Electromechanically-hydraulically operated wheel brake

Abstract

The present invention generally relates to a wheel brake, in particular for a motor vehicle, wherein the wheel brake is electromechanically and / or hydraulically operable. The wheel brake accordingly comprises a brake caliper module with at least one electromechanically operable braking device and with at least one hydraulically operable braking device.

Description

The present invention relates generally to a wheel brake, in particular for a motor vehicle, wherein the wheel brake is electromechanically and / or hydraulically operable.Known wheel brakes are, for example, fixed calipers with hydraulic pistons on the inside and outside, and floating caliper brakes with a hydraulic brake piston on the inside of the wheel. Additionally known are combined wheel brakes, so-called combi saddles, which combine a hydraulic piston with a mechanical adjusting device for parking or as a parking brake or for emergency actuation.Purely electrically actuatable wheel brakes, also referred to as electromechanical wheel brake ("EMB"), are increasingly also being used as brake systems for motor vehicles. These wheel brakes offer several advantages over conventional purely hydraulically actuatable wheel brakes. Thus, a complex hydraulic system is no longer required, and an electromechanical wheel brake is also significantly more space-saving. Such electromechanical wheel brakes typically have an electrical or electronic drive unit which interacts with a mechanism or a transmission. On the output side, a brake unit can then be arranged, which can comprise a brake piston with a friction lining, which can be pressed against a brake disk or also drum by means of a translatory movement. As a result, during operation of the wheel brake, a deceleration can be effected. An electromechanical wheel brake is described, for example, in the document DE 10 2017 206 798 A1.The electric drive unit can comprise an electrically driven motor, also referred to below as an actuator. The associated functions for controlling or regulating the actuators are typically stored in an electronic control device or a brake control device.Here, for example, a force regulator may be provided, which may generate a setpoint value for the actuator speed or actuator speed based on a predefined setpoint force, which corresponds to a driver braking request or may be made available from a higher-order onboard computer, in order to apply a brake application force to an associated wheel brake. In the case of electromechanical wheel brakes, sensors, in particular force sensors, are often provided for measuring the applied clamping force, since a vehicle driver's hydraulic brake intervention is no longer possible. Such force sensors are comparatively cost-intensive and complicated to arrange in or on the wheel brake.Electromechanical wheel brakes may be designed as service brakes. In this case, the function of the parking brake can then be realized by means of a blocking of the transmission. In the case of purely hydraulically actuatable wheel brakes, no parking braking can take place, so that further components are required here.Accordingly, a wheel brake is desirable which connects the advantageous properties of the hydraulic or electromechanically actuatable wheel brakes outlined above to one another and reduces or ideally completely avoids the disadvantages associated therewith.The inventors have found this object.Surprisingly simply, this object is achieved by a wheel brake, in particular for a motor vehicle and a motor vehicle having such a wheel brake according to one of the independent claims. Preferred embodiments and developments of the invention can be taken from the respective dependent claims.The present invention accordingly relates, in a first aspect, to a wheel brake, in particular for a motor vehicle, comprising:a brake caliper module having a brake caliper housing,at least one hydraulic brake device with a hydraulic brake part,at least one electromechanical brake device having an electromechanical brake part,a friction partner, preferably a brake disk, which is arranged between the hydraulic brake part and the electromechanical brake part, whereinthe hydraulic brake device can act on the hydraulic brake part and axially displace the latter, as a result of which a first axial force F H can be applied during operation,the electromechanical brake device can act on the electromechanical brake part and can axially displace the latter, as a result of which a second axial force F E can be applied during operation,and wherein the first axial force F H and the second axial force F E are directed opposite the wheel brake, in particular directed towards one another.A motor vehicle in the sense of the invention means a vehicle having axles, wherein at least one of these axles can comprise steerable wheels and, in addition, the drive of the wheels of at least one axle can be adjusted in a wheel-specific manner.The invention proposes a combination of at least one hydraulic brake device with at least one electromechanical brake device, wherein in particular the strengths of the respective brake device are to be emphasized. Both the hydraulic brake device and the electromechanical brake device can be arranged highly advantageously in a brake module, in particular on or in a housing belonging thereto. The brake module may be, for example, a brake caliper module and the housing may accordingly be a brake caliper housing associated therewith.The present invention thus enables a clear separation of the functions and the associated components or assemblies, which can offer design and cost-related advantages.The present invention is suitable in principle for a wide variety of wheel brake types; purely by way of example, disc or saddle brakes may be mentioned here, in particular floating-caliper brakes.The hydraulic brake device can be designed substantially analogously to existing or known hydraulic wheel brakes, wherein a hydraulic pressure is generated in a fluid system which, during operation, can cause a brake part, in particular a brake piston, to be moved or axially displaced in order to generate a brake application force. For a better understanding, this brake part is also referred to below as a hydraulic brake part. For this purpose, the hydraulic brake part can be connected to a friction element which can be pressed against a friction partner, for example a brake disc, in order to generate a deceleration torque at the associated vehicle wheel.The electromechanical brake device can be designed such that a translatory movement of a brake part and / or a brake application force can be generated by means of a drive unit and a transmission unit. The brake part, which for a better understanding hereinafter also is referred to as electromechanical brake part, can be connected to a friction element. The electromechanical brake part can be pressed against a friction partner, for example a brake disc.The friction partner can be arranged in a particularly space-saving manner between the at least one hydraulic brake part and the at least one electromechanical brake part. The friction partner can comprise a brake disk, for example.The application force means here the force with which the friction elements are pressed against the friction partner or the brake disc. During operation, a corresponding braking torque is thereby generated at the wheel under consideration. Depending on the embodiment and control concept, the control can be selected in such a way that either a predefined, defined clamping force or a predefined, defined braking torque is set in accordance with the requested deceleration request.Accordingly, in operation, the hydraulic brake device may act on and axially displace the hydraulic brake member, thereby allowing a first axial force F H to be applied, and the electromechanical brake device may act on and axially displace the electromechanical brake member, thereby allowing a second axial force F E to be applied. Both brake devices can preferably be controlled individually or separately from one another.The hydraulic brake part and the electromechanical brake part are most advantageously arranged in such a way that the first axial force F H and the second axial force F E are opposed, in particular directed towards one another, during operation of the wheel brake. In this way, the friction partner located between the two brake parts can be acted upon by the corresponding axial forces F H and F E from two opposite sides.According to a preferred embodiment of the invention, the hydraulic brake device can be designed as a service brake. The hydraulic brake device can accordingly be responsible for the normal brake function and can be designed accordingly. This makes it possible to utilize the advantages of a hydraulic brake device. For example, the force measurement can be carried out particularly easily via a pressure sensor, which is generally more simpler and more cost-effective than a force sensor, for example, as is frequently necessary in electromechanical brakes.The invention makes it possible in a highly advantageous manner to use the electromechanical brake device of the wheel brake in a supplementary or supporting manner in order to realize supplementary functions. These functions may include wear adjustment, clearance adjustment, parking brake function, redundant emergency actuation, and / or increase in braking dynamics. This division of functions makes it possible to utilize the advantages of an electromechanical brake device without having to accept the disadvantages which result from the use of an electromechanical brake device as a service brake. Thus, the arrangement of the brake devices can be designed in a very space-saving manner, for example, which can be very advantageous from the standpoint of the constricted space conditions in or on a vehicle wheel. Furthermore, particularly high axial or application forces can also be applied, since the axial forces can act in the opposite direction to one another.The wear readjustment can be associated with the air clearance adjustment and can be used, for example, when, on account of the operation, the friction elements or friction partners have material wear or material abrasion and the air clearance between the friction elements is thereby enlarged. The clearance can, however, also be set independently of the wear. The wear readjustment or the air clearance adjustment can be effected in such a way that the electromechanical brake parts are brought into a corresponding axial position at the beginning of a travel. Readjustment is also possible during travel.A parking brake function can be realized particularly favorably with an electromechanical brake device, for example, in that the associated transmission can be blocked. This can be effected, for example, by retracting a blocking plunger. As a result, holding can be realized in a highly advantageous manner even in the case of a non-energized state as a result of self-locking.Embodiments are also possible in which the gear comprises a worm gear. This is already self-locking and can thus represent a parking brake function. Furthermore, embodiments are possible in which the transmission has a high efficiency and a parking brake function can then be implemented with a blocking plunger.The parking brake function can be implemented, for example, by retracting the at least one hydraulic brake part, and only the at least one electromechanical brake part provides the clamping or clamping force by axial movement in the application direction. The friction partner can be pressed, for example, against the at least one retracted electromechanical brake part or, if this brake part is retracted into the housing, also against surrounding housing regions. These housing regions, for example corresponding regions in the interior of a brake caliper housing, can be equipped or designed accordingly for this purpose, for example with slightly protruding contact points.The electromechanical brake device can also take over an emergency actuation in the event of a failure of the hydraulic brake device, since it can act independently of the hydraulic brake system and in this way provide a redundancy.Furthermore, by setting the air clearance depending on the situation, as explained above, an increase in the braking dynamics can also be realized.The present invention therefore combines in a highly advantageous manner the favourable properties of the two types of braking devices, while avoiding the disadvantageous properties of the respective brake devices.As a result of the axial forces F H and F E facing one another, particularly high forces can be applied, so that the wheel brake according to the invention is also suitable for applying high application forces.This can be further supported by an arrangement in which the effective axes of at least one electromechanical and at least one hydraulic brake part are at least collinear, preferably coaxial, with respect to one another. In other words, by the arrangement and orientation of the hydraulic brake part, a first hydraulic active axis can be defined, which can correspond to the axis of symmetry of the hydraulic brake part, and by the electromechanical brake part, a second electromechanical active axis can be defined, which can correspond to the axis of symmetry of the electromechanical brake part. According to a preferred embodiment of the invention, these two axes of action can be aligned collinearly, particularly preferably coaxially, with respect to one another. The effective axes accordingly correspond to the direction of the axial forces F H and F E.The friction partner arranged therebetween can accordingly be acted upon with the application force from opposite or opposite directions.It can be particularly advantageous if at least one hydraulic operating axis and one electromechanical operating axis are coaxial to one another, so that the friction partner lying therebetween can be acted upon with the compressive force from opposite directions at the same position. In this way, tilting or tilting or other undesirable deformations of the friction partners, for example as a result of excessively high application forces, can be counteracted. The clamping forces which can be applied can thus be increased once again.Of course, other embodiments and arrangements with a different number and / or size of hydraulic brake parts and / or electromechanical brake parts are also possible. For example, two, three or four hydraulic brake parts can be provided in the case of only one electromechanical brake part, or else, for example, two electromechanical brake parts. In these cases, it is not always possible to arrange the corresponding effective axes collinearly or even coaxially with respect to one another, which is possible according to the invention, however.According to a preferred embodiment of the invention, the hydraulic brake device can be arranged on the side of the wheel brake facing outwards away from the motor vehicle, which corresponds to common concepts and thus means a low level of adaptation complexity. Accordingly, at least the hydraulic brake part can be arranged on the outwardly facing side of the friction partner or the brake disc.If the electromechanical brake device is used in the function of wear readjustment and / or air clearance adjustment, the hydraulic brake part can be designed to be very compact, in particular with regard to the axial adjustment travel, since the stroke can be greatly limited. In this way, the hydraulic brake part can be designed to be very narrow and can move very close to the rim, so that the arrangement can be designed to be very space-saving.Accordingly, the electromechanical brake device can be arranged on the opposite side of the wheel brake facing the vehicle, which can be advantageous with regard to the arrangement of the drive unit. Accordingly, the electromechanical brake part and / or the associated drive unit and / or the associated transmission unit can be arranged on the side of the friction partner or the brake disc facing the vehicle.According to a particularly advantageous embodiment of the invention, the hydraulic brake device within the wheel brake can be designed as a closed hydraulic system. This means that the wheel brake can comprise the components and functions required for operating the hydraulic brake device, in particular without a supply from a higher-order system being required. In other words, no connection to a higher-order hydraulic system is required, which makes the arrangement and the assembly of the wheel brake according to the invention simpler and more cost-effective.In addition, the effort for maintenance activities can be reduced. A freedom from maintenance can even be achieved if the required fluid reservoir for the hydraulic brake fluid is provided as a self-contained, wheel-specific system. This has the great advantage that a separate larger fluid container is no longer required, since lining wear can be compensated for by the electromechanical brake device. The hydraulic brake device can thereby be configured in a compact and space-saving manner. The hydraulic system can therefore be designed to be low-maintenance or even maintenance-free if the hydraulic system is designed for the expected service life of the wheel brake.In a known manner, the hydraulic brake device can comprise a drive device, for example a drive transmission unit ("MGU"="motor gear unit"), which can preferably likewise be arranged on or within the wheel brake and can be operatively connected to the fluid reservoir in order to move the hydraulic brake part.For this purpose, the hydraulic brake device can have a transmitter element, for example a hydraulic pump. This is advantageously likewise arranged on or within the wheel brake.According to a further development of the invention, it can be provided to sense a leakage of the hydraulic system. This can be done particularly easily by checking, by means of an infeed of the electromechanical brake device from a defined position, whether the infeed path remains the same or has to be enlarged, since, for example, the hydraulic brake part is no longer moved axially far enough in the direction of the electromechanical brake part.According to a preferred embodiment of the invention, the hydraulic brake device may comprise an electronic control unit (ECU) which is designed to control the hydraulic brake device and to take over the pressure regulation. This ECU may also be arranged on or in the wheel brake.Thus, only one interface to the vehicle is necessary, which ensures signal transmission, for example to a higher-order onboard or vehicle computer, and an electrical energy supply. A complicated assembly of the wheel brake with connection and connection of hydraulic systems is thus dispensed with in a highly advantageous manner. The vehicle manufacturer can also do without a hydraulic brake system if the actuation takes place via the signal line, which in particular also assists the interaction with electronic brake pedals (ePedal).In an analogous manner, the electromechanical brake device can also comprise a drive unit for generating a torque, which can preferably be arranged on or within the wheel brake. Furthermore, the electromechanical brake device can comprise a transmission unit for transmitting the torque from the drive unit to the electromechanical brake part. The transmission unit may comprise a rotation-translation transmission for causing a translatory movement of the electromechanical brake part on the basis of a drive torque. The transmission unit and / or the rotation-translation transmission can be arranged on or within the wheel brake. According to a preferred embodiment of the invention, the rotation-translation gear can comprise a spindle drive.According to a preferred embodiment of the invention, the electromechanical brake device can also have an electronic control unit (ECU) which is designed to control the electromechanical brake device.This control unit can be combined particularly favorably with that of the hydraulic brake device, so that only a single brake control unit is necessary, which can be arranged as a "WCU" (="wheel control unit") on or in the wheel brake.According to a further development of the invention, the wheel brake can comprise more than one, preferably two, three, four or more hydraulic brake devices and / or more than one, preferably two or more electromechanical brake devices. In this way, an even higher clamping force can be applied. In addition, in this way, a very high redundancy can also be provided due to the multiple presence of the brake devices. According to a preferred embodiment of this refinement, the more than one, preferably two or more hydraulic brake devices and / or the more than one, preferably two or more electromechanical brake devices can be arranged parallel to one another, which is space-saving and also enables a compact design of the wheel brake. An arrangement opposite one another in pairs has proven to be particularly advantageous.While the fluid line can be easily guided through a branch to a plurality of hydraulic brake parts, the force transmission between two EMB brake parts can take place by means of a transmission stage for the electromechanical brake device. This can comprise, for example, a spur gear.In a further aspect, the invention also includes a motor vehicle, comprising at least one wheel brake as described above.Further details of the invention will become apparent from the description of the illustrated embodiments and the appended claims.The drawings show: FIG. 1 shows a schematic view of a detail of an exemplary wheel brake, and FIG. 2 shows a further, detail schematic view of an exemplary wheel brake.In the following detailed description of preferred embodiments, for the sake of clarity, like reference numerals designate substantially like parts in or on those embodiments. However, for better clarification of the invention, the preferred embodiments shown in the figures are not always drawn to scale.For reasons of clarity, only the elements of the brake device 100 that are relevant for the configuration of the approach according to the invention are shown.FIG. 1 shows a detail, schematic view of an exemplary wheel brake 30 in a plan view, and FIG. 2 shows a further detail, schematic view of an exemplary wheel brake 30, likewise in a plan view. The wheel brake 30 can be used in particular for the wheels of a motor vehicle.The wheel brake 30 illustrated by way of example comprises.a brake caliper module 30 having a brake caliper housing 31,at least one hydraulic brake device 10 with a hydraulic brake part 15,at least one electromechanical brake device 20 with an electromechanical brake part 25,a friction partner, preferably a brake disk, which is arranged between the hydraulic brake part 15 and the electromechanical brake part 25, whereinthe hydraulic brake device 10 can act on the hydraulic brake part 15 and can axially displace the latter, as a result of which a first axial force F H can be applied during operation,the electromechanical brake device 20 can act on the electromechanical brake part 25 and can axially displace the latter, as a result of which a second axial force F E can be applied during operation,and wherein the first axial force F H and the second axial force F E are directed opposite the wheel brake, in particular directed towards one another.The wheel brake 30 is designed as a floating-caliper brake in the present case.The hydraulic brake device 10 is designed to generate a hydraulic pressure in a fluid system, as a result of which a movement or axial displacement of the hydraulic brake part 25 can be effected during operation. As a result, a clamping force can be generated. The hydraulic brake part 25 in the exemplary embodiment is designed as a brake piston. The hydraulic brake part 25 is connected to a friction element (not shown), which can be pressed against a friction partner, for example a brake disc (not shown), in order to generate a deceleration torque at the associated vehicle wheel.The electromechanical brake device 20 is designed to effect a translatory movement of the electromechanical brake part 25 in order to generate a brake application force by means of a drive unit 21 and a transmission unit 22. In the exemplary embodiment, the electromechanical brake part 25 is designed as a piston and is connected to a friction element (not shown), which can be pressed against a friction partner (not shown).The friction partner is arranged in a particularly space-saving manner between the hydraulic brake part 15 and the electromechanical brake part 25 and comprises a brake disc (not shown) in the exemplary embodiment shown.During operation of the wheel brake 30, the hydraulic brake device 10 can act on the hydraulic brake part 15 and axially displace the latter, as a result of which a first axial force F H can be applied, and the electromechanical brake device 20 can act on the electromechanical brake part 25 and axially displace the latter, as a result of which a second axial force F E can be applied.In the embodiments of the wheel brake 30 shown in FIGS. 1 and 2, two hydraulic brake parts 15 and two electromechanical brake parts 25 are depicted in each case. Of course, embodiments with more or fewer hydraulic or electromechanical brake parts 15, 25 are also possible, for example with two hydraulic brake parts 15 and one electromechanical brake part 25.Furthermore, in the depicted embodiments, the brake parts 15, 25 are arranged in such a way that the first axial force F H and the second axial force F E are opposed, in particular directed towards one another, during operation of the wheel brake. In this way, the friction partner located between the two brake parts can be acted upon by the corresponding axial forces F H and F E from two opposite sides.In the embodiment of the invention shown, the hydraulic brake device 10 is designed as a service brake. The hydraulic brake device 10 is accordingly responsible for the normal brake function. The force measurement can be carried out by means of a pressure sensor 14, which can measure the pressure in the fluid system in the hydraulic line 12.In the embodiment of the invention shown, the electromechanical brake device 20 of the wheel brake 30 is furthermore used to implement supplementary functions. These functions may include wear adjustment, clearance adjustment, parking brake function, redundant emergency actuation, and / or increase in braking dynamics. As provided in the present case for the exemplary embodiment shown, all functions can also be realized within the electromechanical brake device 20.As a result of the axial forces F H and F E facing one another, particularly high forces can be applied, so that the wheel brake according to the invention is also suitable for applying high application forces.This can be further supported by an arrangement in which the effective axes of at least one electromechanical and at least one hydraulic brake part are at least collinear, preferably coaxial, with respect to one another. In the embodiments shown in FIGS. 1 and 2, this can be easily seen since two electromechanical and hydraulic brake parts 15, 25 are provided in each case, which are arranged opposite one another in pairs.The hydraulic effective axes 17 of the hydraulic brake part 15 and the electromechanical effective axes 27 of the electromechanical brake parts 25 are collinear, in particular coaxial, with one another. As a result, a common effective axis 32 can be defined. Accordingly, the respective brake parts 15, 25 can apply the axial forces F H and F E to the friction partner or the brake disk at the same point from opposite directions. In this way, tilting or tilting or other undesirable deformations of the friction partners, for example as a result of excessively high application forces, can be counteracted. The clamping forces which can be applied can thus be increased once again. Embodiments with only one hydraulic brake part 15 and only one electromechanical brake part 25 are also provided, in which the respective effective axes 17, 27 are coaxial to one another.Of course, further embodiments and arrangements with a different number and / or size of hydraulic brake parts 15 and / or electromechanical brake parts 25 are also possible, for example with two hydraulic brake parts 15 and one electromechanical brake part 25. However, for the invention, a collinear or even coaxial arrangement of the respective effective axes is not obligatory.In the exemplary embodiments of the invention shown in FIGS. 1 and 2, the hydraulic brake device 10 is arranged on the side of the wheel brake 30 facing outwards, away from the motor vehicle, which corresponds to common concepts and thus entails low adaptation complexity.If the electromechanical brake device is used in the function of wear readjustment and / or air clearance adjustment, as in the present case, the hydraulic brake part 15 can be designed to be very compact, in particular with regard to the axial adjustment travel, since the stroke can be greatly limited. In this way, the hydraulic brake part 15 can be designed to be very narrow and can move very close to the rim, so that the arrangement can be designed to be very space-saving.Accordingly, in the embodiments of the invention shown, the electromechanical brake device 20 is arranged on the opposite side of the wheel brake 10 pointing toward the vehicle, which can be advantageous with regard to the arrangement of the drive unit 21.According to a particularly advantageous embodiment of the invention, the hydraulic brake device 20, as shown in the exemplary embodiments of FIGS. 1 and 2, is designed as a closed hydraulic system within the wheel brake 30. This means that the wheel brake 30 comprises the components and functions required for operating the hydraulic brake device without a supply, for example with a fluid, from a higher-order system being required.The need to keep a fluid container available can thus be dispensed with, since lining wear can be compensated for by means of the electromechanical brake device 20. As a result, the hydraulic brake device 10 is, as illustrated, of compact and space-saving design. The hydraulic system 10 can accordingly also be designed to be low-maintenance or even maintenance-free if the hydraulic system is designed for the expected service life of the wheel brake.The hydraulic brake device 10 comprises a drive device 11, in the exemplary embodiment designed as a drive transmission unit, which is arranged on or, as shown, also within the wheel brake 30 and is operatively connected to the hydraulic line 12 in order to move the hydraulic brake part 15 in translation during operation. For pressure build-up, a transmitter element 13 is provided, which is designed as a hydraulic pump and is connected to the hydraulic line 12. The transmitter element 13 is also arranged on or within the wheel brake 30.The drive unit 21 of the electromechanical brake device 20 is designed to generate a torque and is likewise arranged on or within the wheel brake 30, as can be seen in FIG. 1 or 2. The transmission unit 22 can transmit the torque of the drive unit 21 to the electromechanical brake part 25, wherein a rotation-translation transmission 23 is also provided. In the present case, the rotation-translation gear 23 is designed as a spindle drive with a spindle 24.In the case of more than one electromechanical brake part 25, the torque of the electromechanical brake device 20 can be transmitted to the further electromechanical brake parts 25 by means of a further transmission stage 28. In the embodiment of the invention shown by way of example in FIG. 1, a spur gear transmission is provided for this purpose. In the embodiment of the invention shown by way of example in FIG. 2, the transmission unit 22 transmits the torque to a worm drive 29.For controlling the hydraulic brake device 10, an electronic control unit (ECU) is provided, which correspondingly assumes the pressure regulation. The electromechanical brake device 20 is also controlled via an electronic control unit.These two control units are combined, so that only a single brake control unit is necessary, which is arranged as a "WCU" (="Wheel Control Unit") on or in the wheel brake 30 according to the exemplary embodiments shown.However, it is also possible, for example, to combine the actuation of two wheel brakes 30 of an axle and to provide a common axle control unit or an axle controller, which is then connected to the wheel brakes 30 by means of corresponding signal lines and actuates the respective wheel brake 30 in this way. It is of course also possible to actuate all wheel brakes 30 of the vehicle via a central control unit or a central on-board computer by means of corresponding signal lines. The control unit can also be connected, for example, by signals to electronic brake pedals.The wheel brake 30 can comprise one or more than one, preferably two, three, four or more hydraulic brake devices and / or one or more than one, preferably two or more electromechanical brake devices. The selection and arrangement can depend on the application force or the desired redundancy.In the case of more than one hydraulic brake device 10 and / or more than one electromechanical brake device 20, these are preferably arranged parallel to one another, which is space-saving and also enables a compact design of the wheel brake 30. An arrangement opposite one another in pairs has proven to be particularly advantageous, as shown in FIGS. 1 and 2.While the fluid line 12 can be easily guided through a branch to a plurality of hydraulic brake parts 15, the force or torque distribution for the electromechanical brake parts 25 can take place by means of transmission stages, as shown in FIGS. 1 and 2.The invention also relates to a motor vehicle (not shown) comprising at least one wheel brake 30 as described above.List of reference numbers:10 Hydraulic brake device 11 Drive device 12 Hydraulic line 13 Transmitter element 14 Pressure sensor 15 Hydraulic brake part 16 Friction lining 17 Hydraulic active axis 20 Electromechanical brake device 21 Drive unit 22 Transmission unit 23 Rotation-translation transmission 24 Spindle 25 Electromechanical brake part 26 Friction lining 27 Electromechanical active axis 28 Transmission stage 29 Worm drive 30 Brake caliper module 31 Brake caliper housing 32 Active axisReferences included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedDE 10 2017 206 798 A1

[0003]

Claims

Wheel brake (30), in particular for a motor vehicle, comprising: - a brake caliper module (30) having a brake caliper housing (31), - at least one hydraulic brake device (10) having a hydraulic brake part (15), - at least one electromechanical brake device (20) having an electromechanical brake part (25), - a friction partner, preferably a brake disc, which is arranged between the hydraulic brake part (15) and the electromechanical brake part (25), wherein - the hydraulic brake device (10) can act on the hydraulic brake part (15) and axially displace the latter, as a result of which a first axial force F H can be applied during operation, - the electromechanical brake device (20) can act on the electromechanical brake part (25) and axially displace the latter, as a result of which a second axial force F E can be applied during operation, and wherein the first axial force F H and the second axial force F E are directed opposite the wheel brake, in particular directed towards one another.Wheel brake (30) according to the preceding claim, characterized in that the hydraulic brake device (10) fulfils the function of the service brake.Wheel brake (30) according to one of the preceding claims, characterized in that the force measurement is carried out by means of a pressure sensor (14).Wheel brake (30) according to one of the preceding claims, characterized in that the electromechanical brake device (20) performs a parking brake function on at least one of the following functions: wear readjustment, clearance setting, a parking brake function, redundant emergency actuation and / or an increase in the braking dynamics.Wheel brake (30) according to one of the preceding claims, characterized in that the at least one hydraulic brake part (15) defines a first hydraulic active axis (17) which corresponds to the axis of symmetry of the hydraulic brake part (15), and the at least one electromechanical brake part (25) defines a second electromechanical active axis (27) which corresponds to the axis of symmetry of the electromechanical brake part (25), and wherein at least one hydraulic active axis (17) and at least one electromechanical axis of symmetry (27) are collinear, preferably coaxial, with respect to one another.Wheel brake (30) according to one of the preceding claims, characterized in that the hydraulic brake part (15) is arranged on the outwardly facing side of the wheel brake (30).Wheel brake (30) according to one of the preceding claims, characterized in that the electromechanical brake part (25) is arranged on the side of the wheel brake (30) facing the vehicle.Wheel brake (30) according to one of the preceding claims, characterized in that the hydraulic brake device (10) is designed within the wheel brake (30) as a closed hydraulic system.Wheel brake (30) according to one of the preceding claims, characterized in that the hydraulic brake device (10) has a transmitter element (13) for building up pressure, which is preferably arranged on or within the wheel brake (30).Wheel brake (30) according to one of the preceding claims, characterized in that the hydraulic brake device (10) comprises a drive device (11), which is preferably arranged on or within the wheel brake (30) and is operatively connected to the transmitter element (13) in order to move the hydraulic brake part (15) in translation.Wheel brake (30) according to one of the preceding claims, characterized in that the electromechanical brake device (20) comprises a drive unit (21) for generating a torque, which drive unit is preferably arranged on or within the wheel brake (30).Wheel brake (30) according to one of the preceding claims, characterized in that the electromechanical brake device (20) comprises a transmission unit (22) and / or a rotation-translation transmission (23), with which the electromechanical brake part can be moved in translation, wherein preferably the transmission unit (22) and / or the rotation-translation transmission (23) are arranged on or within the wheel brake (30).Wheel brake (30) according to one of the preceding claims, characterized in that an electronic control unit (ECU) is provided for activating the hydraulic brake device (10) and / or the electromechanical brake device (20), said electronic control unit preferably being arranged on or in the wheel brake.Wheel brake (30) according to one of the preceding claims, characterized in that the brake caliper module is designed as a floating caliper brake.Wheel brake (30) according to one of the preceding claims, characterized in that the wheel brake (30) comprises more than one, preferably two, three, four or more hydraulic brake devices (10) and / or more than one, preferably two or more electromechanical brake devices (20).Motor vehicle, comprising at least one wheel brake (30) according to one of the preceding claims.

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