JP2002364683A - Clutch, vehicle brake actuator and method for starting drive motor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a means for overcoming a peeling moment at the time of starting of a clutch and a rotation / translational motion conversion transmission device, which are disposed after an electric motor used as a drive motor. . The clutch (16) is designed as a pawl clutch and has two circular disks (38, 40), which are arranged parallel and axially aligned with one another and at a distance from one another. . Circular disks 38,4
0 is the two circular disks 3 on the end faces facing each other.
8, one claw 42 arranged along the circumference of
44, the pawls 42, 44 form a rotation stopper for limiting the free rotation angle. The rotation stopper controls the free rotation angle of the drive disk 38 with respect to the output disk 40. Limit in the direction of rotation.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a clutch for transmitting rotational movement as defined in claim 1 and a drive motor as defined in claim 7 as a superordinate concept of the invention. 15. A device for operating a vehicle brake of the type comprising a rotational / translational conversion transmission driveable by a drive motor, and a brake actuation mechanism operable by the rotation / translational transmission.
The present invention relates to a method for starting a drive motor connected to a transmission as defined in the generic concept of the invention.

[0002]

2. Description of the Prior Art In order to move a transmission from a standstill when starting the transmission or, in general, when starting a rotatable unit or device, the so-called peeling moment must be overcome. The problem arises. This separation moment results from the cohesive friction that must be overcome in order to move the transmission from rest. If the transmission is moving, only relatively low sliding friction need be overcome. When the transmission changes from a stationary state to a moving state, in other words, the transition from the sticking friction to the sliding friction at the start of the transmission, the driving torque suddenly decreases. After a relatively long stopping time, the lubricating film of the bearings and, for example, the sliding parts of the mutually meshing gears of the gear transmission, the sliding parts of the mutually sliding tooth surfaces, the threads of the spindle transmission engaging the spindle and the nut, etc. The lubricating film may be interrupted. Adhesive friction,
Thus, the peeling moment required to overcome the sticking friction can be, for example, as much as 30% greater than the sliding friction or drive torque of the gear during motion.

[0003] After aging, the drive motor may have a reserve torque to overcome the delamination moment at start-up, in order to guarantee the start-up of the transmission in the event of undervoltage and low temperature when using the electric motor. Must be designed for Therefore, the drive motor is originally designed to be oversized to drive the transmission even though the peeling moment is ignored. The need for a reserve torque is regarded as a disadvantage particularly when an electric motor is used as a drive motor in practice. The need for reserve torque requires a relatively large, relatively heavy electric motor with a relatively high output, and the high output itself requires a sufficient amount of power supply. It is.

[0004]

SUMMARY OF THE INVENTION The object of the present invention is to provide a clutch which is arranged after an electric motor used as a drive motor and a means for overcoming the separation moment at the start of the rotary / translational transmission. To provide.

[0005] The invention relates in particular to a vehicle brake actuation device provided with an electric motor as drive motor for actuating the brake via a rotational / translational motion transmission, for example a threaded transmission. When the brake is configured as a rocking brake, the rotary / translation conversion gear is self-locking to maintain the generated braking force for an indefinite period of time when the electric motor is not powered. In the case of self-locking transmissions, the present invention relates in particular to the actuation of vehicle brakes, in particular the actuation of rocking brakes, since the separation moment is generally particularly high.

[0006]

Means for solving the above-mentioned problems of the present invention are as follows.
The clutch has a free rotation angle in at least one rotation direction and has a rotation stopper for limiting the free rotation angle.

For example, when driving a transmission with a drive motor, in particular an electric motor or any other rotatable device or unit, the free rotation angle of the clutch at start-up is such that the transmission is still stationary after the transmission has been hit. To start the electric motor. The inertia of the rotating mass of the already started electric motor, the flywheel effect, overcomes the separation moment of the electric device, which is still stationary, in which case the present invention provides for the rotation stopper of the clutch to overcome the separation moment of the transmission. However, it is configured to act as shockingly as possible. Since the flywheel effect of the already started electric motor is used to overcome the separation moment of the electric device, the electric motor does not need to be designed with a reserve torque for starting the transmission, or in any case However, the preliminary torque of the electric motor is smaller than the case where the clutch of the present invention is not interposed. Thus, the clutch of the present invention allows the use of a smaller, lighter, lower power electric motor to drive a transmission or other device.

Advantageous components of the clutch described in claim 1 are described in claims 2 to 6, and advantageous components of the vehicle brake operating device described in claim 7 as a combined invention are claimed in claims 8 to 8. Advantageous implementations of the method for starting a drive motor, which are also described as a combined invention in claim 13 and in claim 14, are disclosed in claims 15 and 16.

According to a fourth aspect of the present invention, the clutch is provided with a spring element for rotating the drive side and the output side of the clutch away from the rotation stopper when the clutch has no torque to generate a free rotation angle for starting the clutch. I have. After the drive motor is shut off, the spring element rotates the drive side and the output side of the drive motor back by a free rotation angle. The spring element can be, for example, a metal spring or can have a rubber-elastic element or an elastomer.

[0010] As described in claim 5, the clutch may be incorporated in the electric motor. This configuration has the advantage that the structure of the electric motor including the clutch having a free rotation angle for starting the motor is made compact. As described in claim 6, the clutch incorporated in the electric motor is interposed between the armature and the motor shaft. In this embodiment of the invention, the armature is rotatable with respect to the motor shaft by a limited free rotation angle of the clutch.

[0011] Claim 7 relates to a device for actuating a vehicle brake, in particular a vehicle locking brake, which can be driven by a drive motor, in particular an electric motor. The actuation in this case must be understood to mean the act of tightening the brake and the act of releasing the brake. Via the rotary / translational motion transmission with the clutch interposed according to the invention, the rotational drive motion of the drive motor is converted into a linear motion for actuating the brake.

According to claim 8, the clutch of the brake operating device has a free rotation angle in the disengagement direction of the brake. When the brakes are tightened, the rotational / translational motion transmission and possibly the front deceleration transmission are still loaded even at rest and the transmission is pre-loaded, so that the separation moment Is expensive. The free rotation angle is therefore provided in the direction of release of the brake in order to facilitate starting of the motor and the transmission when releasing the tightened brake. The free rotation angle of the clutch is not required to tighten the loosened brake. This is because the torque required to operate the brake is low at the beginning of the tightening operation, and the associated peeling moment is also low.

[0013] In order to be able to use the brake as a locking brake, the device, in particular the rotary / translational motorized device of the device, is designed to be self-locking as described in claim 12, so that the motor is The generated braking force is maintained even when power is not supplied. The use of the clutch according to the invention is particularly advantageous, since the release moment in the case of self-locking transmissions is generally particularly high.

[0014] In order to overcome the peeling moment, the method of starting the drive motor according to the present invention includes the steps of:
The drive motor is driven for a short time in a direction opposite to the prescribed direction of rotation before the actual start, and then immediately driven in the prescribed direction of rotation. By reversing the drive motor before the actual start, all play and the free rotation angle of the clutch present in the transmission are fully utilized to start the motor. When starting in a defined direction of rotation, the drive motor is moved by means of the free rotation angle of the clutch and the play in the transmission before the load is moved by the transmission, for example before the brake is tightened.
Thereby, the peeling moment is overcome by using the free rotation angle of the clutch and the play of the transmission. As long as the play of the transmission is sufficient, a clutch having a free rotation angle may not be necessary.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, an embodiment of the present invention will be described in detail with reference to the drawings.

The device 10 according to the invention for actuating the brake 12, indicated symbolically in FIG. 1, has an electric motor 14 as the drive motor. The electric motor 14 is connected to a gear transmission 18 via a clutch 16 of the present invention which will be described in detail later.
Drive. The gear transmission 18 is a reduction transmission, and in the embodiment of the present invention, is constituted by a first speed 20 and a second speed 22 in a two-stage system. The first gear stage 20 has a (small diameter) drive gear 24 which meshes with a (large diameter) output gear 26. 1st gear 2
0 is connected to the electric motor 1 via the clutch 16.
4 can be driven to rotate. The output gear 26 of the first speed stage 20 is non-twistably fixed to the (small diameter) drive gear 28 of the second speed stage 22, and the drive gear 28 is the (large diameter) output gear of the second speed stage 22. 30 meshed.

The output gear 30 of the second shift stage 22 has a nut 3
The nut is engaged with the spindle 34 in a non-twistable manner. The rotation of the nut 32 causes the spindle 34 to shift in the axial direction. The spindle 34 is connected to the brake 12 via a brake operating mechanism (not shown).
The operation in this case means a tightening operation and a releasing operation of the brake 12. Such brake actuating mechanisms are known to those skilled in the art and are not the subject of the present invention, so a detailed description thereof will be omitted here. The spindle 34 is held non-twistable by a slide key 36 fitted in the groove of the spindle 34 and the groove of the spindle bearing. The spindle 34, together with the nut 32, forms one spindle transmission 32, 34 that converts the rotational movement of the nut 32 into a translation movement (shift movement) of the spindle 34. Thus, the spindle transmissions 32, 34 are rotation / translation conversion transmissions.

The spindle transmissions 32, 34 are self-locking, that is, the spindle 34 cannot be shifted by an axial force on the spindle 34, but can be shifted only by the rotation of the nut 32. Therefore brake 1
Reference numeral 2 is used not only as a driving brake but also as a fixed brake that maintains the generated braking force when power is not supplied to the electric motor 14.

The clutch 16 is designed as a pawl clutch and has two circular disks 38, 40, which are parallel and axially aligned with one another and are arranged at a distance from one another. Double circular discs 38, 4
0 is a double circular disc 3 on the end face side facing each other.
8 and 40, each of which has one claw 42,
44 (FIG. 2). Double circular disks 38, 40
Are rotatable relative to each other by a free rotation angle by pawls 42 and 44. The free rotation angle is approximately 180 in both rotation directions starting from the neutral position where the claws 42 and 44 are diametrically opposed.
゜. The two circular disks 38 and 40 each have a shaft 4
6, 48, in which case one shaft 46 is fixed to the motor shaft of the electric motor 14 so that it cannot be twisted, and the other shaft 48 drives the first gear 20 of the gear transmission 18. It is fixed to the gear 24 so that it cannot be twisted. The shaft 46, which is fixed to the motor shaft of the electric motor 14 so as not to be twisted, forms a drive shaft of the clutch 16 of the present invention.
The disk 38 is fixed to the clutch 1 so that it cannot be twisted.
6 drive disks 38 are formed. Therefore, drive shaft 4
6 and the drive disk 38 are connected to the drive sides 38 and 4 of the clutch 16.
6 is formed. Shaft 48 fixed to gear 24 so as not to be twisted
Forms an output shaft 48 of the clutch 16, and a circular disk 40 fixed to the output shaft 48 in a non-twistable manner.
Output disk 40 is formed. Therefore, the output disk 40 and the output shaft 48 are connected to the output sides 40 and 48 of the clutch 16.
To form The pawls 42 and 44 form rotation stoppers 42 and 44 of the pawl clutch 16, which limit the free rotation angle of the drive disk 38 with respect to the output disk 40 in both rotation directions.

One spring element 50 is arranged in the gap between the two disks 38, 40 of the pawl clutch 16. In the embodiment shown, the spring element 50 is configured as a spiral spring, one end of which is connected to the drive disk 38 by means of a fitting pin 52 and the other end of which is connected by means of a fitting pin 54 to the output disk. 40. The spring element 50 forms a torsion spring which, when the clutch 16 has no torque, rotates the discs 38, 40 of the clutch to a neutral position shown in which the claws 42, 44 are diametrically opposed. In this neutral position, the clutch 16 has the previously described free rotation angle of about 180 ° in both directions until the pawls 42, 44 abut each other to limit the free rotation angle.

The clutch 16 of the present invention is provided to overcome the separation moment of the gear transmission 18 of the spindle transmissions 32 and 34 and the operating mechanism (not shown) of the brake 12. When the electric motor 14 is powered to operate the brake 12, the rotor of the electric motor
It starts with the motor shaft, the drive shaft 46 of the pawl clutch 16 and the drive disk 38. When the electric motor 14 starts, the operating mechanisms of the transmissions 18, 32, 34 and the brake 13 are stationary until the claws 42, 44 of the pawl clutch 16 abut against each other, so that the motor can be easily started. Claws 42, 4
When the electric motors 4 abut against each other, the flywheel action of the started electric motor 14, that is, the moment of inertia of the rotating mass is transmitted to the transmissions 18, 32, 34 and the operating mechanism of the brake 12 in an impact manner. The peeling moments for overcoming the cohesion of the actuation mechanisms of the brakes 18, 32, 34 and the brake 12 are overcome during the transition of the already started electric motor 14 from the stationary state to the flywheel movement. With the pawl clutch 16 of the present invention, the flywheel effect of the starting electric motor 14 is exploited to overcome the peeling moment of the transmissions 18, 32, 34 and brake 12. This applies to both the tightening direction and the releasing direction of the brake 12.

When the electric motor 14 is shut off, the self-locking spindle transmissions 32, 34 hold the gear transmission 18 in a non-rotatable manner, and the output side 40, 40 of the pawl clutch 16 via the gear transmission. 48 is held unrotatable. The spring element 50 connects the drive shafts 38 and 46 of the pawl clutch 16 and the motor shaft and the rotor of the electric motor 14 to the pawl clutch 1.
6 to a neutral position (that is, a position where the claws 42 and 44 are diametrically opposed) to rotate about 180 °. In this way, the spring element 50 forms a free rotation angle for the next start of the electric motor 14 in both directions of rotation.

In the method of the present invention, the electric motor 14 is first supplied with a short period of time to activate the brake 12 in a direction opposite to the direction of rotation defined for operating the brake 12 and then immediately reversed to the specified direction. Is supplied in the direction of rotation. By shortly rotating the electric motor 14 in reverse before the original start of the electric motor 14 in the prescribed direction of rotation,
The free rotation angle of the clutch 16 is maximized. When starting the electric motor 14, the play of the gear transmission 18 and the spindle transmissions 32, 34 is additionally used to overcome the peeling moment. The spring element 50 can be omitted in this case. This is because the short-time reverse rotation of the electric motor 14 before the original start of the electric motor 14 guarantees the free rotation angle of the pawl clutch 16.

In the present invention, the electric motor 56 shown in FIG. 3 incorporates a clutch 58 for providing a free rotation angle for starting the electric motor 56. Electric motor 5
6 can be used, for example, to operate the brake 12 in the device shown in FIG. Electric motor 5 shown in FIG.
6 is an alternative to the electric motor 14 including the pawl clutch 16 of FIG. 1, and the drive gear 24 of the first speed stage 20 projects from the motor casing 60 of the electric motor 56. Protruding end 62 of shaft 64
Attached directly to the non-twistable.

The electric motor 56 shown in FIG.
A motor shaft 64 is rotatably supported in the motor casing 60 via the motor shaft 64. An armature 68 comprising an armature thin plate 70 and an armature winding 72 is mounted on the motor shaft 64. The armature lamina 70 is not mounted directly on the motor shaft 64, but on a tube forming the hollow shaft 74. Hollow shaft 74, and thus armature 68, is entirely rotatable on motor shaft 64.

As is well known, a predetermined number of permanent magnets 69 are arranged inside the motor casing 60 around the armature 68 to form a stator of the electric motor 56.

The pawl clutch 58 of the electric motor 56 has two cylindrical pins 76 and 78. One of the cylindrical pins 76 is press-fitted in a lateral hole of the motor shaft 64 and protrudes from the motor shaft 64 on one side. The cylindrical pin 76 is located on one end face of the armature 68. The other cylindrical pin 78 is press-fitted into a hole 80 formed in the armature thin plate 70 in a direction parallel to the motor shaft 64. The cylindrical pin 78 protrudes from the end face of the armature 68, and the cylindrical pin 76 press-fitted into the motor shaft 64 is disposed on the end face side. When the armature 68 makes one rotation with respect to the motor shaft 64, the motor shaft 6
The motor shaft 64 of the cylindrical pin 76 press-fitted into the
The end protruding from the armature thin plate 70 is press-fitted into the armature thin plate 70 and abuts against a cylindrical pin 78 protruding from the armature thin plate 70. Thus, the free rotation angle at which the armature 68 can rotate with respect to the motor shaft 64 is limited.

The clutch 5 incorporated in the electric motor 56
8 has a spring element 82 configured as a torsion coil spring. The spring element 82 is mounted on the motor shaft 64 in the region of the two cylindrical pins 76, 78 of the clutch 58 and on the side of the cylindrical pin 76 pressed into the motor shaft 64, away from the armature 68. It is installed. One spring end 84 of the spring element 82 is bent inward in the radial direction and the motor shaft 6
4 is located in the vertical groove 86. As a result, the spring end 84 of the spring element 82 is non-rotatably connected to the motor shaft 64. The other spring end of the spring element 82 is bent towards an outwardly located annular body 88, which is formed by a cylindrical pin 78 pressed into the armature laminate 70. , Is fitted in an annular groove formed at an end protruding from the armature thin plate 70.
The spring element 82 is non-rotatably connected to the armature 68 in both rotation directions by an annular body 88 surrounding a cylindrical pin 78 press-fitted on the armature thin plate 70.

When the electric motor 56 is not powered, the spring element 82
By rotating the armature 68 with respect to the motor shaft 64, the end of the cylindrical pin 76 press-fitted into the motor shaft 64, which protrudes from the motor shaft 64, is pressed into the armature thin plate 70. The cylindrical pins 78 are separated from each other. Based on this, the armature 68
Has a free rotation angle of about 180 ° in both rotation directions, the cylindrical pin 78 press-fitted in the armature thin plate 70 rotates about 180 ° before the motor shaft 64 rotates. The rotating armature 68 comes into contact with the cylindrical pin 76 press-fitted therein, thereby rotating the motor shaft 64.

If the free rotation angle is sufficient in one rotation direction, the spring element 82 is designed as follows:
That is, the spring element 82 is designed to rotate the armature 68 along the motor shaft 64 so that the cylindrical pins 76 and 78 abut each other when the electric motor 56 is not supplied with power. As a result, the armature 68 has a free rotation angle of about 360 ° in one rotation direction.
The two cylindrical pins 76 and 78 come into contact with each other after rotating about 360 °, and the armature 68 rotates the motor shaft 64 in conjunction with it.

An armature 68 rotatable relative to the motor shaft 64 forms a driving side of the clutch 58, and the motor shaft 64 forms an output side of the clutch 58.

[Brief description of the drawings]

FIG. 1 is a schematic view of a vehicle brake operating device according to the present invention using the clutch of the present invention.

FIG. 2 is an end view of a clutch portion viewed in a direction of an arrow II in FIG. 1;

FIG. 3 is a partial sectional view of an electric motor incorporating the clutch of the present invention.

[Explanation of symbols]

10 device to operate brake, 12 brake, 14 electric motor, 16 clutch, 1
8 gear transmission, 20 first gear, 22
2nd gear stage, 24 1st gear stage drive gear, 26
An output gear of the first shift stage, 28 a drive gear of the second shift stage, 30 an output gear of the second shift stage, 32
Nut, 34 spindle, 36 slide key, 38 clutch drive disk, 40 clutch output disk, 42, 44 pawl, 46
Drive shaft of clutch, output shaft of 48 clutch,
50 spring element, 52, 54 mating pin,
56 electric motor, 58 clutch, 60
Motor casing, 62 projecting end, 64 motor shaft, 66 ball bearing, 68 armature, 70
Armature thin plate, 72 armature winding, 74 hollow shaft, 76, 78 cylindrical pin, 80 holes, 82
Spring element, 84 one spring end, 8
6 longitudinal grooves, 88 torus

 ──────────────────────────────────────────────────の Continued on the front page (72) Inventor Hans-Martin Heinkel Germany Schuttgart-Zandweg 30 (72) Inventor Guenter Schmidt Germany Kirchheim am Neckar Fichtenweg 1

Claims (16)

[Claims] A rotation stopper (42, 44; 76, 78) for limiting a free rotation angle of the clutch (16; 58) in at least one rotation direction.
A clutch for transmitting rotational motion, comprising: 2. The clutch (16; 58) has a free rotation angle in both rotation directions, and one or two rotation stoppers (42, 44;) for limiting the free rotation angle in both rotation directions.
76. The clutch according to claim 1, further comprising: (76, 78). The clutch (16) is connected to the drive side (38, 4).
2. The clutch according to claim 1, wherein the clutch is configured as a pawl clutch having a rotational play between the output side and the output side. 4. The driving side (38, 46; 6) when the clutch (16; 58) has no torque.
8) and the output side (40, 48; 64)
2. The clutch according to claim 1, further comprising a spring element (50; 82) which is pivoted away from the base member (2, 44; 76, 78) to produce a free rotation angle for starting the clutch. The clutch (58) is connected to an electric motor (5).
6. The clutch according to claim 1, wherein the clutch is incorporated in 6). 6. A clutch (58) comprising: an electric motor (5);
The clutch according to claim 5, wherein the clutch is inserted between the armature (68) and the motor shaft (64). 7. A vehicle brake of the type comprising a drive motor, a rotational / translational motion transmission driveable by the drive motor, and a brake actuation mechanism operable by the rotation / translational motion transmission. A device (10) interposed between a drive motor (14) and a rotational / translational motion transmission (32, 34) to control the rotational motion of the drive motor (14). A clutch (16) for transmitting to the translation conversion transmission (32, 34), the clutch (16) having a free rotation angle in at least one rotational direction and limiting the free rotation angle; Device for activating a vehicle brake, characterized in that it has a rotation stopper (42, 44). 8. The clutch (16) includes a brake (12).
The device according to claim 7, wherein the device has a free rotation angle in the dissociation direction of the device. 9. The clutch (16) is connected to the drive side (38, 4).
8. The device according to claim 7, wherein the device is configured as a pawl clutch having a rotational play between 6) and the output side (40, 48). 10. The clutch (16) includes a clutch (1).
6) When there is no torque, the drive side (38, 46) and the output side (4
0, 48) is moved away from the rotation stoppers (42, 44) to stop the drive motor (1) when the drive motor (14) stops.
8. The device as claimed in claim 7, comprising a spring element (50) for producing a free rotation angle for starting (4). 11. A rotational / translational motion transmission (32,
8. The device according to claim 7, wherein 34) has a threaded transmission. 12. The device according to claim 7, wherein the device is self-locking. 13. The device according to claim 7, wherein the device has an electric motor as a drive motor. 14. A method for starting a drive motor to which a transmission (18, 32, 34) is connected, wherein the drive motor (14; 56) is driven in a direction opposite to a prescribed rotation direction before the original start. And then driving in a defined direction of rotation. 15. The driving motor is an electric motor (14; 5).
The method according to claim 14, wherein 6). 16. A rotation stopper (42, 44; 76, 78) having a free rotation angle and limiting said free rotation angle.
The clutch (16; 58) provided with the drive motor (14;
15. The method according to claim 14, wherein the method connects to (56).