Drive Assembly Brake Coupling for Low-Drag Silent Braking
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Solution Overview
Problem
The transition to electrified vehicles introduces new challenges for braking systems, particularly in ensuring safety, noise reduction, and emission control, as traditional friction brakes are inadequate for low-speed urban driving and recuperation brakes are ineffective at low speeds, while meeting stringent safety and environmental regulations.
Innovation Solution
A braking device for a drive assembly that includes a multi-disc brake with a brake coupling device, allowing decoupling from the drive system to reduce drag and noise, and integrates with a brake management system to switch between comfort, recuperation, and emergency braking modes, utilizing temperature and vibration management to optimize energy and operational performance.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a friction brake is used for low-speed braking, then braking effectiveness is improved, but noise emission and wear increase
Solution Approach 1:
The patent replaces the traditional friction-based mechanical braking system with an electromagnetic braking system. The electromagnetic brake uses magnetic fields to generate braking force through electromagnetic interaction between the stator and rotor, eliminating the need for friction contact. This substitution resolves the contradiction by providing effective low-speed braking without the noise and wear associated with friction brakes.
2Force
If a friction brake is used, then braking force is generated, but wear and maintenance requirements increase
Solution Approach 1:
The electromagnetic braking system replaces the friction-based mechanical brake, eliminating wear between braking surfaces. The electromagnetic brake generates braking force through magnetic field interaction without physical contact between wearing parts, significantly reducing maintenance requirements while maintaining adequate braking force capability.
3Reliability
If the brake is permanently coupled to the drive system, then braking readiness is improved, but drag torque and energy loss increase
Solution Approach 1:
The patent implements a dynamic coupling mechanism that allows the brake to be selectively connected to or disconnected from the drive system. The coupling device can engage the brake when braking is required and disengage it during normal operation, enabling the system to transition between different operational states. This resolves the contradiction by providing braking readiness when needed while minimizing energy loss during non-braking operations.
4Loss of energy
If the brake is decoupled from the drive system, then energy loss is reduced, but braking response time increases
Solution Approach 1:
The coupling device is designed to enable rapid engagement of the brake to the drive system when braking is required. The preliminary positioning and readiness of the coupling mechanism allow for quick connection, minimizing the response time delay that would otherwise occur when decoupled. This resolves the contradiction by maintaining energy efficiency during normal operation while ensuring rapid brake availability when needed.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The braking device provides silent, efficient braking at low speeds, reduces emissions, and enhances safety by complementing traditional brakes, meeting regulatory requirements and improving vehicle operation characteristics.
Implementation Method 1
The first and the second braking partners can interact with each other to generate a braking torque. For example, the first and the second braking partners can come into grinding and/or frictional contact to generate the braking torque.
Data Source
AI summary
A braking device for a drive assembly of a vehicle includes an input shaft, a brake and a brake coupling device. The brake has first and second braking partners, and the first braking partner is arranged in a stationary manner in the braking device. The input shaft, the brake and the brake coupling device form sub-portions of a torque path through the braking device. The brake coupling device has a first coupling partner and a second coupling partner. In a coupling state, the brake coupling device rotationally fixedly couples the first coupling partner to the second coupling partner in order to close the torque path, and, in a release state, decouples the first coupling partner from the second coupling partner in order to open the torque path. A one of the first coupling partner and the second coupling partner is connected to the input shaft for rotation therewith.