Electromechanical brake device for a motor vehicle

Abstract

The invention relates to an electromechanical brake device (1) for a motor vehicle, comprising an actuating device (5) which has at least one electric motor (41, 42) and which is operatively connected to a brake element (32) which can be adjusted in an adjustment direction (V) and which can be brought into braking engagement with a counter brake element (2), the motor (41, 42) can be activated by an electromotive control unit (100). In order to be able to reduce the complexity and improve the operation, the invention proposes that the actuating device (5) and the control unit (100) are combined with the braking device (1).

Description

BACKGROUND

[0001] The invention relates to an electromechanical brake device for a motor vehicle, comprising an actuating device having at least one electric motor and operatively connected with a brake component, which can be adjusted along an adjustment direction and is capable of brake engagement with a counter brake component, wherein the motor can be controlled by an electric control unit.

[0002] Such a brake device for a motor vehicle is designed as a friction brake, in which a brake component, which is supported on the chassis and is fixed relative to the rotation of the wheel to be braked, can be brought into brake engagement with a counter brake component rotating with the wheel by means of an actuating device. When the brake is applied, a frictional contact known as brake contact is generated between the brake component and the counter brake component, wherein the greater the adjustment force applied by the actuating device along the adjustment direction, the greater the brake torque generated by the friction.

[0003] A common design is a disc brake, which is known in principle, in which the counter brake component is formed by a brake disc rotating with the wheel, which is axially enclosed on both sides by brake calipers. By means of at least one actuator, preferably a linear actuator, axially supported on the brake caliper, the brake components, usually brake pads, can be adjusted along an axial adjustment direction and thus brought into frictional contact with the axial sides of the brake disc, wherein the brake disc is clamped in frictional engagement between the adjusted brake components and a further brake component axially supported on the brake caliper opposite.

[0004] The drive unit has at least one electric motor, which can be controlled by an electric control unit to generate a brake force. For example, it is known from DE 195 37 464 A1 that all motors of the brake device assigned to the respective wheel to be braked are controlled by a central control unit of the motor vehicle. In principle, this enables the execution of manual and automatic brake operations, wherein manual inputs and parameters depending on the current operating and driving situation can be taken into account according to a specified brake algorithm. In order to generate the brake force specified in this way, the windings of the motors of all actuators are supplied with electrical power by the control unit via power supply lines extending from the brake device to the control unit. However, the relatively long cable lengths required for this can increase the susceptibility to interference. Nevertheless, in order to be able to guarantee the high degree of safety absolutely necessary for the operation of the brake, a relatively high additional effort is still required, for example, by means of redundant design, control and monitoring devices, etc., as mentioned in the aforementioned prior art.

[0005] In view of the above-mentioned problems, it is an object of the present invention to be able to reduce the effort and improve the operation in an electric motor brake device. SUMMARY

[0006] This problem is solved by the brake device according to claim 1. Advantageous refinements can be found in the dependent claims.

[0007] In an electromechanical brake device for a motor vehicle, which comprises an actuating device having at least one electric motor and operatively connected with a brake component, which can be adjusted along an adjustment direction and can be brought into braking engagement with a counter brake component, wherein the motor can be controlled by an electric control unit, it is provided that the actuating device and the control unit are combined with the brake device.

[0008] The brake device according to the invention has at least one electric control unit and an electric brake actuator connected to the at least one electric control unit and at least one actuating device. The brake device is assigned to a wheel to be braked, which has a counter brake component, for example a brake disc, rotating therewith. The friction surface of the brake disc can preferably be surrounded in a manner known per se by a brake caliper of the brake device, which is fixed relative to the rotation of the wheel, which carries the actuating device, and on which the brake component is supported to absorb the reaction forces occurring during braking. Preferably, the brake surfaces on the brake and the counter brake component extend parallel to a brake surface plane or, in short, to a brake plane, which extends orthogonally or perpendicularly to the adjustment direction.

[0009] The control unit can preferably comprise a power supply for the motor and an electric control circuit, which can be connected to an electric control system of the motor vehicle for the electric control of the brake, preferably via a bidirectional interface to a bus system of the vehicle control. The control unit can have electric inputs and / or electric outputs, for example for connecting sensors to detect the wheel position and / or wheel speed, the position of the brake component, for detecting wear and / or other parameters, for example operating temperature, etc. The measured values detected by the sensors can be evaluated in the control unit and transmitted as measurement data via the outputs to the motor vehicle control system. Alternatively or additionally, the control unit can directly control the actuator independently of the central vehicle control system, for example to set the optimum air gap width, to implement single wheel anti-lock control, etc. This allows an advantageous decentralized control of the operating functions.

[0010] According to the invention, the electric control unit and the electromechanical actuator can be combined into a combined assembly. According to the invention, the electric control unit can be connected to the brake caliper, which also carries all electromechanical functional parts. This allows the brake unit to be provided as a particularly compact assembly.

[0011] A significant advantage is that it can be easily installed in the limited space available in the wheel suspension area, so that a conventional hydraulic brake caliper can be replaced by an electromechanical brake device without any major design changes.

[0012] Another advantage is that the control unit can be positioned in close proximity to the motor, so that short power supply lines and control lines are achieved, which facilitate tamper-free operation.

[0013] In addition, decentralized safety functions assigned to each brake wheel can be implemented, which can be activated independently of the central vehicle control system. For example, if an overheating is detected, which can indicate a malfunction, a local emergency operation can be activated for the affected wheel by the assigned control unit. In this way, an increased level of safety can be achieved even in the event of a communication failure with the central vehicle control system.

[0014] It is advantageous if the control unit is located in a control housing. The control housing can be structurally integrated with the brake device; for example, the control housing can be fixed to the actuator or the brake caliper. Preferably, the control housing can be sealed in a gas-tight manner, wherein the actual electrical control circuit is accommodated inside in a protected manner and the electrical controls and supply lines connected to the electrical control circuit are guided through in a sealed manner with respect to the outside.

[0015] The preferred embodiment can provide that the control unit has a control board. The control board comprises a flat printed circuit board made of insulating material, on which the electrical components of the control unit are arranged and electrically connected. This allows a compact and robust design to be achieved. The control board can easily be adapted in terms of shape and size to the available installation space, so that it can be accommodated, for example, in the control housing.

[0016] It is advantageous if the control board is arranged perpendicular to the adjustment direction. The control board can be designed flat, for example by mounting it on a preferably flat printed circuit board. The control board can extend substantially orthogonally, i.e. perpendicular to the adjustment direction, wherein the surface normal can have an angular deviation of + / - 15° from the adjustment direction. The arrangement orthogonal to the adjustment direction means that the control board is arranged substantially parallel to the brake plane, i.e. parallel to the brake surfaces of the brake element and the counter-brake element, for example parallel to the circular axial brake surfaces of the brake disc. This has the advantage that the brake device can be constructed relatively flat in the axial direction, i.e. relatively flat measured in the adjustment direction. In this way, it can be ensured that the brake unit, which is installed in the area of the wheel suspension and pivots with the wheel during steering, does not limit the steering angle.

[0017] It is preferred that the control unit has an electrical plug connection with at least one plug-in connection. The plug-in connection serves to electrically connect the brake device to the control system of the motor vehicle. The plug-in connection is designed to be connected to a corresponding electrical plug (plug connector) which in turn is connected to a power supply line or a control line. Each plug-in connection has a defined plug-in direction into which each electrical plug must be inserted into the corresponding plug-in connection in order to produce an electrically conductive contact connection. The advantage is that the plug connector allows the brake device to be connected to the electrical system of the motor vehicle in a simple manner which is easy to install.

[0018] In the aforementioned design, it is advantageous for the plug connection to have a plurality of plug-in connections. This allows, for example, one or more connections to be provided for connection to the power supply and to the control lines (data lines) of the bus system.

[0019] Preferably, two of the plug-in connections each have one or more connections for the power supply. Preferably, one of the plug-in connections is assigned to the first servo motor and the other of the plug-in connections is assigned to the second servo motor.

[0020] Preferably, the two plug-in connections for the servo motors have geometric distinguishing features so that they cannot be confused (error protection) when connected to the vehicle assembly.

[0021] It is advantageous for the plug-in connections to have a plug-in direction which is perpendicular to the adjustment direction. The plug-in direction refers to the spatial direction in which the electrical plug (connector) must be moved in order to come into contact with the corresponding plug-in connection. When the adjustment direction is orthogonal to the brake surface, i.e. perpendicular to the brake surface of the brake element and the counter-brake element, the plug-in direction is aligned parallel to the brake surface. This offers the advantage that it allows a flat axial height in which the electrical connection cable can be routed from the steering region to the side on which the wheel moves during steering. This protects the connection cable and allows a relatively large steering angle without any problems. Preferably, all plug-in connections can have a plug-in direction which is perpendicular to the adjustment direction.

[0022] The plug-in connections can be angled relative to one another with respect to their respective plug-in directions. This enables a space-saving and easy-to-install arrangement.

[0023] A practical implementation of the aforementioned design can be achieved, for example, by arranging the plug-in connections in a Y shape, T shape, cross shape or star shape with respect to their respective plug-in directions. Preferably, the plug-in directions of adjacent plug-in connections are angled at an angle of at least 90° to one another. This allows an easily accessible, installation-friendly arrangement.

[0024] An advantageous design can be realized by means of a plug connection device with a one-piece carrier body, the plug-in body. On the carrier body, which is also referred to as the plug-in body, one or more plug-in connections can be formed, which are adapted to receive corresponding plug-in parts. Preferably, a plurality of plug-in connections can be individualized in accordance with the well-known "error-proof" design principle, so that there is an unambiguous assignment of corresponding plug-in parts to motor vehicle control lines. The carrier body preferably has or is completely made of an insulating material. The carrier body can be made of plastic, for example, for example as an injection-molded part made of thermoplastic polymer, preferably as a one-piece part. Electrical connections are made via electrical conductor elements which extend through the carrier body and can be connected at one end to a control circuit and have contact pins or the like at the other end which are arranged in the region of the plug-in connections so that they can be connected to inserted plug-in parts. The conductor elements can comprise metal wires, tracks or the like which can be arranged in the carrier body in a non-removable and sealed manner, for example by overmolding with plastic during the injection-molding process.

[0025] It is advantageous if the insertion direction of the plug-in connections is parallel to the alignment of the control panel. This can enable the overall height of the control unit to be advantageously low, while at the same time providing good accessibility for the plug-in connections.

[0026] Preferably, the plug connection device can be fixed to the control panel. This allows a compact, robust and easy-to-install design to be formed. For example, the carrier body of the plug connection device can be permanently connected to the printed circuit board, for example by welding, riveting, gluing or the like. This allows the electrical connections between the plug-in parts and the control circuit to be effectively protected from mechanical stress.

[0027] It can be provided that the brake device comprises an actuating device and a brake part connected to the actuating device, which can be adjusted by the actuating device along an axis, i.e. in an adjustment direction, and can be brought into braking engagement with a counter-brake part, wherein the actuating device has a first actuating drive and a second actuating drive coupled in series with the first actuating drive, wherein the first actuating drive has a first drive wheel which can be driven in a rotary manner and the second adjustment drive has a second drive wheel which can be driven in a rotary manner and is coaxial to the first drive wheel, wherein a coupling device is arranged between the first drive wheel and the second drive wheel. It can be provided that the coupling device is designed as a friction clutch with a friction element which can be connected to a counter-friction element in a friction-locked manner when the clutch is engaged.

[0028] In the following, the first drive wheel and the second drive wheel are also collectively referred to as the two drive wheels, or simply as the drive wheels.

[0029] The drive wheels can be designed as toothed wheels, for example spur gears, or as belt or toothed-belt wheels or worm gears, so that a drive torque can be coupled from the electric servo motor into the servo drive via a toothed wheel which is usually provided.

[0030] A friction clutch can be implemented between the drive wheels. The friction clutch comprises a friction element which is connected in a torque-locked manner to one of the drive wheels and a corresponding counter-friction element which is connected in a torque-locked manner to the other drive wheel. The friction element can be brought into friction clutch engagement with the counter-friction element in any relative angular position. This results in a purely force-locked clutch compared to the shape-locked pawl connection in the prior art. This allows a continuous specification of the relative position of the drive wheels to each other compared to the discrete pawl stages in the prior art. Thus, a uniform continuous adjustment of the second actuating drive relative to the first actuating drive is possible and a continuous adjustment of the air gap can be performed. This is particularly advantageous in terms of uniformly tracking the optimum operating point of the brake device, i.e. the continuous wear of the brake linings during operation. A continuously improved response behavior of the brake device can be achieved compared to the stepwise adjustment options in the prior art, resulting in increased operating safety and greater ease of use.

[0031] The advantage compared to the pawl clutches described in the prior art is that substantially no axial relative movement is required between the clutch elements, for example drive wheels or pawl elements, which must be able to move relative to each other in order to produce and release the detent form-fit connection, in order to actuate and release the clutch device. Rather, the purely force connection between the friction element and the counter-friction element according to the invention can be easily specified by the axial actuating force applied, wherein the friction element and the counter-friction element do not have to move axially relative to each other. This can make the design of the coupling device simpler and more reliable.

[0032] It is preferably provided that the friction clutch has a definable coupling torque. The coupling torque represents the maximum differential torque which can be transmitted by the friction connection in the clutch engagement between the friction element and the counter-friction element. When the coupling torque is exceeded, the coupling device slips, resulting in the two drive wheels rotating relative to each other. One advantage of this is that the friction clutch according to the invention slips continuously, enabling an improved, uniform readjustment of the air gap. In addition, axial avoidance movements of the pawl elements as in known pawl clutches do not have to be considered and absorbed in the design.

[0033] Advantageously, the friction element and the counter-friction element are arranged coaxially. The coaxial arrangement corresponds to the coaxial arrangement of the drive wheel. The friction element and the counter-friction element can be designed simply and arranged in a compact form in the region of axially opposite end faces of the drive wheel. Due to the purely force-closed generation of the coupling described above, no moving parts are required, as is the case with the latching clutches in the prior art.

[0034] In an advantageous embodiment, the friction element and the counter-friction element can be designed conically. The friction element can have a conical section with a conical friction surface which converges at least sectionally in the axial adjustment direction, which can be designed as an outer or inner cone, and which engages with a corresponding conical section on the counter-friction element, which is designed as an inner or outer cone in the opposite direction and has a conical counter-friction surface. In order to generate the clutch engagement, the outer cone is inserted into the inner cone, wherein the conical friction surface and the counter-friction surface are loaded against one another in a friction-locked manner by the axial actuation force of the clutch. One advantage of this is that the conical design allows the axial actuation force of the clutch to be transmitted as a normal force acting between the conical friction surfaces in frictional contact. In this way, a comparatively small axial actuation force can be converted into a comparatively large normal force in the frictional contact by means of a flatter pitch, whereby a high coupling torque can be achieved even with a comparatively small axial actuation force of the coupling.

[0035] As an alternative or in addition to the embodiments described above, the friction element and the counter-friction element can be designed to be planar. In this case, the corresponding friction surfaces are designed at least partially as flat axial surfaces, similar to the case of a disc clutch. This enables a space-saving arrangement, in particular in the case of only a comparatively small coupling torque to be achieved.

[0036] It can be preferable for the friction element and the counter-friction element to be preloaded against one another. Preferably, the friction element and the counter-friction element are preloaded elastically or spring- elastically against one another. In this case, the friction surface and the counter-friction surface are pressed against one another in the frictional connection by a predetermined axial pretensioning force. In order to generate the preloading force, it can be preferable to provide an elastic preloading element, for example a spring element or the like. The coupling torque of the friction clutch is determined by the actuation force acting perpendicular to the frictional contact, i.e. the force applied axially between the friction element and the counter-friction element, wherein the greater the preloading force, the greater the coupling torque. This offers the advantageous possibility of specifying the coupling torque simply by means of the preloading force applied by the preloading element. For example, in the case of an axially compressible spring element, such as a compression spring, the preloading force applied can be specified and adjusted simply by means of the spring constant and the compression of the spring.

[0037] The above-described embodiments can be realized advantageously by the fact that the friction element and / or the counter-friction element can be moved axially and is supported against the first drive wheel or the second drive wheel by means of an axially effective spring element. The friction element or the counter-friction element is torque-locked and can be shifted axially and is connected to one drive wheel, for example, via a radially protruding driver, which produces a form fit acting in the circumferential direction. The spring element, which is axially clamped between the friction element or the counter-friction element and one drive wheel and is preferably designed as an axially effective compression spring, ensures that the friction element or the counter-friction element is axially preloaded against the corresponding counter-friction element or friction element, which is axially supported on the other drive wheel, i.e. is axially pressed against it in the frictional contact. The corresponding counter-friction element or friction element is connected to the other drive wheel in a rotationally fixed manner. Alternatively or additionally, the counter-friction element can also be supported on one of the drive wheels by a spring element. The advantage of this arrangement is that the friction clutch according to the application can be incorporated between the drive wheels in a structurally simple and space-saving manner.

[0038] In an advantageous further development, the friction element and / or the counter-friction element can be arranged in the first drive wheel or the second drive wheel. For example, one drive wheel can be designed substantially drum-shaped, so that the friction element or the counter-friction element can be arranged in an inner space enclosed by a rotary gearwheel or a toothed ring. This makes it possible to achieve a compact design which is protected from external influences. For example, the drive wheel of the first actuating driver can have a conical friction element, which axially engages with a counter-friction element designed as an inner cone, which is arranged at least partially within the second drive wheel.

[0039] By arranging the drive wheels within the axial extension of the actuator, i.e. not mounted such that the drive wheels axially protrude on one side, a particularly compact design can be achieved, in particular in the latter embodiment.

[0040] It is preferable for the friction element and / or the counter-friction element to have a friction lining. The friction element and the counter-friction element preferably have a metal base body, which is made of steel, for example. In order to avoid metal-to-metal contact, a coating or a lining can preferably be applied to create a friction pair with a defined friction force, which is made of sintered, metallic and / or ceramic friction material, composite material, etc. This ensures a defined, repeatable coupling torque.

[0041] It can be provided that the actuator has a spindle drive. In this case, a threaded spindle engages in a spindle nut in a manner known per se and the relative rotational drive is provided via a drive wheel connected to the threaded spindle or the spindle nut. The spindle nut can form the drive-side drive element of the actuator and the threaded spindle forms the output-side driven element, which can be linearly adjusted relative to the drive-side drive element, or vice versa.

[0042] The actuator can have a ball ramp arrangement, a wedge disc arrangement or a ramp pin arrangement. In a ball ramp arrangement, also called a ramp bearing, the drive element and the output element preferably have cam discs with raceways or ramps inclined towards the axis, between which raceways or ramps balls are arranged which can roll in the circumferential direction. The relative rotation causes the balls to roll on the ramps to axially displace the driven element relative to the drive element. In a known ramp pin arrangement, a ramp pin is arranged between the drive element and the driven element and is supported in the circumferential direction such that during relative rotation the ramp pin is inclined more or less strongly relative to the axis depending on the direction of rotation, whereby the distance between the drive element and the driven element is also adjustable.

[0043] In the actuation device, two actuation drives with the same effect can be combined with each other as a first actuation drive and a second actuation drive, for example two spindle drives. It is also possible to combine two different designs with each other, for example a ball ramp arrangement as a first actuation drive and a spindle drive as a second actuation drive, for adjusting the air gap. In this way, the respective characteristic properties of each design can be optimally utilized. For example, a ball ramp arrangement can be used to achieve a non-linear adjustment characteristic with little effort and / or to achieve an at least partial self-locking characteristic and / or to achieve defined dead points or stretch positions, which enable a defined adjustment range. Achieving the aforementioned positive properties can at least partially require an exact specification of the air gap, which is not possible in the case of the ratchet clutches in the prior art, but can be easily achieved in the case of the friction clutches according to the application.

[0044] In a method for operating an electromechanical brake device, the electromechanical brake device has an actuation device, which comprises a first actuation drive and an actuation drive coupled in series with the first actuation drive, and acts on a brake component, which can be brought into braking engagement with a counter brake component in the axial direction, wherein the first actuation drive has a first drive wheel which is driven in a rotatable manner, on which a first drive torque can be applied for actuation, and the second actuation drive has a second drive wheel which is driven in a rotatable manner and is coaxial to the first drive wheel, on which a second drive torque can be applied for actuation, wherein a coupling device is arranged between the first drive wheel and the second drive wheel, it can be provided that the coupling device is designed as a friction clutch and has a predetermined coupling torque, which causes the first drive wheel to slip relative to the second drive wheel when the predetermined coupling torque is exceeded, wherein, for actuation of the first actuation drive, the first drive wheel and the second drive wheel are driven synchronously, so that the second actuation drive remains unactuated, and, for actuation of the second actuation drive, the second drive wheel is driven and the first drive wheel is stopped relative to the second drive wheel, so that the friction clutch slips and the first actuation drive remains unactuated.

[0045] The features mentioned above in connection with the brake device can be used individually and in combination to implement the method.

[0046] For the adjustment of the first actuation drive, a torque can be coupled into the first drive wheel by means of a first electric servo motor, and correspondingly, the second actuation drive can be driven by a second electric servo motor.

[0047] In normal braking operation, the first drive wheel and the second drive wheel rotate synchronously. In one aspect, this can be achieved by driving the first drive wheel and the second drive wheel with synchronous drive torques by the first servo motor and the second servo motor. Alternatively, the second drive wheel can be driven synchronously by the clutch device while the first drive wheel is driven, as long as the drive torque transmitted remains below the clutch torque. In this operating mode, the second actuation drive remains unactuated and idles as a whole with the brake element.

[0048] Compared to the prior art, when the coupling torque is exceeded, the coupling device can slip continuously and uniformly to adjust the air gap. This can be achieved, for example, by fixing the drive wheel of the first actuation drive, for example by means of a brake or a corresponding control of the first drive motor, while a second drive torque greater than the coupling torque is applied to the second drive wheel by the second drive motor. This causes the second drive wheel to rotate relative to the first drive wheel, and the air gap can be continuously and sensitively adjusted by actuating the second actuation drive, so that the continuous wear of the brake element or brake pad is optimally compensated.

[0049] The first and second drive wheels can be torque-locked by a friction clutch to produce synchronous driving. In this case, the two drive wheels do not need to be driven synchronously by a servo motor. Any torque differences can be compensated within a specified tolerance.

[0050] It is advantageous to specify that a higher coupling torque is applied when the first actuating drive is actuated than when the second actuating drive is actuated. The first actuating drive is actuated by synchronous driving of the first and second drive wheels. The friction element and the counter-friction element are preloaded against one another by the spring force of the spring element, and in addition, the adjustment force of the first actuating drive acts counter to the spring force. This results in a relatively high coupling torque. On the other hand, if only the second drive wheel is turned to adjust the air gap, only the spring force acts, so that a lower coupling torque is set. This facilitates adjustment of the air gap.

[0051] In the above-described embodiments, the first actuating drive can preferably form a brake actuator in accordance with the above-described function, and the second actuating drive can correspondingly form an adjustment actuator. BRIEF DESCRIPTION OF DRAWINGS

[0052] Advantageous embodiments of the application are explained in greater detail below with reference to the drawings. In particular, the drawings show:

[0053] Figure 1 a brake device according to the application is shown in a schematic perspective view,

[0054] Figure 2 a side view of a brake device according to Figure 1 is shown,

[0055] Figure 3 a schematic perspective view of an actuating device of a brake device according to the application is shown as Figure 1 is shown,

[0056] Figure 4 a section through a brake device according to Figure 1 is shown,

[0057] Figure 5 a separate schematic perspective view of a first actuating mechanism of a brake device according to Figure 1 is shown in a schematic perspective view,

[0058] Figure 6 an enlarged detail view of an actuating device from Figure 4 is shown,

[0059] Figure 7 a separate schematic perspective view of a control unit according to the application is shown,

[0060] Figure 8 a further view of the control unit according to Figure 6 the application,

[0061] Figure 9 a separate enlarged perspective detail view of the plug-in device of the control unit according to the application is shown,

[0062] Figure 10 a schematic exploded view of the conductor arrangement of the plug-in device according to Figure 9 the application. DETAILED DESCRIPTION

[0063] In the various figures, identical parts are always denoted by identical reference numerals and are therefore generally named or mentioned only once.

[0064] Figure 1 As a whole, a brake device according to the application is shown, which is designed as a disc brake. This comprises a brake disc 2, which forms a counter-braking component within the meaning of the application and is connected to a wheel (not shown here), which can be rotated about a wheel axis R. A brake caliper 3 surrounds both axial end faces of the brake disc 2.

[0065] The brake disc 2 is designed here as a non-ventilated brake disc made of solid material. Alternatively, the brake disc 2 can also be designed as an internally ventilated brake disc.

[0066] An electric brake actuator 4 according to the application is attached to the brake caliper 3, which in Figure 3 is shown in a separate, isolated schematic perspective view and is explained in detail in Figures 4 to 6 .

[0067] The brake actuator 4 comprises an actuating device 5, which extends axially in the direction of an axis A, which is positioned parallel to the wheel axis R and indicates the adjustment direction V of the actuating device 5.

[0068] As can be seen in the sectional view along the axis A in Figure 4 , the brake disc 2 is arranged axially between two brake pads 31 and 32. One brake pad 31 is firmly supported on the brake caliper 3 on the side facing away from the brake actuator 4. The other brake pad 32, which forms a braking component within the meaning of the application, is attached to the actuating device 5 and can be adjusted by the actuating device 5 in the axial adjustment direction V given by the axis A to produce a braking engagement on the brake disc 2, as indicated by the arrow in Figure 4 .

[0069] When the brake device 1 is not actuated, there is an axial air gap L between the brake disc 2 and the adjustable brake pad 32, which is shown schematically in Figure 4 in the form of an enlarged width.

[0070] The structure of the actuation device 5 is shown in Figure 4 and in its enlarged cross-section in Figure 6 .

[0071] The actuation device 5 comprises a first actuation drive 6 having a ramp bearing and a second actuation drive 7 coupled in series axially (relative to the axis A) to the first actuation drive 6 and having a spindle drive.

[0072] The first actuation drive 6, which is designed as a ramp bearing in the example shown, comprises a drive-side cam disk 61 and an output-side cam disk 62, the drive-side cam disk 61 being axially and rotationally supported on the brake actuator 4. Between the cam disks 61 and 62 there is arranged a ball 63. As can be seen in the schematic view in Figure 5 , the cam disks 61 and 62 have axially opposite ramp-like running tracks 64 inclined relative to the axis A, between which the ball 63 can roll. At the top of Figure 5 , a rotation of the output-side cam disk 62 relative to the fixed drive-side cam disk 61, as schematically indicated by the curved arrow, leads to a linear adjustment of the output-side cam disk 62 in an adjustment direction V parallel to the axis A. This allows the brake pad 32 to be brought into brake engagement by actuating the first actuation drive 6, as shown in Figure 4 .

[0073] The cam disk 62 is connected to a coaxial gear wheel 65, which is designed as a spur gear and forms a drive wheel within the meaning of the invention.

[0074] The gear wheel 65 is in gear engagement with the first electric servo motor 41. This makes it possible to drive the cam disk 62 in rotation and thus to actuate the first actuation drive 6.

[0075] The second actuation drive 7, which is designed as a spindle drive in the example shown, has a threaded spindle 71 on the output side, which is in engagement with an internal thread of a spindle nut 72 on the drive side. This internal thread is formed in the output-side cam disk 62 of the first actuation drive 6, so that the functional combination of the output-side cam disk 62 and the drive-side spindle nut 72 is in one component.

[0076] The threaded spindle 71 is connected via a hub portion 74 to a coaxial gear wheel 75, which is mounted in the brake actuator 4 in an axially fixed and rotationally movable manner. The threaded spindle is coupled to the gear wheel 75 in a torque-locked but axially displaceable manner by means of a driver 73, which can have, for example, radially protruding lugs or teeth, which are axially engaged in an axially displaceable manner in an axial groove in the hub portion 74.

[0077] Like the gear 65, the gear 75 can be designed as a spur gear and arranged coaxially to the gear 65. This gear 75 is in gear engagement with the second electric servo motor 42. This makes it possible to drive the threaded spindle 71 in rotation and thus to actuate the second actuating drive 7.

[0078] The threaded spindle 71 is axially connected to a thrust piece 44 via a thrust bearing 43, for example an axial roller bearing as shown, to which the displaceable brake pad 32 is attached, as can be seen in Figure 4 The thrust piece 44 can also be referred to as a piston.

[0079] The clutch device according to the application has a friction element 8 which is indicated as a coaxial conical extension of the cam disk 62 towards the second actuating drive 7. The conical extension has a conical friction surface 81 arranged outside the outer cone. The friction element 81 can preferably be formed in one piece with the cam disk 62 / spindle nut 72.

[0080] In the engaged state of the clutch, the friction element 8 is coupled in a friction-locked manner with a counter friction element 9. The conical extension is axially inserted into a corresponding conical opening in the corresponding friction element 9, which has a conical friction surface 91 arranged in the inner cone. In the engaged state of the clutch, the friction surface 81 and the counter friction surface 91 are in frictional contact with one another, as can be clearly seen in Figure 6 .

[0081] The counter friction element 9 is coupled to the gear 75 in a torque-locked but axially displaceable manner by means of a drive 92 which engages in a corresponding groove 76 in the gear 75 or in the hub portion 74 in an axially displaceable manner.

[0082] A spring element 93 is arranged between the gear 75 or the hub portion 74 connected to the gear 75 and the counter friction element 9. The axial spring force of this element elastically biases the counter friction element 9 against the friction element 8. This results in a defined coupling torque in the friction clutch of the application formed by the friction element 8 and the counter friction element 9.

[0083] The second embodiment shown in the same view as in Figure 6 differs in the design and arrangement of the friction surface 81 and the counter friction surface 91 from the first embodiment shown in Figure 4 and Figure 6 The friction surface 81 and the counter friction surface 91 are both designed as flat axial surfaces in contrast to the conical surfaces of the first embodiment. The mode of operation is essentially the same and therefore the same reference numerals are used.

[0084] For operating the brake device 1, the gearwheel 65 and the gearwheel 75 are driven synchronously such that the first actuating drive 6 performs a working stroke in the adjustment direction V, thereby causing the brake pad 32 to pass through the air gap L and to brake-engage with the brake disc 2. The synchronous drive of the gearwheel 65 and the gearwheel 75 can be achieved by synchronizing the drive speed of the servo motors 41 and 42 or by driving only one of the servo motors 41 or 42 while the other servo motor 42 or 41 is running idle. The frictional locking clutch engagement between the friction element 8 and the counter-friction element 9 then ensures the synchronous rotation of the gearwheel 65 and the gearwheel 75.

[0085] For adjusting the width of the air gap L, the gearwheel 65 is fixed or locked, for example by correspondingly controlling the first servo motor 41. The second servo motor 42 rotates the gearwheel 75 relative to the gearwheel 65, wherein the frictional clutch continuously and smoothly slides. The second actuating drive 7 is thus uniformly adjusted, whereby the width of the air gap L can also be continuously adjusted and adapted, for example to compensate for wear on the brake pad 32.

[0086] The fact that the friction element 8 and the counter-friction element 9 are arranged wholly or at least partially within the gearwheel 65 and the gearwheel 75 allows a particularly compact design.

[0087] Figures 1 to 7 The illustrated brake device is designed as a floating caliper brake, which is also referred to as a first caliper brake. The brake pad 32 is pressed against the brake disc 2 by the pressure piece 44, and the brake pad 31 is pressed against the brake disc 2 by the brake caliper 3, which can be moved relative to the brake disc 2 in the direction of the axis A. Alternatively, the solution according to the application can also be applied in a fixed caliper brake.

[0088] In Figures 1 to 6 In the illustrated embodiment, the first actuating drive 6 forms a brake actuator or working actuator in the sense of the method according to the application, and the second actuating drive 7 forms a corresponding adjustment actuator.

[0089] According to the application, the brake actuator 4 has a combined control unit 100. The combined control unit 100 is arranged in a control housing 101 which is connected to the brake caliper 3.

[0090] In Figure 7 In the middle, the control housing 101 is shown separately in a perspective view at an angle to the axis A.

[0091] The electrical control circuit of the control unit 100 is mounted on a circuit board 102 which is enclosed in the control housing 101 and in Figure 8 In the middle, the control housing 101 is shown separately in a perspective view at an angle to the axis A.

[0092] The circuit board 102 is flat and extends perpendicular to the axis A or adjustment direction V. Thus, the circuit board 102 extends parallel to the brake plane, which is parallel to the end face of the brake disc 2.

[0093] The control housing 101 encloses the board 102 and extends parallel to the board 102, i.e. also perpendicular to the axis A. As can be clearly seen in Figure 1 and Figure 2 , the control housing 101 is relatively flat in the axial direction, i.e. in the direction of the axis A (= adjustment direction V).

[0094] The electrical plug connection 103 is attached to the circuit board 102 on the outer side facing away from the brake caliper 3. The electrical plug connection 103 has three plug-in connections 104. Each plug-in connection 104 has a defined insertion direction E, along which a corresponding electrical plug (plug connector) of a control line or power supply line of a vehicle electrical system or bus system, not shown here, has to be inserted into the corresponding plug-in connection in order to produce an electrically conductive contact connection. The insertion direction E is indicated by an arrow in each case.

[0095] In the preferred embodiment shown, the insertion directions E of all plug-in connections 104 extend parallel to the surface extension of the circuit board 102 and thus perpendicular to the axis A. In the example shown, the plug-in connections 104 are arranged in a T shape, as can be clearly seen in Figure 7 , wherein the insertion directions E are at an angle of at least 90° to one another. Two of the plug-in connections 104 preferably have conductor elements 107 for supplying electrical power to the servo motors 41, 42 and conductor elements 107 for data transmission. The third plug-in connection preferably has only conductor elements 107 for data transmission. The data transmission can be, for example, a signal for the rotor position of the servo motors 41, 42 or a value determined therefrom by the control device, such as the position of the actuation device 5.

[0096] Figure 9 A schematic cross-sectional view of the plug connection 103 is shown. The plug connection 103 has a plug body 105 made of insulating material, which can comprise a single-piece plastic part, preferably a plastic injection-molded part, on which all plug-in connections 104 can be integrally formed.

[0097] The plug body 105 can have fixing elements 106, which can comprise, for example, pins, screwed-in openings, locking elements, etc., which enable a connection to the circuit board 102. Preferably, the fixing elements 106 can also be integrally formed with the plug body 105, for example as a hot-stake rivet pin or the like.

[0098] For the electrical connection, the plug-in device 103 has conductor elements 107, which extend from the plug-in connection 104 through the plug-in body 105 and are electrically connected to the control circuit on the side facing the circuit board 102.

[0099] The conductor elements 107 preferably comprise sheet metal and / or wire molded parts, as Figure 10 These conductor elements 107 can be permanently embedded, for example, by means of overmolding in plastic injection molding, in order to be electrically connected to the control circuit in the Figure 9 arranged in the plug-in device 103 in the orientation shown.

[0100] The control circuit mounted on the circuit board 102 is connected to the motors 41 and 42 via Figure 8 The supply line U, which is schematically shown in The reference list

[0101] 1 brake device

[0102] 100 control unit

[0103] 101 control housing

[0104] 102 circuit board

[0105] 103 plug-in device

[0106] 104 plug-in connection

[0107] 105 plug-in body

[0108] 106 fixing element

[0109] 107 conductor element

[0110] 2 brake disc

[0111] 3 brake caliper

[0112] 31, 32 brake pad

[0113] 4 brake actuator

[0114] 41, 42 servo motor

[0115] 43 thrust bearing

[0116] 44 thrust piece

[0117] 5 actuating device

[0118] 6 first actuating drive (brake mechanism)

[0119] 61 cam disc

[0120] 62 cam disc (integral with spindle nut 72)

[0121] 63 ball

[0122] 64 raceway

[0123] 65 gear

[0124] 7 second actuating drive (adjusting drive)

[0125] 71 threaded spindle

[0126] 72 spindle nut (integral with cam disk 62)

[0127] 73 drive

[0128] 74 hub portion

[0129] 75 gear

[0130] 76 slot

[0131] 8 friction element

[0132] 81 friction surface

[0133] 9 counter-friction element

[0134] 91 counter-friction surface

[0135] 92 drive

[0136] 93 spring element

[0137] A axis

[0138] R wheel axis

[0139] V adjustment direction

[0140] L air gap

[0141] E insertion direction

[0142] U supply line

Claims

1. An electromechanical brake device (1) for a motor vehicle, the brake device (1) comprising an actuating device (5) having at least one electric motor (41, 42) and to which a brake part (32) is operatively connected, which brake part is adjustable along an adjustment direction (V) and is brake-engageable with a counter brake part (2), wherein The motor (41, 42) is controllable by an electric control unit (100), characterized in that The actuating device (5) and the control unit (100) are combined with the brake device (1).

2. The brake device according to claim 1, characterized by The control unit (100) is arranged in a control housing (101).

3. The brake device according to one of the preceding claims, characterized in that The control unit (100) has a control board (102).

4. The brake device according to one of the preceding claims, characterized in that The control board (102) is arranged perpendicular to the adjustment direction (V).

5. The brake device according to one of the preceding claims, characterized in that The control unit (100) has an electrical plug connection (103) with at least one plug-in connection (104).

6. The brake device according to claim 5, characterized in that The plug connection (103) has a plurality of plug-in connections (104).

7. The brake device according to one of the preceding claims 5 to 6, characterized in that, The plug-in connections (104) have an insertion direction (E) perpendicular to the adjustment direction (V).

8. The brake device according to one of the preceding claims 5 to 7, characterized in that The plug-in connections (104) are angularly aligned relative to one another with respect to their respective insertion direction (E).

9. The brake device according to claim 8, characterized in that The plug-in connections (104) are arranged in a T-shape, a cross-shape or a star-shape with respect to their respective insertion direction (E).

10. The brake device according to one of the preceding claims 5 to 9, characterized in that, The plug connection (103) has a carrier body (105).

11. The brake device according to one of the preceding claims 5 to 10, characterized in that The insertion direction (E) of the plug-in connections (104) is aligned parallel to the control board (102).

12. The brake device according to one of the preceding claims 5 to 11, characterized in that, The plug connection (103) is fixed to the control board (102).

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