Brake actuator and method for operating a brake actuator

Abstract

A brake actuator for an electromechanical vehicle brake has a locking assembly (40) for selectively locking the rotation of an output shaft (42) of an electric motor to create a parking brake function. The locking assembly (40) has a pawl (44) that pivots between a locking position and a release position, and a drive (46) for pivoting the pawl (44), which is coupled to the pawl (44) via a worm gear (54).After pivoting the pawl (44) into the locking position, whereby the pawl (44) engages in a tooth gap (65) of a drive pinion (52) which is coupled to the output shaft (42) of the electric motor (28), the electromechanical vehicle brake can be reapplied during cooling, whereby the drive pinion (52) rotates in a braking force-enhancing direction and the pawl (44) is released from the tooth gap (65) against a spring force and, after rotation of the drive pinion (52), engages in an adjacent tooth gap (65) due to the spring force.

Description

[0001] The invention relates to a brake actuator for an electromechanical vehicle brake and a method for operating a brake actuator.

[0002] Brake actuators in vehicle brakes are used to apply a brake pad to a brake rotor. For this purpose, the brake actuator typically has an electric motor that is driven via a gearbox and a spindle drive to an actuating slide. This slide can be moved between a retracted and an extended position to apply the brake pad to the brake rotor. Specifically, an axial force is transmitted from the actuating slide to the brake pad to apply it to the brake rotor.

[0003] When the vehicle brake is used as a service brake, it is designed to release automatically. If the electromechanical vehicle brake is also intended to function as a parking brake, a locking mechanism is typically provided to prevent the vehicle brake from releasing on its own.

[0004] It is an object of the present invention to provide a brake actuator with which the functionality of an electromechanical vehicle brake can be further increased.

[0005] This task is solved by a brake actuator for an electromechanical vehicle brake, wherein the brake actuator has an electric motor for actuating the vehicle brake and a locking assembly for selectively locking an output shaft of the electric motor to form a parking brake function, and wherein the locking assembly comprises a pawl pivotable between a locking position and a release position and a drive for pivoting the pawl, which is coupled to the pawl via a worm gear.

[0006] The pivoting of the locking pawl between the locking position and the release position, controlled by the drive, enables precise, robust and safe activation and release of the parking brake function.

[0007] The worm gear is normally self-locking, so that even when the locking assembly is disengaged, the output shaft is securely locked against the vehicle brake releasing. This eliminates the need to supply power to the drive in the locked position, contributing to energy-efficient operation of the brake actuator.

[0008] In a preferred embodiment, the drive comprises an electric motor coupled to the worm gear. This electric motor is separate from the electric motor that actuates the vehicle brake. It can also be designed to be significantly smaller and less powerful, since its sole function is to move the pawl between the locked and released positions.

[0009] It is possible to provide an electronic detection device for the locking position and / or the release position of the pawl. One or both end positions of the pawl can be detected, for example, via microswitches or by monitoring the motor current of the electric motor driving the locking assembly.

[0010] To act on the output shaft as directly as possible, the pawl is preferably engaged in the locked position with a drive pinion coupled to the output shaft of the electric motor. Preferably, the drive pinion is mounted on the output shaft of the electric motor and thus has the same axis of rotation as the output shaft.

[0011] Due to the small diameter of the drive pinion, a relatively low torque acts on it, so the forces acting on the locking assembly, especially on the pawl, are correspondingly low. This allows for a cost-effective design of the locking assembly, meaning it doesn't need to be as robust as it would be for higher torque applications.

[0012] In a preferred embodiment, the pawl has a locking tooth at a first end and a drive part rotatable by the drive, in particular designed as a separate part, at a second end.

[0013] The worm gear preferably comprises a worm wheel that is coupled to and, in particular, meshes with a toothed section on the drive unit. The toothed section is, for example, a helical tooth that meshes with the worm wheel. The worm wheel is preferably mounted directly on a shaft of the electric motor of the drive unit to reduce the space required for the locking assembly. However, it is also conceivable, for example, to insert another gear between the shaft and the worm wheel and / or between the worm wheel and the drive unit to achieve a desired gear ratio.

[0014] To make the pawl compact, the toothing can be formed only on a section of the circumference of the drive part. The pivoting movement of the pawl between the release and locking positions is generally less than 360°. The toothing can therefore be limited to the actual pivoting angle of the pawl. This pivoting angle is, for example, between 45° and 180°, and in particular approximately 90° to 130°.

[0015] Preferably, a hot reclamp (also known as "hot reclamping") of the electromechanical vehicle brake is possible to compensate for a decrease in clamping force as the vehicle brake cools down. To enable this as part of the parking brake function, the pawl can have two differently angled inclined surfaces, oriented such that in a first direction of rotation of the electric motor that increases the braking force, the pawl can pivot radially outwards through a toothed connection on the output shaft into which it engages, and in a second, opposite direction of rotation that releases the braking force, it blocks the output shaft of the electric motor. In this way, the pawl can be designed to be compliant in the braking force-increasing direction of rotation of the output shaft. This allows for easy retensioning while reliably preventing unintentional release of the parking brake function and the vehicle brake.

[0016] The inclined surface of the tooth flank facing opposite to the second direction of rotation should be angled more steeply relative to the gearing on the output shaft than the inclined surface of the tooth flank facing opposite to the first direction of rotation. This ensures that the locking tooth, and thus the pawl, cannot be disengaged from its locking position in the second direction of rotation, which releases the braking force.

[0017] The compliance in the first, braking-force-amplifying direction of rotation can be achieved, for example, by having the pawl have a pawl arm that terminates in the pawl tooth and is connected to the drive part via a spring that is also compliant in the braking-force-amplifying direction of rotation, thus forming a ratchet mechanism. In this way, a ratchet function is realized, allowing the pawl tooth to skip one tooth of the gearing on the output shaft when the output shaft is rotated in the braking-force-amplifying direction. This enables hot re-tensioning of the vehicle brake without having to release the pawl via the drive mechanism.

[0018] Particularly in conjunction with two differently angled inclined surfaces on the pawl, a pawl can be easily realized whose pawl is pushed radially outwards by the teeth on the output shaft when the output shaft is rotated in the first direction of rotation, while the pawl blocks the teeth when the output shaft is rotated in the second direction of rotation.

[0019] The deflection of the locking tooth in the first direction of rotation is advantageously caused exclusively by the toothing on the output shaft and the rotation of the output shaft in the first direction of rotation.

[0020] The spring can be arranged in the pawl in any suitable way.

[0021] In one possible variant, the locking tooth itself is spring-loaded. For example, the spring is arranged so that the locking tooth can be pressed against the spring force into the rest of the pawl arm.

[0022] In a second possible variant, the spring is arranged in the area of ​​a central axis of rotation of the drive unit and allows relative rotation of the pawl arm with respect to the drive unit. The pawl arm can be deflected radially outwards against the force of the spring to skip a tooth of the gearing on the output shaft, so that during hot retensioning and the associated rotation of the electric motor's output shaft, the locking tooth engages in an adjacent tooth gap of the gearing. There, the spring force pushes the pawl arm radially inwards, thus securely locking it in a tooth gap at the end of the retensioning movement.

[0023] In this variant, the drive unit and the ratchet arm are therefore separate components that are coupled to each other via the spring.

[0024] The spring should generally be stiff enough that it remains rigid during normal pivoting of the pawl into the locking and release positions, and the pawl is moved by the drive as a single component. Only when applying the electromechanical vehicle brake, where higher forces act on the pawl than during normal activation and release of the parking brake, is the pawl arm deflected relative to the drive component, or, in the first scenario, the locking tooth is pressed into the pawl arm.

[0025] Preferably, the spring is arranged so that it is tensioned by a rotation of the pawl arm relative to the drive part, so that the pawl always has a preload in the direction of the toothing on the output shaft during deflection.

[0026] The toothing on the output shaft is implemented, for example, on the drive pinion already described above.

[0027] In a preferred embodiment, the pawl and, in particular, the pawl arm are rotatably mounted about a central axis of rotation, which is also the central axis of rotation of the drive part.

[0028] For example, the latch arm is mounted in a recess in the drive unit and / or on a pin of the drive unit. The spring can be, for example, a torsion spring whose coils are wrapped around the pin and which has one free end resting against the drive unit and the other free end resting against the latch arm. When the latch arm and drive unit rotate relative to each other, the free end on the latch arm is carried along by the latch arm, thus tensioning the spring.

[0029] Preferably, the drive unit and the pawl arm are fitted with cooperating stops that limit rotation of the pawl arm relative to the drive unit, but allow radial deflection of the pawl arm relative to the drive unit. For example, the pawl arm and the drive unit have axially projecting stop cams that act between them in the direction of rotation.

[0030] The electric motor of the electromechanical vehicle brake is preferably coupled, as is known, via a gear unit and a spindle drive to an actuating slide, which can be selectively moved between a retracted and an extended position to apply a brake pad to a brake rotor. Thus, a rotation of the output shaft of the electric motor can be converted into a linear movement of the actuating slide, thereby generating an axial force to apply the brake pad to the brake rotor.

[0031] If such an electromechanical vehicle brake is used as a service brake to slow a vehicle during normal driving, the locking assembly is not actuated. Only when the vehicle brake is to be used as a parking brake is the output shaft locked in the closed position by the locking assembly after the brake shoe has been applied to the brake rotor, by pivoting the pawl into the locking position. To release the parking brake, the pawl is pivoted back from the locking position to the release position by the actuator.

[0032] The above-mentioned problem is also solved using a method for operating a brake actuator of an electromechanical vehicle brake, as described above. The method comprises the following steps: - Activating the electromechanical vehicle brake, - Operating the drive and pivoting the pawl into the locking position, the pawl engaging in a tooth gap of a drive pinion that is coupled to the output shaft of the electric motor, - Holding the locking pawl in the locked position, and - Re-engaging the electromechanical vehicle brake as the brake cools down, whereby the drive pinion rotates in a braking force-enhancing direction and the pawl engages against a spring force from the

[0033] The tooth gap is released and, after rotation of the drive pinion, engages in an adjacent tooth gap due to spring force.

[0034] In the opposite direction of rotation, the drive pinion is generally blocked by the pawl until the drive of the locking assembly is actuated and the pawl is pivoted into the release position.

[0035] The invention is described in more detail below with reference to several exemplary embodiments and the accompanying figures. The figures show: - Fig. 1 and Fig. 2 a vehicle brake with a brake actuator according to the invention in a schematic perspective view and in a sectional view; - Fig. 3 a schematic perspective overview of a locking assembly of a brake actuator according to the invention, - Fig. 4 a top view of the locking assembly Fig. 3; - Fig. 5 a detailed view of the locking assembly Fig. 3 according to a first variant; - Fig. 6 and Fig. 7 the locking assembly Fig. 3 according to another variant; and - Fig. 8, Fig. 9, Fig. 10, Fig. 11 to Fig. 12 detailed views of the locking assembly from Fig. 6.

[0036] For the sake of clarity, not all identical components are always marked with reference numerals. The same reference numerals denote identical, essentially identical, or functionally equivalent components and parts in different embodiments.

[0037] The Fig. 1 and Fig. Figure 2 shows an electromechanical vehicle brake 10 with a brake actuator 12 in a perspective view and in a section view.

[0038] In this example, the vehicle brake 10 is used as the service brake of a vehicle. This means that the vehicle brake 10 serves to slow the vehicle down during normal driving operations. Additionally, the vehicle brake 10 has a parking brake function, meaning it also serves to lock the parked vehicle.

[0039] The brake actuator 12 comprises a brake caliper 14 in which a recess 16 is formed for a brake rotor 18. A brake pad 20 is located in the recess 16 (see Fig. 2) arranged, which can be attached to the brake rotor 18.

[0040] The brake actuator 12 also comprises a spindle drive 22, which in this embodiment is a ball screw drive, with a rotatably mounted, electrically driven spindle 24 on which an actuating slide 26 is mounted. The spindle 24 serves to axially move the actuating slide 26. The actuating slide 26 forms the spindle nut of the spindle drive 22. Specifically, the actuating slide 26 represents a brake piston. The actuating slide 26 can be moved axially between an extended and a retracted position to engage the brake pad 20 with the brake rotor 18. In the extended position, the actuating slide 26 presses against the brake pad 20 and transmits an axial approach force to the brake pad 20.

[0041] Furthermore, the brake actuator 12 includes an electric motor 28 (indicated in Fig. 1) to operate the vehicle brake 10.

[0042] In addition, the brake actuator 12 includes a gearbox unit 30.

[0043] The electric motor 28 is coupled to the actuating slide 26 via the gear unit 30 and the spindle drive 22 in order to move the actuating slide 26 between the retracted position and the extended position.

[0044] The gearbox unit 30 is mounted on a frame part 32 of the brake actuator 12. The frame part 32 absorbs all reaction forces and reaction torques that occur when the vehicle brake 10 is actuated and transfers them to the brake caliper 14.

[0045] To control the electric motor 28, the brake actuator 12 comprises an electronic unit 34, which is housed in an electronics enclosure 36. In the exemplary embodiment, the electronic unit 34 is a printed circuit board 38, as shown in Fig. Figure 2 can be seen. The electronic components required to control the electric motor 28 are arranged on the circuit board 38.

[0046] Since the vehicle brake 10 is designed as a service brake, it is self-releasing. This means that as soon as the electric motor 28 is not active during normal driving operation, the actuating slide 26 can move and release from the brake block 20.

[0047] To implement the additional parking brake function, the brake actuator 12 has a locking assembly 40 for selectively locking an output shaft 42 of the electric motor 28.

[0048] The locking assembly 40 comprises a pawl 44 which can be pivoted between a release position and a locking position by means of a drive 46, here another electric motor.

[0049] The electric motor of drive 46 is separate from the electric motor 28, which actuates the vehicle brake 10, and is significantly smaller and less powerful. For example, it is a miniature DC electric motor.

[0050] If necessary, the motor current of the electric motor of the drive 46 is monitored to detect the end positions of the pawl 44. For this purpose, microswitches may be provided as an alternative or additional measure.

[0051] The electric motor of the drive 46 is electronically connected, for example, via press-fit plug contacts to the electronic unit 34, in particular to the conductor tracks of the circuit board 38.

[0052] The pawl 44 engages with a pawl tooth 48 at its first end in a toothed section 50, which in this case is located directly on the output shaft 42 of the electric motor 28 of the vehicle brake 10. In this example, the toothed section 50 is formed on a drive pinion 52, which is mounted directly on the output shaft 42.

[0053] The drive pinion 52 also meshes (not shown) with a planetary gear of the gear unit 30 of the brake actuator 12 and transmits the drive force to actuate the vehicle brake 10 to the spindle drive 22.

[0054] To activate the parking brake function, the pawl 44 is pivoted by the drive 46 into engagement with the toothing 50 in a locking position. To release the parking brake function, the pawl 44 is pivoted by the drive 46 back out of engagement with the toothing 50 into a release position.

[0055] The pawl 44 is moved by a worm gear 54, which is driven by the drive 46. The worm gear 54 comprises a worm wheel 56, which in this example is mounted directly on a shaft 58 of the electric motor of the drive 46. The worm wheel 56 meshes with a tooth 60 on a drive part 62 of the pawl 44. The tooth 60 is a helical tooth. The drive part 62 is located at a second end of the pawl 44 opposite the pawl tooth 48 and is connected to the pawl tooth 48 via a pawl arm 64.

[0056] The toothing 60 is only formed over a section of the circumference U of the drive part 62, which corresponds to the actual pivot angle α of the pawl 44 (see e.g. Fig. 3 and Fig. 6) The pivot angle is, for example, between 45° and 180°, in particular about 90° to 130°. The pivot axis of the pawl 44 coincides here with a rotation axis A of the drive part 62 and the pawl arm 64.

[0057] To activate the parking brake function, the locking pawl 44 is pivoted into its locking position by the drive 46. For this purpose, the electric motor of the drive 46 is actuated, causing the worm gear 56 to rotate and the drive part 62 to rotate.

[0058] The pawl 44 is pivoted radially inwards until the locking tooth 48 engages in a gap 65 between two adjacent teeth of the gear 50, thus blocking the output shaft 42. Due to the self-locking mechanism of the worm gear 54, the motor of the drive 46 can now be switched off, and the output shaft 42 remains blocked.

[0059] To release the parking brake function and thus the vehicle brake 10, the pawl 44 is pivoted back into the release position by the drive 46. For this purpose, the electric motor of the drive 46 rotates in the opposite direction, and the worm gear 56 rotates the drive part 62 in the opposite direction. Accordingly, the locking tooth 48 is moved radially outwards out of engagement with the toothing 50.

[0060] In the examples shown here, the locking assembly 40 is designed such that hot retensioning of the vehicle brake 10 is possible with the parking brake function activated, without actuating the drive 46.

[0061] For this purpose, the pawl 44 includes a spring 66, which causes radial compliance of a section of the pawl arm 64 or of the entire pawl arm 64. In this way, a ratchet function of the locking assembly 40 is realized, in which the pawl 44 acts as a ratchet.

[0062] The locking tooth 48 is designed such that it has two differently angled inclined surfaces 68, 70 on opposing tooth flanks. The inclined surface 68 is shallower with respect to the toothing 50 than the inclined surface 70. Accordingly, the inclined surface 68 is oriented so that it points in the opposite direction of rotation R, which corresponds to a braking force-increasing direction of rotation of the electric motor 28 and thus of the output shaft 42 and the drive pinion 52. Therefore, in this direction of rotation R, the locking tooth 48 can be deflected radially outwards by the toothing 50. In the opposite, second, braking force-releasing direction of rotation of the output shaft 42, however, the toothing 50 blocks the inclined surface 70 of the locking tooth 48. Thus, deflection of the locking tooth 48 is prevented and rotation of the output shaft 42 is blocked, and the vehicle brake 10 remains engaged.

[0063] During a Fig. In the first variant shown in Figure 5, a section 72 of the pawl arm 64, immediately adjoining the locking tooth 48, is linearly displaceable relative to the spring 66 inserted in the remaining pawl arm 64, so that the locking tooth 48 can be pressed into the pawl arm 64 and thus the entire pawl arm 64 can be shortened. In this example, the spring 66 is a helical spring that is axially compressed and therefore tensioned during the deflection movement.

[0064] During hot retensioning of the vehicle brake 10, the electric motor 28 moves the output shaft 42 and thus the drive pinion 52 in the braking force-enhancing first direction of rotation R.

[0065] The locking pawl 44 remains pivoted in the locking position, i.e. the drive part 62 remains in the angular position to which it was moved by the drive 46 when the parking brake function was activated.

[0066] A tooth flank of a tooth of the gear 50 acts on the inclined surface 68 of the locking tooth 48. As a result, the locking tooth 48 is pushed into the pawl arm 64 against the spring force, and the output shaft 42 can be rotated further in direction R. When the tooth tip 74 has passed the locking tooth 48, the spring 66 pushes the locking tooth 48 into the adjacent tooth gap 65, where the locking tooth 48 engages again. In this way, the vehicle brake 10 can be reapplied without actuating the drive 46 of the locking assembly 40.

[0067] In the Fig. 6, Fig. 7, Fig. 8, Fig. 9, Fig. 10, Fig. 11 to Fig. Figure 12 shows another variant of the locking assembly 40.

[0068] Unlike the one in Fig. In the first variant shown in Figure 5, the locking tooth 48 is formed integrally with the pawl arm 64, and the spring 66 is arranged between the pawl arm 64 and the drive part 62. The pawl arm 64 can be deflected radially relative to the drive part 62 against the force of the spring 66, thereby tensioning the spring 66.

[0069] The spring 66 is a torsion spring, the coils of which are placed around a pin 78 of the drive part 62 aligned along the axes of rotation A and whose free ends 80, 82 are fixed to the drive part 62 and to the pawl arm 64.

[0070] The pin 78 engages in a recess 84 at the end of the pawl arm 64 opposite the locking tooth 48, thus coupling the pawl arm 64 to the drive part 62. In this example, the pawl 44 is also mounted on the housing of the brake actuator 12 via the pin 78.

[0071] In this variant, the drive part 62 and the latch arm 64 are two separate components that are only connected to each other via the spring 66 and also the pin 78.

[0072] The pawl arm 64 can be rotated about the axis of rotation A within a certain angular range relative to the drive part 62 when a force in the first direction of rotation R acts on the locking tooth 48. The rotational movement is limited by suitably designed axially projecting stop cams 86 on the pawl arm 64 and on the drive part 62, which come into contact with each other at the end of the desired rotation angle α.

[0073] In this example, the stop cams 86 on the drive part 62 and on the latch arm 64 each have a slot for receiving one of the free ends 80, 82 of the spring 66 in order to fix the spring 66 to both the drive part 62 and the latch arm 64 (see e.g. Fig. 7).

[0074] The pin 78 is surrounded by a recess 88 in the drive part 62, into which a wall section 90 of the latch arm 64 engages. The wall section 90 is part of one of the stop cams 86 and partially surrounds the recess 84 for the pin 78.

[0075] If, as described above, the output shaft 42 is rotated in the braking force-increasing direction R during hot retensioning, the locking tooth 48 is deflected radially outwards due to the action of a tooth of the gear 50 on the output shaft 42 on its shallower inclined surface 68. This force causes the pawl arm 64 to move against the force of the spring 66, thereby increasing its spring tension.

[0076] Once the tooth head 74 has passed the locking tooth 48, the spring 66, due to the spring tension, pushes the locking tooth 48 into the adjacent tooth gap 65, and the output shaft 42 is again blocked against rotation in the brake-releasing direction.

[0077] A deflection of the pawl arm 64 relative to the drive part 62 only occurs during hot retensioning of the vehicle brake 10. If the pawl 44 is pivoted by the drive 46, the spring 66 behaves so rigidly that the pawl arm 64 and the drive part 62 are moved together.

Claims

[1] Brake actuator (12) for an electromechanical vehicle brake (10), comprising an electric motor (28) for actuating the vehicle brake (10) and a locking assembly (40) for selectively locking an output shaft (42) of the electric motor (28) to form a parking brake function, wherein the locking assembly (40) comprises a pawl (44) pivotable between a locking position and a release position and a drive (46) for pivoting the pawl (44), which is coupled to the pawl (44) via a worm gear (54). [2] Brake actuator (12) according to claim 1, wherein the pawl (44) in the locking position is directly engaged with a drive pinion (52) coupled to the output shaft (42) of the electric motor (28). [3] Brake actuator (12) according to one of the preceding claims, wherein the pawl (44) has a locking tooth (48) at a first end and a drive part (62) rotatable by the drive (46), in particular designed as a separate part, at a second end. [4] Brake actuator (12) according to claim 3, wherein the worm gear (54) comprises a worm wheel (56) which meshes with a toothing (60) on the drive part (62). [5] Brake actuator (12) according to claim 4, wherein the toothing (60) is formed only on a section of the circumference (U) of the drive part (62). [6] Brake actuator (12) according to one of claims 3 to 5, wherein the locking tooth (48) has two differently angled inclined surfaces (68, 70) which are aligned such that the locking tooth (48) can be pivoted radially outwards in a first direction of rotation (R) of the electric motor (28) which increases the braking force by means of a toothing (50) on the output shaft (42) into which it engages, and in a second, opposite direction of rotation which releases the braking force, it blocks the output shaft (42) of the electric motor (28). [7] Brake actuator (12) according to one of claims 3 to 6, wherein the pawl (44) has a pawl arm (64) which terminates in the locking tooth (48) and is connected to the drive part (62) via a spring (66) and forms a ratchet, wherein the spring (66) is flexible in a direction of rotation (R) of the drive part (62) in which the braking force is increased. [8] Brake actuator (12) according to claim 7, wherein the spring (66) is arranged such that it is tensioned by a rotation of the pawl arm (64) relative to the drive part (62). [9] Brake actuator (12) according to one of claims 3 to 8, wherein the pawl arm (64) is rotatably mounted about a pivot axis (A) which is also the pivot axis (A) of the drive part (62). [10] Brake actuator (12) according to claim 9, wherein the pawl arm (64) is mounted in a recess (88) in the drive part (62) and / or on a pin (78) of the drive part (62). [11] Brake actuator (12) according to claim 8 or 9, wherein the pawl arm (64) and the drive part (62) have axially projecting stop cams (86) acting between them in the direction of rotation. [12] Brake actuator (12) according to any one of the preceding claims, characterized by, that the electric motor (28) is coupled via a gear unit (30) and a spindle drive (22) to an actuating slide (26) which can be moved selectively between a retracted position and an extended position in order to apply a brake block (20) to a brake rotor (18). [13] Method for operating a brake actuator (12) of an electromechanical vehicle brake (10) according to any of the preceding claims, comprising the steps: - Activating the electromechanical vehicle brake (10), - Operating the drive (46) and pivoting the pawl (44) into the locking position, wherein the pawl (44) engages in a tooth gap (65) of a drive pinion (52) which is coupled to the output shaft (42) of the electric motor (28), - Holding the locking pawl (44) in the locking position, and - Re-engaging the electromechanical vehicle brake (10) when the vehicle brake (10) cools down, wherein the drive pinion (52) rotates in a braking force increasing direction (R) and the pawl (44) releases from the tooth gap (65) against a spring force and, after rotation of the drive pinion (52), engages in an adjacent tooth gap (65) due to the spring force.

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