FRICTION BRAKE SYSTEM FOR A VEHICLE

Abstract

Disclosed herein a friction brake system comprises a braking member connectable to at least one brake pad and configured for pressing the brake pad against a friction surface and a transmission unit configured for converting a rotary motion generated by an actuator into a braking motion of the brake pad wherein the transmission unit comprises a ball-in-ramp assembly having a first plate with at least one groove, a second plate with at least one groove facing the groove of the first plate, and at least one ball arranged between the first plate and the second plate wherein the ball is retained by the groove of the first plate and the groove of the second plate, wherein the ball-in-ramp assembly is configured to convert a rotary motion of the first plate into a translational motion of the second plate relative to the first plate.

Claims

1. A friction brake system for a vehicle, comprising a braking member connectable to at least one brake pad and configured for pressing the brake pad against a friction surface and a transmission unit configured for converting a rotary motion generated by an actuator into a braking motion of the brake pad, wherein the transmission unit comprises a ball-in-ramp assembly having: a first plate with at least one groove, a second plate with at least one groove facing the groove of the first plate, and at least one ball arranged between the first plate and the second plate, wherein the ball is retained by the groove of the first plate and the groove of the second plate, wherein the ball-in-ramp assembly is configured to convert a rotary motion of the first plate into a translational motion of the second plate relative to the first plate, wherein the second plate is mechanically coupled with the braking member such that a rotation of the first plate causes the braking motion of the braking member, wherein the friction brake system further comprises a spindle, wherein the spindle comprises spindle threads engaging with threads on an inner surface of the first plate, wherein the spindle is configured to be rotated by the actuator about a first angular range to cause the rotary motion of the first plate and thereby cause the braking motion of the braking member, wherein the spindle is configured to be rotated beyond the first angular range to cause a translational motion of the first plate relative to the spindle for pad wear adjustment.

2. The friction brake system of claim 1, characterized by a first stop, wherein the first stop is configured to prevent further rotation of the first plate when the spindle is rotated beyond the first angular range in a first rotation direction, thereby resulting in a translational motion of the first plate relative to the spindle in a first axial direction.

3. The friction brake system of claim 2, characterized by a second stop, wherein the second stop is configured to prevent further rotation of the first plate when the spindle is rotated beyond the first angular range in a second rotation direction opposite the first rotation direction, thereby resulting in a translational motion of the first plate relative to the spindle in a second axial direction opposite the first axial direction.

4. The friction brake system of claim 1, characterized by a lock nut having inner threads engaging with the spindle threads, wherein the lock nut is configured to prevent a translational motion of the first plate, when the spindle is rotated about the first angular range.

5. The friction brake system of claim 4, characterized by a lock nut end stop configured to prevent further rotation of the lock nut when the spindle is rotated beyond the first angular range in the first angular direction to allow for the translational motion of the first plate relative to the spindle in the first axial direction.

6. The friction brake system of claim 5, characterized in that the lock nut end stop is configured to prevent further rotation of the lock nut when the spindle is rotated beyond the first angular range in the first angular direction prior to the prevention of the further rotation of the first plate by the first stop, thereby resulting in a translational motion of the lock nut away from the first plate prior to the translational motion of the first plate relative to the spindle in the first axial direction.

7. The friction brake system of claim 5, characterized in that the lock nut end stop is formed by the second plate of the ball-in-ramp assembly.

8. The friction brake system of claim 4, characterized in that the first plate and the lock nut are connected to one another by a spring.

9. The friction brake system of claim 1, characterized in that a depth of the groove of at least one of the first plate and the second plate increases between a first portion and a second portion of the groove in a non-linear manner such that a path defined by the groove is steeper in the first portion than in the second portion, wherein the ball-in-ramp assembly is configured such that when the spindle is rotated beyond the first angular range to cause the translational motion of the first plate relative to the spindle for pad wear adjustment the ball is arranged in the second portion of the groove.

10. The friction brake system of claim 9, characterized in that a depth of the groove is neutral in the second portion.

11. The friction brake system of claim 1, characterized by a caliper housing, wherein the second plate of the ball-in-ramp assembly is coupled to the caliper housing by a torque support.

12. The friction brake system of claim 1, characterized in that the braking member comprises a piston connectable to a first brake pad and a caliper housing connectable to a second brake pad, wherein the caliper housing and the piston are each coupled with one of the first plate and the second plate such that the caliper housing and the piston are configured to press the first and second brake pads against opposing surfaces of a brake disc when the braking member executes the braking motion.

13. A service brake for a vehicle, comprising the friction brake system of claim 1, wherein the friction brake system is configured to reduce a rotational speed of a wheel by pushing the brake pad against the friction surface.

14. The service brake of claim 13, characterized by a first stop, wherein the first stop is configured to prevent further rotation of the first plate when the spindle is rotated beyond the first angular range in a first rotation direction, thereby resulting in a translational motion of the first plate relative to the spindle in a first axial direction.

15. The service brake of claim 14, characterized by a second stop, wherein the second stop is configured to prevent further rotation of the first plate when the spindle is rotated beyond the first angular range in a second rotation direction opposite the first rotation direction, thereby resulting in a translational motion of the first plate relative to the spindle in a second axial direction opposite the first axial direction.

16. The service brake of claim 13, characterized by a lock nut having inner threads engaging with the spindle threads, wherein the lock nut is configured to prevent a translational motion of the first plate, when the spindle is rotated about the first angular range.

17. The service brake of claim 16, characterized by a lock nut end stop configured to prevent further rotation of the lock nut when the spindle is rotated beyond the first angular range in the first angular direction to allow for the translational motion of the first plate relative to the spindle in the first axial direction.

18. The service brake of claim 13, characterized in that a depth of the groove of at least one of the first plate and the second plate increases between a first portion and a second portion of the groove in a non-linear manner such that a path defined by the groove is steeper in the first portion than in the second portion, wherein the ball-in-ramp assembly is configured such that when the spindle is rotated beyond the first angular range to cause the translational motion of the first plate relative to the spindle for pad wear adjustment the ball is arranged in the second portion of the groove.

19. The service brake of claim 13, characterized by a caliper housing, wherein the second plate of the ball-in-ramp assembly is coupled to the caliper housing by a torque support.

20. The service brake of claim 13, characterized in that the braking member comprises a piston connectable to a first brake pad and a caliper housing connectable to a second brake pad, wherein the caliper housing and the piston are each coupled with one of the first plate and the second plate such that the caliper housing and the piston are configured to press the first and second brake pads against opposing surfaces of a brake disc when the braking member executes the braking motion.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Exemplary embodiments will be described in conjunction with the following figures.

[0023] FIG. 1 shows a cross-sectional view of a friction brake system for a vehicle,

[0024] FIG. 2 shows another cross-sectional view of the friction brake system, and

[0025] FIG. 3 shows a schematic sectional view of a groove and a ball of a ball-in-ramp assembly.

DETAILED DESCRIPTION OF EMBODIMENTS

[0026] FIG. 1 shows a friction brake system 1 for a vehicle. The friction brake system 1 may be a component of a service brake or a park brake of the vehicle. The friction brake system 1 comprises an actuator 2 having gears and a rotatable output shaft 3. The rotatable output shaft 3 is rigidly connected to a rotatable spindle 4 via a rotatable support plate 5. The support plate 5 is supported by an axial needle bearing 6 arranged between the support plate 5 and a caliper housing 7 of a braking member. The rotary motion generated by the actuator 2 is converted into a braking motion, in which a first brake pad 8 and a second brake pad 9 are pushed against friction surfaces of a brake disc 10 of a wheel brake. To achieve the braking motion, a transmission unit converts the rotary motion generated by the actuator 2 into a translational motion of a piston 11 of the braking member holding the first brake pad 8 relative to the caliper housing 7, which holds the second brake pad 9.

[0027] The transmission unit comprises a ball-in-ramp assembly having a first plate 12 and a second plate 13 and balls 14, 14′, e.g., a set of five balls, arranged between the first plate 12 and the second plate 13. The balls 14, 14′ are arranged between the first plate 12 and the second plate 13 and each held by a pair of grooves arranged on surfaces of the first plate 12 and the second plate 13. The first plate 12 rests on the spindle 4 and has threads on an inner surface, which engage with spindle threads. In some embodiments, the plates 12, 13 are pushed against each other by a compression spring. Further, the return torque of the ball-in-ramp assembly may be increased by a turn spring acting between plates 12, 13. When the braking motion is performed, i.e., when the brake is applied, the first plate 12 rotates due to a rotation of the spindle 4. The rotation of the first plate 12 is converted into a translational motion of the second plate 13 by the ball-in-ramp assemble. The second plate 13 is connected with the piston 11. When the brake is applied, the second plate 13 moves toward the left relative to the caliper housing 7 to push the brake pads 8, 9 against the friction surfaces of the brake disc 10. The first plate 12 is further supported on the caliper housing 7 by a coil spring 15 arranged between a surface of the caliper housing 7 and a surface of the first plate 12. The second plate 13 is coupled to the caliper housing 7 by a torque support 16. The torque support 16 is formed in part by a protrusion of the second plate 13, which engages with a recess of the caliper housing 7 and thereby prevents rotation of the second plate 13. Further, a lock nut 17 is threaded on the spindle 4. The lock nut 17 is connected to the first plate 12 via a torsion spring (not depicted) and locks the first plate 12 relative to the spindle 4 during the braking motion.

[0028] To enable pad wear adjustment, the first plate 12 is coupled to the caliper housing 7 via a first stop 18. The first stop 18 is formed in part by a protrusion of the first plate 12, which engages with a recess of the caliper housing 7, when the spindle 4 is rotated beyond the angular range intended for braking. In this case, during further rotation of the spindle 4 by the actuator 2 the first stop 18 prevents the first plate 12 from rotating further, which leads to a translational motion of the first plate 12 with respect to the spindle 4. This translational motion is used to increase or decrease the air gap between the brake pads 8, 9 and the brake disc 10 for pad wear adjustment. To enable the translational motion of the first plate 12 for pad wear adjustment, the lock nut 17 may perform a translational motion as well. To enable the translational motion of the lock nut 17, a lock nut end stop 19 formed in part by a protrusion of the lock nut 17 configured to engage with a recess of the second plate 13, is provided. The lock nut end stop 19 is configured to prevent a rotary motion of the lock nut 17, when the spindle 4 is rotated for pad wear adjustment, thereby leading to a translational motion of the lock nut 17 that allows the first plate 12 to move translationally for pad wear adjustment.

[0029] FIG. 2 shows another cross-sectional view of the friction brake assembly 1. Corresponding and reoccurring features shown in the different figures are denoted using the same reference numerals. The first stop 18, which couples the first plate 12 to the caliper housing 7 comprises a protrusion 20 formed on an outer surface of the first plate 12. The first stop 18 is further formed by a first stop surface 21 formed in the surface of the housing. When the spindle 4 is rotated in a clockwise direction beyond the point where the protrusion 20 comes into contact with the first stop surface 21, further rotation of the first plate 12 is prevented, and the first plate 12 performs a translational motion for pad wear adjustment, e.g., for decreasing the air gap between the brake pads 8, 9 and the brake disc 10. For pad wear adjustment in the opposite direction, e.g., for increasing the air gap, a second stop is formed by a second stop surface 22 and the protrusion 20 of the first plate 12. The second stop is configured to prevent further rotational motion of the first plate 12 in the anti-clockwise direction.

[0030] The torque support 16 of the second plate 13 is formed by a protrusion 23 on an outer surface of the second plate 13. The protrusion 23 of the second plate 13 engages with a recess in the caliper housing 7 and prevents rotation of the second plate 13. The lock nut end stop 19 is formed by a protrusion 24 on an outer surface of the lock nut 17 and a first lock nut surface 25 formed by an inner surface of the second plate 13. The lock nut end stop 19 is configured such that when the spindle 4 is rotated in the clockwise direction, the protrusion 24 of the lock nut 17 engages with the first lock nut surface 25 just before the first plate 12 is prevented from further rotation due to engagement of the protrusion 20 with the first stop surface 21.

[0031] FIG. 3 shows a schematic view of a groove 26 of the first plate 12. The other grooves of the first plate 12 as well as the grooves of the second plate 13 are shaped correspondingly. The ball 14 is held within the groove 26 of the first plate 12 and a corresponding groove of the second plate 13. A depth of the groove 26 decreases from a first portion 27 of the groove 26 toward a second portion 28 of the groove 26. The depth of the groove 26 increases in a non-linear manner such that it is steeper in the first portion 27 than in the second portion 28. The depth of the groove 26 is constant in the second portion 28, e.g. for parking function. The first portion 27 of the groove 26 holds the ball 14 when the brake is not applied, and the second portion 28 of the groove 26 holds the ball when the brake is applied. When pad wear adjustment is performed, e.g., to decrease the air gap between the brake pads 8, 9 and the brake disc 10, the ball 14 is held within the second portion 28 of the groove 26.

[0032] According to the present application, a simple mechanism for pad wear compensation may be provided to drive the ball in ramp mechanism not directly by the actuator, but indirectly via a spindle gear. In case of a too big airgap the actuator can drive the spindle drive with the ball in ramp drive from its initial position in direction of full brake apply against a stop between the housing and the ball in ramp unit, which is causing a relative move between nut and spindle, which lead to a pad wear compensation. This is possible because also the locking friction torque caused by a lock nut will be released by the actuator. In case of a too small airgap the actuator can drive the spindle drive with the ball in ramp drive from its initial position in opposite direction against a first stop between the housing and the ball in ramp unit, which is causing a relative move between nut and spindle and opens the lock nut as well. In both cases the airgap change can be controlled regarding its size by position control of the actuator.

[0033] Features of the different embodiments which are merely disclosed in the exemplary embodiments may be combined with one another and may also be claimed individually.