Electromechanical wheel brake and method for mounting electromechanical wheel brake

Abstract

The invention relates to an electromechanical wheel brake (100) for a motor vehicle, the wheel brake (100) having: an electric drive assembly (102), which is designed to apply a torque to a drive shaft (126); a transmission assembly (104) designed to transmit a torque acting on the drive shaft (126) to the output shaft (156); a clamping device (106), which is designed to convert a torque acting on the output shaft (156) into a clamping force acting in a clamping direction (112); a clamping force sensor system (146) for determining a clamping force generated by the clamping device (106); and a control unit (118), which is designed to control the electric drive assembly (102) on the basis of a braking request and an existing clamping force, the electric drive assembly (102), the transmission assembly (104) and the clamping device (106) being each designed as a functional module which can be checked for its function and which, in the installed state, is connected to the transmission assembly (104) via a correspondingly designed interface (150, 150 '). According to the invention, the interface (150, 154) forms an operative connection, said interface (150, 154) establishing a signal connection between the control unit (118) of the drive assembly (102) and the clamping force sensor system (146) in the installed state of the wheel brake (100).

Description

[0001] The invention relates to an electromechanical wheel brake, in particular in the form of a service brake, and to a method for installing / assembling such an electromechanical wheel brake.

[0002] In the prior art, electromechanical wheel brakes are known as service brakes in many variants. For example, DE 10 2020 208769 A1 describes an electromechanical brake device in the form of a floating caliper disc brake, which has a brake caliper and a pressure piston, which is mounted in the brake caliper so as to be movable in a clamping direction, wherein the brake device has an electromechanical clamping device, wherein the clamping device is supported on one side on the pressure piston and is designed to apply a force acting in the clamping direction to the pressure piston.

[0003] Wheel brakes of this type are typically designed according to specific application scenarios so that the wheel brake can provide a braking power that corresponds to the specific application. For this purpose, for example, the corresponding dimensions of the respectively used electric drive, the clamping device and the further mechanical components are selected so that the wheel brake meets previously determined specifications. In the case of wheel brakes constructed in this way, it is usually possible to perform a functional test of the wheel brake only in the installed state of the entire assembly of the wheel brake. Furthermore, adaptation to new operating requirements (for example in the form of a specific clamping force or the dimensions of the wheel brake) usually requires a substantial and therefore expensive new construction of the wheel brake.

[0004] Against this background, the invention is based on the object of specifying an electromechanical wheel brake and a method for installing such a wheel brake which allow the wheel brake to be easily adapted to different requirements.

[0005] This object is achieved by an electromechanical wheel brake as claimed in claim 1 and a method as claimed in claim 12. Preferred embodiments are the subject matter of the dependent claims.

[0006] In a first aspect, the invention relates to an electromechanical wheel brake for a motor vehicle, in particular an electromechanical wheel brake in the form of a service brake, wherein the wheel brake has an electric drive assembly, wherein the electric drive assembly is designed to apply a torque to a drive shaft. In addition, the wheel brake has a transmission assembly, wherein the transmission assembly is designed to transmit a torque acting on the drive shaft to an output shaft. The wheel brake also has a clamping device, wherein the clamping device is designed to convert a torque acting on the output shaft into a clamping force acting in a clamping direction. In addition, the wheel brake has a clamping force sensor system and a control unit, wherein the clamping force sensor system is used to determine the clamping force generated by the clamping device, wherein the control unit is designed to control the electric drive assembly based on a braking request and the existing clamping force. It is provided that the electric drive assembly, the transmission assembly and the clamping device are each designed as functional modules that can be checked for their function, and these functional modules are in an operative connection in the installed state via correspondingly designed interfaces, wherein these interfaces establish a signal connection between the control unit of the electric drive assembly and the clamping force sensor system in the installed state of the wheel brake.

[0007] The wheel brakes can in particular be disk brakes, in particular in the form of floating caliper disk brakes.

[0008] Due to the design embodiment of the electric drive assembly, the transmission assembly and the clamping device as separate modules, which are only operatively connected when the wheel brakes are engaged, the wheel brakes can be easily adapted to the requirements of the respective application. Thus, for example, the transmission ratio characteristics of the transmission assembly can be changed by replacing the transmission assembly, so that the response speed or the torque that can be generated can be increased or reduced as required, wherein the clamping device and the electric drive assembly can remain unchanged. In addition, with regard to the clamping device used, it is also easy to adjust to the respective requirements in the installation position of the wheel brake, because, for example, the transmission assembly and the electric drive used previously can also be used for the clamping device with a changed geometry. Likewise, it is also possible for only the electric drive assembly to be replaced by a drive with a different specification, without having to change the transmission assembly or the clamping device.

[0009] This effectively results in a modular system consisting of components from which a wheel brake can be assembled according to the respective requirements.

[0010] It can also be ensured that the wheel brake assembled in this way is functionally effective, since the modules used in each case can already be checked for their correct functionality before being installed in the wheel brake. Thus, the correct functional capability of the wheel brake can also be present after the wheel brake is assembled.

[0011] In order to ensure the compatibility of these modules with respect to each other, it is preferably provided that the interfaces between these modules are standardized so that modules of different configurations can be operatively connected in the same way. "Operationally connected" should be understood here as a force-transmitting connection between modules, for example.

[0012] Since during assembly of the module the interface simultaneously also establishes a signal connection between the clamping force sensor system and the control unit, so that the control unit can control the electric drive assembly based on the determined clamping force and the braking requirement, separate wiring of the wheel brakes is no longer necessary when installing the module. This measure thus further simplifies the construction of the wheel brakes adapted to the individual requirements. In this case, the feature "the interface establishes the signal connection" can be interpreted as meaning that the interface is part of the signal connection and that the signal connection is established as a result of the interface confluence. However, the signal connection in this context can be established at different points of the wheel brake and does not necessarily have to coincide with the mechanical interface.

[0013] According to a preferred embodiment, it is provided that the clamping device has a rotational-translational transmission module, wherein the rotational-translational transmission module contains the clamping force sensor system and is designed as a functional module whose function can be checked. In particular, the rotational-translational transmission module can be designed as a cylindrical functional group, which is inserted into the clamping device counter to the clamping direction and is supported on the clamping device counter to the clamping direction during active actuation of the wheel brake.

[0014] The clamping force sensor system here preferably comprises a force sensor which is arranged in the force path between the rotational-translational transmission module and its support in the clamping device which is opposite to the clamping direction.

[0015] According to another embodiment, the fixing of the transmission assembly to the clamping device for transmitting torque is simplified as follows: the rotation-translation transmission module has a rotatable screw, wherein the screw has a first mechanical interface, wherein the transmission assembly has a second mechanical interface paired with the first mechanical interface, so that a force-locking connection for transmitting torque is generated between the transmission assembly and the screw by the engagement of the first interface with the second interface. In this case, the screw forms the output shaft. For example, a polygonal geometry of complementary design can be used as the interface in this context. Here, a screw nut mounted in a non-rotatable manner is preferably arranged on the screw, and the friction lining of the wheel brake is arranged on the screw nut, so that the torque acting on the screw is converted into a force acting on the friction lining along the clamping direction.

[0016] According to a further embodiment, the mounting of the wheel brake is further simplified in that the rotary-translational transmission module has an electrical interface, wherein in the mounted state of the rotary-translational transmission module the electrical interface establishes a signal connection between the clamping force sensor system and the control unit. For example, exposed contacts can be formed on the rotary-translational transmission module, which are positioned such that, in the mounted position of the rotary-translational transmission module in the clamping device, the mounting of the control unit on the wheel brake causes the electrical contacts connected to the control unit to automatically come into contact with the contacts of the rotary-translational transmission module. In this way, for example, the correct mounting position of the components can also be monitored, since the signal connection and thus the control of the wheel brake by the control unit is only possible if all components involved in the generation of the signal connection are correctly aligned relative to one another.

[0017] According to another embodiment, for transmitting the torque from the electric drive assembly to the transmission assembly, a drive pinion is provided on the drive shaft, wherein, in the mounted state of the electric drive assembly and the transmission assembly, the drive pinion meshes with the output pinion of the transmission assembly, so that the torque present on the drive shaft is transmitted to the output pinion. Here, the output pinion does not necessarily have to represent the last gear stage in the transmission system of the transmission assembly, from which the corresponding torque is transmitted to the clamping device. Instead, the output pinion can also be an intermediate pinion of the transmission assembly, from which the torque is transmitted to the output pinion, which is then directly connected to the clamping device.

[0018] In particular, it can be provided that, in the state of the transmission assembly mounted on the wheel brake, the distance of the engagement of the output pinion with the drive pinion from the axis of rotation of the output pinion remains the same for different transmission assemblies. Thus, the transmission assembly can be replaced by another transmission assembly with a different transmission ratio, without having to change the electric drive assembly or the clamping device for this purpose. Likewise, different electric drive assemblies can also be coupled to the transmission assembly, the transmission assemblies remaining identical, if the electric drive assemblies are each equipped with a drive pinion with the same engagement radius.

[0019] According to a further embodiment, it is provided that the control unit is formed as part of the electric drive assembly. In this way, the signal path between the electric drive assembly and the control unit can be kept very short, so that the electric drive assembly can be effectively controlled by the control unit.

[0020] According to a further embodiment, the operational reliability of the wheel brake is increased in this context because the interfaces of the wheel brake are sealed gas-tight in the installed state. Thus, it is possible to avoid that the functionality is impaired by particles or liquids which could penetrate these interfaces during operation of the wheel brake without a seal.

[0021] According to a further embodiment, it is provided that the wheel brake has a parking brake module, wherein the parking brake module is designed to indirectly or directly block a rotation of the drive shaft in at least one direction of rotation, wherein the parking brake module is designed as a functional module which can be checked for its functionality. In this way, if necessary, the wheel brake which is actually designed as a service brake can also be used as a parking brake. For example, it can be provided that the parking brake module is installed in each case for the wheel brakes of the rear axle of the vehicle, as a result of which the parking brake function is present here, while no parking brake module is installed on the wheel brakes of the front axle.

[0022] In order to perform the parking brake function, the wheel brakes can be clamped here with a force up to a defined clamping force, whereupon the parking brake module blocks the drive shaft from rotating in such a way that any opening of the brake is prevented. For this purpose, the parking brake module does not necessarily have to act directly on the drive shaft. Alternatively, it can also be provided that the parking brake module blocks a rotation or translation of an element of the transmission assembly or the clamping device (which would lead to a reduction in the applied clamping force). Due to the substantially rigid coupling of the elements in the operating chain from the electric drive via the transmission assembly to the clamping device, the blocking of one of these elements causes the other elements to be blocked as well.

[0023] According to another embodiment, the parking brake module has an electrically controlled actuating element for operating the locking mechanism, wherein the actuating element can be controlled by the control unit. The actuating element here can have, for example, an actuator that is actuated by an electric motor or electromagnetically, which is designed to fix the locking element of the locking mechanism, thereby achieving the described blocking of the rotation of the drive shaft.

[0024] In order to prevent the rotation of the drive shaft, it is further provided according to another embodiment that the locking mechanism has a pawl, wherein the actuating element is designed to engage the pawl with a ratchet, wherein the ratchet is arranged on the drive shaft in a manner that cannot rotate relative to each other. The ratchet and the pawl preferably have a geometry in this context that prevents the rotation of the ratchet in the direction that causes the wheel brake to open during the engagement of the pawl in the ratchet, while the rotation in the clamping direction continues to remain possible. For this purpose, it can be provided that, for example, the pawl can be moved out of the ratchet against a spring force, wherein the ratchet has a sawtooth profile, which has a steep edge and an oblique edge in each case, as a result of which, during a rotation opposite to the clamping direction, the pawl can slide on the oblique edge and thus jump into the next position between an adjacent pair of teeth of the ratchet. Thus, for example, when the parking brake module is actuated, the wheel brake can be re-tensioned without having to release the parking brake.

[0025] According to a further exemplary embodiment, reliable locking of the wheel brakes for carrying out the parking brake function can be monitored in that the parking brake module has a sensor for determining the position of the actuating element, which is connected to the control unit in a signal-transmitting manner.

[0026] On the other hand, the invention relates to a method for installing / assembling an electromechanical wheel brake as claimed in one of the preceding claims, wherein, for installing the wheel brake, a transmission component is coupled to the clamping device along a clamping direction and an electric drive component is coupled to the transmission component perpendicularly to the clamping direction.

[0027] The preferred embodiments of the present invention will be explained in detail below by means of the accompanying drawings, in which:

[0028] Figure 1 shows a perspective view of an exemplary wheel brake;

[0029] Figure 2 A block diagram showing functional modules of an exemplary wheel brake is shown;

[0030] Figure 3 A schematic diagram showing the mounting orientation of an exemplary wheel brake;

[0031] Figure 4 Another side view of an exemplary wheel brake is shown;

[0032] Figure 5 shows a side view of an exemplary wheel brake;

[0033] Figure 6 A perspective view of an exemplary brake caliper showing a clamping device having a transmission assembly;

[0034] Figure 7 shows a perspective view of an exemplary rotational-translational transmission module;

[0035] Figure 8 shows a cross-sectional view of an exemplary transmission assembly;

[0036] Fig. 9 shows a schematic diagram of a first exemplary parking brake module;

[0037] Fig.10 A schematic diagram of a second example parking brake module is shown.

[0038] Features which are similar or identical to each other are denoted hereinafter by the same reference numerals.

[0039] Figure 1A perspective view of an exemplary electromechanical wheel brake 100 in the form of a floating caliper disc brake is shown. Here, the wheel brake 100 has an electric drive assembly 102, a transmission assembly 104 and a clamping device 106. The electric drive assembly 102 has an electric motor 108, which is designed to apply a torque to a drive shaft, which is not visible in the selected illustration. Here, the drive shaft is connected to the transmission assembly 104, so that the torque applied to the drive shaft is converted / reduced and transmitted to the clamping device 106.

[0040] For this purpose, the transmission assembly 104 has a gear assembly, as will be referred to below. Figure 8 Explained by examples.

[0041] The clamping device 106 is essentially formed by a brake caliper 110 with a rotational-translational transmission module 116, wherein the brake caliper 110 is mounted in a brake caliper holder 114 so as to be displaceable in a clamping direction 112. The brake caliper holder 114 is hereby provided for fixed mounting on a vehicle wheel via corresponding mounting points. In the illustrated assembly, the rotational-translational transmission module 116 is connected to the transmission assembly 104 so that a torque transmitted from the drive shaft to the transmission assembly 104 can be converted by the rotational-translational transmission module 116 into a clamping force acting in the clamping direction 112.

[0042] For this purpose, the rotation-translation transmission module 116 has a rotatably mounted lead screw for transmitting torque, connected to the transmission assembly. In addition, a lead screw nut is arranged on the lead screw, which is mounted so as not to rotate around the lead screw. Therefore, the rotation of the lead screw causes the lead screw nut to move along the translation of the lead screw, which is equivalent to the torque acting on the lead screw being converted into a force acting on the lead screw nut along the lead screw and thus along the clamping direction 112.

[0043] One of the friction linings of the wheel brake 100 is arranged on the spindle nut so that, due to the rotation of the spindle, the friction lining of the wheel brake 100 generates a clamping force on a brake disk which is connected to the vehicle wheel in a rotationally fixed manner. The general operating principle of a floating caliper disk brake is considered to be known at this point and will not be explained in more detail.

[0044] The wheel brake 100 shown also has a control unit 118 for controlling the electric drive assembly 102. Figure 2 The functional relationships of the components of wheel brake 100 are described again.

[0045] Figure 2Now a block diagram of the functional modules of the exemplary wheel brake 100 described above is shown. Here, the control unit 118 is shown as the first block when viewed from left to right. The control unit 118 here has a computing unit 120 for controlling the electric drive assembly 102. In addition, the control unit 118 has a sensor system 122 for determining operating parameters of the electric drive assembly 102 and, in particular, based on these operating parameters, performs a control regulation of the torque generated by the electric drive assembly 102.

[0046] The electric drive essentially has an electric motor 124, which is designed to exert a torque on a drive shaft 126, wherein the exerted torque is predefined by corresponding actuation of the electric motor 124 by means of the control unit 118. The electric motor 124 is connected to the computing unit 120 in a signal-transmitting manner, so that operating information of the electric motor 124, such as the motor position, can be read out by the computing unit 120.

[0047] Here, a ratchet 128 is also arranged on the drive shaft 126, which ratchet provides the wheel brake 100 with a parking brake function together with the parking brake module 130. For this purpose, the parking brake module 130 has an actuating element 132, wherein the actuating element 132 can be controlled by the control unit 118 via a corresponding signal-transmitting connection. The actuating element 132 is in turn connected to a pawl 134, so that the pawl 134 can be engaged with the ratchet 128 by actuating the actuating element 132. The pawl 134 and the ratchet 128 are preferably designed in this context so that when the pawl 134 is engaged in the ratchet 128, a rotation of the drive shaft 126 that clamps the wheel brake 100 continues to remain possible, while a rotation of the drive shaft 124 opposite to the rotation of the drive shaft 126 is prevented. Here, the parking brake module 130 has a sensor 136 for determining the position of the actuating element 132, wherein the sensor 136 is connected to the control unit 118 in a signal-transmitting manner.

[0048] There are basically only signal connections or connections for transmitting operating voltage between the control unit 118 and the electric drive assembly 102. Accordingly, the interface between the control unit 118 is limited to electrical contacts and structures for fastening the control unit 118 to the electric drive assembly 102.

[0049] It should be understood that the following signals can also be transmitted via this interface: the signals are not used by the connected module, such as the electric drive assembly 102 module, but are forwarded, in this example, to another connected transmission assembly 104 module including the clamping force sensor system 146. Figure 2In FIG. 1 , a continuous dashed line indicates that the corresponding signal is transmitted unchanged through at least this module 102. Accordingly, signals that are not used by at least one of the connected modules can also be transmitted via the signal connection or an interface provided for this purpose.

[0050] This allows a flexible arrangement of the individual modules. Thus, for example, it is also possible to insert an additional module between two other modules and pass unneeded signals through this additional module without modification. Conversely, if, for example, certain applications do not require the functionality of a module, these modules can also be omitted.

[0051] If the interface is designed as a signal connection, not only electrical signals (eg rotation angle) can be transmitted but also, according to a development of the invention, electrical power, for example, in order to supply voltage to modules connected via the interface.

[0052] If the interface is also designed as a mechanical interface, for example in order to transmit forces (such as torques) between the modules, it goes without saying that the interface can include not only the required electrical functions but also supplementary mechanical functions. This can include, for example, centering (for example by centering pins), sealing (for example by sealing rings), or tolerance compensation (for example torque compensation).

[0053] According to a refinement of the invention, it can also be provided that at least one module has an interface with more than one or two other modules, for example three or four modules. Thus, a module can be connected to another module, or two modules, or three modules, or even four or more modules, wherein in each case at least one interface can be provided between two adjacent modules to be connected.

[0054] The electric drive assembly 102 is also connected to a transmission assembly 104, wherein in the illustrated embodiment, the transmission assembly 104 is implemented as a two-stage reduction transmission with a first gear stage 138 and a second gear stage 140. The transmission assembly 104 also has a force sensor 146, which is connected to the control unit 118 in a signal-transmitting manner, wherein the signal connection is designed to be formed indirectly via the electric drive assembly 102. Here, the force sensor 146 can also alternatively be designed as part of the clamping device 106 and in particular be integrated into the rotation-translation transmission module 116.

[0055] Finally, the clamping device 106 is connected to the transmission assembly 104. Here, the clamping device is essentially formed by a brake caliper 110 and a rotational-translational transmission module 116. The rotational-translational transmission module 116 is connected here via a corresponding mechanical interface for transmitting the torque from the second gear stage 140 and is designed to convert the torque transmitted in this way into a force in a clamping direction 112. A first brake lining 142 is arranged on the rotational-translational transmission module 116, while a second brake lining 144 is arranged on the brake caliper 110 opposite the first brake lining 142. A brake disc 148 is arranged between the brake linings 142 and 144, which, in order to prevent a rotation of the brake disc 148, is clamped between the brake linings 142 and 144 and is subjected to a clamping force which generates a torque which delays the rotation of the brake disc 148.

[0056] In reference Figure 2 In the described architecture of the wheel brake 100, defined electrical interfaces for transmitting signals and / or operating voltages, as well as mechanical interfaces for transmitting forces or torques are formed in each case between the individual functional groups, that is, the control unit 118, the electric drive component 102, the transmission component 104 and the clamping device 106.

[0057] As already explained above, the core idea of ​​the invention is to design the above-mentioned functional groups in each case as functionally independent modules which can be checked for their functionality and which can be operatively connected via corresponding interfaces when the wheel brake 100 is already assembled.

[0058] To this end, Figure 3 It is schematically illustrated how the individual functional groups of the wheel brake 100 are coupled to one another, wherein the installation directions and interfaces of the individual functional groups are schematically illustrated. Figure 3 In the illustration of FIG. 1 , the control unit 118 is formed as part of the electric drive assembly 102 and is attached to the underside of the electric drive assembly 102 .

[0059] like Figure 3 To install the wheel brake 100, the transmission assembly 104 is first arranged on the clamping device 106 from the left, as indicated by the arrow 200 in FIG. 1. For this purpose, the rotation-translation transmission module 116 has a mechanical interface 150 in the form of a square, which, when the transmission assembly 104 is mounted on the clamping device 106, engages with a corresponding mating geometry of the transmission assembly 104, so that torque can be transmitted from the output gear of the transmission assembly 104 to the lead screw of the rotation-translation transmission module 116. Figure 8 Explain the specific structure of the transmission assembly, and the rotation-translation transmission module 116 is Figure 7 Displayed in.

[0060] In this case, a circumferential sealing ring 152 is arranged on the clamping device 106 in the installation region of the transmission component 104 , so that the mechanical interface between the transmission component 104 and the clamping device 106 is protected in a gas-tight manner against contamination.

[0061] As further indicated by arrow 202, the electric drive assembly 102 is coupled from below to the transmission assembly 104. For this purpose, the transmission assembly also has an interface 154, which is operatively connected to the drive shaft 126 when the electric drive assembly 102 is fixed to the transmission assembly 104.

[0062] Furthermore, a first electrical interface 206 schematically illustrated here is arranged on the upper side of the electric drive assembly 102, wherein a second electrical interface 208 mating with the first electrical interface 206 is arranged on the clamping device 106. In the illustrated embodiment of the wheel brake 100, it is provided that a clamping force sensor system is arranged in the clamping device in the form of a force sensor 146. Accordingly, the clamping force present measured by the force sensor 146 can be read out by the control unit 118 via the interfaces 206 and 208 and used as a basis for controlling the electric drive assembly 102.

[0063] Figure 4 The wheel brake 100 is shown again in the fully installed state. Here again, it is schematically indicated that by mounting the transmission assembly 104 on the clamping device 106 and the electric drive assembly 102 on the transmission assembly 104, the electrical interfaces 206 and 208 are also automatically operatively connected, so that the measured clamping force can be transmitted to the control unit 118. As also shown in Figure 4 As shown in FIG. 2 , the transmission assembly is fastened to the clamping device 106 via a first threaded connection structure 210 , and the electric drive assembly 102 is fastened to the transmission assembly via a second threaded connection structure 212 .

[0064] Figure 5 Shown in Figure 3 1 is a side view of the wheel brake 100 discussed above, viewed in the direction of the arrow 200 in FIG. Here, in particular, the mounting point 214 for fixing the transmission assembly 104 to the clamping device 106 can be seen in this illustration. Figure 5 As shown, the clamping device 106 has an alternative mounting point 216 for fixing the transmission assembly 104 to the clamping device 106, which allows the transmission assembly 104 to be mounted, in which case the transmission assembly 104 can be fastened to the clamping device 106 in a mirrored manner with respect to the vertical axis of the wheel brake 100. In this way, the wheel brake 100 can be configured for the right side of the vehicle and the left side of the vehicle by fastening the transmission assembly 104 to the clamping device 106 in a corresponding orientation.

[0065] Figure 6The combination of the brake caliper 110 and the transmission assembly 104 is shown in a view from below. Here, firstly, the mechanical interface 154 for transmitting the torque from the drive shaft 126 of the electric drive assembly 102 to the transmission assembly 104 can be clearly seen. This will be referred to below. Figure 8 On the other hand, Figure 6 The electrical interface 208 is also clearly shown again, via which a signal connection is established between the clamping force sensor system 146 arranged in the rotational-translational transmission module 116 and the control unit 118 when the electric drive assembly 102 is mounted on the transmission assembly 104 .

[0066] Figure 7 A perspective view of a rotation-translation transmission module 116 is shown, which can be used to Figure 6 In this case, the rotational-translational transmission module 116 has a lead screw 156 which is rotatably mounted in a housing 158 and is supported axially in the housing 158 opposite to the clamping direction 112. Again, a lead screw nut 160 is arranged on the lead screw 156, which is mounted in the housing 158 in a rotationally fixed manner so that a rotation of the lead screw 156 about its longitudinal axis causes a translational movement of the lead screw nut 160 along the lead screw 156 and thus along the clamping direction 112. The lead screw nut 160 is in turn connected to a pressure piston 162, wherein the pressure piston 162 is mounted in the housing 158 so as to be displaceable in the clamping direction 112. In the installed position of the rotational-translational transmission module 116, the brake lining 142 is then arranged on the pressure piston 162.

[0067] In this case, the clamping force sensor system 146 is arranged in the housing 158 between the axial support of the spindle 156 and the housing 158 itself, so that the force acting on the brake lining 142 and thus on the brake disk 148 by the pressure piston 162 is also introduced into the clamping force sensor system 146. In this way, the clamping force applied by the wheel brake 100 can be measured directly.

[0068] Rotational-translational transmission module 116 is designed in this case in the form of a functional module and has a mechanical interface 150 for producing an operative connection for transmitting a torque to transmission assembly 104 and an electrical interface 208 for transmitting a clamping force determined by force sensor 146 to control unit 118 .

[0069] Figure 8A sectional view of an exemplary transmission assembly 104 is shown. Here, the transmission assembly 104 is designed as a two-stage reduction transmission and has a first output pinion 164 and a second output pinion 166 that engages in the first output pinion 164. Here, the first output pinion 164 forms an intermediate pinion of the transmission assembly 104. The second output pinion 166 has a mechanical interface 172, which is used to connect the lead screw 156 of the rotation-translation transmission module 116 to transmit torque, wherein the interface is arranged to be centered on the rotation axis of the second output pinion 166. Here, the first output pinion 164 and the corresponding sleeve geometry 168 of the housing 170 of the transmission assembly 104 together form the mechanical interface 154. As shown in FIG. Figure 8 As shown, when the electric drive assembly 102 is coupled, the drive pinion 174 disposed on the drive shaft 126 engages in the first output pinion 164, so that torque is transmitted from the drive shaft 126 to the transmission assembly 104. In this case, the transmission assembly can be driven.

[0070] Here, as long as the distance between the drive shaft 126 and the interface 172 remains unchanged, the transmission assembly 104 can be replaced by a transmission assembly with different transmission ratio characteristics with little complexity. In this case, adjustment of the clamping device 106 or the electric drive assembly 102 is not necessary.

[0071] Fig. 9 and Fig.10 Two exemplary embodiments of the parking brake module 130 are shown. Fig. 9 Here, a variant with an electrically actuated parking brake module 130 is shown. Here, the actuating element 132 of the parking brake module is formed by an electric motor 176, which is designed to exert a torque on a threaded spindle 178. An actuating block 180 is arranged on the threaded spindle 178 in a non-rotatable manner, so that a rotation of the threaded spindle 178 causes a translational movement of the actuating block 180 along the threaded spindle 178. Here, a spring-loaded pawl 182 is arranged on the underside of the actuating block 180.

[0072] exist Fig. 9 In the selected illustration, the parking brake module 130 is in the deactivated state. When the parking brake module 130 is activated by the control unit 118, the motor 176 is controlled so that the operating block 180 is displaced downward and the pawl 182 is thus engaged with the ratchet 128. Due to the geometry of the teeth of the ratchet 128, the drive shaft 124 rotates in the opposite direction of the operating direction (in Fig. 9In the process, a rotation in the counterclockwise direction (in the illustration of the invention, illustrated by arrow 184) (that is, a rotation direction which would lead to a reduction in the clamping force of the wheel brake 100) is blocked. However, a rotation in the actuating direction 186 is still possible, since the pawl 182 can slide on the flat geometry of the teeth of the ratchet 128 and, in the process, is displaced in the direction of the actuating block 180 against the restoring force of the spring 188. In this way, the ratchet 128 can be rotated in the direction 184 until the pawl 182 rests in the adjacent groove of the teeth of the ratchet 128, as a result of which a new locking position is established. In this way, the wheel brake 100 can also be clamped again without releasing the parking brake when the parking brake function is activated.

[0073] Fig.10 An alternative design embodiment of a parking brake module 130 is shown. Here, instead of an electric drive, a monostable or bistable lifting solenoid 190 is used as the actuating element 132, which lifting solenoid is connected via a push rod 192 to an operating block 180, in which a pawl 182 is likewise mounted in a spring-loaded manner. Here, in this embodiment, the pawl 182 is mounted so as to be rotatable about an axis 194, so that a movement of the operating block 180 in a direction orthogonal to the axis 194 causes the pawl 182 to rotate about the axis 194, so that the pawl can engage with the ratchet 128. Also in this configuration, the pawl 182 is arranged in a manner similar to that of the ratchet wheel 128. Fig. 9 The spring-loaded mounting on the operating block 180 ensures that a rotation of the ratchet 128 in the operating direction remains possible, while a rotation opposite to the operating direction is prevented.

[0074] The described parking brake module 130 is preferably designed as a testable module, so that even when the parking brake module 130 is not mounted on the wheel brake 100, it can be checked whether the actuation of the parking brake module 130 (that is, the displacement of the actuating block 180 and thus the displacement of the pawl 182) functions as expected. In addition, it can also be checked here whether the sensor system 136 for detecting the switching state of the parking brake module 130 functions as expected.

[0075] In order to arrange the parking brake module 130 on the wheel brake 100 , it is only necessary to provide a mechanical interface which allows the pawl to engage in the ratchet 128 and an electrical interface for actuating a corresponding actuating element 132 and for reading out data from the sensor 136 .

[0076] The parking brake module 130 has been described above so that the rotation of the drive shaft 126 of the electric drive assembly 102 is directly blocked by the parking brake module 130. In principle, the parking brake module 130 can also block the clamping mechanism at different points in the operating chain in the manner described. For example, the parking brake module 130 can also act directly on elements of the transmission assembly 104 or the clamping device 106.

Claims

1. An electromechanical wheel brake (100) for a motor vehicle, wherein: The wheel brake (100) comprises: An electric drive assembly (102), wherein the electric drive assembly (102) is configured to apply torque to a drive shaft (126), A transmission assembly (104), wherein the transmission assembly (104) is designed to transmit torque acting on the drive shaft (126) to the output shaft (156), A clamping device (106) wherein the clamping device (106) is designed to convert a torque acting on an output shaft (156) into a clamping force acting in a clamping direction (112), a clamping force sensor system (146) for determining the clamping force generated by the clamping device (106), and a control unit (118), wherein the control unit (118) is designed to control the electric drive assembly (102) based on a braking request and an existing clamping force, The electric drive component (102), the transmission component (104) and the clamping device (106) are each designed as a functional module that can be checked for its function, and these functional modules form an operative connection through correspondingly designed interfaces (150, 154) in the installed state, wherein the interface (150, 154) establishes a signal connection between a control unit (118) of the drive component (102) and a clamping force sensor system (146) in the installed state of the wheel brake (100).

2. The electromechanical wheel brake (100) according to claim 1, characterized in that: The clamping device (106) has a rotational-translational transmission module (116), wherein the rotational-translational transmission module (116) contains a clamping force sensor system (146) and is designed as a functional module whose function can be checked.

3. The electromechanical wheel brake (100) according to claim 1, characterized in that A signal transmitted via an interface (150, 154) passes in an unchanged manner through at least one of the modules connected by the interface.

4. The electromechanical wheel brake (100) according to one of the preceding claims, characterized in that Power can be transmitted via the interface (150, 154).

5. Electromechanical wheel brake (100) according to one of the preceding claims, characterized in that The interface (150, 154) comprises centering structures and / or mechanical tolerance compensation structures and / or seals, so that the interface (150, 154) of the wheel brake is sealed gas-tight in the installed state.

6. Electromechanical wheel brake (100) according to one of the preceding claims, characterized in that At least one module has interfaces to more than two other modules, preferably to three or four other modules.

7. Electromechanical wheel brake (100) according to one of the preceding claims, characterized in that The rotation-translation transmission module (116) has a rotatable screw (156), wherein the screw (156) has a first mechanical interface (150), wherein the transmission component (104) has a second mechanical interface (172) paired with the first mechanical interface (150), so that a force-locking connection for transmitting torque is generated between the transmission component (104) and the screw (156) through the engagement of the first interface (150) with the second interface (172).

8. Electromechanical wheel brake (100) according to one of the preceding claims, characterized in that The rotational-translational transmission module (116) has an electrical interface (208), wherein the electrical interface (208) establishes a signal connection between a clamping force sensor system (146) and a control unit (118) when the rotational-translational transmission module (116) is in an installed state.

9. Electromechanical wheel brake (100) according to one of the preceding claims, characterized in that A drive pinion (174) is arranged on the drive shaft (126), wherein, when the electric drive component (102) and the transmission component (104) are installed, the drive pinion (174) is meshed with the output pinion (164) of the transmission component (104), so that the torque existing on the drive shaft (126) is transmitted to the output pinion (164).

10. The electromechanical wheel brake (100) according to one of the preceding claims, characterized in that The control unit (118) is designed as a part of the electric drive assembly (102).

11. Electromechanical wheel brake (100) according to one of the preceding claims, characterized in that The wheel brake (100) has a parking brake module (130), wherein the parking brake module (130) is designed to indirectly or directly block a rotation of a drive shaft (126) in at least one rotational direction (184), wherein the parking brake module (130) is designed as a functional module that can be checked for its function.

12. The electromechanical wheel brake (100) according to claim 11, characterized in that The parking brake module has an electrically controlled actuating element (132) for actuating a locking mechanism, wherein the actuating element (132) can be controlled by a control unit (118).

13. The electromechanical wheel brake (100) according to claim 12, characterized in that The locking mechanism has a pawl (134, 182), wherein the actuating element (132) is designed to bring the pawl (134, 182) into engagement with a ratchet (128), wherein the ratchet (128) is arranged on a drive shaft (126) in a rotationally fixed manner.

14. The electromechanical wheel brake (100) according to claim 12 or 13, characterized in that: The parking brake module (130) has a sensor (136) for determining the position of the actuating element (132), wherein the sensor (136) is connected to the control unit (118) in a signal-transmitting manner.

15. A method for installing an electromechanical wheel brake (100) according to one of the preceding claims, wherein: To install the wheel brake (100), the transmission assembly (104) is coupled to the clamping device (106) along a clamping direction (112), and the electric drive assembly (102) is coupled to the transmission assembly (104) perpendicular to the clamping direction (112).

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