator power or constant actuator torque at the fastest possible actuation, but to operate the brake actuator at at least one operating point or operating range that is specifically required to deviate from this, such as important operating conditions at zero or near-zero output power of the actuator, when, for example, the actuator position or actuator position range should be maintained and its size should be minimized, such as the current used in the process or the thermal load of the actuator;

[0254] Considering vehicle behavior, i.e., which is not provided in the nonlinear components, how quickly braking torque can be built up at maximum and faster actuation and at which wheels, it is concluded that the brake actuator follows this requirement in the region and does not operate under any other optimal conditions, such as maximum power.

[0255] The electronics used for actuator operation primarily reduce electrical energy consumption (e.g., current consumption) during holding a position or position range so that holding can only be achieved, and for this purpose, position measurement, position setting (e.g., switching), or time setting is used until the position is reached (and reduced after the time setting), or only a minimum current is used, due to regulating characteristics preventing changes in motor angle within a certain range, and non-linear components in that position or position range (e.g., from spring actuation and actuator actuation and / or release by actuator) are preferably designed to minimize actuator torque here;

[0256] Nonlinear components are designed in such a way that short-term, medium-term, and long-term power supply to the vehicle is considered, for example, the safety characteristic curves, which enable considerable overcurrent in the short term but only temperature-dependent current close to the rated current in the long term (e.g., maintaining position or position range), and, where applicable, EMBs are coordinated with each other in such a way that, for example, only the most necessary operation is possible at very low current, or the EMBs adapt their actuation behavior to each other and to the available current, and this adaptation is performed in the same way for different power supplies or adapted to the respective power supplies, such as considering, for example, a backup power supply with a lower current delivery capability;

[0257] Nonlinear components for several brakes are coordinated with each other in a way that produces an overall advantage. For example, the brakes considered most important for rapid full braking (e.g., the front wheel brakes) are given priority in establishing braking effect, and for this purpose, less important brakes are optimized for other advantages (e.g., they require less current in this state so that they can be used for more important brakes), and the individual nonlinear components (also, for example, in certain ranges) are thus designed, for example, to be optimized as a whole, which may also take into account changes in conditions, such as heating or the current wheel load distribution.

[0258] Nonlinear components relative to slow braking actuator movement or no braking actuator movement and / or nonlinear components relative to fast braking actuator movement, such as ABS oscillations or oscillating ESP operation of at least one EMB on a vehicle, are designed relative to available power supplies and fuses, and / or fast braking actuator movement is reduced, making nonlinear components and power supplies possible, and / or these oscillations are replaced by less oscillating operation, such as braking with optimal slip; in "braking with optimal slip," for example by utilizing changes in wheel speed, combined with modulation of wheel braking effect, to improve the transmission of road grip is identified;

[0259] Internal adjustments for EMB brake actuators prevent high current spikes, which are unlikely to provide any gain in operating time, for example by preventing rapid changes in actuator speed, and by limiting currents caused by short-circuit behavior, such as the current from the full current supply of a stationary, slowly operating, or even unevenly operating brake actuator. For this purpose, the actuator angle step can also be specified in such a way that the actuator can achieve the actuator angle step using a current considered reasonable.

[0260] In the case of several brakes, the brakes are actuated individually (or individually or in groups) in a manner that produces a favorable total energy consumption, such that, for example, there is a very slight delay so as not to cause individual mass inertial loads to act simultaneously during actuator acceleration, or, for example, in the case of ABS actuation and release and these oscillations, not to cause these states to adversely overlap or even compensate for each other, such that, for example, the release brake overlaps with the actuation brake.

[0261] The nonlinear component was initially designed to make a large amount of brake actuator torque available for acceleration. Then, considering the extent to which the mechanical execution of this nonlinear component allows this, the nonlinear component was modified to achieve a high liner movement speed.

[0262] The operating range of the nonlinear component is altered (e.g., due to unadjusted wear) or it changes (e.g., due to wear, temperature);

[0263] During braking or release, nonlinear components are altered, for example by changing the behavior of linear or nonlinear transmissions relative to each other at the operating point or range, with regard to, for example, application-dependent or force-dependent, a nonlinear component is initially applied and then another subsequent nonlinear component is altered, for example, a steeper ball ramp is initially rotated and then a flatter ball ramp is rotated.

[0264] In an advantageous version, at least one nonlinear component is not fixed during the design process, production, or manufacturing, but can be adjusted during operation or during actuation or disengagement, or it can be altered itself, or the geometry of at least one nonlinear component changes during operation (adjusting cam) and is not unequivocally predetermined, and when the drive torque of the nonlinear component increases, for example by retraction (against, for example, a spring, slip or coupling clutch or other force specification or torque input), it changes to once again enable the transmission ratio of the output motion (e.g., by using a flatter portion of the cam or, for example, a more advantageous value of the normal distance of the lever). The nonlinear component that changes during operation can also be electrical, for example, by weakening the magnetic field, changing the voltage, switching from, for example, poles or windings, and / or intentionally changing the actuation speed, for example, to allow for a lower available power supply voltage or to save current;

[0265] The upper surface of the cam is made of a sheet, rod, bar, or wire (with a rectangular or circular cross-section, for example) with suitable hardness and roughness to save costs, and the cam surface can also be used as an elastic cam surface. In addition, the cam surface can also be selectively deformed under force by additional elastic elements and clamping or support points to actively affect the camber and stroke, thereby selectively changing the nonlinear components and / or correspondingly, the surface itself has little or no spring behavior, and the spring behavior originates from the support of the central part, and preload can also be introduced;

[0266] Utilizing ball bearing ramps with spiral paths and / or non-constant inclines;

[0267] In the case of ball ramps arranged one after another, one ball ramp is turned first (e.g., the ball ramp with the maximum slope), and the turning of the next ball ramp begins only after a certain turn or a certain torsional torque (or another standard) has been performed, and this is propagated to other ball ramps arranged one after another, if applicable.

[0268] Two positions or angles are determined: for the actuator (i.e., precisely), for example given by the actuator (e.g., Hall effect), or for the stored actuator and push position (e.g., determined on a cam, ball ramp, or adjustable cam or ball ramp), and thus the adjustment state can be determined. Wear adjustment also operates through a mechanically or pressure-transmitted intermediate element, which advantageously also operates in conjunction with a brake actuator (or an interacting brake actuator) that draws energy directly from an electric current or temporarily stores electrical energy in a resiliently acting component and utilizes it during wear adjustment.

[0269] Wear adjustment originates from the rotational motion of a cam, ball ramp, or lever driven directly or indirectly, and is actuated, for example, by intentional clearance or tolerance (to a preset air gap size) and advantageously by force or torque limitation.

[0270] Wear adjustment consists of mechanical components (such as screws) or pressure transmission components (such as hydraulic devices).

[0271] Wear adjustment maintains a stable position through intentional friction (such as springs, retaining springs) or other position holding (such as magnets).

[0272] Wear adjustment is made in only one direction (e.g., by at least one ratchet or ratchet action, such as a retaining spring), and wear adjustment can be advantageously reset manually or otherwise when the liner is replaced.

[0273] Wear adjustment adjusts the force (torque) at the expected contact point for insufficient or excessive pushing motion and / or remark and performs subsequent adjustments, thereby these conditions can be mechanically specified by measuring or detecting torque, force, switching conditions or measured values ​​on the brake actuator (e.g., position, torque, current, voltage), and the process can also take temperature into account.

[0274] The values ​​of brake actuator torque and brake actuator angle (or thrust and contact stroke), or similar expressions, are determined during operation and compared with stored values. Advantageously, the same values ​​are also determined and compared during release, and necessary wear adjustment is inferred from the deviation between the determined and stored values, and this is performed, if applicable, or marked as performed. Conditions, such as known, determined, hypothetical, or estimated temperatures, are also included in the determination and / or utilization of the stored values. Wear, particularly advantageously, the comparison of values ​​under actuation and release conditions, provides a good picture of the position of instantaneous value pairs relative to stored value pairs, and this is especially advantageous for determining wear.

[0275] Wear adjustment values ​​or wear compensation values ​​that have not yet been adjusted (or cannot be adjusted) represent, for example, wear adjustments considered necessary, such as wear adjustments yet to be performed, wear adjustments that have not yet been performed, wear adjustments that are simply impossible to perform, and / or also represent statistical reports on how important or possible, or otherwise, these values ​​are evaluated. Preferably, for example, wear that has not yet been adjusted or cannot be adjusted can be considered as having been adjusted by shifting the operating range linearly related to the movement of the liner, thereby achieving in principle the same or similar effect as other wear adjustments, and the non-linear components are designed such that the shifted operating range is also possible and / or possible to a limited extent.

[0276] Wear adjustment is generated by the brake actuator or by an additional adjustment device (which can also be adjusted manually or without an additional adjustment device), when it is recognized or assumed that little or no adjustment is made, or when the brake actuator is intentionally operated in an adjustment manner at least once, or even several times after, for example, the braking operation has been completed.

[0277] The adjustment passes quickly through the air gap region to easily detect small liner contact forces (e.g., with a brake actuator) and can trigger adjustment for additional movement, and has intentional clearance or tolerance so that adjustment or movement is not triggered when the air gap is correct. The wear adjuster has available holding functions (e.g., friction) that prevent unintentional adjustment (e.g., by vibration) and can have a unidirectional function that allows adjustment only in one direction, which can preferably be returned to the initial state when the liner is replaced, or advantageously return to the initial state on its own when the liner is replaced, and / or detect necessary wear adjustment when it cannot be actuated, and the necessary adjustment can be "noticed" (e.g., by the action of a tensioned spring) until the wear adjuster can readjust it, for example, it is thus relieved.

[0278] The transmission ratio, which can be altered by the actuation motion, can be designed in such a way that partial or complete wear adjustment can be performed by the brake actuator, thereby providing a controllable position for the brake actuator, which is offset by the necessary wear adjustment (and advantageous designs are also possible in this regard, if applicable).

[0279] Force and / or torque distribution can direct actuator action to at least two distinct determinations. For example, a brake actuator may first be actuated by wear adjustment via, for example, planetary gears or slip clutches, and then subsequently by, for example, liner thrust.

[0280] Wear adjustment is determined by measurements on the brake actuator, which advantageously utilizes calibrations such as springs, and preferably uses a lossless condition as the midpoint between actuation and release.

[0281] When the contact thrust is withdrawn, the spring separates the disc and / or supports the release of the brake by an air gap. The device may also generate an air gap for the first friction pair, for example, by a spring-loaded pin that holds the friction pair in its instantaneous position. The first air gap is generated by, for example, the spring to the spring-loaded pin, and all energy may be generated differently than through the spring.

[0282] In the case of multi-disc brakes, a release spring located between the fixed disc and / or rotating disc supports the lifting of the brake pads, and advantageously, the travel limit also restricts the currently permissible lifting movement.

[0283] The model temperature and thermal expansion are preferably formed by taking into account braking capacity, cooling by air and / or blackbody radiation, heat capacity, and at least one thermal resistance, or by taking into account only at least one of these values ​​(or by using at least one value that describes a similar effect).

[0284] It also additionally or alternatively stores certain processes for determining these values ​​(which may also take into account influencing factors), such as aircraft landing processes under the influence of, for example, weight and / or speed, or motor vehicle braking under the consideration of, for example, speed (e.g., braking start and end), air temperature, dry or wet rain (and, for example, intensity).

[0285] These determined values ​​are considered in the braking control system and / or adjustment, for example, to improve braking performance or the accuracy of wear conditioning and / or wear models, to determine the position (or permissible position range) of the brake actuator, to compare the measured temperature with these determined temperatures, and to draw conclusions from them, such as whether additional water spray or air cooling the brakes, whether the braking performance on one or different wheels is classified as corresponding to the desired one, or to form a correction for deviations.

[0286] Wear conditioning compares temperature measurements (also via heat pipes, such as infrared) with model temperatures and performs wear conditioning if there is a discrepancy.

[0287] Wear regulation also utilizes at least one force sensor and incorporates it into multiple decision-making algorithms.

[0288] Wear conditioning incorporates various measurements, such as those of actuators, temperature, and force.

[0289] A portion of the thrust is applied at an approximately constant transmission ratio or a transmission ratio that takes into account the stiffness changes of the brake during wear, and this element is used to perform wear regulation and modifiable transmission in the direction toward the actuator.

[0290] The varying transmission ratio during actuation allows for partial or complete wear adjustment via the brake actuator, thus presetting the position of the brake actuator to be offset by the necessary wear adjustment. For example, the EMB can also operate without wear adjustment or with manually performed wear adjustment.

[0291] The EMB is controlled by the instantaneous stiffness characteristic curve, where, for example, the position specification is determined at the required thrust, or, for example, nonlinear components and, if applicable, spring effects are considered, the required thrust is determined by setting the actuator torque to the required level.

[0292] Eliminate errors, malfunctions, or failures in measurements, such as estimating instantaneous losses, or periodically detecting changes in brake disc thickness, or eliminating other inaccuracies in drum or rail measurements, or superimposed oscillations in force or torque measurements, or eliminating states of brake control signals that are useless to braking (e.g., detecting attempts to close a circuit, or detecting voltage deviations from the ground reference, or changes in the power supply voltage).

[0293] The force-displacement characteristics are measured in the air gap, thus allowing for the inference of the air gap spring's effectiveness (e.g., whether the floating caliper is stuck or the disc is released), thereby improving contact point detection. The EMB is positioned above the instantaneous expected energy for a given thrust, or the energy range is maintained, and / or when the brake position is changed (e.g., when actuated), the energy (or a value describing the same thing) is measured, for example, when the brake position is changed (e.g., when actuated, for example, by multiplying the actuator torque by the actuator angle), and actuation is performed until the expected energy, or the expected energy within the energy range limits actuation to an permissible value, and preferably includes the expected energy with respect to the current state of the brake.

[0294] By utilizing the position control brake actuator with the necessary wear-adjusted offset, deviations from stiffness characteristics (force-displacement behavior) are immediately corrected.

[0295] Force sensors measure the carrying or pushing force and preferably compare it to a set value, for example, in the control of actual values; the control is preferably electronic, but can also be achieved through mechanical comparison. Instead of measuring force, force measurement can also be performed at, for example, at at least one point; for example, if the liner carrier force exceeds a certain value resisting the spring force, a switch can be activated, thus generating a small braking torque. Therefore, for example, the air gap can be inferred, and using the (preferably instantaneous) stiffness characteristic curve, more precise braking can be performed with knowledge of the onset of braking torque.

[0296] Analog or digital filters also have higher orders or higher pole numbers in the input signal (PWM, analog) or force measurement signal or torque measurement signal, for example, to suppress failures and / or exceed the average value or smooth the value, where the low-pass filter can also interact with an additional high-pass filter to reduce time delay, similar to a "compensating voltage divider".

[0297] Pre-learning systems or systems with learning capabilities (e.g., deep learning, neural networks) or correction systems (e.g., fuzzy logic, models in microprocessors) have been improved before operation or processed during operation and combined with other data, such as from other brakes, temperature, etc., to improve behavior, such as improving the accuracy of braking torque control or using it entirely for operation control.

[0298] A brake actuator (e.g., BLDC, synchronous or asynchronous motor, DC motor, electromagnet, piezoelectric or existing electric machine, such as a hub motor or hub generator) actuates a brake or at least two of a group of brakes (e.g., an axle).

[0299] There is a second actuator motor that actuates at least one parking brake position or moves against the actuation spring. The second actuator motor can also be used as a service brake (or for safety reasons) and / or cooperate with the first actuator to perform wear adjustment (if applicable). The second actuator uses the same actuation mechanism as the first actuator, either wholly, partially or not, and the second actuator also actuates at least two brakes belonging to a group, for example, on a single shaft.

[0300] The wear model also supports wear adjustment.

[0301] Wear measurements are also performed.

[0302] Brakes utilize springs to support release and / or actuation, which can also be achieved through variable or constant transmission.

[0303] It is a drum brake, disc brake, multi-disc brake, or other brake for any preferred motion, as a self-reinforcing or non-self-reinforcing parking brake, which also utilizes the spring effect, for example, for actuation, and when self-reinforcing, for example, does not work when stationary, it also allows actuation via, for example, a spring-loaded intermediate component, and when the brake does not receive any electrical energy, it can present two or more positions, wherein at least one position is held or reached, and the position can be maintained even when the holding current decreases.

[0304] In the event of a possible position held without electrical power, the brake must be supplied with electrical power so that it can modify its position, and the release speed or actuation speed is, is, or can be controlled or limited (e.g., by reducing motor speed through at least one resistor or short circuit or mechanical, hydraulic, or pneumatic speed influence, by applying current or voltage, or by electronic actuator control), and this speed limit is used for comfortable start-up or stopping, or also for material protection.

[0305] The parking brake is also released by the brake actuator within a predetermined time range. The brake actuator is initially allowed (time or position control) to have a higher torque, and it can also be so good that the brake actuator can handle abnormal conditions, such as too large an air gap or, for example, being disassembled (still without friction surfaces, for example, there are currently no friction surfaces such as discs or drums), and when the time or a certain welding position or range provided for this purpose is reached, the actuator is modified to a lower welding holding current (e.g., using a low-loss controller), and the electrical components necessary for this purpose are single, or, for example, wholly or partially multiple for safety reasons, and advantageously, there can also be several different, wholly or partially independent power sources.

[0306] The parking brake can be monostable, for example, able to enter an actuated state without the application of electrical energy; it can be bistable, for example, able to remain in an actuated or released state without the application of electrical energy; and it can even have more stable states. In advantageous versions, in addition to the monostable embodiment, the parking brake needs to provide, for example, electrical energy or some other release to enable state modification. The parking brake can be modified to other stable forms in a simple manner (e.g., simply by removing a component such as a screw), for example, from a monostable form to, for example, a bistable form when the end stop screw is removed.

[0307] It is a drum brake, disc brake, multi-disc brake, or other brake for any motion, as a self-amplifying or non-self-amplifying service brake, which also utilizes the spring effect, and can also be actuated by, for example, an elastic intermediate component if the self-amplification is not working when stationary.

[0308] The brake combines parking brake and service brake functions in one brake, and the functions can be modified, for example, to simulate parking brake function for buses at a bus stop, where service brake is applied to the extent necessary so that parking brake, for example, is not applied at each bus stop.

[0309] At least one brake also performs a special function, such as anti-theft, steering or steering support for a vehicle (e.g., a tractor or tracked vehicle) or aircraft, or a trailer (e.g., as a maneuvering aid for the trailer), steering in the event of actual steering failure, wheel holding for tire changing, or intentional (possibly temporary) blocking or braking of at least one wheel, for example, to form a "snow wedge." Examples include actual steering, wheel holding for, for example, tire changing, intentional (possibly temporary) blocking or braking of at least one wheel, for example, to form a "snow wedge," or any other useful feature, such as facilitating downhill driving, removing, for example, water from the brake disc, removing, for example, rust, for example, performing test operations for safety reasons, comparing (also intentionally, preferably slightly) braking operations, or modifying braking operations for measurement purposes, such as comparing a hypothetical braking torque with known or known effects by determining the impact on, for example, an electric motor or other vehicle drive motor.

[0310] Vehicles (e.g., buses, commercial vehicles, trucks, agricultural vehicles, bicycles, motorized bicycles, motorcycles and their accessories), aircraft (e.g., wheel brakes, propeller brakes), machines (e.g., driving simulators or flight simulators, moving machine parts, elevators, lifting devices, wind turbine blades or ship propellers) or other linearly moving, rotating or otherwise moving parts have relative motion that will be braked when they are equipped with the brake.

[0311] The brake is directly attached (if applicable, via a connecting component such as a heat-insulating element) to a rotating or stationary part of an electrical machine such as a motor or generator. For example, a brake drum is attached via a heat-insulating element to the rotating part of a fixed hub motor, which may or may not have an internal transmission unit.

[0312] Additional non-electric actuation may function on at least one actuating component, such as a mechanical handbrake function or for reaching a position required for assembly or other processing, or as an emergency function (e.g., mechanical or pressure actuation) in the event of failure of the EMB used for release and / or actuation.

[0313] This pressure is applied (also non-linearly) via levers or pushing components (or multiple pressures applied via distribution, branching, "shearing"), preferably utilizing pressed-in hard, hardened, and / or wear-resistant needles, rollers, or other prefabricated components, which are then inserted or connected (e.g., welded, threaded, clamped, plugged) to the pushing components, or corresponding components of these components are inserted or connected (e.g., welded, threaded, clamped, plugged, inserted), and these components are preferably hard, hardened, or wear-resistant. For example, height error can be used to follow the deformation of the brake during actuation or release. However, height error can also be harmless within existing clearance.

[0314] The thrust in the brake caliper is applied as close as possible to the liner surface to prevent long distances and large dimensions of the load-bearing material.

[0315] The bearing capacity is calculated based on the average value of the lining or the sum or integral of the driving forces of many parts, and the total bearing capacity of the lining is the pushing force on at least one additional lining, which in turn causes the additional bearing capacity of that lining or the sum and / or integral of the driving forces of many parts that form the total bearing capacity (braking force), taking into account the number of friction surfaces, i.e., whether it is two friction surfaces being pushed as is the case in a conventional disc brake, or several friction surfaces being pushed as is the case in a multi-disc brake, for example.

[0316] The carrying force and the instantaneously known coefficient of friction can determine the average total deformation force, which also corresponds to the average total thrust force. This average total thrust force is either applied directly or applied in part and then multiplied by an instantaneous auto-amplification to reach the total thrust force.

[0317] All or part of the control electronics, whether analog or digital, are entirely or partially located on or within the EMB, or entirely or partially located outside the EMB, or one electronics may operate several, such as two EMBs for an axle. More advanced attributes, such as vehicle stability, are located in or outside the braking electronics, or the electronics may be multiple, either entirely or partially (e.g., for safety reasons), or one electronics may take over the function or control of another. The electronics may interact with the existing environment or surroundings, for example, by being equipped with sensors or values, or by communicating values ​​to the vehicle or driver, for example, via a bus system or wirelessly (e.g., radio, Wi-Fi, Bluetooth, telephone networks).

[0318] Vehicle stability functions, such as ABS, ESC, sway control, hill-start assist, or a "hybrid" system with another brake (e.g., regenerative braking), are integrated into these braking electronics. Rapid braking torque modification is preferably performed via a fast-response brake (e.g., regenerative braking). Tires preferably operate within a range of good grip (rather than release and actuation). Vehicle stability is continuously considered, and these EMBs are controlled accordingly, rather than waiting until the vehicle requires stability action. Slight modulation (preferably using an electric motor or generator) is performed to detect improved traction. Regenerative braking energy is consumed using electrical loads in the vehicle, or regenerative energy generation is intentionally operated at lower efficiency to provide more regenerative braking.

[0319] During actuation, particularly during rapid or as fast braking, wheel slip or other indicators of over-braking (e.g., wheel speed reduction or lock-up) are thus used to prevent such suboptimal conditions by allowing only brake actuator positions (or other braking action settings) that can prevent them. If the suboptimal condition is not prevented, the brake can be adjusted back to the point prior to the suboptimal condition, and the braking effect can be increased again in the process described above. In particular, a predictive method can be involved that classifies impending suboptimal conditions as possible based on, for example, wheel slip, wheel speed modifications, and thereby increases the braking effect only in ways that prevent such conditions. For example, the brake actuator control system classified as optimal can also be stored, and the stored values ​​will then be used for brake adjustment, where the values ​​can also be, for example, condition-related, such as temperature-related, or for, for example, asphalt, snow, ice, etc.

[0320] The measured or estimated braking effect (and / or other data, such as temperature, brake actuator current, torque and position, error messages) can be made externally available, and, where applicable, its functionality can be realized externally, for example, starting with a "hill hold," where the detected braking torque is observed externally and reacts to specific values ​​and / or modifications. For example, when the braking torque decreases during start-up (e.g., engagement of the vehicle's clutch) and the brakes are released, this is considered a favorable start-up condition to achieve a bump-free start that minimizes unintentional forward or backward roll.

[0321] Thus, during this starting process, the braking and driving effects (e.g., braking torque, driving torque) are advantageously modulated to each other; for example, the starting torque is increased, and the braking torque is adjusted to minimize or eliminate unintentional forward or backward rolling. Similarly, the braking effect can also be intentionally induced, for example, to continuously "pull" the torque converter of an automatic transmission, for example.

[0322] The braking effect of the wheels is inferred from the total vehicle deceleration (which can be measured and / or derived from the wheel speed revolutions) and the corresponding wheel slip (e.g., the deviation from the total vehicle speed, which is formed, for example, by taking deceleration into account), and then compared with a model, resulting in corrections (and, if applicable, stored and reused) to bring the wheel braking effect closer to the model, and thus achieve a more uniform braking effect for all wheels. In the case of heavy braking on one side of the vehicle or aircraft, this results in yaw torque, and it is reduced (also depending on time and circumstances) to the permissible yaw torque by lighter braking on one side, or by implementing other yaw torque reduction measures individually or additionally, such as steering or rudder intervention or other braking effect adjustments, such as thrust reversal, propeller blade position, engine status (e.g., power, rpm, or speed).

[0323] The rate of increase and / or change in speed of undesirable conditions caused by braking (e.g., yaw, roll, side-climb) is slowed so that the pilot, operator, or such automatic system can control or compensate for the condition.

[0324] With this type of brake, the wheel slip indicating suboptimal road contact or another amplitude is adjusted as much as possible, resulting in a reduction in braking distance or an increase in vehicle stability or the stability of the entire vehicle convoy, i.e., as close as possible and consistently within the range of optimal slip or, for example, optimal corresponding wheel speed, and this process is carried out consistently, so that ESC or ABS is continuously and actively monitored, rather than intervening only when the vehicle becomes unstable.

[0325] In the event of a trailer tilt, at least one trailer wheel is braked to reduce the tilt, or multiple trailer wheels are braked for this purpose.

[0326] The mechanical design of EMB and electronic components is suited to the required environment, such as waterproofing, including wading depths for automotive use, and the components have appropriate resistance, such as resistance to salt water corrosion and / or waterproof plug-in connections.

[0327] Additional features according to the invention may be derived from the description of the examples, embodiments, and drawings, if applicable.

[0328] The invention will now be further explained by way of exemplary, non-exclusive and / or non-limiting embodiments. Attached Figure Description

[0329] Figure 1 is a cross-sectional perspective view of the electromechanical brake according to an embodiment of the present invention.

[0330] Figures 201-203 show exemplary components of an electromechanical brake according to an embodiment of the present invention.

[0331] Figures 301-304 illustrate various configurations of the multi-disc brake according to embodiments of the present invention.

[0332] Figure 4 shows an exemplary component of the electromechanical brake according to an embodiment of the present invention.

[0333] Figures 501-504 illustrate various configurations of the spring-actuated nonlinear electromechanical brake according to embodiments of the present invention.

[0334] Figures 601-606 illustrate various configurations of the floating caliper disc brake according to embodiments of the present invention.

[0335] Figures 701-705 illustrate various configurations of the unfolded body according to embodiments of the present invention.

[0336] Figure 8 and Figure 801 An exemplary electromechanical brake according to an embodiment of the present invention is shown.

[0337] Figure 9 shows an exemplary component of an electromechanical brake according to an embodiment of the present invention.

[0338] Figures 1001-1002 show exemplary components of an electromechanical brake according to an embodiment of the present invention;

[0339] Figure 11 illustrates the operation of the various components of the electromechanical brake according to an embodiment of the present invention.

[0340] Figure 12 illustrates the operation of the various components of the electromechanical brake according to an embodiment of the present invention.

[0341] Figure 13 illustrates the operation of the various components of the electromechanical brake according to an embodiment of the present invention.

[0342] Figures 1401-1404 illustrate the operation of the various components of the electromechanical brake according to an embodiment of the present invention.

[0343] Figure 15 shows an exemplary component of an electromechanical brake according to an embodiment of the present invention.

[0344] Figure 16 shows an exemplary component of an electromechanical brake according to an embodiment of the present invention.

[0345] Figure 17 illustrates an exemplary effect of the braking actuator torque according to an embodiment of the present invention.

[0346] Figure 18 illustrates an exemplary effect of the liner state according to an embodiment of the present invention.

[0347] Figure 19 shows an exemplary component of an electromechanical brake according to an embodiment of the present invention.

[0348] Figure 20 shows an exemplary component of an electromechanical brake according to an embodiment of the present invention.

[0349] Figures 2101-2102 show exemplary components of an electromechanical brake according to an embodiment of the present invention.

[0350] Figure 22 shows an exemplary component of an electromechanical brake according to an embodiment of the present invention.

[0351] Figures 2301-2302 show exemplary components of an electromechanical brake according to an embodiment of the present invention.

[0352] Figure 24 shows an exemplary component of an electromechanical brake according to an embodiment of the present invention.

[0353] Figure 25 illustrates the operation of the various components of the braking device according to an embodiment of the present invention.

[0354] Figure 26 illustrates the operation of the various components of the electromechanical brake according to an embodiment of the present invention.

[0355] Figure 27 shows an aircraft landing gear for use with an electromechanical brake according to an embodiment of the present invention.

[0356] Unless otherwise specified, the reference numerals correspond to the following parts:

[0357] Brake 01, Brake disc 011, Brake drum 012, Floating caliper 013, Housing 014, Wear 016, Wear adjustment 02, Spring for wear adjustment 021, Adjusting screw 022, Slip clutch 023, Clamping spring 024, Carrier 025, Gear 026, Non-linear component 03, Ball bearing ramp 031, Actuating cam 032, Roller for it 033, Cam rotation shaft 034, Adjustable cam 035, Rotary shaft cam adjustment 036 Deformable cam 037, clamping point 038, actuator 04, motor 041, actuation spring 042, motor electronics 043, braking torque control 044, transmission unit 045, calibration spring 046, parking drive unit 047, parking brake spring 048, calibration spring characteristics 049, thrust force 05, unfolding component 051, unfolding component drive unit 052, non-braking position 053, braking position 054, thrust force measurement value 055, S-cam056. Deployment component pivot; 057. Friction pair; 06. Stator disk; 061. Rotor disk; 062. Brake lining; 063. Load capacity measurement value; 064. Load capacity control; 065. Roller for brake shoe; 066. Brake shoe; 067. Air gap; 068. Brake shoe support; 069. Spring for air gap generation; 07. Stator spring; 071. Rotor spring; 072. Stroke limiter; 073. Caliper sliding spring; 074. Sliding support; 075. Wear adjustment actuator; 08. Braking area; 081. Non-braking area; 082. Solid. Fixed components such as wheel support components 09, a certain static friction force 091, initial position 092, braking position 093, carrier 094, vehicle dynamic control 10, signals in electronic and electrical systems 101, signals from electronic and electrical systems 102, vehicle data 103, self-generated signals 104, braking function 105 (also mechanical), area on curve 11, linerless travel 111, start of wear adjustment and / or spring 112, actual rotational movement in wear adjustment 113, actual rotational movement in wear adjustment and / or slip clutch or coupling, and so on. 114. Increased torque in one step; 115. Fully implemented wear adjustment and / or end stop; 116. Liner movement + at least one spring action; 117. Liner movement + possible wear adjustment; 118. Larger air gap; 119. Smaller air gap; 12. Hub motor; 121. Wheel bearing; 122. Axle; 123. Rotating component (magnet...); 124. Stationary component (coil...); 125. Assembly plate for drum brake component (among others); 126. Connecting cable for hub motor or generator; 17. Connecting cable for EMB. 27. Drum Mount 128. Heat Insulation 129. Wheel 1301-1308. Initial Braking 1401. Sudden Slip Increase 1402. First Local Slip Maximum Value 1403. First Corrected Slip. Sudden Wheel Adhesion Decrease 1405. Second Local Slip Maximum Value 1406. Second Corrected Slip 1407. Sudden Wheel Adhesion Increase 1408. Slow Wheel Adhesion Increase 1409. Insufficient Slip 1410. Braking Effect Increase 1411. Braking Effect Modulation 1412. Vehicle Speed ​​1413. Wheel Speed ​​1414 Detailed Implementation

[0358] In the context of this invention, and if applicable, in the following description of the drawings, the terms wear readjustment device, wear adjuster, and wear adjustment will be used for the same component and therefore have essentially the same meaning.

[0359] In the accompanying drawings, "nonlinear component" 03 refers to a component or combination of components that causes and / or induces a nonlinear relationship between actuator operation and liner travel. The nonlinear component can be designed and configured as a transmission unit component, particularly a worm gear, cam, ball bearing ramp 031, and / or lever. The nonlinear component can be implemented through the design of this transmission unit component, particularly through the design of its geometry, preferably through the design of its radius.

[0360] Some components, particularly the brake disc 011 and brake drum 012, can represent the typical structure of the friction surfaces of corresponding portions of at least one brake block or brake lining 063. Furthermore, these components 011 and 012 can also be equipped with special friction linings. In the context of this invention and in the description of the accompanying drawings, the brake block or brake lining 063 can be understood in particular as such.

[0361] By utilizing brake 01, which in this case is several disc brakes or multiple disc brakes (as used in, for example, aircraft), in Figure 1 The diagram illustrates a nonlinear EMB with wear adjustment 02 prior to establishing normal thrust force. Wear adjustment 02 in this case is an adjusting screw 022 (where, for example, the nut can be driven by the outer ring of a planetary gear, and can also be adjusted, for example, when the actuator is running against the normal operating direction). The nonlinear component 03 here includes at least one spherical ramp having, for example, a non-constant ramp angle and / or a helical path, wherein several spherical ramps can be arranged in series to multiply the nonlinearity, or several spherical ramps can be arranged in parallel for several thrust points, such as... Figure 1 As shown. Used for gears with, for example, lever positions and / or non-constant radii (e.g., such as levers). Figure 203 A nonlinear drive unit (with, for example, actuator 04 and transmission unit 045) for the rotational motion of the cam (as shown) is also possible, just as other nonlinear components such as cams are possible. The actuation of the pushing force 05 (e.g., via actuator 04, nonlinear component 03, and wear adjustment 02 resulting in liner pushing force) can be synchronous or asynchronous, as indicated by the connection to the end of the lever, so that, for example, the remaining components are still pushed in the event of a failure of one component. Regarding torque distribution, for example, when the ball ramp cannot yet pass through, for example, the spring 07 used to create the air gap (… Figure 1 When rotating under conditions that are not visible in the center or other co-rotational obstacles (such as friction), such as planetary gears, the rotational motion can initially be directed to at least one adjusting screw 022. If the adjusting screw 022 establishes a certain liner thrust, it can thereby stop the rotational motion and direct it into the ball raceway. The adjusting screw 022 can remain in the thread from the point where the thrust increases due to friction, and can only generate the air gap 068 again when the brake is released. Figure 1(Not visible due to the presence of a friction pair), this air gap can then be more or less equally distributed to the friction pair 06 by springs located between the fixed disk (Fig. 3, stator disk 061) and between the rotating disk (Fig. 3, rotor disk 062). Therefore, at least one adjusting screw 022 is turned before and after each brake application for air gap adjustment.

[0362] For example, when the blades thermally contract, the rotation after braking can be reduced.

[0363] If the 022 adjusting screw does not need to be turned with every braking operation (e.g., due to wear), then as long as the air gap is correct, the screw can be prevented from turning, for example, by intentionally adjusting the clearance or tolerance in the drive unit by turning the screw:

[0364] In this scenario, torque distribution initially reverses the ball bearing ramp 031. When the air gap is too large, adjusting screw 022 can now be turned to reduce the air gap setting after overcoming the tolerance. As described above, torque distribution will cause adjusting screw 022 to stop when adjusting screw 022 generates lining thrust. This is advantageous, for example, for bus brakes, as it prevents wear on at least one adjusting screw 022 during each braking operation. Torque distribution can be implemented using any device, such as a slipper clutch that only rotates the screw until the slipper clutch slips due to lining thrust. At least one adjusting screw 022 can also be replaced by other operating elements, such as a ramp (also circular) or, for example, a pressure transmitter.

[0365] Therefore, the actuation motion preferentially proceeds through different nonlinear components: first, wear adjustment and / or control components, whether or not they are necessary, then, as the drive torque (e.g., actuator torque) increases, modifications are made to increase the thrust (thereby allowing the actuator to operate, for example, within its maximum power range when the actuation time is as short as possible), and then, when the brake heats up to the point where the actuator is within its position holding range, a range with reduced actuator torque can reasonably be followed. The range of actuator torque can still be followed, where, for example, attenuation can be compensated, but there is no rapid response and therefore no meaningful operation at maximum actuator power.

[0366] In the case of ball bearing ramps (e.g., as Figure 202As shown), a helical path can be advantageous: for the same modification to the rotation angle of the ramp disc, the balls therefore cover a greater distance on the outer side than on the inner side; that is, when the ramp slope is constant on a linear ramp, for the same change in rotation angle, a greater linear ramp length is covered on the outer side than on the inner side, resulting in more travel on the outer side. This also reduces the mechanical rolling losses of the balls because they travel a shorter distance as the pushing force increases on the inside (energy loss = force loss * distance). If the ramp slope is a linear constant, then the balls are in a neutral state between two such ramp trajectories; that is, they do not seek a stopping position.

[0367] If the ramp angle is modified, the balls can become unstable, meaning they find an avoidance position where the ball ramp loses its travel. Due to friction on the ball tracks, they are prevented from turning when the ramp angle is modified, but this only works to a limited extent and only when the ramp angle change is not too large. This does not occur with a constant ramp helix. For example, a helical ball ramp can have helices on both sides with flat mating paths, which multiplies its non-linearity by two helices. In one attractive possibility, both ball tracks are helical, meaning the balls must be at the intersection point, so different linear ramp angles can also be stable simultaneously because the balls can only be at the intersection point and cannot deviate from that position.

[0368] Linear ball ramps with different slopes can also be configured, formed one after another, and springs can be used, for example, to start with a large slope with a small pushing force, and then only (and increasingly more) modify to a smaller slope. Especially when a large stroke is required, ball ramps that can be arranged in series (cascaded) become attractive, for example, for multi-disc brakes. Therefore, wear regulation can also be achieved when, for example, ball ramps with a large slope (or non-linear ball ramp arrangements) may twist further than expected, i.e., when, for example, the contact point appears later than expected during actuation; this can certainly also be applied to single-disc brakes and drum brakes.

[0369] exist Figure 201 The text indicates that, for example, via planetary gears, a common actuator can be used for, for example, ball ramps and wear adjusters by driving, for example, a sun gear. Wear adjustment (e.g., a screw) can be driven by the outer ring of the planetary gears. Figure 202 The diagram shows a sphere or ball bearing ramp with, for example, a spiral track, so that the planet carrier (the cross-shaped component supporting the planets) can be, for example, like... Figure 202 Driven by a spherical ramp.

[0370] If applicable, the aforementioned wear adjustment can also be performed as a "re-adjustment after operational movement," thereby separating the measurement of wear condition from the readjustment process. For example, during brake application and / or brake release, at least one force-displacement characteristic can be recorded by measurement (e.g., measuring actuator torque by angle), and it can be detected whether at least one characteristic has shifted due to suspected wear, and thus wear estimation can be performed. Because wear adjustment is preferably performed when the adjuster is unloaded, wear adjustment can be achieved, for example, by a specific movement of the brake actuator after release and therefore by the use of a corresponding nonlinear component, such as after releasing, for example, a lever position, a portion of a cam, or a ramp (otherwise not used for braking), by adjusting the nonlinear component of the wear adjuster to a certain extent, for example, by a continuous or stepwise amount.

[0371] The following Figures 301-304 A multi-disc brake is shown, wherein a spring, such as stator spring 071 or rotor spring 072, supports the lifting of the discs, and the lifting stroke is limited (at the upper part, the tire is engaged with the gray rim), thereby... Figure 301 The "brake released" state with the liner fully extended is shown, while Figure 302 The "braking" state is used to compare the wear of the lining, thereby limiting the travel on the spring to the travel that the ball ramp 031 illustrated here can produce. Figure 303 It shows that now from Figure 302 With the brake released (the pads are worn), the spring now pushes the disc away, and the function of the travel limiter 073 becomes apparent: since the multi-disc assembly can only be compressed during actuation using the travel already provided by the ball ramp 031, the spring is only allowed to apply that travel again to push the disc away, which can be achieved, for example, by limiting the travel through the travel limiter 073. Figure 304 In the middle, the travel limiter 073 is different from... Figure 303 In this manner, the travel limiters 073 do not operate relative to the ball ramp, but rather present their position under heavy braking (e.g., aircraft landing) and maintain their position by friction locking or active locking (e.g., similar to a ratchet). Thus, friction locking can be conceived, for example, at the top in contact with the rim (or naturally attached in a different way), and will also affect, for example, only the rotor spring 072.

[0372] However, readjustment after actuation can also be performed mechanically, such as... Figure 4 As shown, an example of using a nonlinear electromechanical drum brake is given. The nonlinear electromechanical drum brake is based on a servo drum brake, which has a braking force (load) acting in both directions of stroke and measurement, for example, for electronic control of the braking force by adjusting the actuation.

[0373] At the actuation cam 032, there may be, for example, a "region not used for braking" 082 (a special non-linear component as described above), or there may be a marking in, for example, a region 081 used for braking, for wear adjustment on the actuation cam when the brake is actuated, which temporarily stores the necessary actuation of the wear adjuster 02 (e.g., in a tightened spring 021), because the wear adjuster may be under load when the brake is actuated. After the EMB is released, the memory can perform a readjustment process, for example, by rotating the tightened spring 021 on the adjuster.

[0374] When the journey is too long Figure 4 The variant shown for storage adjustment is particularly attractive here, for example in the case of a spring-operated parking brake.

[0375] Figures 501-504 An advantageous embodiment of a spring-actuated nonlinear EMB is shown, thereby providing a "monostable" embodiment in the released state ( Figure 502 In this context, the "released" holding torque of the actuator (e.g., through the lever position of the actuation spring 042, which can be released from...) Figure 502 The position-actuated brake (EMB) is designed to be so small that the EMB will automatically engage the brake when the actuator is de-energized. When spring 042 is actuated (released), it will compress within this design until the desired pushing force is generated through the non-linearity of the spring joint and cam slope, such as... Figure 503 As shown. In this wear adjustment method, these nonlinear components are preferably designed in such a way that, in the case of excessive air gap, the release position used to "notify" subsequent wear adjustment is exceeded by spring action, thus arranging subsequent wear adjustment, which in Figure 504 The spring can be compared Figure 503 The fact that the rotation is further shown in the middle. Instead of "notification", the position can also be measured or determined at the beginning of the release process or at the end of the actuation motion, and wear adjustment can then be performed by actuating the brake actuator in a manner otherwise not used for braking.

[0376] Advantageously, nonlinear components can be designed in such a way that if the air gap is too large, a larger actuation can be detected, but the liner thrust remains within permissible limits. Figure 4The drum brake illustrates how load-bearing capacity can be detected in a protected manner within the drum brake (e.g., at the brake shoe support 069 on the liner carrier or brake shoe), for example, by supporting the brake shoe with an eccentric pin (brake shoe support 069). When the braking force pushes against the eccentric support, the eccentric element then wants to rotate, thereby acting as a load-bearing capacity measuring element 064. The spring thus generates a reaction force against the eccentric rotation, and therefore the deformation corresponds to the force, naturally having a lever and eccentricity replacement ratio. The brake shoe support 069 can be of various designs, for example, having a pin (right).

[0377] It is also possible to use only a certain load-bearing capacity as the trigger function, such as at the contact point or at a distance close to the contact point, which is easier to install on, for example, disc brakes.

[0378] Figure 501 As a variant of the "bistable" design (where the position of the pulled lever acts in the "release-hold" direction), a different safety concept is proposed. Monostable design ( Figure 502 It can advantageously operate in such a way that it is self-actuating, i.e., braking, when there is no current. However, this is crucial for safety in the event of a malfunction, such as when this monostable parking brake suddenly locks the moving vehicle out of control due to a cable breakage or power line failure. Bistable variants ( Figure 501 The brake actuator can be designed in such a way (e.g., by latching the lever position of the actuating spring 042 to a self-holding release or also by other locking mechanisms, such as interlocks or magnets) that it requires power to be applied for any state change; for example, it thus holds the brake in parking but does not brake in driving, and only engages the braking state when power is applied and the brake actuator is brought to a position from which it can subsequently engage the braking state. Several stable positions are conceivable, which can also be achieved, for example, by magnets, electrically separable components such as electromagnets, interlocks, non-linear component designs such as flat or inverted cam slopes, dead points, etc.

[0379] The aforementioned spring-cam combination (or other nonlinear components) can be advantageously designed to approach an "energy oscillation" balance, where the forces from braking and spring action are roughly balanced, thus requiring minimal actuation force for actuation / release.

[0380] Another advantageous design is that even with a significantly reduced air gap, release using the actuator can still be ensured, and / or even that the EMB can enter the released state via the actuator even without reaction force from the drum and / or disc. It can be expected (e.g., during assembly) that the brake is released and thus can be reassembled by supplying power to the disassembled brake, even when the brake actuator is heavily loaded and operating unusually slowly during this release. These embodiments of “release with too large an air gap” or even “release without a drum and / or disc” can result in nonlinear components that can deviate very significantly from the theoretically advantageous embodiments (operation largely at an optimal state across the entire operating range, i.e., maximum power).

[0381] Figure 601 - 606 shows a floating caliper disc brake ( Figure 601 (Unbraked), wherein the inner liner is pushed by, for example, a cam-shaped expanding member 051, which is also known as an expanding member in, for example, a mechanically operated drum brake. Figure 602 and 605 As exaggeratedly shown, the EMB expands outward and bends itself during clamping. The cam-shaped unfolding component can "scrape" across its two support surfaces due to the height difference (between the non-braking position 053 and the braking position 054) and rolling motion over its surface area caused by its rotation. On the one hand, the unfolding component can be designed and installed in such a way that its "scratching" misalignment is compensated for by matching the misalignment caused by the deformation of the braking component as closely as possible. Other 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 at the unfolding component, a hardened surface is desirable, for example, as in the variant. Figure 603 As shown, it features a press-in hard pin with any cross-sectional shape. Of course, all other deployment methods can be used, such as spherical ramps, as well as those with variable inclines or variable paths, such as helical paths, and multiple spherical ramps. The wear adjuster can operate, for example, as already described for multi-disc brakes.

[0382] At least one spring 07 may be provided, for example, so that the spring 07 pushes or pulls back from the caliper or another point, so that the unfolding device or wear adjuster is held together, and a liner (usually an inner liner) is used for the push-back operation. The unfolding part 051 has a drive unit similar to, for example, 052, and preferably rolls like, for example, 033, as a roller for, for example, operating a cam. Figure 603A particularly advantageous shape is proposed, which is also easy to manufacture because, for example, a rigid needle can be pressed in or otherwise inserted, and it can also be trimmed by rollers and the two ends of which can also be inserted. The needle or pin serves as an enlarging part 051, and can also be non-circular or ground and / or contact.

[0383] Figures 604-606 Showing floating caliper disc brakes ( Figure 604 In disc brakes (without braking), both pads (inner and outer) are raised. It is well known that the brake pads (preferably, inner and outer) of a disc brake can be raised by an active pull-back action. In the case of an EMB, the directly actuated pads can also retract. Known methods for complete pad lifting of all pads in an EMB (“zero resistance” or “truly zero resistance”) currently rely on intentional clearance or tolerances (which again are detrimental to high precision), air tolerance recovery devices, additional actuating components with mechanical connections, support structures, and drive units that introduce small displacement movements, such as after brake release and / or brake disengagement, and in some cases unique due to complexity, which can lead to displacement blockage due to unilateral actuation. The problem is, of course, financial and component efficiency and cost, but it is also the practical fact that the air clearance tends to remain very small (e.g., 0.1 to 0.3 mm on each side of the disc), and the numerous additional components required create clearance as they mesh with each other over time, making small free-slip movements no longer occur well. Figures 604-606 In this paper, a method is proposed that can be achieved with minimal component efficiency, namely, optimally matched static friction component 091 (or a similar positional holding effect relative to component 09 which is assumed to be "fixed", such as wheel support component, i.e., push force component under spring preload), and most importantly in this case, no additional lifting drive unit is required, but it works with the existing liner movement.

[0384] On the one hand, the location of the actual friction surface area for the lining lifting is needed; on the other hand, these surfaces are actually difficult to capture. However, when the "centering" position is memorized during brake application, the center of the actual friction pair can be found, which generates a "static friction element" 091 that occupies a certain position during application. Figure 605The centered or marked position is where it is pulled in by the carrier end stop. During release, at least one stroke-limited spring can now push the outer liner out of this position with a defined air gap. As already shown, the inner liner is pulled back (no longer pulled here). The two specified end stops in bold can also be represented as slots or similar effects. This lifting method does not require an additional drive unit mechanism and can be reliable because the stroke limitation can be precise. The raised position achieved in this way is also stable for subsequent caliper movement because the spring effect is always maintained.

[0385] Figure 604 A brake with fully liner-released is shown, where 092 shows the initial position of the pin, measured here, for example, relative to the center of the ball bearing (arrow), and 093 comparatively shows the position of the end stop at the determined static friction force reached when the liner wears. Figure 605 The image shows the braking condition with worn linings. Figure 606 The diagram illustrates a re-braking state with worn brake pads, where air gaps are achieved on both sides of the brake disc. To prevent clogging, it is recommended that the displacement movement creating the air gap be generated at at least two points on the floating caliper, though in principle, even a single point is possible. A symmetrical arrangement is advantageous, for example, near the guide pin or guide surface area of ​​the floating saddle. Since manufacturing or production costs play a crucial role, and complexity must be avoided for the longest possible trouble-free operation under adverse conditions, attachment to, for example, a protected area of ​​the floating caliper 013 is recommended, but other attachment locations can certainly be used to establish the displacement movement.

[0386] This function can be provided by Figure 605 A good explanation: Due to liner wear and braking, the floating caliper 013 moves to the left, also pushing the carrier element 094 to the left, which in turn drives a static friction element 091 (or part of a similar effect) to the left, until the braking position 093. Braking position 093 can be, for example, the end position of liner wear and (potentially strong) braking, and can be, for example, with... Figure 604The initial position 092 is compared. In the case of multi-disc brakes, it has been shown that the stator and rotor springs can press the liner open, which is equivalent to the caliper slide spring 074 acting on the sliding support 075, and can also prevent problematic clearance of a certain static friction element by possibly not requiring any additional clearance. Since the EMB can have components located in the floating caliper area, such a mechanism can preferably be housed in or in the area of ​​the floating caliper and protected, for example, with a cover. Alternatively, these components proposed for liner lifting can, in principle, be placed anywhere that a certain static friction element 091 can be established relative to the component whose position relative to the friction surface does not change or does not change significantly during at least one operation of applying and releasing the brake. Of course, additional components may therefore be involved, such as fasteners, travel limiters (as indicated here, for example, by applying a certain static friction element to the floating caliper, but can also advantageously be achieved by, for example, a travel limiter 073 for the release length of the caliper slide spring 074, but can also limit it elsewhere). Of course, actual implementations will only be functionally identical or similar, and can also appear very different. For example, the curved component, carrier 094, and sliding support 075 shown here will preferably be integrated into other components (e.g., sheet metal components). As a significant improvement compared to other methods, it should be mentioned that the insert can be free of tolerances or clearance (which makes small air gap adjustments possible), and even unavoidable clearance can be "push open" by spring action. For example, a protective mounting is possible on a floating caliper, and no additional movement is required besides the existing liner movement.

[0387] Figure 601 The deployable component 051 is shown, which in principle has the same effect, but is designed differently and implemented in many mechanical brakes.

[0388] In mechanical drum brakes, the lining carriers are typically arranged in a "screwdriver" configuration; in truck air disc brakes, a component called a "lever" presses against the lining with a short lever arm that provides strong leverage, while a cylinder acts on a long lever arm. All of these share the common characteristic of causing "multiple height errors," see [link to relevant documentation]. Figures 701-705 :

[0389] Figure 701 and 702 Various unfolded bodies are shown, most of which utilize circular segments as unfolded surfaces; however, they can certainly be of any shape, or, in the case of small sizes, may not have precisely the small profile due to the manufacturing process. It is advantageous to use (e.g., press-fitted into a hole) needles or rollers from, for example, rolling bearings to achieve rigidity, 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 702 ), and due to the effect of use, it will deviate from the original area to a minimum (e.g., a straight line). When the unfolding part utilizes the unfolding part pivot 057 from the left side state ( Figure 701 Rotate to the liner-press position. Figure 702 During the process, several steps are involved: the xy sine and cosine motions depict a circular path at the initial contact point, allowing for a large amount of x (in the pushing direction) and a small amount of y (high deviation). Furthermore, rolling along the circumference creates a path proportional to the rolling angle. As the roller rotates 360°, the entire circumference is unfolded, with only one segment of unfolding proportional to the angle. This unfolding results in more y-motion than x-motion in the attached diagram. These movements can never be height-compensated, as one height difference begins as a function of the angle, while the other begins as a proportion of the angle. If the roller does not roll circularly and / or the unfolding surface is uneven, this may offer an advantage in terms of high error but a disadvantage in terms of price. 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.

[0390] For example, when 6 mm needles are spaced at, say, 15 mm intervals, then a 45 mm lever length will have a 1:3 transmission ratio and will convert 2 mm of travel into 6 mm of travel, and will produce an oscillation angle of about 7°. Therefore, this is equivalent to 0.19 mm of spread per roller at a roller circumference of 19 mm and ±3.6°, and a height error of 0.03 mm for the circumferential motion.

[0391] Such a pressure lever can only be operated relative to its rolling geometry within a range of minimum height error, which mathematically would be a certain range of a cycloid. However, one can also consider the forces, motion, and manufacturing or production possibilities: for example, in a bus front wheel disc brake, the working force can be as high as 35 kN, and in a truck as high as, for example, 240 kN, resulting in a thrust stroke of, for example, 1.8 mm (bus). Now, when choosing a roller diameter of about 6-8 mm (bus), for example, due to bending and flattening, the rollers can then be ground to bring them closer together, but it is not always easy to reach the mathematically optimal range of a high-optimal cycloid trajectory. In fact, approaching the minimum mathematical height error results in a geometry with small roll-off radii that are difficult to manufacture, and the force transmission connection between the two roll-off radii is geometrically difficult because the connection can be thin so that it passes through an intermediate connection between the two roll-off radii.

[0392] Figure 705The image shows the deployable component with its pivot 057 and a thick circular section (representing the pushing force of the deployable component). Therefore, the thick circular section presses against two thick rectangles, which do not rotate with the deployable component. The deployable component pivot 057 can be supported, although... Figure 705 In addition, it can also rotate without bearings because the unfolded parts are essentially unable to leave the position between the coarse contact surfaces, which are shown as rectangles here.

[0393] Figure 705 Representing a pair of rollers as mathematically close to the optimal operation of a cycloid, the thicker arc rolls along the thicker angle. With clockwise rotation, the support point moves further upward as a function of the angle. The rolling circumference on the arc is also rolled up. This means the support point will not remain at the same height, but the two movements are similar, thus requiring little or no relative movement (“scratching”). The two arcs can be joined between the roll-off angles, which already provides very little material in the area joined through the center. The manufacturing precision of these unfolded bends with, for example, a 4 mm radius is unpleasant. When a hole is now drilled to insert a pin (dashed circle), most of the material through the joint is drilled away, and the roll-off area must be recessed for the pin. These are some of the reasons for abandoning a process that approaches mathematical optimality.

[0394] In this opposite design, the position of the rollers with a suitable diameter will be chosen, which is advantageous from the perspective of production technology and labor. Height errors are acceptable, and, if applicable, it can be assumed that undesired movements or deformations occur, such as a slight tilt of the wear adjuster (which acts as a rolling surface), or slight scraping movements due to some braking (e.g., the vast majority of braking occurs between 1 / 4 and 1 / 3 of the full braking delay). Alternatively, unavoidable movements or deformations that occur 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 pushed-out liner carrier moves (e.g., around its support point), or when the caliper of a disc brake deforms under the pushing force, such as widening and bending.

[0395] In fact, the scraping motion during braking is even less significant than the continuous frictional motion caused by, for example, vibrations (e.g., from unbalanced wheels or diesel engines), so it is entirely possible (e.g., in part) to allow for high defects that cause scraping motion, and this can provide significant benefits in terms of manufacturing and cost.

[0396] Figure 8 An advantageous solution for brake 01 is shown, in which high thrust is transmitted as little as possible in order to save material at high stress points:

[0397] Preferably, the housing 014 is separated from the pushing force, and the pushing force is thus generated as close as possible to the liner pushing force or the intermediate wear adjuster. Here, the dashed lines in the figure represent components with special properties such as hardness and wear resistance that are inserted or otherwise attached or fixed (clamped, welded, threaded) to the surface, and the black sections represent inserted pins or other components with special properties such as hardness and wear resistance that are attached or fixed (clamped, welded, threaded) to the surface.

[0398] The geometry of the black needle rolling on the gray surface is preferably designed in such a way that the component can be reasonably manufactured or produced, but errors in the rolling motion are, for example, small, or such that they can be absorbed or tolerated by clearance, deformation, or displacement. It is also preferable that the 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 unfolded during actuation can be selected compared to the angular movement of the point on the needle, such that it can approximately compensate for the lifting of the dotted unfolded surface (right). Residual defects are absorbed here, for example, by tilting the component against the cover.

[0399] Figure 801 A possible embodiment with a lever is shown, having a roller 033 for actuating a cam 032 and two ends for two contact pressures, i.e., as expanding members 051, which can be located on both sides of, for example, a wear adjuster, such that the wear adjuster has space therebetween. Each of the two pressing ends can be applied, for example, with a needle, roller, or other pushing member on both sides, thereby producing, for example, four simultaneous pushing operations. Of course, the mating surfaces for the pushing operations must also be properly positioned and readily available. The lever can also be made of components such as strip steel, sheet metal, etc., joined together, for example by welding (as written in "…"). Figure 801 The corner is represented as Figure 801 Welding points, spot welding, riveting, threaded connections, gluing, and the use of folded and bent joints, etc.

[0400] Each of these lever designs can also have additional functions, such as wear adjustment, springs, switches, position transmitters, etc. The aforementioned geometry will also introduce nonlinearity, and all of these together provide the desired overall nonlinearity, i.e., all the strips shown here as rods are preferably nonlinear rod-shaped components.

[0401] exist Figure 9The diagram illustrates an advantageous wear adjustment mechanism, advantageously driven by rotatable components 9901 to 9906, which, although returning less than one revolution, return as many rotation angles as possible (because more angles result in higher accuracy), for example, via a cam, ball bearing ramp, or lever. Of course, actual implementations of rotatable components such as 9901 to 9906 can look and be configured very differently; in this case, only the function is shown.

[0402] The rotational movement of the rotatable component 9904 (e.g., a cam) pulls (arrow, other transmissions are also possible) the slip clutch 023, which attempts to rotate on the adjusting screw 022, but cannot rotate when it reaches the contact point. When wear is properly adjusted, intentional clearance or tolerance will not cause rotation; rotation will only occur when clearance or tolerance is exceeded. This slip clutch 023 is implemented here by a retaining spring 024 (right), thus allowing, of course, any torque-limiting transmission to be possible. This can (and should) be directionally regulated so that the adjusting screw 022 rotates substantially in the adjusting direction, for example (because wear can only result in less lining material, except in exceptional cases such as brake dust accumulation).

[0403] Another possible drive unit for the wear adjuster screw is shown as having rotatable parts 9901-9903, where the screw is driven by a torque limiter with a spring at, for example, a cam. This avoids the need for a slip clutch 023, whereby the spring can be adjusted simultaneously from a certain rotation, thus presetting the air gap and limiting the adjustment torque. When the cam rotates counterclockwise (which would be, for example, a pushing motion), the rotating part 9901 can cause the spring to rotate with the circle, which is also possible in the further rotating part 9902 (where torque limiting due to spring compression has already occurred). When the rotating part reaches 9903, it reaches the dead point of the circle due to the spring. The upward arrow pointing to the rotational position of the rotatable part 9902 indicates that, at the small circle in 9902, a pulling adjustment movement (rotation) occurs, for example, by the ratchet teeth 026 at the wear adjustment 02 on the adjusting screw 022.

[0404] The rotatable component 9906 illustrates that a portion of the cam rotation, not normally used in braking operations, can also act on, for example, the ratchet tooth 026 (arrow of 9906), thereby pushing the arrow (e.g., a light push) at the dotted position. All these suggestions share a common feature: a retaining spring secures the adjusting screw to prevent accidental rotation and ensures the screw's rotational direction under all operating conditions. Another ratchet or friction could also be provided here to prevent torsion. In some cases, such as when the friction on the screw is sufficient to always achieve the aforementioned effect, the anti-rotation device can be omitted.

[0405] The left retaining spring 024 can be adjusted, for example, by means of a component connected to the floating caliper 013. For example, for 063, the inner liner can be pushed.

[0406] The two retaining springs on the left and right sides can, of course, be made as a single retaining spring, or, if applicable, be driven in a manner where a single retaining spring is sufficient. A suggestion for a single retaining spring, or even two retaining springs, is in the rotatable component 9905, where actuation occurs at one long end of the retaining spring in the direction of the arrow, causing the shaft to rotate with it (through further necking). When the adjusting screw requires more, rotation can be stopped, and this can result in, for example, elastic bending of the actuating end at the arrow, thus finding useful applications in the opposite direction of the arrow. The retaining spring can also generate friction or ratcheting action (e.g., also at the other end) to prevent the screw from turning back.

[0407] The rotatable component 9904 performs readjustment starting at a specific cam position, which can be in other normal unused areas (or directions), but can also be marked (or performed) when there is too much readjustment cam travel, for example when the brake applied by a spring is over-applied due to wear. The torque of the adjusting screw 022 can be limited, for example, by the right slip clutch 023, and the right retaining spring 024 can prevent abrupt movements and thus maintain the position by friction, so that the left retaining spring 024 can be omitted, and vice versa, only the left retaining spring can be used without the right retaining spring.

[0408] To reduce the complexity in the wear conditioner area, it is still proposed Figures 1001-1002 The component that maintains the rotating position and / or acts as a ratchet is thus supported on a non-rotating component 013, for example, which is connected to the caliper, and is shown here as a retaining spring 024. For a simplified drive of the adjusting screw (other movements are also possible), for example, a carrier on the actuating cam 032 may pull one end of the retaining spring 024 via a guide (in this case, shown as the black rectangle below the arrow), thereby providing the direction of rotation of the adjusting screw, and limiting the screw torque, for example, by the fact that the pulling action of the retaining spring 024 can only transmit circumferential force through the equation of rope friction.

[0409] Figure 1002Very similar: Here, for example, instead of a rather rigid spring, something elastic is wound around the 9907 roller to turn the adjusting screw, such as a rope, thread, or string. For example, in the possible tensioning of cam 032, something is inserted to limit torque or stroke, here represented as an elastic ring with a rectangular stop. Of course, re-engineering for all these can only show the basic principles; actual implementation will look (and can be very) different, or will be only principle-oriented. The actuation of the basic adjusting motion can also be performed by any moving part (e.g., pressure bar, ball ramp, transmission unit components, etc.), and the cam in the figure is only representative for explanation.

[0410] Of course, all these wear adjustments can be performed not only during actuation but also at specific points in the rotational motion of the cam, ball ramp, or lever (points that would otherwise not be used for braking), thereby presetting the adjustment range and / or making torque-limited adjustments. Therefore, components such as torque limiters can be saved when the rotation of the adjusting screw is controlled differently, for example by the rotation angle provided by the cam, ball ramp, or lever.

[0411] Figure 11 Possible configurations are shown, which can send signals from the environment to electronic device 101 (e.g., a deceleration request or braking torque from the brake pedal) and may output signals from electronic device 102 to the environment (e.g., braking torque or temperature), each signal via, for example, CAN, analog devices, PWM, radio, Bluetooth, or WIFI. Furthermore, braking function 105 can be activated as desired by the brakes, preferably, for example, a mechanical handbrake or a mechanical emergency brake.

[0412] Figure 11 The basic components of the overall structure of an advanced vehicle dynamics control system 10 (“vehicle dynamics” for, for example, ABS, ESC, sway control, coordination) are shown (i.e., only) Figure 11 (The components can be utilized), the advanced vehicle dynamics control system 10 can be the center of the vehicle, but it can also be a copy or variant in the various control units, or it can be unused for subsequent functional structures. Thus, the braking torque is typically provided to the braking torque controller 044 (or controller, when the braking torque can be determined), which controls the motor electronics 043.

[0413] For example, in one design variant, all the aforementioned components may be mounted on one EMB or in one electronic system, but at the other extreme, there may be separate electronic groups that can be located anywhere and used for anything, such as motor electronics 043 in one EMB or, for example, in two EMBs used together on one shaft. The control unit may also perform these calculations for other EMBs, for example, when at least two calculations should be available or compared for safety reasons.

[0414] The drum brake 01 is located on the left side (e.g., as a "dual servo," whereby the two pads are separated, and then, by braking force, one pad also actuates the other, and due to co-rotation, the second pad in the direction of rotation subsequently finds support on the cam), where the load-bearing force slightly rotates the cam or nonlinear component 03 (or provides other force or displacement detection), and the comparison between the target load-bearing force (the desired braking torque) and the detected load-bearing force (load-bearing force measurement 064, actual braking torque) controls the EMB in such a way that the actual torque corresponds as closely as possible to the target torque (e.g., in an analog or digital control system). In this simple case, for example, an analog target braking signal 101 (e.g., on a two-wheeled vehicle or trailer) can be applied to, for example, apply an operational amplifier circuit and actuate the actuator until the actual braking torque is as close as possible to the correct one. Target braking effects can be obtained on bicycle trailers, for example, from the tow bar overload force (which is adjusted for vibrations such as pedal vibrations) and / or wheel speed variations and / or driver input (e.g., handbrake lever position) (e.g., via radio, Bluetooth, WiFi). In the simplest case, the actuator position is simply controlled (e.g., via a characteristic curve) from the desired braking demand, without actual load measurement, and wear effects, for example, are manually readjusted, as is sometimes achieved with mechanical brakes, such as on two-wheel brakes.

[0415] For example, this method can also be used to make existing solenoid-operated drum brakes more precise by detecting the actual braking torque and gradually reducing the PWM pulse when the actual braking torque is too high, where the "sole current" is controlled by the PWM signal.

[0416] For example, the right disc brake 01 is actuated by a spring, a non-linear spring adjustment of a cam, and the non-linear cam is subsequently released by an actuator (motor 041), and multiple motors 041 can be provided. A thrust force measurement 055 can be provided. The thrust force can also be determined by the actuator torque and instantaneous non-linearity, including, where applicable, instantaneous spring action.

[0417] Of course, any measurement can be performed on brake 01, such as temperature, wear, etc. "Vehicle Dynamics" 10 will naturally prioritize receiving or exchanging vehicle data 103, such as wheel load, revolutions per minute, temperature, rainfall, vehicle speed, deceleration, delay, yaw rate, and steering angle. Preferably, in "Vehicle Dynamics" 10 (and possibly elsewhere), a "self-generated signal" 104 can be generated or transmitted, for example, using a deceleration sensor, calculating over-limit forces to enable braking, for example, in the absence of a braking signal or braking signal generator, and / or, for example, the current braking torque can be estimated, and if applicable, the current braking torque can be adjusted, for example, in closed-loop control using a setpoint, or used for control.

[0418] exist Figure 12 The diagram illustrates a proposed mechanical "braking force control" method, where a servo drum brake is supported in one direction of rotation (clockwise). The drum brake 01 has springs 07 for creating an air gap (which also have a cohesive function below), thereby supporting the load on the brake shoe support 069. In this case, the load is provided to the indicator, for example, as an eccentric method, and the springs serve as a load force measurement 064. The upward arrow with load force adjustment 065 indicates that excessive braking force pulls the support point of the extended section driver 052 to the left, thereby releasing the actuation. This, in turn, acts on the downward arrow of load force control 065, as if the actuation at the contact pressure 05 is less actuated by the nonlinear component 03, resulting in less braking.

[0419] The greater the self-amplification, the smaller the driving force; therefore, the diagram here illustrates a "servo brake" with "braking force control" in one direction. If the braking force is too high, the path disengages from the mechanical actuation; the lower the actuation force, the easier this is. The program can be remotely viewed using the negative feedback of the operational amplifier; however, in this case, the mechanical amplification is not high.

[0420] This can also be based on the pull-back effect in both vehicle travel directions. Figure 13 To execute: Figure 13 In principle, by Figure 12 The components, in addition to Figure 13 In this case, the direction of rotation and therefore the load-bearing capacity at load-bearing capacity measurement 064 are reversed, making it impossible to reduce braking by pulling back the support point at the deploying component driver 052. Therefore, in Figure 13 In this configuration, the second carrier element (pointing to the upper left arrow) is implemented as a mirror image of the brake shoe support 069, and this second carrier element is then passed to the upper left arrow at the deploying section driver 052, thereby causing retraction in that rotational direction.

[0421] This procedure also applies to disc brakes, especially high-power-increasing brakes such as "wedge brakes," because if too many disc brake pads are caught, the actuation motion can be reversed. Of course, these are basic functional representations, and actual implementations can look (completely) different.

[0422] Figure 1401 This illustrates how the nonlinearity of rapid liner movement can be gradually reduced, for example, upon liner contact: if the first cam is too steep, it can spring back against the spring (dashed section) until a less steep and longer (thicker) cam begins to engage, which, if applicable, requires less torque due to the smaller incline and larger angle. For example, to detect the contact point, it can start very steeply, and the initial backward rotation can be measured. For example, the sensor cam for contact point detection can be made of a sheet metal, as only small forces are involved here. For example, the first cam can start steeply enough that, with the correct air gap at the correct actuator angle, the first cam rotates slightly backward upon liner contact, then quickly builds up contact pressure before transitioning to the second cam. If the air gap is too small, then the backward rotation can be observed earlier (and utilized); if the air gap is too large, then later. In particular, a later cam ensures operability in all cases, while an earlier cam can attempt particularly advantageous operation, such as rapid operation. For example, a slipper clutch can also be used instead of a spring.

[0423] Figure 1402 A cam mechanism similar to that of an "automatic transmission" is shown: when the drive torque for rapid liner movement has become higher than the torque allowed by the spring, the cam can move backward to achieve slower liner movement. If the cam drive torque is too high, the cam (dashed line) is misaligned, for example in the case of a hot disc brake or a cold drum brake, i.e., the cam is pressed backward into the dashed position by the force acting on it. Reverse adjustment can also be measured, for example. The rotational axis 036 of the cam adjustment can also coincide with the cam rotational axis 034: for example, the braking position can be specified by an actuator, and the cam follows that position only if, for example, the initial self-amplification allows it.

[0424] Figure 1403 This demonstrates that different adjustment pivot points are possible in order to also reduce travel, for example, when the brake becomes stiffer due to worn linings. Similar to... Figure 1402You can see the cam is being pushed back here, for example, because it starts too steeply (coarse roller 033, coarse cam 032). With further cam actuation, the cam and roller move to an unlubricated position, but can also (depending on the inclination and force) be pushed back to the dotted position. This backward twist can also provide a smaller final travel for the roller, which can be correct if, for example, the brake is stiffer than expected or a larger cam rotation angle can be utilized. Pre-adjustment can also be made if, for example, the brake is softer than expected or the air gap is larger than expected.

[0425] Similar effects as described above can also be achieved, for example, by using several (also non-linear) ball bearing ramps or by using adjustable or variable levers for deceleration, such as... Figure 1404 As shown: Here, the arrow indicates a rotatable lever with an elastic connection (indicated by a spring). Under load, the spring is compressed, the connection shortens, and the newly adjusted angle changes the torque on the lever.

[0426] Figure 15 Wear adjustment on drum and disc brakes (actuated by an electric brake actuator) is illustrated, where the correct air gap dimension is established, for example, by clearance, tolerance, and / or cam rotation. However, the detection and adjustment of the contact point (possibly by omitting the actuation clearance or tolerance) can be separated, and the contact point can be determined, for example, by measurement of the brake actuator. The detection and adjustment of the contact point can be separated, and the contact point can be determined, for example, by measurement at the brake actuator, thus triggering adjustment, which can be located, for example, in a region of the brake actuator (which would otherwise not be used for braking).

[0427] In the case of drum brakes, there is an advantageous possibility, on the one hand, to adjust within the drum using an adjusting screw, and on the other hand, there is the possibility of building upon existing, for example, pneumatic drum brakes. Furthermore, there is the possibility of building upon existing, for example, pneumatic drum brakes because the linearized so-called S-cam 056 can also cover the lining travel during wear, and in addition to the linkage of the actuating lever, the S-cam can be adjusted relative to the lever for wear readjustment, which is done using the energy of the electric brake actuator. For example, the S-cam 056, which pushes the brake shoe via the roller 066, can not only have a linearization effect but also a compensation effect, such as compensating for brake stiffness changes through lining wear and its characteristic curve. For example, the worm gear can be rotated relative to the worm gear wheel using a wear adjuster so that the position of the S-cam 056 rotates relative to the unfolded section driver 052. For this purpose, the carrier element 025 (e.g., located at the nonlinear component 03) can, for example, rotate the position of the S-cam 056 relative to the deploying component driver 052 after, for example, by exceeding an intentional gap (which may define an air gap) via a torque limiter (e.g., a slip clutch 023 or a spring), or act, for example, on the wear adjustment 02 (arrow) of a drum or disc brake. Other possibilities include, for example, an adjustable cam 035, where wear adjustment can be performed, for example, if the steep cam advances too far during actuation, or, for example, if the steep cam is pushed backward during actuation, wear adjustment is not performed.

[0428] Figure 16 The diagram shows that the cam does not necessarily have to be made of a solid material, but can be, for example, cam 037 or adjustable cam 035, which can deform in any way. For example, a line or rod with a cross-section such as circular or rectangular can also be bent to produce a smooth rolling surface for the roller at low cost. On the other hand, the elastic effect of the bent rod can also be utilized to achieve automatic adjustment of stroke and camber at any point: the coarse drawing content is the unacted initial position, and the dark drawing content would theoretically be a slightly actuated position. Through springback, the bent rod (deformable cam 037) thus returns to the dotted position with a smaller camber. When the roller 033 resists the elastic rod (deformable cam 037) with a force greater than expected, it will spring back even further and obtain an even smaller camber, thus obtaining a smaller "cam drive torque" because the bent rod acts as a cam.

[0429] This process can be repeated at any point. While this creates an "automatic transmission," by definition, the actuator (e.g., which drives the "cam" directly or via, for example, a gear train) never operates under constant cam drive or actuator torque, because increased drive torque always requires more backward bending. The right figure shows that the bending bar (deformable cam 037) itself can have little or no spring behavior, and the spring behavior comes from the protrusion abutting the central section, corresponding to the adjustable cam 035.

[0430] The backward bending behavior depends on the spring properties of the bar, the location and type of the clamping point (e.g., it could also be just a pivot point), and it can also be further determined by other behaviors affecting the spring (in the dashed area of ​​deformable cam 037) on a regional basis. This can also be designed, or additionally, by utilizing, for example, a leaf spring-like structure with several or partially or differently bent spring bars. Deformable cam 037 can be preloaded such that, for example, no additional deformation occurs when it follows the preloaded profile; the preload is indicated in the downward-to-left bend of the arrow. In 034, the cam rotation axis can be imagined, while 038 can be a more or less obvious clamping or fastening point.

[0431] Under constant actuator torque, the torque-averaging spring (retractable spring action) is always loaded to the same degree. Since the spring length determines the adjustment, it is never possible to have a constant actuator torque. During actuator operation, the instantaneous nonlinear components are automatically set by this method, rather than in the design calculations of individual nonlinear components.

[0432] Nonlinear components can also be designed in such a way that new, advantageous nonlinear components are achieved with each change in the spring; for example, when the spring is compressed, a flatter area of ​​the cam follows.

[0433] The thrust can be inferred by using spring deflection and instantaneous nonlinear components, enabling particularly precise wear adjustment.

[0434] A particularly advantageous design is one in which, for example, a "cam" acting as a bending spring rod initially produces a particularly large liner travel, exceeding, for example, the travel required for the proper air gap and elasticity of a brake with full liner. Due to the particularly rapid movement of the liner in the air gap, the point of contact can be easily determined by measurements of the actuator (e.g., torque, current, position). For this purpose, the deformation of the rod can also be recorded (measurement, switching function). From the moment of contact, the contact pressure can be increased as quickly as possible for vehicle displacement. If the air gap is smaller (also due to, for example, brake disc enlargement), the rod bends backward to achieve a smaller angle. This repeats in each position until the final position. When the brake now becomes stiffer due to worn liner, the rod bends backward even more, and the travel is reduced.

[0435] If applicable, this method “releases” the actuation energy into the rod deformation, thus requiring more actuation energy than a rigid nonlinear component.

[0436] Preferably, the delay can be achieved as quickly as possible, which is impossible for the safety reasons of the rigid nonlinear component, since any potentially undesirable state must also be actuable and would result in a suboptimal rigid nonlinear component. However, using this method, more energy can be channeled into bending if the brake is stiffer (wearing liner) than if the brake is softer (if applicable). On the other hand, the difference in rigid nonlinear components between a fully worn liner and a worn liner again translates into a suboptimal nonlinear component to cover "everything". When preload is present, the energy lost by the spring can be less than zero or zero.

[0437] Figure 17 The actuator angle is located on the X-axis, and the actuator torque is located on the Y-axis, indicating the various liner contact forces passing through the positive X-axis, which can also be recorded as torque on a brake actuator. However, there can also be a region 111 on the negative X-axis, in which no liner travel is formed (or only a small liner travel, without "function"), where instantaneous mechanical losses also become visible, which occurs without contact pressure. A region 112 can exist, in which the initiation of wear adjustment and / or the spring in wear adjustment becomes a determining factor in the actuator torque. In region 113, the actual rotational motion in wear readjustment may require a larger actuator torque. In region 114, the actual rotational motion in wear adjustment and / or slip clutch additionally increases the actuator torque. Starting from 115, fully executed wear readjustment and / or end stops (e.g., for the actuator angle), utilizing springs (if applicable), can subsequently increase the actuator torque again. The negative actuator motion here is also utilized to identify these areas and trigger these actions and movements, and, if used, to determine the actuator torque. In principle, there should be no stroke on the current liner, but rather a small positive contact pressure path that is certainly not a problem here.

[0438] Once the liner is lifted, at least one spring action 116, for example for liner lifting, can be detected, in addition to the wear in the absence of liner movement. Wear adjustment 117 can be initiated with the additional liner stroke, which is also visible in the actuator torque. From then on, liner push force will occur with increasing actuator angle. As shown and described above, wear readjustment including spring action can also occur in actuator positions that are otherwise not used for braking, shown here as “negative liner movement,” which naturally exists only from the perspective of actuator angle. Naturally, when wear readjustment is performed (e.g., with a brake actuator), the curve will deviate (especially from liner pressure). The requirements will be determined by geometry and mechanical load capacity by utilizing the progression of the curve in the contact pressure region (e.g., region 118) (e.g., for a more cost-effective motor, a smaller actuator torque under hot braking conditions), and / or, for example, the progression of the curve in region 119, because high clamping forces can occur, for example, due to a small air gap. Therefore, compared to the full curve, the dashed curve shows a smaller (left) and a larger (right) air gap.

[0439] In particular, the adjustable cams can be designed in such a steep manner that the point of contact can be detected very precisely, for example, because, during actuation, if the air gap is set too small or there is thermal expansion, adjustment begins too early by returning against the spring, and during actuation, if the point of contact comes too late and the air gap is set too large, the return from the point of contact has not yet begun. This return adjustability, and therefore the slope, can be advantageously selected in such a way that small forces can be detected very precisely with a large slope, but by utilizing the return adjustability, a slope that allows for the application of safe braking can always be found.

[0440] Similar things can be achieved through multiple linear or nonlinear ball bearing ramps, or through lever transmission with adjustable capabilities.

[0441] Figure 18 It shows Figure 17 The liner status with other identical markings (liner travel on the X-axis, liner push force on the Y-axis). Figure 18 The actuator movement without liner travel is not shown.

[0442] Figure 19Possible components for an EMB on a hub motor for, for example, bicycles, bicycle trailers, motorized bicycles, etc., are shown, thus hub generators are of course equally possible. Axle 122 can be mounted on one or both sides and has any preferred type and number of bearings 121 supporting substantially stationary components 124 (e.g., coils, gears, etc.) and rotating components 123 (e.g., magnets, etc.). It may have connecting cables 126 for the hub motor or generator and connecting cables 127 for the current EMB. The cables are preferably located on the same side of the brake, preferably on the mounting side and / or inside of the vehicle, and / or preferably on the substantially non-rotating side of the brake, and have, for example, an assembly plate (or other formed component) for a drum brake component 125. For example, an actuator 04 (or actuator component, such as a spring) may be located on the drum brake component 125 in any arrangement, or the actuator (or component) may operate from another location. The brake drum 012 (with brake pads 063) will still exist, and the brake drum can be manufactured, for example, together with the rotary brake component, or attached to the rotary brake component, such as drum attachment 128, and a thermal insulation element 129 may also be present between them. Advantageously, the wheel with the brake and / or the brake can be easily pulled out and / or removed (e.g., the brake drum is also removed), and if possible, the cable connection does not need to be separated, and if possible, no lubricated parts are exposed after pull-out, which would otherwise be at risk of damage or loss. Although in Figure 19 In this design, the brake drum 012 rubs against the brake pads 063, but any other friction geometry can be used, including disc or conical friction geometries. When the "brake drum" is designed to be conical, the conical pads can be axially pressed into the brake drum for actuation, for example, using (also non-linear) ball ramps. Additional contact pressure can be generated by a bearing force (braking force), for example, by (also steep or non-linear) contact pressure movement (e.g., a ball ramp or a portion thereof), because, for example, a steep ramp is slightly rotated by the bearing force, and the steep ramp can then act in one or both directions of travel. This structural design, or similar structural designs and / or conical brakes, are of course possible without an electric motor.

[0443] As a particularly advantageous embodiment, it is recommended that the motor and / or generator or generator can also be electromagnetically excited (as a combination of electromagnetic and permanent magnet excitation, respectively), instead of the permanent excitation commonly used today: when no or almost no current is generated, magnetic abrupt changes, which manifest as rolling resistance, can be significantly reduced by not magnetizing it; on the other hand, the voltage can also be increased when the generator has stronger excitation, and / or the torque can be increased when the motor is operating, and / or the motor rpm can increase as the magnetic field weakens; furthermore, uncommon magnetic materials are not required. It is particularly advantageous here that the motor torque and / or generator torque can therefore be coordinated with the torque of the friction brake in an additional region, and / or the generator voltage can be realized for better regenerative braking and / or improved battery charging. When the motor, generator, and / or generator are structurally separated from the brake, electromagnetic excitation can of course also be utilized (also as an additional step). Preferably, the excitation current is transmitted to the rotating parts without slip rings, i.e., similar to a transformer effect, and the current for electrical power is preferably transmitted to the stationary parts. Alternatively or additionally, the rotational speed of one of them (rotor or stator) can be increased (e.g., by a drive unit, but also electrically) and / or the relative speed between the rotor and stator can be increased. This can thus be achieved electrically, for example, by superimposing an additional rotating magnetic field onto the "magnetic field" (e.g., which may be located on the rotor): the magnetic field is typically generated by direct current, but it has also been proposed that it can be generated as a rotating magnetic field, thereby increasing the relative speed between the power coil (e.g., the stator) and the magnetic field. Therefore, this method can be used, for example, to keep the generator voltage higher when the rpm decreases, or, for example, to reduce the size of the generator in the case of significantly higher rpm. This can also be referred to as a converter and / or rotating magnetic field machine or rotating magnetic field generator.

[0444] exist Figure 20 The problem with the “screwdriver-shaped” deployable component 051 commonly found in modern drum brakes can be explained as follows: when it rotates around the pivot 057 of the deployable component, it generates scraping losses (e.g., at the brake shoe 067), has a non-linear cosine-shaped stroke that becomes zero in the horizontal position, and has no compensation capability for different liner thicknesses when the pivot is usually fixed.

[0445] Therefore, in Figure 2101An improvement is proposed: the nonlinear component 03 can also be formed as part of the operating cam 032 or similar to the S-cam 056, for example, rolling on the roller 033 with reduced friction, and can also have a pivot point cam pivot shaft 034 located on the left brake shoe 067 to obtain liner pressure on both sides. The downward-pointing arrow indicates that the wear readjustment actuation of the wear readjustment 02 can be actuated, for example, through region 082 of the nonlinear component 03, which is not used for braking and does not generate any travel, and therefore is not used in the braking process. The readjustment force can also be limited by a slipper clutch (dashed line), and correspondingly, the force and / or path can also be affected by the spring used for wear readjustment 021. Presetting of wear readjustment or triggering of wear readjustment in the event of excessive travel (similar to a self-adjusting automotive drum brake) can also be achieved through region 081 used for braking, whereby a slipper clutch, spring, or other influences are also possible. The wear readjuster region around the wear readjustment position 02 can also transfer the braking force of one shoe to the other shoe, thereby achieving so-called servo braking. The wear of the cam can also generate stroke on the adjuster side to determine the contact point (by actuator torque, slip clutch, etc.) and for actuator torque, the spring can be used as a reference to determine the start of the liner pressure.

[0446] exist Figure 2102 The diagram illustrates how actuator 04 actuates, for example, a double drum brake, whereby the cam rotation axis 034 can be, for example, fixed, and, for example, a non-linear component 03, a linearized actuation cam 032, like part of an S-cam 056, can push the shoe, and the actuation of these cams can, for example, be connected to an indicated rod. Wear readjustment can, for example, be readjusted or pre-rotated during rotational motion of the cam (e.g., with a ratchet) (as is known, for example with an S-cam), or, for example, triggered in an area not used for braking against the normal actuation direction. Below, in... Figure 2102 The diagram shows that the deploying component 051 is typically actuated, for example, by cable tension (arrow), and in this case, can have any mechanically advantageous shape, which preferably follows the movement during the liner pressing action. Necessary compensating movement can be absorbed in the clearance of the components so that there is as little "scratching" movement as possible between the components.

[0447] Figure 22 An actuation cam 032 coupled with a lever is shown. The contact pressure 05 and the movement of the liner carrier are preferably made as equal as possible, i.e., with very small relative movement, and the relative movement is preferably occupied by the existing clearance. The actuation cam 032 can, for example, readjust the wear readjustment 02 as indicated by the arrow. For example, the electromagnet can also pull (arrow at roller 033) instead of pressing the actuation cam 032. The dashed area shows the fully braked state.

[0448] Figures 2301-2302 Suggestions for braking force measurements are proposed because they can also be combined with all the brakes shown in a modified form. Figure 2301 This illustrates the basic possibilities of how and / or where to perform load-bearing capacity measurements in a protected area (inside the drum brake, without external forces). The small arrow pointing right above the cam indicates that, for example, any spring force, such as the spring force of the liner compression spring, can also be measured in areas without functional liner travel. Since the direct load-bearing capacity is correspondingly higher, Figure 2302 It is recommended to convert high load capacity (e.g., using a lever) into lower load capacity with a larger path and to measure the force or path on the lever arrow, or even simply to switch functions, for example, using the indicated end stop (short, thick, vertical line), which shows, for example, the start of the available contact pressure in the case of small braking torque, and therefore the point on the instantaneous force-displacement characteristics.

[0449] exist Figure 24 The diagram illustrates an example of a combined brake 01, which can be used with a brake disc 011, but also with any other friction such as a drum, and / or, for example, as a linear sequence. Of course, not all components need to be utilized and / or the functions can be designed differently (e.g., low-energy release or low-energy actuation). In this example, it is actuated by a non-linear component 03 (e.g., a cam 032) via contact pressure 05 (which may also include wear adjustment), in which case, for example, one (or more, also for lifting all the liner) air-splitting spring 07 can function. An actuation spring 042 can be provided to bring the brake to a braking state, for example, without energy from the motor 041, and / or also to operate in an "energy oscillation" manner, such that the motor 041 is supported by spring action in the "actuation" or "release" direction (but both actions can also be cyclical). Motor 041 can act rigidly on nonlinear component 03, but it can also function, for example, via spring 048, which can act as a "parking brake spring" 048: a parking brake position that is difficult or even impossible to achieve, especially in the case of self-amplifying brakes (e.g., drum brakes, also known as "servo" brakes) or when the brake disc expands, for example, when heated by motor torque. When parking brake spring 048 is compressed, for example, during the process, it can still subsequently move the actuator.

[0450] When an opportunity arises (e.g., when the brake's movement is minimal during self-amplification or cooling), the spring will release the movement used to contact the pressure. Now, when the parking brake actuator 047 is used in conjunction with, for example, a gear around the cam rotation axis 034, the parking brake actuator 047 can operate the brake independently of the actual brake actuator (e.g., together with the motor 041), preferably when the gear is disengaged from normal braking operation via a coupling (e.g., action only in the actuation direction and / or ratcheting effect) or a carrying element, thus not interfering with normal operation. This can also be used as an emergency brake actuator, for example, when braking occurs when the motor 041 fails. One or more rotational directions of interaction between the spring (particularly the actuation spring 42), the motor 041, and the parking brake actuator 047 must always be selected in such a way that the desired function, such as "release" or "actuation," is produced. Generally, the smaller the variation in actuator torque within the observed range due to known influences, the better the known, ongoing changes in actuator torque can be identified. This is especially important to keep variations from the influence of contact pressure (at least when they are not known precisely enough). This brings us to the general statement of functional liner travel: even with (low) liner travel, it can be said in this definition that there is "no functional liner travel" when the intentional change to be identified is readily identifiable.

[0451] exist Figure 25 In the diagram, based on actuator torque (Y-axis) and actuator angle (X-axis), it shows how a calibration spring 046 with spring characteristic 049 can be used, for example, in a region where there is no functional liner travel, such as region 082 which is otherwise not used for braking, for example, in the opposite direction of rotation to that normally used for braking: In this case, unwanted (e.g., mechanical) losses 016 are thus passed through by negative rotation and the corresponding negative actuator torque, without any other force accumulating until the calibration spring characteristic 049 is passed through. Afterward, the rotation direction is reversed, and the losses are now visible in the opposite direction, i.e., they appear at essentially double the height during the reversal. Subsequently, when brake actuation is applied in region 081 used for braking, positive losses generated by positive actuator rotation can be seen here, which can increase with increasing contact pressure, and become visible at double the height when the rotation direction is reversed (direction loosening), so losses 016 are larger on the right and appear twice as much. The curve can be shifted to the larger air gap 118 (dashed line) by a larger air gap. The program in area 082, which is not used for braking, does not need to be executed in the non-braking state. For example, it is possible to rotate in the positive direction in the "braking" state, which also has the advantage of no functional liner stroke.

[0452] For example, a "calibration spring" 046 can be provided to allow comparison of a known or stored spring characteristic 049 (or at least one value) with a motor torque (e.g., based on current) determined under non-braking conditions, and / or to allow comparison of different values ​​determined during motion, and to allow for more precise control of the brake 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 motion that does not cause any significant pad movement, but also in several such areas or subjects, with different actions and tasks. Springs fulfilling at least one other function can also be used for calibration purposes. How the motor torque is represented here is arbitrary, as it can also be considered as "force," current, or, in this case, without units. However, it is advantageous that the calibration captures and takes into account instantaneous friction in the drive unit. A "release spring" (spring 07 for creating the air gap) can help in a known way to press the friction pads and brake pads apart (i.e., away from the braking effect) in a non-braking state. Therefore, the release spring can also be associated with the motor torque for calibration purposes. Spring behavior can also be included in the determination of mechanical losses, and is also related to the progress of air gaps, contact points, and nonlinear components. For example, calibrating spring 046 can be used in motor regions with no liner travel or very low liner travel, and spring 07, which acts additionally to create air gaps 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 something being measured (including the characteristics of the spring and the progress of nonlinear components), or as an instruction (what to do to make it better or achieve something), thereby calculating at least one value here that interprets the deviation in a way that can compensate for the deviation.

[0453] To locate the initial position of the actuating cam 032 (or other non-linear components such as ball ramps), for example, the stop or spring can also be approached, i.e., the aforementioned calibration spring can also be approached. This can have particular advantages, i.e., it can be approached before the first actual braking and can be located, for example, within the actuator's rotational range, which can have special properties, such as no perceptible liner travel, or, for example, in a rotational direction or range not used for normal braking operation. For example, calibration can therefore be performed before initial braking to determine which values ​​are measurable on the actuator (e.g., current, power, energy, etc.) and correspond to which spring actuation, and this is also done, for example, via (and possibly inferably) calibrating spring characteristic 049 or its point.

[0454] Therefore, the instantaneous unwanted mechanical loss 016 can also be detected through this action. It can also distinguish whether only "idling loss" occurs, provided there is no significant liner movement associated with actuator movement and the spring has not yet activated, and from when the spring action is detected for this purpose. In this way, it is possible to very accurately infer when the liner thrust begins to increase during braking, of course, taking into account the instantaneous nonlinear transmission between the measurable value on the actuator and the liner thrust.

[0455] Therefore, a possible recommended procedure would be, for example, (advantageously, for example, also in the range of small stroke to essentially no liner stroke, for example, also in the actuator rotation direction 082 not used for normal operation or other braking: increasing the actuator rpm without spring effect, maintaining the speed without spring effect (this can be considered, for example, operating in a way to compensate for losses without other energy supply), tightening the spring from (for example, essentially) the rotational mass inertia, determining the "braking distance" until the spring stops the rotation, accelerating by the spring (now, for example, in the opposite direction of the aforementioned rotation), whereby this acceleration can also be operated, for example, with a defined motor current (and thus, for example, advantageously, zero), approaching the point, from which then Initiate normal braking or other braking operations, for example, in area 081 used for braking. This process can be performed in a short time, for example, when the brake is engaged, and a very comprehensive picture has already been provided before the initial braking operation, and the brake is brought 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 spring's tension, for example, tension without (or with limited, e.g., loss-compensating) electrical energy can make mechanical losses visible; before the direction of rotation is reversed, measurements can show what is necessary (e.g., current, torque, etc.) to maintain spring tension at rest; during subsequent acceleration after the direction of rotation is reversed, for example, after acceleration, e.g. During the "gliding phase" (e.g., in the absence of additional power supply or, for example, with a limited power supply), the mechanical effect of the spring force resisting mass inertia can be observed, and the use of rotational energy to overcome mechanical losses can be shown. It is recommended (but not mandatory) to place the spring in the position used for transmission, where the spring actuation is greater than during 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. Many measurements can be taken during the above process, but this is not mandatory; for example, only the total energy consumption throughout the entire process can be measured, and because no energy is needed in the absence of losses, energy can be obtained from the energy in the loss state. The conclusions are drawn from the measurements. Therefore, how precisely the program works, whether only parts of the program will occur or be utilized, and when and how to measure what, are freely configurable; the necessary thing is that the program can be used for calibration (e.g., when switched on, but it could also be in other situations). It can also make any measured value identifiable, for example, the measurable state expected on the actuator for a given thrust (braking effect). Generally, the above process is the conversion of one form of energy into another (e.g., electrical energy into mechanical energy and / or, for example, 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 named components such as "calibration springs."Therefore, for example, when an actuated brake (acting as a spring) is braked during release to accelerate the motor and / or decelerate the actuating motion, physically equivalent processes (and / or parts of them) occur. For this purpose, acceleration or deceleration can be performed, for example, with zero motor current, to substantially detect mechanical losses. Thus, the clamping force (or combined 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 measured value has a tolerance; that is, comparing something stored with something measured allows for some degree of doubt about the accuracy of the stored value, while the measured value has a tolerance. Therefore, it is suggested that measurements generated during actuator angle changes can also be compared, thereby compensating for system measurement errors even when they are similar. In brakes where actuator motion and liner motion are linked by a stable transmission ratio, the actuator torque will vary significantly with the contact pressure position. This can still be 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 with a linear EMB. Therefore, in the case of deviations, the acceleration torque and / or braking torque are better known than with a linear EMB, or at least do not contain such strong deviations.

[0456] For the purpose of state determination, the described process can be modified, for example by omitting or changing the order. The process can be sudden or arbitrary, such as sinusoidal or S-shaped (e.g., velocity or motion), but they can also be superimposed on motion (e.g., by changes in velocity, changes in current, even until a short-term cut-off and / or even reversal of current direction). It is not necessary to choose a process from this approach, but rather to utilize methods induced 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 signed sum of the torque generated by mass inertia, the torque generated by brake actuation, the torque generated by losses, the torque generated by the actuator, and the torque generated by other components (e.g., springs) must always be zero. In particular, it is suggested that intentional or unintentional changes in energy form conversion (e.g., actuation) also be studied: for example, intentional acceleration (or deceleration) can be inserted into the actuation rpm to determine the response, or acceleration (or deceleration) need not be intentionally inserted, but can occur "on its own," or, for example, be performed by the driver. This now brings us to a general description of the process: the transformation of the energy form of each actuator's motion and / or its alteration can be examined, if applicable, including the transformation into losses, in order to find parameters of the process, such as total losses, partial losses, expected actuator values ​​with a certain braking force, etc. Specifically, the motor torque (or, for example, torque-generating current) can be examined with known mass inertia, assumed and / or measured closing clamping forces from the brake, known spring effects, and possibly other known effects to determine what the sought-after influencing quantity (e.g., losses) must be (or is assumed to be) to interpret the actuator torque curve, possibly considering the transformation of energy forms. Of course, this can be performed to obtain a wide variety of results, for example, to interpret motor torque curves observed for certain actuators. In general, it can be viewed as, for example, a discovery of the interpretation of the observation. It can also be referred to as a transformation: in a Fourier transform, for example, the time amplitude process is transformed into the frequency intensity; here, for example, the time progression of the actuator torque is transformed into parameters (e.g., losses) that are considered to be jointly determined with respect to the process.

[0457] As shown in the figure, the actuator must return to a negative angle and overcome losses, which are also negative due to the negative direction of rotation. When no force is applied or added for any other purpose, the actuator torque now corresponds to the losses and can be detected immediately, even without difference from the other direction of rotation. These are, for example, the "idling losses" of a motor drive unit. These can vary, for example, due to the different positions or toughness of the lubricating oil used, so knowing the instantaneous values ​​is advantageous. Loss fluctuations can also be detected during the rotation process. The spring characteristic curve can be recorded by 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. When this spring is, for example, in the rotational motion of the actuating worm gear, it can have a relatively small liner stroke compared to the springs discussed above, and still produce considerable actuator torque because the additional transmission between the rotation of the actuating worm gear and the liner stroke greatly increases the thrust.

[0458] "Quite large" can therefore mean, for example, roughly, that an actuator torque is generated, which subsequently corresponds to a typical, for example, slight or limited brake actuation, and it is now known which actuator torque can be expected during actuation and in the case of wear (which is already included here). The spring also does not require useless stretching energy during braking operation. It does not necessarily have to be a spring; for example, it could be rubber or a stop. When driving into an end stop (e.g., to find it), the end stop will result in a very high deformation force, which a spring and / or rubber with a lower deformation force can do. It does not have to be a specific component; existing or arbitrary components can be utilized, and "none" is also possible in the sense that the actuator does not move further in this direction. Therefore, torque that occurs, for example, during operating functions (e.g., wear adjusters) can also be utilized. Something that can be found by the actuator torque (e.g., a stop, a spring, rubber, etc.) in the sense that the initial position can be found or determined simultaneously is also recommended here.

[0459] When the actuator rotates backward toward the starting position, the loss suddenly shifts to the opposite direction of the torque, and if the direction of rotation changes, the loss is, in principle, twice as high. This process can occur, for example, when the brake is engaged, and can provide statements such as: how large the no-load 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 it is called), is, and how large the actuator torque will be when, for example, a weak braking occurs?

[0460] However, since it does not trigger braking, the process can be performed arbitrarily, except possibly during braking.

[0461] Of course, the actuation characteristics of the brakes (such as actuator angle and actuator torque, also in the case of differential actuation-release) can also be meaningfully recorded, as well as the range of pad contact forces, for example when the vehicle is stationary, or the normal braking process can also be used as a characteristic record.

[0462] To determine losses, it is also suggested to use another known force to replace or add to the spring: since the share of rapidly rotating components increases with the square of the gear ratio, the mass load-carrying capacity is largely determined by the motor (though slower components can also be considered). For example, this makes it possible to apply a speed variation over time (others are not excluded, of course) within a range without significant liner travel to measure actual behavior and thus the torque entering the load-carrying capacity; however, this torque still includes mechanical losses in the measured value. When the theoretically necessary torque is subtracted, the losses remain. This calculation can be performed in any other way that describes the same physical characteristics, such as the time of a motion, motion over time, torque, and time, etc. For load-carrying or inertia-based loss detection, all other physical quantities involved in the process, such as energy (rotation, losses, etc.), can also be utilized.

[0463] Of course, the measurements at the actuator motor will preferably be performed electrically, for example by current (preferably, Iq, i.e., "the current that generates torque"), voltage, angle sensor (or other sensor). From this, "actuator power" can be calculated, for example, when current is multiplied by voltage (and efficiency when shaft power is required). As is already known, power and torque can be converted to each other by angular velocity (e.g., rotational speed). Now, regarding efficiency, there is the unpleasant fact that it is strongly dependent on other things, such as current (also squared), temperature, voltage, etc. Therefore, in addition to this calculation, a more advantageous approach is proposed: the motor (e.g., BLDC) has a well-representable (e.g., characteristic curve) or almost linear relationship between current (preferably Iq) and torque, because current and magnetic force are causally related, and the motor force derives from magnetic force. Voltage and efficiency are unnecessary in the sense described above; corrections can, of course, be assumed, such as temperature or aging-related factors. In addition to mechanical losses, electrical losses can also be determined or included with this knowledge if the reference to the electrical input (e.g., current, etc.) is used for the mechanical response (e.g., torque, angular acceleration).

[0464] Based on what has been explained so far, it is (not easy) to distinguish the loss (hereafter partly referred to as mechanical loss) from the contact pressure effect on the liner, and the method described here with the current-torque relationship is helpful. Therefore, another process is proposed here, which can also determine the distinction between mechanical and electrical losses: two forces acting purely mechanically (and others can be imagined, of course) have been shown above: the spring and the mass carrier. When only these are now acting, for example, in a no-power state, then the electrical loss will be cut off, and the system with electrical loss and the system without electrical loss can be distinguished, thus differentiating the two types of losses. Of course, the question of whether a no-power motor is completely free of electrical loss remains, but this does not need to be scientifically clarified, only practically applied. Other "no-power states" can also be used for reaction measurements, such as direction reversal or brake release. Instead of "no current," states with different currents can also be compared, and thus "no current" can also be calculated. "No current" does not need to be exactly 0, but can be any suitable value. When the same force is applied, multiplying the same path over a shorter time proportionally requires more power.

[0465] Therefore, it is recommended to use something similar to determine electrical losses (or to determine the separation between mechanical and electrical losses separately). When the same energy of motion occurs at different times, there are correspondingly different powers, and losses at different powers can be determined or estimated by at least two such processes. This can then be extended mathematically so that processes with different energies can also be compared. “Energy” here is simply an expression with physical meaning; other values ​​through which this principle can be realized can also be used. When brake actuation now occurs, it will be found (as stated above) that, for example, the actuator angle increases sequentially with the actuator torque, and it can always be compared how the corresponding actuator torque (including instantaneous losses) behaves relative to the spring characteristic curve, which in the figure has opposite signs (the signs must only be properly considered or, for example, calculated as unsigned in this case). Since losses are also well known, very accurate conclusions about the liner thrust can also be drawn using known nonlinear transfer ratios. In addition to “no-load losses,” there can be additional losses up to the liner thrust, but these losses may depend more strongly on the contact force than on fluctuations (e.g., due to lubricant viscosity). Therefore, they can be well calculated or inferred, or even identified, for example, based on influencing factors, 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. Subsequently, for example, it can be identified that the contact point (at which actuator angle the liner contacts the friction surface) differs from the planned contact point, for example, due to liner wear, and wear readjustment can be requested. When the brake is released, the curve jumps down again by twice the loss, at least under the assumption that nothing affecting the relevant conditions in the brake has changed, which is actually likely to be the case, for example, when braking has occurred without significant heat and / or thermal expansion and / or wear. These visible losses now include not only no-load losses but all other losses as well. When the direction of rotation is reversed, the so-called “jump loss” here actually occurs within a relatively small change in actuator angle, especially when a constant load direction (e.g., liner push force) “pushes” the clearance or tolerance out of the mechanism and the tolerance is essentially on the same side.

[0466] When a nonlinear brake operates with a relatively small variation in actuator torque over the liner thrust, a nonlinear brake, i.e., a brake with a transmission ratio that varies over the liner travel, is advantageously recommended because the torque range for comparing spring characteristics is relatively limited. In contrast, for linear drive units (e.g., ball screws), the actuator torque varies greatly from the air gap to full braking. Nonlinear components that are divided into ranges are also particularly recommended, as this helps to achieve, for example, a range without significant liner travel.

[0467] Figure 26Possible operations of an anti-lock braking system (ABS) utilizing EMB (Electronic Braking System) and an ABS based on actuator positioning capability are proposed, which is naturally impossible in the case of hydraulic brakes. These graphs input time t on the x-axis, the top graph displays velocity v on the y-axis, more precisely vehicle speed 1413 (dashed line) and wheel speed 1414, and the bottom graph indicates wheel rotation speed, rpm, and delay as the first derivative of wheel speed on the y-axis. The ABS system can be implemented to a limited extent through combined actuation of the brakes. It prioritizes braking events different from pressure actuation.

[0468] For example, when braking is increased, such as on an icy side of the road, wheel lock-up can be observed first. Now, with additional braking, for example, when the wheel is spinning on the other side (e.g., on asphalt), further braking effect becomes possible. This increased braking effect can be limited in terms of both the increased speed and the braking force to prevent unwanted yaw moments and / or to allow yaw moments to increase slowly so that the driver can thus begin to compensate for them. With these combined applications of braking, the wheel with less grip will now begin to lock up, but the wheel with grip can maintain lateral control, so even if one wheel locks up, braking can be good and stable.

[0469] 1401 is the initial braking point. Due to the allowed slippage, the wheel rpm becomes slightly lower than the vehicle speed. Vehicle speed, when considered as speed on the ground, can be determined in various ways, such as by instantaneous deceleration, by maximum wheel speed, by GPS, or other measurements. 1402 is excessive braking because slippage increases and wheel speed decreases too quickly. The brake actuator position used here is still a favorable point and will be stored. However, now, the brake actuator brakes too hard in the direction of motion, and unfortunately increases the braking input at the wheel to 1403, but returns to a still good brake actuator position and reaches a again favorable state 1404, where again favorable wheel slippage dominates, and a favorable braking effect is temporarily present. Now, at 1405, for example, wheel adhesion deteriorates and wheel speed begins to decrease too much, resulting in a reduction in braking input, and from 1406 onwards, the target braking effect has actually been reduced sufficiently, and due to the reduced slippage, wheel speed is again approaching vehicle speed. This brake actuator position used for the improved state of 1406 will be stored. However, the actuator now rotating in the release direction is different from this advantageous point. But knowing the advantageous point, it returns to that advantageous point again at 1407 and returns to the advantageous nominal braking position.

[0470] At 1408, there is a sudden improvement in wheel grip, which can be seen from the reduced slip and therefore from the increased wheel rotation speed. At 1408, the nominal braking effect increases again, and the whole process restarts from 1, since the extent of grip improvement is unknown at this point. 1409 now describes an imperceptible, nearly imperceptible, or barely perceptible improvement in wheel grip: the wheel speed approaches the vehicle speed. In this case, a nominal braking effect increase test can be performed, as shown in 1410, and at any increase following 1411, the cycle restarts at 1401. However, modulation can also begin at 1412 to determine the instantaneous grip state, and provides for modulation with a sequence to alter and / or enhance it, for example, by increasing it. This modulation can also always be applied to braking, or only in questionable cases, or only by a certain criterion, such as, for example, small performance slip. Minimal thickness variations (e.g., variations in the thickness of the brake disc or track) and / or out-of-roundness of the brake drum (e.g., close to the maximum value) may also be required to achieve at least minimal variations in braking effect during rotation, thus serving as modulation.

[0471] Slippage situations may also occur that do not exhibit the described characteristics. For example, a blockage can occur immediately on ice without a significant increase in slippage. In such cases, braking, for example, can be achieved through other or additional methods, such as using a brake actuator position that changes only from a locked wheel to a running wheel, or maintaining a brake actuator position where only the speed of the starting wheel is observed (which may also be time-limited).

[0472] The drive unit motor and / or generator can enable certain rapid, small, or modulated changes in braking action.

[0473] In the case of a mechanically connected EMB, these processes can be performed jointly for the connected wheels, or for each wheel in the case of individually braked wheels.

[0474] Naturally, the maximum permissible yaw torque can again limit braking, or the rate of increase of yaw torque can be limited or shaped.

[0475] As a suitable method for vehicle stability (ESC), it is proposed here that the desired distribution of forces on the wheels for optimal stability (e.g., lateral steering, propulsion, braking, rear wheel separation, front wheel push) is continuously calculated at the EMB control system, and the target braking effect of the wheels is continuously adjusted based on this calculation. Therefore, steering or single-wheel steering may also be included.

[0476] If the drive unit motor of a vehicle (and trailer) is to be equipped with the possibility of disengagement, such as coasting, then the vehicle drive unit motor can naturally and advantageously be used as a vehicle drive unit in the direction of rotation and as a brake actuator in the other direction, or such allocation can be made by any kind of change of the drive unit.

[0477] ESC-based "vehicle stability" can only be achieved to a limited extent through these associated brake actuators. However, having the trailer apply a pulling force to the tractor can help prevent the trailer from rolling off.

[0478] When the desired braking effect and the achievable braking effect are incompatible or not very compatible (e.g., when wheel loads may be very different), the ABS can also be used to perform braking control in such a way that, despite this incompatibility, the achievable braking effect is utilized as well as possible, i.e., to prevent the system from braking too little, too much, or ineffectively, as would be possible with a good and / or optimal match to the desired braking effect, and this would result in achievable braking effect. An example is a target braking demand that, for example, always varies from 0 to 100%, and the trailer axles have very different axle loads, where, for example, the target braking torque is applied to a high trailer load, but initially limited by wheel slip, thus achieving better actual braking behavior, for example, regarding whether the target braking desire takes actual axle loads into account. This can certainly be applied to wheels, axles, or vehicles, and can be related to any wheel slip determination, also for example, performing too little braking, and due to too little wheel slip, a higher braking effect setting follows, and of course, it can be extended to vehicle stability, such as ESC or sway control.

[0479] exist Figure 27 The image shows an aircraft landing gear with numerous braked wheels, making it impossible to achieve a mechanical connection for brake actuation in a reasonable manner. Although independent brakes are available in this case, undesirable or uncontrollable yaw torques should be prevented, a principle that can certainly be applied to other multirail vehicles as well.

[0480] For this purpose, it is therefore recommended to electrically control the actuator positions of each brake in the same or similar manner, and also to perform the same wear readjustment, because, as described above for mechanical synchronization, similarly, a stronger braking EMB will approach a weaker braking EMB due to more lining wear, and vice versa. For this purpose, it is advantageous to use a controlled wear readjuster, wherein the degree of readjustment is known so precisely that small tolerances are compensated for by stronger / weaker lining wear, and thus do not lead to a continuously accumulating imbalance. In all embodiments shown herein, it is advantageous to include a wear model that prevents over- or under-adjustment and takes into account, for example, wheel speed, rpm, velocity, braking torque, deformation, temperature, and braking power.

[0481] ABS will be implemented essentially like in a simple braking system with mechanically linked brakes, except that no wheels must be intentionally operated to lock, and no braking effect can be properly set. For example, for yaw torque control, left wheels 1301-1304 and right wheels 1305-1308 can be correctly combined into a yaw torque and rate-of-climb limited group, such as 1301 and 1308. The permissible yaw torque can also be speed-dependent, for example, to compensate for lateral rudder effects that decrease with speed, or can include aircraft weight. Instantaneous thrust reversal effects can also be included. Yaw angular velocity or yaw torque can also be intentionally generated to directly steer or support steering. This can also be implemented in conjunction with rudder, such that steering using rudder is preferred, and only when using wheel brakes (which may include steering wheels) is therefore insufficient.

[0482] Of course, this “steering using the brakes” can also be performed on all other vehicles, for example in cases of steering system failure or inefficiency, such as sharp turns and / or unfavorable base, ground or unfavorable tilt positions.

[0483] In the case of EMB, vehicle stability systems such as ESC are naturally used to calculate the best possible braking effect for each individual wheel, rather than applying the same braking to both the left and right sides as is usually the case with hydraulic systems, and only offsetting individual wheel braking when instability is classified.

[0484] In embodiments not shown here, the electromechanical brake 01 includes an actuator 04, particularly an electric actuator 04, a transmission unit 045, a brake pad 063, and a friction surface.

[0485] Actuator 04 moves within a limited actuator operating range. Furthermore, in at least a portion of its actuator operating range, actuator 04 performs a pad stroke via transmission unit 045, which presses brake pad 063 toward and against a friction surface to generate thrust and combined braking torque for braking.

[0486] The transmission unit 045 of this embodiment has a nonlinear component O3, which is a transmission ratio that is not constant over at least a portion of the actuator operating range. In other words, the transmission unit can be nonlinear and / or constructed in a manner that enables non-constant transmission.

[0487] The transmission unit 045 is selected and / or designed such that at least two sub-segments of nonlinear components 03 with different functions are generated along the actuator operating range. These two nonlinear components 03 with different functions are selected from the following nonlinear components 03: a nonlinear component 03 for overcoming the air gap 068 between the brake pad 063 and the friction surface; a nonlinear component 03 for determining the contact point between the friction surface and the brake pad 063; a nonlinear component 03 for achieving minimum braking effect; a nonlinear component 03 for generating increased braking torque; a nonlinear component 03 for operation with reduced electrical power requirements; a nonlinear component 03 for rapidly achieving high braking efficiency; a nonlinear component 03 for measuring and / or adjusting parameters; a nonlinear component 03 for reducing electrical and mechanical loads during the initial stage of the pad stroke; a nonlinear component 03 for compensating for brake fade; and / or a nonlinear component 03 for wear readjustment 02.

[0488] Therefore, the present invention is not limited to the embodiments shown, but includes any electromechanical brake, any machine, any wear readjuster, and any method.

Claims

1. An electromechanical brake (01), comprising an electric actuator (04), a transmission unit (045), brake pads (063), and friction surfaces, -The electric actuator (04) moves within a limited actuator operating range. -In this embodiment, the electric actuator (04) performs a pad stroke via a transmission unit (045) in at least a portion of its actuator operating range, the pad stroke pressing the brake pad (063) toward and against the friction surface to generate a thrust and a combined braking torque for braking. -And wherein the transmission ratio of the transmission unit (045) has a first nonlinear component (03) in at least a first portion of the actuator operating range. -in, The transmission ratio of the transmission unit (045) also has a second nonlinear component in at least a second portion of the actuator operating range; The transmission unit (045) is designed such that the first nonlinear component (03) and the second nonlinear component are nonlinear components (03) that act differently along the operating range of the actuator. -The transmission ratio of the first part of the actuator operating range of the transmission unit (045) is selected such that the electric actuator (04) operates with a functional pad stroke at an operating point that deviates from the optimal operating point of the electric actuator (04). -The transfer ratio of the second part of the actuator operating range is selected such that the electric actuator (04) operates with a functional pad stroke at an operating point that deviates from the operating point of the electric actuator (04) at its maximum power. The transmission unit (045) starts from the zero position of the transmission unit (045) used for braking and executes or converts the movement of the electric actuator (04) in a first direction. The transmission unit (045) starts from the zero position of the transmission unit (045) for adjusting the air gap (068), and executes or converts the movement of the electric actuator (04) in a second direction, which is opposite to the first direction. The transmission ratio of the transmission unit (045) is selected such that, starting from the zero position of the transmission unit (045), along the movement of the electric actuator (04) in the second direction, nonlinear components (03) for measuring parameters and / or adjusting parameters and / or nonlinear components (03) for wear adjustment (02) are arranged.

2. The electromechanical brake (01) according to claim 1, characterized in that, - The transmission unit (045) is only a part of the movement of the electric actuator (04), which is converted into a pad stroke related to the braking effect. - And the electric actuator (04) moves in the first and second directions, before and / or after the portion of the actuator actuation range or region related to the liner stroke, without generating the liner stroke, via the transmission unit (045).

3. The electromechanical brake (01) according to claim 1 or 2, characterized in that, - The transmission of the transmission unit (045) is selected such that, starting from the zero position of the transmission unit (045) and moving along the electric actuator (04) in the first direction, the nonlinear component (03) is arranged in the following order, which are considerations when designing the nonlinear component: a. A nonlinear component (03) for reducing electrical and mechanical stress during the initial stroke of the liner, which overcomes the air gap at high speed when the brake is first actuated, performs a soft start, reduces electrical stress during the closing of the air gap, and operates at low speed. b. A non-linear component (03) for overcoming the air gap (068) between the brake pads (063) and the friction surface, once moved, c. A nonlinear component (03) for determining the contact point between the friction surface and the brake pad (063), reducing the impact noise between the brake block and the rotor. d. A non-linear component (03) used to achieve minimum braking effect, which is time-independent. e. Nonlinear components (03) for operation with reduced power requirements, f. Nonlinear components (03) for rapidly achieving high braking performance. g. A nonlinear component (03) for generating increased braking torque, thus adapting the braking torque to the corresponding braking dynamics. h. Nonlinear components used to compensate for brake fade (03).

4. The electromechanical brake (01) according to claim 1 or 2, characterized in that, - The nonlinear component (03) for measuring and / or setting parameters is designed to measure mechanical losses (016), the zero position of the transmission unit (045), the zero position of the actuator position, and / or at least one spring action. - and / or a nonlinear component (03) for measuring and / or setting parameters is designed such that the electric actuator (04) moves in its first direction from the zero position of the transmission unit (045), wherein, due to the movement of the electric actuator (04) in its first direction, at least one parameter of the brake (01) caused by the movement is detected, and wherein, based on at least one parameter of the brake (01), an assessment is made as to whether the brake (01) should be adjusted, by comparing it with the expected and / or measured value of the torque of the electric actuator (04). - and / or the nonlinear component (03) for measuring and / or setting parameters is designed such that the electric actuator (04) moves in its second direction starting from the zero position of the transmission unit (045), wherein the force measuring device provided in the second direction is positioned and contacted against at least a portion of the transmission unit (045), thereby enabling the zero position of the actuator position to be measured and / or set.

5. The electromechanical brake (01) according to claim 1 or 2, characterized in that, - The nonlinear component (03) for reducing electrical and mechanical loads during the beginning of the liner stroke is designed such that when it is in the first half of the air gap (068), the transmission of the drive unit (045) is more than twice the speed transmission in the second half of the air gap (068).

6. The electromechanical brake (01) according to claim 1 or 2, characterized in that, - The nonlinear component (03) for overcoming the air gap (068) between the brake pad (063) and the friction surface is designed such that the transmission ratio of the transmission unit (045) is less than half of the maximum speed transmission in the liner stroke region of the adjacent air gap (068) over more than half of the air gap (068), so that the air gap (068) is overcome more quickly compared with normal operation.

7. The electromechanical brake (01) according to claim 1 or 2, characterized in that, - The nonlinear component (03) for determining the contact point between the friction surface and the brake pad (063) is designed to enable the contact point between the brake pad (063) and the friction surface to be identified, thereby enabling inspection to determine whether the brake (01) should be readjusted, because the nonlinear component (045) generates an evaluable combination of transmission ratio and actuator torque during actuation of the transmission unit (045), such that the contact between the friction surface and the brake pad (063) will thus result in a significant difference in behavior from that in the air gap (068).

8. The electromechanical brake (01) according to claim 1 or 2, characterized in that, - The nonlinear component (03) for achieving minimum braking effect is designed to achieve a desired minimum braking effect within a minimum action time, which is at most 20% longer than the time technically achievable by the electromechanical brake (01) for achieving minimum braking effect.

9. The electromechanical brake (01) according to claim 1 or 2, characterized in that, - A nonlinear component (03) for generating increased braking torque, wherein the braking torque will be adapted to braking dynamics, the nonlinear component (03) causing the rate of increase in braking torque to adapt to the resulting dynamic weight shift of the control device, thereby counteracting the locking of the vehicle's wheels (1301-1308).

10. The electromechanical brake (01) according to claim 1 or 2, characterized in that, - The nonlinear component (03) for operation with reduced electrical power requirements is designed such that the power consumption of the electric actuator (04) during low-speed operation of the transmission unit (045) and / or when the electric actuator (04) is stationary is at least 20% lower than that of the nonlinear transmission (03) designed according to the maximum achievable motor output power, for the same operation and / or operating point, for operation at low speed and / or when the electric actuator (04) is stationary, thereby reducing the power consumption of the electric actuator (04) during longer continuous braking periods.

11. The electromechanical brake (01) according to claim 1 or 2, characterized in that, - The nonlinear component (03) for compensating for brake fade is designed such that the electric actuator (04) operates at motor torque than the nonlinear component (03) designed according to the maximum achievable motor output power, the motor torque being higher than the maximum permissible motor torque and / or higher than the maximum permissible shaft power under the same operating conditions, thereby achieving braking effect even in the case of brake fade.

12. The electromechanical brake (01) according to claim 1 or 2, characterized in that, - At least one nonlinear component (03) for compensating for air gap error, designed to thereby compensate for air gap error caused by wear. - and / or by adjusting the movement of the electric actuator (04), the brake (01) will be operated until a certain deviation in the magnitude of the air gap error is achieved, without any wear readjustment.

13. The electromechanical brake (01) according to claim 1 or 2, characterized in that, - The nonlinear component (03) for wear readjustment (02) is designed such that the electric actuator (04) performs a movement opposite to the direction of the movement used for braking, and the wear readjustment device is actuated by the movement of the electric actuator (04) without any braking effect.

14. The electromechanical brake (01) according to claim 1 or 2, characterized in that, - The nonlinear component (03) for wear readjustment (02) is designed to cause the electric actuator (04) to perform a movement in the braking direction, thereby actuating the wear readjustment device by the movement of the electric actuator (04), since after the maximum position of the electric actuator (04) required for braking has been reached, the additional movement of the electric actuator (04) will cause actuation of the wear readjustment device or prepare for it.

15. The electromechanical brake (01) according to claim 1 or 2, characterized in that, - An electric actuator (04) and / or a transmission unit (045) are configured for braking and wear readjustment (02), - and / or the brake (01) includes only one electric actuator (04) for braking and for wear readjustment (02).

16. The electromechanical brake (01) according to claim 1 or 2, characterized in that... - The brake (01) includes a brake readjustment device actuated by an electric actuator (04).

17. The electromechanical brake (01) according to claim 1 or 2, characterized in that, - The electric actuator (04) comprises many components, - and / or the electric 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 components and / or direction of action, and / or wherein the spring cooperates with the electric motor (041) via at least one additional component and / or via a transmission unit (045). - and / or the electric actuator (04) includes two electric motors (041), - and / or an electromechanical brake (01) interacts with at least one electromechanical device or an electromagnetically excited electromechanical device.

18. The electromechanical brake (01) according to claim 1 or 2, characterized in that, - The position of at least one electric actuator (04) is maintained by a corresponding design of at least one nonlinear component (03) and by the interaction of the at least one nonlinear component (03) with the spring to reduce the electrical power requirement or to remain in a state of no current.

19. The electromechanical brake (01) according to claim 1 or 2, characterized in that, - The transmission unit (045) includes a motion device. - and / or the transmission unit (045) includes a cam, a ball ramp or a spherical ramp (031) and / or a lever.

20. The electromechanical brake (01) according to claim 1 or 2, characterized in that, The transmission of the drive unit (045) can be changed. - and / or the transmission of the drive unit (045) can be changed by rotating the ratchet when in active mode. - and / or the transmission of the transmission unit (045) can be changed when passive by the spring-loaded retraction of the component or the elastic deformation of the component.

21. The electromechanical brake (01) according to claim 1 or 2, characterized in that, - The effective range of at least one nonlinear component (03) is distributed across several parts of the transmission unit (045). - The effective range of at least one nonlinear component (03) will be assigned to the actuation range of the specific actuator in each case.

22. The electromechanical brake (01) according to claim 1 or 2, characterized in that, - Select and / or design the transmission unit (045) so that the movement of the actuator without braking effect will cause the movement of the braking components, including the brake pad carrier. - This movement will not result in any and / or minimize any residual frictional torque.

23. A machine comprising an electromechanical brake (01) according to any one of claims 1 to 22.

24. The machine according to claim 23, further comprising an additional electronic braking device, characterized in that, The additional electronic braking device is designed as a spring-loaded parking brake.

25. A wear readjustment device, characterized in that, The wear readjustment device is designed to be actuated by the electric actuator (04) of the electromechanical brake (01) according to any one of claims 1 to 22.

26. A method for operating the electromechanical brake (01) according to claim 1, characterized in that, -The brake (01) is moved within a limited actuator operating range using an electric actuator (04). An electric actuator (04) performs a pad stroke via a transmission unit (045) within at least a portion of the actuator's operating range, and presses the brake pad (063) toward and against the friction surface to generate a thrust and a braking torque. The transmission unit (045) has a transmission ratio of nonlinear components (03) that is not constant over at least a portion of the actuator operating range, such that the electric actuator (04) moves along the actuator operating range via the transmission unit (045) on at least two differently acting nonlinear components (03), and the two differently acting nonlinear components (03) are selected from the following nonlinear components (03): 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 component (03) for achieving minimum braking effect d. Nonlinear component (03) for generating increased braking torque, e. Nonlinear components (03) for operation with reduced power requirements, f. Nonlinear components (03) for rapidly achieving high braking performance. g. Nonlinear components (03) used for measuring and / or setting parameters, h. A nonlinear component (03) used to reduce electrical and mechanical stress during the initial stage of the liner stroke. i. Nonlinear component (O3) used to compensate for brake fade. j. Nonlinear components for wear readjustment (03).

27. The method according to claim 26, characterized in that, The transmission ratio of the transmission unit (045) is designed such that the electric actuator (04) operates within at least a partial range at operating points deviating from the optimal operating point of the electric actuator (04). - and the electric actuator (04) operates at at least one partial range at an operating point that deviates from the operating point of the electric actuator (04) at its maximum power.

28. The method according to claim 26 or 27, characterized in that, The motion of the electric actuator (04) in the initial direction is converted by the transmission unit (045), starting from the zero position of the transmission unit (045) for braking, so that the motion in the initial direction is executed by the transmission unit (045). - and / or the movement of the electric actuator (04) in a second direction opposite to the first direction is achieved by the transmission unit (045), starting from the zero position of the transmission unit (045), for adjusting the air gap (068), for operating the wear readjustment device, such that the movement in the second direction is performed by the transmission unit (045).

29. The method according to claim 28, characterized in that, - The transmission unit (045) converts only a portion of the motion of the electric actuator (04) into a pad stroke related to the braking effect. -And before and / or after the portion of the actuator operating range related to the liner stroke, the electric actuator (04) moves in the first and second directions via the transmission unit (045) without generating the liner stroke.

30. The method according to claim 28, characterized in that, The transmission unit (045) is designed such that, starting from the zero position of the transmission unit (045), the electric actuator (04) moves in the first direction. -And, along this first direction, the nonlinear component (03) is arranged in the following order, a. A nonlinear component (03) for reducing electrical and mechanical stresses during the initial stage of the liner stroke. b. A nonlinear component (03) for overcoming the air gap (068) between the brake pads (063) and the friction surface. c. A nonlinear component (03) for determining the contact point between the friction surface and the brake pad (063), d. Nonlinear components (03) for achieving minimum braking effect, e. Nonlinear components (03) for operation with reduced power requirements, f. Nonlinear components (03) for rapidly achieving high braking performance. g. A nonlinear component (03) for generating increased braking torque, wherein the braking torque will adapt to the corresponding braking dynamics. h. Nonlinear components used to compensate for brake fade (03).

31. The method according to claim 28, characterized in that, - Select and / or design the transmission unit (045) such that, starting from the zero position of the transmission unit (045), the electric actuator will move in the second direction. -And along the second direction, nonlinear components (03) for measuring parameters and / or setting parameters and / or nonlinear components (03) for wear readjustment (02) will be arranged.

32. The method according to claim 28, characterized in that, - A nonlinear component (03) for measuring and / or setting parameters is designed such that the electric actuator (04) moves in a first direction from the zero position of the transmission unit (045), and at least one parameter of the brake (01) is measured by the movement of the electric actuator (04) in the first direction. The process involves detecting the torque of the electric actuator (04), comparing at least one parameter of the brake (01) with an expected and / or measured value of the torque of the electric actuator (04), and using this comparison to determine whether the brake (01) should be adjusted. - and / or nonlinear components (03) for measuring and / or setting parameters are designed such that the electric actuator (04) moves in its second direction from the zero position of the transmission unit (045). This provides a force measuring device in the second direction, with at least a portion of the transmission unit (045) abutting against the force measuring device, thereby measuring and / or adjusting the zero position of the actuator.

33. The method according to claim 28, characterized in that, - The nonlinear component (03) for reducing electrical and mechanical loads during the beginning of the liner stroke is designed such that the electric actuator (04) moves more slowly in a portion of the air gap (0689) due to the transmission ratio of the transmission unit (045), and less than half the maximum speed in the first half of the air gap (0689) in the liner stroke region located adjacent to the air gap (068).

34. The method according to claim 28, characterized in that, - The nonlinear component (03) for overcoming the air gap (068) between the brake pad (063) and the friction surface is designed such that, due to the transmission ratio of the transmission unit (045), the electric actuator (04) moves over more than half of the air gap (068) and moves faster than the maximum speed in the travel range of the pad positioned adjacent to the air gap (068), so that the air gap (068) is overcome faster than in normal operation.

35. The method according to claim 28, characterized in that, -A nonlinear component (03) for determining the contact point between the friction surface and the brake pad (063) is designed to, The contact point between the brake pad (063) and the friction surface is detected from the energy, current and / or power consumption of the electric actuator (04) and / or from the actuator load curve, thereby checking whether the brake (01) should be readjusted, because the transmission to the transmission unit (045) through the nonlinear component (03) by actuation produces an evaluable combination of transmission ratio and actuator torque, thereby obtaining a significant difference in behavior from that in the air gap (068) due to the contact between the friction surface and the brake pad (063).

36. The method according to claim 28, characterized in that, - The nonlinear component (03) for achieving minimum braking effect is designed to achieve a desired minimum braking effect within a minimum action time, which is at most 20% longer than the time technically achievable by the electromechanical brake (01) for achieving minimum braking effect.

37. The method according to claim 26 or 27, characterized in that, - The nonlinear component (03) used to generate the increased braking torque means that the braking torque will adapt to the braking dynamics and is designed such that the rate of increase of the braking torque adapts to the resulting dynamic weight displacement of the transport or conveying device, so that the wheel obstruction of the vehicle will be offset.

38. The method according to claim 28, characterized in that, - The nonlinear component (03) for operation with reduced electrical power requirements is designed such that during low-speed operation of the drive unit (045) and / or when the electric actuator (04) is stationary, the power absorbed by the electric actuator (04) is at least 20% less than that of the nonlinear component (03) designed according to the maximum achievable motor output power for the same operation and / or operating point, thereby reducing the power consumption of the electric actuator (04) during longer continuous braking operations.

39. The method according to claim 28, characterized in that, - The nonlinear component (03) for compensating for brake fade is designed such that the electric actuator (04) operates at motor torque than the nonlinear component (03) designed according to the maximum achievable motor output power, the motor torque being higher than the maximum permissible motor torque and / or higher than the maximum permissible shaft power under the same operating conditions, thereby achieving braking effect even in the case of brake fade.

40. The method according to claim 28, characterized in that, - At least one nonlinear component is used to compensate for air gap errors, which are caused by wear. - and / or by adjusting the movement of the electric actuator (04), the brake (01) is operated until a certain deviation in the magnitude of the air gap error is achieved, without implementing wear readjustment.

41. The method according to claim 28, characterized in that, - The non-linear component (03) used for wear adjustment (02) is designed to cause the electric actuator (04) to move against the direction of motion used for braking. - and by implementing this movement of the electric actuator (04), the wear readjustment device is actuated.

42. The method according to claim 28, characterized in that, - The nonlinear component (03) for wear adjustment (02) is designed to cause the electric actuator (04) to move in the braking direction, and the wear readjustment device is actuated by the movement of the electric actuator (04) because after the maximum position of the electric actuator (04) required for braking has been reached, the wear readjustment device is actuated by the additional movement of the electric actuator (04) or the actuation is prepared.

43. The method according to claim 28, characterized in that, - The brake (01) includes a wear readjustment device actuated by an electric actuator (04).

44. The method according to claim 28, characterized in that, - At least one actuator position of the electric actuator (04) is maintained in place with reduced power demand or without current by the corresponding design of at least one nonlinear component (03) and by the interaction of the at least one nonlinear component (03) with the spring.

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